KNIGHTS OF THE SWINGING LANTERN

“GRAND TRUNK” CONDUCTORS

David J. Dinan; Hugh O’Donnell; Alexander Muir; Allan Eby; William Frost; James Guthrie; Welland Strong

O we are merry men from Mars,

An active squad of light hussars,

Schooled in tact and the three big R’s

And how to steer by moon and stars.

Some think we haunt the gay bazaars,

And likewise smoke long black cigars,

But in our brood no Lochinvars

Toast yonder moon and strum guitars.

Our task is a life of jolts and jars

And each one bears his grist of scars—

The brand of couplings, beams and bars.

Knights of the punch—our home the cars,

We know the brig from the keel to spars,

And there we reign like blooming Czars.

Pilots, moguls, airship tars,

We guide you safely to planet Mars

O’er the trail of the swinging lanterns.

THE CREDIT VALLEY RAILWAY
Toronto to St. Thomas via Woodstock
Inauguration of Toronto-Milton sections, September 19th, 1879

The Marquis of Lorne graced the ceremonies with his presence and traveled from Toronto to Milton and return by special train.

Lord Lorne can be recognized standing in the centre of the official group and the party about him include George Laidlaw, Toronto, promoter and President of the line, John C. Bailey, Toronto, an outstanding figure at the time, who mapped the route of a dozen Canadian railways and made the survey—“Bailey Route”—of the T. & N.O.R. He was the engineer of the Credit Valley Railway and Harry Crewe, Toronto, was his chief assistant. To the right can be discerned the late James Ross, a young Scotch surveyor and engineer from Kingston, New York, in charge of construction, who afterwards became the Montreal millionaire.

Among others in this photograph are—Honorable Geo. W. Allan, Senator, Honorable John McMurrich, M.L. C., Toronto, James Beatty, K.C., Mayor of Toronto, Ross McKenzie, accountant with the Credit Valley Railway, who probably was Canada’s most famous lacrosse player, and Wm. Taylor, secretary for James Ross.

STREETSVILLE JUNCTION, SEPTEMBER 19th, 1879

Train sheet and entries thereon the day of the Governor General’s Special.

Down trains going east.Up trains going west.
BallastBallastBallastPilotSpecialBallastNo. 1TrainsSpecialBallastPilotBallastBallastNo. 4Engineer
Lovelock Martin Flanagan ConductorFlanagan
Kean MonroSpraggeGreenshields EngineerSpragge
Webster YatesPhippsCameron FiremanPhipps
Ryan BaggagemanRyan
McGillis Ragan Brakesman
341 338No. 8No. 2 EngineNo. 8
Off
Branch		 Off
Branch		Red
Signal
A.D.A.D.A.D.A.D.A.D.MilesStationsA.D.A.D.
1.350 Toronto 10.30
psd. 1.12 4¼Lambton
12 Cooksville10.5510.58
17⅞Streetsville
psd. 12.5119⅛Streetsville Jct.11.2511.25
12.2629¾Milton11.46
35½Campbellsville

Courtesy Hamilton Spectator.

THE CRUSADE
OF
UNITED STATES RAILWAY INTERESTS IN CANADA

John Bull’s eldest daughter, Canada—recently eulogized as his fairest by the Honorable William H. Taft—is no laggard in recognizing opportunity as it ebbs and flows in the great, scientific game of trade. Like our wide-awake neighbor to the south, she inherits from commercial and speculative England the bartering instinct, and is willing enough to emulate, in a modified way, cousin Columbia’s obeisances to the goddess of commerce. The goddess, aforesaid, has been an active dame and most aggressive throughout North America during the past half century. To further her aims, enthusiastic disciples have achieved such marvellous feats, especially in railroad construction and transportation methods, during the period mentioned that comparisons, invidious or otherwise, are well-nigh compulsory.

The prairie schooner has made a squeaky exit from the drama of locomotion into museums and the tortuous, blazed trails of the gold seekers of ’49, minus kinks and humps, are now the routes of many lines with trackage contributing to an aggregate of 256,547 miles of railway which 2105 roads have under operation to-day in United States alone. In 1860 the Union possessed only 30,626 miles of steel.

Fifty years ago the fruits of opportunity in the middle and golden west appeared to the denizens east of the “Missouri” to ripen and require plucking all at once, and the termination of the Civil War signalled the inauguration of extravagant railroad ventures. Ambition fired the mind of the restless native and that big, swelling, polyglot immigration pouring into the “Land of Liberty,” needed space and breezy fumigation. Afterwards, they had to be fed and equipped, which, pursuant to the laws of demand and supply, materially increased consumption. Responding to the goads of progress, the railroads extended, paralleled and criss-crossed the “other fellow” in the dignified scramble for a slice of the melon of prosperity. The slogan was and has ever been, “More Passengers,” “Increased Tonnage”: import, export, interline and local business all comprised grist for the mills. About the time mercantile houses were becoming inoculated with the “commercial traveller” idea, a small squad of travelling railroad representatives, in open formation, were training observing optics on prospective traffic. In this, the eastern group of railroads were slightly in advance of their newer, western connections.

As far back as 1868 New York and New England State railways—the nuclei of gigantic present day systems—grew interested in international trade and thrust their tentacles across that imaginary line of demarkation bisecting the great lakes, into Ontario and Quebec. Mr. E. L. Slaughter entered Canada forty-eight years ago as representative of the “Erie” and is said to have been the first foreign line travelling agent to invade British domains on such a mission. Some Canadian merchants no doubt, remember this Southern gentleman who occupied an office at the corner of Scott and Wellington Streets, Toronto. John Strachan, genial and popular, followed him and for many years graced the position, with Mr. M. McGregor, inscrutable and keen, as right bower. S. J. Sharp was also an active agent of that system in Ontario. Those were the days of the “Merchant’s Dispatch,” 1870, the days when John Barr in the early eighties trod the boards boosting the “Blue Line,” and his understudies, A. F. Webster, Bob Moodie, Charles Holmes and F. F. Backus, sallied forth from the corner of Church and Colborne Streets, originally laboring in the same cause. Afterwards, T. J. Craft, and subsequently S. Hyndman, made predatory incursions from Detroit for the “Blue Line.” Mr. Craft was once agent at Galt, Ont., and an organ, the product of his skill, is, I believe, in good order to-day in a church in that Scottish burg. The distinctive term “dispatch” I mention, was applied to the earliest systematized methods, operative within a railway organization, for tracing perishable or timed freight and transporting it via most direct routes in cars of a uniform dimension, color, etc. Ere long, “Great Eastern” and “National Dispatch” sprang into existence. Hot on their heels came the “Hoosac Tunnel Route” and “West Shore” bidding for favorable consideration through the medium of indefatigable Joseph Hickson.

Not until 1901 did W. A. Wilson, a graduate of that school, and formerly with the “Fitchburg,” assume control of the “N.Y.C.” merged freight interests. Louis Drago and Frank C. Foy supervised passenger affairs for the consolidated lines.

At that period there was more talk in Canada of reciprocity with United States than there may be again. Uncle Sam’s politicians were wont to shun the subject, but the interchange of traffic grew apace. Emboldened by their competitors’ success, the “Lackawanna Road” sent an emissary into Ontario and they “have stuck,” George Bazzard campaigning for years for that interest until age caused him to make place for A. Leadley, now at the helm. 1884 saw the advent of the “Lehigh Valley” and Duncan Cooper. Robert Lewis, then in his prime, was busy making hay, years before their permanent office was decided on. He was a practical student of the “Morse” code at Suspension Bridge in 1855 when the first near-modern structure spanned Niagara River. Thirty years ago he presented his card in “York” state as representative of the “Great Western.” Only recently came the “Pennsylvania” with Don McKenzie as sponsor and succeeded by L. J. Fox and Messrs. Stackpole Plummer, and Little.

Ten Hale and Hearty Gentlemen Linking the Past and Present. Each Stalwart in the upper row has completed 50 years’ active service. Their companions are vigorous and capable, with splendid records.

A
J. A. Richardson,
Midland Railway, Millbrook, Ont.,
Canadian Agent,
Wabash Railroad Co.

B
N. Weatherston,
Grand Trunk Railway,
General Agent,
Intercolonial Railway.

C
F. J. Glackmeyer,
Ticket Clerk,
Great Western Railway, Toronto.
Sergeant-at-Arms, Ontario

D
George Ham,
Newspaper Man, Raconteur,
Diplomat,
Canadian Pacific Railway.

E
Richard Tinning,
Wing Shot, Oarsman, Vocalist,
Grand Trunk Railway,
All The Way.

F
R. L. Nelles, Lieut.-Col.,
Buffalo & Lake Huron Railway,
Grand Trunk Railway,
Toronto.

G
W. R. Callaway,
G.T.R. and C.P.R.,
G.P.A., Soo Line, Minneapolis,
Noted Advertiser

H
Alfred Price,
Credit Valley Railway,
Ass’t. Gen’l. Manager, E.L.,
Can. Pac. Railway, Montreal.

I
Wm. A. Wilson,
Grand Trunk Railway,
Gen’l. Can’n Freight Agent,
New York Central Lines.

J
W. J. Grant,
Midland Railway,
Port Hope “Mobile & Ohio,”
Dis’t. Freight Agent, C.P.R.,
Hamilton, Ont.

A large percentage of the public have enjoyed or know of the splendid passenger equipment and service some of these railways, in conjunction with Canadian trunk lines, offer to-day between Montreal, Ottawa, Toronto, Hamilton and Atlantic Seaboard. No doubt the reader who has attained the age of 45 years could develop a comparative mental picture of his first train ride, its discomforts, shortcomings and quaint paraphernalia. The demands of the age and growth of travel account for “the milk in the cocoanut.” Before the war, the average number of trains crossing the line via Rouse’s Point, N.Y., was 134 per month, and in that time they transported 9,627 passengers southward. At Newport, Vt., 160 trains entering United States yield a monthly patronage of 6,897 people. Probably you are curious to learn how it is at Niagara Falls, N.Y. This accessible and world-famous spot, redolent with much that is historic and tragic, is the magnet which attracts or ushers into the State of New York 20,000 souls a month and 700 trains of all railroads are pressed into service to cater to the modern craze to be “on the go.” These authentic figures do not include pedestrian traffic.

Compare the tonnage of forty years ago, and the leisurely dispatch it was given, with the daily carloads containing a multifarious assortment of perishable commodities and staples which now make regular, scheduled runs of 24, 36, and 48 hours between United States points of origin, the docks at Portland, Boston and New York and distributing centres in Canada. Twelve to fifteen hundred tons of import merchandise for Ontario destinations per month, apportioned to each of the half dozen competitive eastern “U.S.” lines, is a conservative estimate of what is handled. They bring in hardware, silver novelties, locks and clocks from Connecticut; tools, machinery and electrical supplies from Massachusetts and New York; cement and coal from Pennsylvania; early table delicacies from Maryland, and off ocean vessels, English fabrics, weaves from Scotch and Irish looms, German toys, Parisian frocks and bonnets, as well as tons of express matter and the theatrical accessories which accompany the thespians, prestidigitators and slap-stick artists. One of these eastern lines, with a strong weakness for fruit shipments, transports to the international bridges during the season, 125 carloads a month of incoming Cuban pineapples, Costa Rica bananas and Mediterranean lemons. The local and through eastbound tonnage secured by interested railways receives equal dispatch, exceeds that average and includes large quantities of apples, cheese, eggs, flour, implements, lumber, meats and poultry which probably approximate a combined monthly output of 1,200 carloads. It may be news to some of the uninitiated to hear that 1,500 carloads of Ontario grown turnips are shipped annually in the autumn for consumption in the United States. It is not surprising, therefore, that the big “American” carriers hasten to augment their revenues by coaxing and nursing this growing trade.

R. M. Melville, R.N.,

General S.S. Ticket Agent, Toronto and Captain, retired H.M. M.M., “S.S. Pekin.”

In 1875 the complacent east languidly condescended to heed insistent whispers concerning Canada’s vast Northwest. The tide of travel was diverging and began to carry with it in that direction prospectors, homesteaders and adventurous merchants bent on spying out locations in the prairie El Dorado. Dependent, of course, they levied on the mills of the east for food, clothing and implements. About this time Sir Hugh Childers, London, England, occupied the President’s chair directing the destinies of the Grand Trunk Railway, and the contemporary Canadian Pacific Railway official was (Sir) William Van Horne. Lucius Tuttle, President of Boston & Maine System, D. McNicoll, Vice-President, and C. E. E. Ussher, Passenger Traffic Manager, Canadian Pacific Railway, later on in the first flight and noteworthy examples of what determination and capacity accomplish, were going through a “course of sprouts” with Ontario lines which afterwards lost identity. Robert Kerr, former Passenger Traffic Manager “C.P.R.,” was “G.F. & P.A.” of the Northern Railway, and in his office situated at the foot of Spadina Avenue, Toronto, Tom Marshall and Henry Jago shoved the quill. Mr. Jago recently relinquished the duties of “G.E.P.A.” West Shore Road at New York. Henry Bourlier, so long associated with J. D. Hunter as western representatives of the Allan Line, was in 1874 ticket agent of G.T.R., in the old depot, and Tommy Jones was City Ticket Agent, Great Western Railway. Shippers hereabout will remember John Porteous, G.F.A., G.T.R., Montreal, Arthur White, G.F.A., Midland Railway, Port Hope, Ont., Jim “the penman” Thompson of the C.P.R. and Malcolm Murdock. Then it was that the star of Geo. B. Reeve and W. E. Davis began to twinkle; likewise, John W. Loud. All in modest positions at that time, they were fitting themselves for the exalted places they afterwards honorably filled in shaping the policy of the “Grand Trunk” and “Trunk Pacific” systems.

The majority of these and other officials had frequent business intercourse with the various United States railway agents who visited Canada.

In the year 1877 Mr. A. H. Burnham made his initial bow in Ontario representing Chicago, Milwaukee & St. Paul Railway. This move was significant, indicating the expectations of western roads based on the interest Manitoba’s commercial future had awakened. In July, 1878, the late James M. Taylor, prior to that time General Freight Agent and Superintendent, St. Lawrence & Ottawa Railway, had the distinction of establishing at Toronto the first permanent western line office in Canada. He was appointed General Canadian Agent of the “St. Paul Road.” Unlike any competitor, that railway maintained an agency in Ontario without interruption for three decades. Andrew J. Taylor joined his father in February, 1879, succeeding him several years ago when the former transferred to Pittsburg. These gentlemen have ever been regarded as pioneers and charter members of the foreign railway colony, highly respected by a legion of friends. James M. Taylor, a man of sterling personal characteristics and business acumen, who appreciated and sustained a clever hand in a quiet rubber at euchre, chose for headquarters a suite of rooms within a door of the northeast corner of Front and Scott Streets, then the hub of mercantile activity in Toronto. A neighbor was Mr. Richard Arnold, for a long time City Passenger Agent in charge of the “G.T.R.” office located on the aforesaid corner. Mr. Arnold’s daughters became respectively, the wives of William Wainwright and James Stephenson, two notable figures of the old regime. The former died when Fourth Vice-President of the “G.T.R.” and his erstwhile confrere, I believe, lived in retirement in England until death. Mr. Arnold numbered in his staff the late well-known “Phil.” Slatter; a junior assistant was Mr. C. E. McPherson, now A.P.T.M., C.P.R., at Winnipeg, who 35 years ago left “G.T.R.” ranks to travel in New England for the “Rock Island Road” and J. B. Tinning. C. W. Graves imbibed from the same seasoned chief preliminary hints on how to handle the dear public and look out for the elusive traveller who was not above licking into illegibility the date on expired tickets.

John B. Tinning,

T.P.A., C.P.R., formerly with G.T.R. and R. & O.N. Co.

Messrs. V. M. Came, W. Barnes and Sam. Beatty soon followed Mr. Burnham of the St. Paul Road to further the interests of the Chicago & Northwestern Railway, but were transferred before many moons had silvered the landscape. The two Jacks, “Morley” and “Winnett” swung into line in 1879 and did good work in both departments for the “C. & N.W.R.,” opening an office in Toronto in the old Baldwin Building, I understand, in 1880.

John Morley long ago forsook the excitement of the road. He died at Winnipeg during the summer of 1908, and interment occurred at Toronto, where his family is well known. The mantle of these gentlemen fell naturally on the shoulders of a sturdy Spartan, Burton H. Bennett, cryptic, yet merry, who jumped into the game with a will and has won an enviable reputation in the dual position.

The “Burlington Road” was right up on the firing line, looked after by a gentleman bearing the uncurtailed and historic cognomen, John Quincy Adams Bean, from “way down east.” After him, in order, appeared Messrs. Badgeley, Simpson and John A. Yorick. The late Joe Simpson was always happy if his road secured patronage in regular twos and threes. Not every one knows that he was for a few hours an unwilling guest of the “Fenian” leader O’Neil in 1866, and had been with M.K. & T. and T.St.L. & K.C.

Brilliant, well-informed, J. Francis Lee represented the “Rock Island-Albert Lea” combination, D. J. Peace sought freight for them and Eben MacLeod was located at Montreal somewhat later for “C.R.I. & P.” Such watchful competitors as “Great Western Railway,” featured by Messrs. Ridgedale, Noyes, Storr and Baker, and “Union Pacific Ry.” with Ira P. Griswold in the van, M. C. Dickson and J. O. Goodsell holding power later, before Geo. Vaux and J. J. Rose took up their work. Charles A. Florence, an “Illinois Central” Agent, made Berlin—now Kitchener—his headquarters.

Geo. B. Wylie

Traveling Passenger Agent Illinois Central Railroad

The “All Rail” mediums then available for transporting man and beast destined California, the Dakotas and Manitoba from Old Ontario, were “Grand Trunk,” “Great Western,” “Credit Valley,” and “Canada Southern,” covering the distance as far as St. Thomas and Detroit, thence via “Michigan Central” and Wabash Railroads to Chicago. Tom Cochrane, R. W. Youngs, Bob Middleton, J. W. Kearns and G. C. Wilson follow the footsteps of predecessors and patrol that neighborhood now. As travel increased from a dozen or two people to an occasional weekly carload, and more, the number of migratory railroaders multiplied. Oldtimers will recollect some of those big hearted, brainy hustlers including Sam Seymour of the “Pennsylvania,” Dave Cavan, formerly of Stratford, John Laven, off the “Iron Mountain,” representing “M.C.R.,” Charles Ousterhouse, T.P.A. N.Y.C. Lines, Geo. B. Wyllie for “L.S. & M.S.” and later in full charge of “Ill. Cent. Ry.” affairs in Canada, and the late much lamented J. Nelles Bastedo, who shipped from Barlow Cumberland’s service several years ago to travel for “Santa Fe System.” Joe Rattenbury, who twenty-five to thirty years back used to stow away at his place in Clinton in one night as many as 18 of these railroading nomads and cosmopolitans, often repeats a story the wiseacres will recollect about his brother “Ike” and laconic “Bass.”

The many sided men above enumerated made it their duty to assist with Customs formalities at the frontier and also assuage the fears of intending passengers trembling at the prospect of meeting in Chicago that much heralded and maligned bugaboo the bunco steerer.

It is worthy of remark that while to-day the railroad companies caution and forbid passengers riding on the platforms, thirty-five years ago the travelling public swarmed on that perilous projection, on the steps and quite often took possession of the car roofs with a nonchalance that would make the cold chills play peek-a-boo up and down your spine. How many of the lads and lassies in this year of grace would have the temerity to sally forth, for instance to the London Fair, decorating the top of a flat car rigged up with benches for the occasion? Your fathers and mothers did it.

The patronage of the farmer and his brawny sons, who had visions of gang plows and waving wheat, was an important desideratum in that era. Party leaders were “some pumpkins” and they puffed and spat over many a fragrant cheroot while sipping their “ponies” and “bootlegs” in company of expectant agents.

Charlie McP—— tells a tale of an exodus of the boys over the trail of the lonesome pine to some silent place near Coboconk where the villagers were to meet them to consult. To introduce the serious talk of tickets, rates and routes, some foreign line spokesman suggested a mild libation all hands round. Agreed! Not to be outdone, his neighbor ordered again something out of the lamp for the lords and laity: partaken ad libitum, in extenso. Now me! It’s your turn, and so the hours wore on, your Uncle Dudley Hayrick taking on his grist at minimum cost, business postponed and county council adjourning to reconsider the tax rate.

Honorary Judges, Clinton Fat Stock Show, April, 1912
Two generations pictured beside the Rattenbury House.

R. G. McGraw, Soo Line; H. E. Watkins, G.N.R.; W. Hood, C.N.R.; F. A. Nancekivell, Soo Line; David Forrester, Gentleman-Farmer; G. Barnes, W.C.R.; A. J. Taylor, C.M. & St. P. R.; Host Joe, Rattenbury; J. J. Rose; Robert Reford Co., R. J. S. Weatherston, G.T.R.; F. H. Terry, G.N.R.; W. Jackson, C.P.R.; H. Macdougall, G.T.R.; R. Middleton, M.C.R.

CHARITY BEGINS AT HOME

As the train slowed down at a busy country station a man excitedly put his head through the open coach window. “A woman in here has fainted,” he cried, “has anyone got any whiskey? Quick!” A philanthropist reached within the recesses of his unmentionables and handed a bottle to the enquirer with an 18 karat thirst. The latter frantically uncorked the flask, put it to his lips and took a noble pull, “Ah”, he sighed, “that’s better, it always did upset me to see a woman faint.”

Presently the good blood of Ontario, and some bad stuff, was rolling westward at the rate of two and three regularly arranged for trains of nine to thirteen loaded cars each week. The personal effects and stock of the settler went along too, the owner ensconced occasionally in a tourist sleeper jolting along at the end of the string, and eager railway companies took turns in hauling the prize. Excitement ran high. The wires were kept hot about special or inadequate equipment, conflicting rates and alleged unconstitutional moves of opposing forces.

It was no uncommon occurrence to convene a meeting in hotel parlor or little red schoolhouse and there agents present would, in turn, give the agriculturist samples of terseness or spell-binding eloquence. Imagine the persuasiveness that was pitted against the farmer’s cautiousness or distrust. Recall, ye of good memory, if you can, the epigrams, arguments and bon mots which rolled off the ready tongues of a dozen or more jovial pilgrims from o’er the border; for instance, M. McNally, representing “St. P.M. & M.R.” a fowl fiend who could eat poultry five times a day, Charlie O’Connor with the “Northwestern,” Con. Sheehy, that urbane, silk tiled gentleman sent over by the “Wabash,” A. C. Stonegrave with eagle eye for “Central Vermont” end of it, rough and ready Harry Badgeley of “Great Western,” Bill Askin or handsome Billy McLean of the Beatty Line. They talked corn until their tones grew husky and they were as fine a coterie of unconventional free lances as ever probed the intricacies of a railroad timetable. To this day the boys tell of the adaptability of Harry Badgeley of the “C.G.W.R.,” how he studied pigology, hob-nobbing for three days with a colony of ruralists whom he landed high and dry by this artful manoeuvre in spite of keen competition. That was the halcyon era, the palmy days of Ed. Sullivan, Ed. Riley, Ed. Clancy and Ned Hanlan.

Frank E. Harrison, who is now agent of C.P.R., at Whitby, Ont., will remember all this as he was about this time Canadian Agent first for the C.B. & Q.R., and afterwards the C.St.P. & K.C.R.

On “special” party dates passengers were concentrated at junctional points and afterwards personally conducted to Detroit, Chicago or St. Paul. Mr. B. Travers, city ticket agent at Paris, still, has informed me that parties of 75 and 100 people were occasionally gathered there, and such a pretentious exodus was known to earn a serenade by the local brass band at the time of departure. The sturdy knights of ploughshares and other instruments of peace had to be and were better mixers than the stall-fed variety of traveller of this day, and the consciousness that theirs was a common object made easy the upsetting of social barriers to the music of violin, mouth-organ and jew’s harp. The journey always ensured incident and good-fellowship, and perhaps, some disappointing experiences. The records, considerately offered me for perusal, do not include the name of the escorting agent who, while wrapped in the arms of Morpheus in a Chicago hotel, suffered the loss of his train’s entire proceeds by the deft removal of a panel in the door on which his coat was hanging. It was when escorting a party westward that Will Wyley, with “M.C.R.,” suffocated, and M. Boesmburgh had a very close call in the burning of the hotel “Newhall” at Milwaukee.

D. O. Pease, Manager, Ogilvie Mills, Hamilton, Ex-District Passenger Agent, G.T.R., also C.M. & St. P. R., Montreal.

A. F. Webster, General S.S. Ticket Agent, Toronto, and former Canadian Agent of Blue Line.

M. C. Dickson, Ex-District Passenger Agent, G.T.R., Toronto, formerly C.P.A. Union Pacific Ry. in Ontario.

Thomas Henry, Chief of Commissariat, Canada Steamship Lines, formerly General Agent, Northern Pacific Railway, Montreal.

E. Allen, widely known Superintendent, Canadian Express Co., Toronto.

The late Wm. G. McLean, of Beatty Line and C.P.R., former General Agent, G.N. Railway, Toronto and Montreal.

John Paul, District Freight Agent, Canadian Northern Railway, Winnipeg and former agent M.C.R., London, Ont.

Three different gauges, or widths between rails, were accepted as standard in different parts of Canada and United States at that time, and to permit interchange of equipment, three rails were sometimes laid. Just before the adoption of the standard, broad gauge, 4 feet, 8½ inches, became general in America, a good-sized party bound for the west were delayed at Toronto half a day awaiting the readjustment of that portion of the “Great Western” to Hamilton, Ont. In the forenoon one rail over the entire distance, 39 odd miles, was moved in and spiked down in its new position. This must have been quite a feat 35 years ago in the absence of those simplifying methods practiced to-day. John Weatherston, father of Nicholas and Robert of the same name, supervised the work.

Moving westward over designated routes from Chicago, the canary-colored coaches were pulled by locomotives with yellow bellied boilers, wheels painted scarlet and ponderous smokestacks—hummers in the old days—but antiques in 1918. They bore such names as Antelope, Reindeer, Thistle, &c., as well as of prominent people.

BOIL THEM WHEN THEY’RE TOUGH

Picking her way daintily through the grime of the locomotive works, a young woman visitor viewed the huge operations with visible awe. Turning to a young man from the office who was shewing her through and pointing, she asked, “What is that big thing over there?”

“That’s a locomotive boiler”, said the guide.

She puckered her brows.

“And what do they boil locomotives for?” she enquired.

“To make the locomotive tender”, said the young man from the office, with amazing effrontery.

Young’s Magazine

What a shock it would be to My Lady’s complacency if, on her journey now, she should find it necessary to raise a sunshade in the coach to protect her raiment from the rain and snow sifting through the chinks and rifts in the car. This age is not without some blessings, as Ben Fletcher might have exclaimed. We are reminded here of a characteristic of Mr. Fletcher, who was advance agent for “D.G.H. & M.” He had been working up business for an excursion to Nebraska, which did not “pan out,” one solitary passenger offering his patronage. The selling agent wired him for instructions and received reply couched thusly: “By the great horned toad Reginald, chain him to the seat!”

The “St. P.M. & M.,” at birth “St. Paul & Pacific,” later converted by astute minds into the “Great Northern Railway,” was the railroad which gave that big quartette, Messrs. Angus, Smith, Hill and Stephens, a gilt-edged monopoly of Manitoba emigration and, incidentally, the patronage of dame fortune. Men and chattels had only shank’s mare as an alternative to this line northward from St. Paul as far as Fisher’s Landing, a Red River port. Here, transfer was made to the Kittson Line of steamboats plying to Fort Garry now Winnipeg, and owned by Norman Kittson, a colleague of J. J. Hill in some early business ventures. In winter the trip was made by stage travelling part way over thick ice. Mr. Kittson was one of several successors to Anson Northrup, the pioneer navigator of the Upper Mississippi River who launched his first craft there in 1835.

The Great Northern Railway, during the time of the Manitoba boom, and since, was championed in Canada by “live wires” such as Jack Huckins, resourceful Ham McMicken, who is acting for the road in Europe at present, Messrs. Kinsley, Graves, Wurtele, Watkins, Hetherington, Tudor and Brooks.

James M. Taylor, in charge of affairs for “C.M. & St. P.R.,” during those strenuous days, pulled off the biggest coup of the period I attempt to sketch, in securing for his line a party which originated at Millbrook, Ont., and is said to have consisted of or influenced 500 people together with 55 carloads of effects. Mr. A. Leach, who was ticket agent there then, capably fills that position to-day.

The idea which the “President’s Agreement” made concrete in February, 1900, was ridiculed twenty years before and the system of commissions to agents for ticket sales being in vogue, competition waxed lively. For obvious reasons the standards of remuneration did not always remain stationary; fancy prices and fat drafts swelled many a bank balance.

Although few dismissals and re-engagements by telegraph were bulletined, the foreign railway man’s berth never was considered as sure as taxes. For brief periods in those stirring times, the commission paid to agents for each ticket reading from a point in Eastern Canada to the Pacific Seaboard netted $11.00 to $15.00. Inside information about methods and means, dormant in the book shelves of many an agent’s memory, would have made interesting anecdotes had one gained the favor of men like Tom Ford, T.P.A., G.T.R., W. J. Grant, for a time with “Mobile & Ohio” in Canada, Geo. W. Hibbard, former A.G.P.A., C.P.R., Montreal, unfortunate Alex Drysdale, who lost his sight and was pensioned by the Chicago & Alton Railroad, and the erudite M. B. “Garfield” Tooker, the Beau Brummel of many a husting. Heard you ever of Mr. Tooker’s perceptive olefactory membrane? How he accurately distinguished, though blindfolded, the odor of a dozen different perfumes in J. Livingstone’s store in Listowel. Then behold, the unkindest cut of all: some mischievous scamp thrust an uncorked bottle of skunk oil beneath his nose.

Another scout, robust and in commercial life at Hamilton to-day, who links the past and present, is D. O. Pease years ago with the Great Western Railway. Dan Pease is the proud possessor of the long delayed Fenian Raid medal, and when William Edgar appointed him D.P.A., G.T.R., Montreal, he evinced during twelve years in that capacity, an enthusiastic interest in military matters and movement of troops. Conversant with shipping and the French language, shrewd and sauve, he successively represented the C.M. & St. P.R. for several years in Quebec in the early days, and relates an incident about a ticket agent in Prince Edward Island who booked a party of twenty round trips to California and out of the bountiful commissions purchased for his wife a fine horse, harness and basket buggy.

Canadian Ticket Agents’ Association

Representative group of officers and members present at Annual Meeting, Buffalo, October, 1909.

Pictured beside C. & N.W.R. Terminal, Chicago

H. G. Thorley, Ontario Passenger Agent, White Star Line, Toronto; C. R. Morgan, Ticket Clerk, C.T.A., G.T.R., Hamilton, Overseas; F. W. Churchill, City Passenger Agent, C.P.R., Collingwood; A. Philips, City Passenger Agent, G.T.R., Huntington, P.Q., now M.L.A.; T. L. Thomson, C.T.A., C. & P.E.I.R., Charlottetown, P.E.I.; Dr. J. W. Shaw, Honorary Physician, Clinton, now overseas; Will Lahey, C.P.A., C.P.R., Brantford; W. Ward, C.T.A., G.T.R., Dresden, Ont.; H. J. Moorehouse, C.P.A., C.P.R., Sault Ste. Marie; H. M. Bohreer, D.P.A., “M. & O.,” Chicago; Arthur Hare, C.P.A. “Wabash,” Tillsonburg; M. McNamara, C.T.A., G.T.R., Walkerton, Collector Customs; W. McIlroy, C.P.A., C.P.R., Peterborough; E. de la Hooke, C.P.A., G.T.R., London, Ont., Secretary-Treasurer; J. P. Hanley, C.P.A., G.T.R., Kingston, Vice-President; R. J. Craig, C.P.A., C.P.R., Cobourg, President; W. Jackson, C.P.A., C.P.R., Clinton; W. Bunton, C.P.A., G.T.R., Peterborough; C. E. Morgan, C.P.A., G.T.R., Hamilton; R. L. Mortimer, C.P.A., G.T.R., Shelburne; Geo. B. Wyllie, T.P.A., Illinois Central Railway, Buffalo, N.Y.

There are quite a number of agents, active in transportation matters at the present time, who took part in and recall the friendly but whirlwind competition “American” lines indulged in to obtain the lion’s share of business moving beyond the border. Forty years rest lightly indeed, on them all and a baker’s dozen chosen at random might well include Edward de la Hooke, London, dean of the faculty, erect, vigorous and immaculate, who began railroading in Hamilton in 1864, W. G. Webster, a colt yet and an inveterate wag, who resides in Chicago, J. A. McKenzie, Woodstock, Will Jackson, Clinton W. Somerville, Seaforth, James Dore, Mitchell, R. Lauder, Goderich, C. L. King, Kincardine, John Towner, Stratford, P. Robertson and R. E. Waugh, Hamilton, Dick Shea, Palmerston, W. E. Rispin, Chatham, Dan. Hayes, London, Geo. McCallum, Galt, a storehouse of ancient history; C. E. Horning, Toronto, Tom Evans, London, John Paul, Dave Dover and Alex. Calder, Winnipeg, W. H. King, St. Thomas, J. Quinlan, Montreal, W. H. Clancy, now living in Toronto, (a wit with an “Emerald” flavor), A. E. Lalande, Montreal, J. B. Lambkin, Halifax, D. Carruthers, Quebec, John Lyons, Moncton, and J. M. Riddell, Portland. The names U. E. Thompson, Belleville, John Foy, Toronto, A. H. Taylor, Ottawa, C. E. Morgan, Hamilton, J. Tierney, Arnprior, W. Bunton, Peterborough, W. H. Harper, Chatham, Alex. Notman, Toronto, Joseph Heffernan, Guelph, Louis Drago, Niagara Falls and John Gray live in the memory although they have ceased their labors.

Among such as these was and is business and co-operation sought by that original and persistent advertiser, W. R. Callaway, once station master at Walkerton, now G.P.A., Soo Line; S. H. Palmer, C.P.A., M.C.R.; Harry W. Steinhoff, Geo. H. Anthony, Varnie Russell, R. G. McCraw of W.C.R. (the Soo’s new arm), D. W. Hatch, connected with A.T. & S.F.R.; C. Hartigan, Rutland Railway, and that big four who so well attended to Northern Pacific Railway affairs, Messrs. Walter E. Belcher, W. G. Mason, George Dew, Thomas Henry, and their collaborators, Geo. W. Hardisty, Geo. McCaskey and Geo. Barnes. Guided by Armand Lalonde, the “B. & M.” scored often. They could tell you of long drives in good and indifferent weather into the surrounding country seeking prospective passengers and good locations for the half and quarter sheet style of advertising so much used then; of hard and fast arrangements upset in a thrice accompanied by restitution of deposits given to clinch the deal and of mysterious cheques which seemed to spring from nowhere in particular when the management forbade their acceptance. They smile when recounting methods used to test if agents were sticking to tariff. I remember the case of one stool pigeon who, after obtaining the favor of a ticket at a rate partially unconfirmed, selling it with intent to a rival organization to be utilized in trapping the enemy. He made a required affidavit as to purchase price and the subterfuge, with its charge of irregularity hingeing thereon, had not been operative an hour before the resourceful agent who sold him the ticket, effectively turned the tables causing the spotter’s arrest on the grounds “false pretences,” and that worthy received his liberty under suspended sentence together with a reprimand.

While these diversified events were finding a niche in history, M. V. McGinnis and Major E. M. Peel, a lover of horseflesh, were on the war path for the Canadian Pacific Railway, and their contemporary, W. T. Dockrill, present T.P.A., C.P.R., was a “big issue” in another direction. A busy man with a portable railroad in his “carpet-bag” ticket case, he created quite a furore years ago in the vicinity of Brockville. From November, 1883 to June 1885 he traveled on the “C.P.R.” trains between that city, Ottawa and Smiths Falls exchanging prepaid orders and ticketing westbound business. In July, 1885, the C.P.R. was completed to a point beyond Jackfish and from track-end there, the heroes of the Battle of Batoche marched across the arm of Lake Superior before the bridge linking up the western extension was erected. During the time the different contracts were completing, the builders released at intervals, 10,000 laborers and navvies in lots of fifty, one hundred and two hundred, who traveled via Carleton Junction to Brockville on orders issued by the agents appointed after each station had been established behind the scene of operations. These exchange orders were seldom fully routed and Mr. Dockrill thus controlled heavy business which he, in competition with G.T.R., directed round the horn via ferry and Morristown, N.Y., thence Utica & Black River Railway, an abbreviated but prolific “feeder” to “Canada Southern” through St. Thomas and “L.S. & M.S.” by the way of Buffalo.

William T. Dockrill,

Traveling Passenger Agent, Canadian Pacific Railway.

In 1881 rumors of consolidation of existing railway systems in Ontario were bruited about by those “in the know” and the steady, westward extension of the “C.P.R.” sowed uneasiness where the interests via “Chicago-St. Paul Route” were cherished. August 11th and 12th, 1882, witnessed the amalgamation of “Great Western” and “Grand Trunk.” William Edgar then was “G.P.A.” at Hamilton and Mr. Geo. T. Bell, present Passenger Traffic Manager, Grand Trunk Railway System, made stenographic hooks and crooks for him.

November 2nd, 1885, marked an epoch in the annals of the prairie provinces. Although previously used for transportation of troops, it was the date when Canadian Pacific Railway equipment first rolled into Winnipeg under a schedule. The event was fraught with much import to Manitoba and forged an item of significance in the history of the Dominion. The national character of Van Horne’s project and the prestige of the sponsors of this great pioneer, western Canadian line attracted to it the major portion of freight traffic which had been moving via other channels, and by demanding the privilege of preferential passenger rates, based on newness, geographical position and inaccessibility, the patronage of the “Homeseeker” was diverted, practically en masse, from United States lines which had enjoyed the pickings unmolested for eight years. This reversal of conditions left not even all the “Dakota” business to the latter, and with a single exception, the Chicago-St. Paul and allied systems, one by one, abolished Canadian agencies and withdrew their representatives from active participation in the chase.

Then it was that General Passenger Agents Carpenter, Charlton, St. John, Stennett and Barnes, in the seats of the mighty at Chicago and St. Paul, felt a temporary modification of interest in Canadian passenger affairs. Geo. Barnes afterwards resigned from the Northern Pacific Ry, entering commercial life as a piano manufacturer, and, I believe, made a fortune.

S. H. Palmer,

District Passenger Agent, Mich. Cent. Railway, St. Thomas, Civil War Veteran. Formerly connected with “Atlantic & Great Western,” “Erie & Pittsburg,” “Canada Southern.”

These changes, however, did not impair the business relations then budding between “U.S.” merchants and Canadian importers, and the railroads of the neighboring republic realized that it behooved them to look jealously after their individual share of lumber, broom corn and cotton goods from the Southwest, seeds, citrus and deciduous fruits from California, tinned salmon and shingles from the North Pacific Coast and consignments of matting, silks, bamboo, rice, etc., disembarked along Puget Sound.

The man in the street might puzzle over the price of his breakfast orange if he reflected that some days 20 carloads of this marmalade fruit now and then gluts the local markets at Montreal and Toronto.

A certain percentage of such incoming cars, after unloading, are returned laden with hides to Milwaukee’s greatest tannery, clay, cordage, fish, lumber and sand; pedigreed sheep for Idaho and Oregon ranchmen, hair for San Francisco plasterers, gums, glass, nuts, salt, and tinplate from Atlantic Coast wharves; also with ton upon ton of coveted Canadian woodpulp which reappears as the basis for newspaper headlines.

Historians of railroad progress chronicled continued extension until the ramifications of the “G.T.R.” and subsidiary properties, gradually gridironed the Province of Ontario with a network of branches, despite obstacles, not always anticipated. A most deplorable happening, and severe financial setback, was the accident which occurred on February 27th, 1889. In the evening of that date “G.T.R.” eastbound express, No. 55, en route Hamilton in charge of conductor Dan Revells, crashed through a bridge at St. George, snuffing out the lives and injuring more than two score passengers. Mr. J. A. Richardson, widely known as Canadian Passenger Agent, Wabash Railroad, and a veteran business getter, had, under pressure on the part of friends, left his train at London. The seat he vacated there was taken by William Wemp, Immigration Agent of “C.M. & St. P.R.” Poor Wemp was numbered among the killed. This proved to be the worst Canadian railroad disaster since March 12th, 1857, when sixty people died in the Des Jardins Canal wreck.

From 1891 to 1898 seven lean years spread stagnation and hard times abroad in the land, discouraging operations of “U.S.” corporations in Canada, but 1900 beheld a restored confidence pulsating the arteries of trade. British Columbia felt the stimulus, the optimistic Northwest clamored for improved transportation facilities, while J. J. Hill surveyed from afar the possibilities in duplicating portions, at least, of “C.P.R.” Later, his policy got the wedge’s thin end into “Kootenai” and Vancouver, which quickly resulted in heavier tonnage prospects from Ontario and Quebec for his trains. Canadian Northern Railway activity in Manitoba followed by the deal that province’s government entered into with President Mellen of Northern Pacific Railway, threw open a previously restricted area giving United States lines to the south larger opportunities and scope, which compelled their attention once more.

The complexion of things had undergone a change in twenty-five years and the traffic the returning “American” railroads now seek and appreciate comprises not only settler’s outfit and pressing needs, but everything from a car of seaweed to a circus train and the variety runs the gamut of raw and manufactured products. Your westerner unconsciously imbibes large ideas with the unpolluted ozone of the boundless prairies. He courts sleep in a metal bed from Ontario, bathes in a porcelain-lined tub and eats well. If he has them, he freely parts with his ducats for carloads of biscuits, butter, bacon and eggs; cheese, flour, canned vegetables, condensed milk, syrups, marmalades and sweets which come from the east. Recently a train of cars containing John Barleycorn’s headache provoker flaunted boldly across the horizon heading due west to the opulent personage who imports his pianos and autos in big lots regularly. Mark you, more than 200 carloads of “Niagara” grown grapes, peaches and mixed fruit roll out to the blooming prairie every season over bridge and ferry and into the tunnel’s insatiable maw at Sarnia.

The substantial growth of Winnipeg, Portage la Prairie, Brandon, Regina, Calgary, Edmonton and Pacific Coast cities, and the mushroom proclivities of many a lesser burg, has given a marked impetus to the spirit of competition in manufacturing and railway circles. In the face of an exaggerated propaganda about bounding difficulties, and the like, and a strong but diminishing pro-Canadian sentiment, the men behind the gun annually dispatch and receive by way of Rouse’s Point, Suspension Bridge, Port Huron, The Sault, etc., merchandise worth thousands of dollars which our cousins eagerly solicit, working for the haul in conjunction with Canadian railway lines. Eight hundred carloads a year would be, according to some men’s estimate, a modest shewing, but, after all, conditions considered, it is a tidy, “found” business in and out of Canada for an individual “U.S.” line to secure or relinquish. I have known a single railroad’s catch in Ontario to exceed, on several occasions, three hundred carloads a month, 95 per cent. of this tonnage going to Manitoba and British Columbia destinations, the fresh fruit receiving exceptional attention and other commodities making scheduled runs to Winnipeg well within five days, and to Vancouver in twelve days’ time. It is estimated that via the various avenues between the two nations, from Coast to Coast, two carloads of freight a minute pass into the republic to the south as a result of the crusade of its railroad corporations.

In more than one tight pinch “U.S.” railways have come to the fore, furnishing an expeditious alternative when shipper and consignee have been stewing over congested yards, crippled motive power, notorious scarcity of cars, strike and snow disadvantages which trouble every line sooner or later and which are not unknown to the men piloting the Canadian railway interests to success.

Twenty-two foreign railroads, nine operating in the east and central States, and thirteen western companies, each maintain one to six passenger and commercial offices in this country. Affairs pertaining thereto are supervised by Canadian Agents, Division, General and Travelling Agents, Contracting Representatives, Solicitors, City Canvassers and Counter Clerks. The combined staff numbers 100 men. With few exceptions, they are natives of the soil; familiar with local conditions, and are liberal dispensers of a good deal of salary, rentals, incidental expense monies and sunshine. [A]In rounding up traffic the tactics which obtain include direct solicitation with shipper, consignee and traveller; the assiduous cultivation of the man who pays the freight or buys the tickets, and canvass of stationary railway agents, whose judgment often dictates via what junctions and lines unrouted shipments, and passengers without pre-arranged itinerary, should be routed. Prompt dispatch and trains “on time” are cardinal requisites in luring trade and holding a continuance of favor. The personality and perseverance of the foreign road agent has an important bearing on results. Changeable climatic conditions divert certain commodities and influence the warm zone hunter from one channel to another. Warehouse and track facilities play a part in the scheme of convenience, and that indefinite quantity, sentiment, colors calculations, though shifty as smoke. Unsettled claims occasionally rile the temper and switch a lot of business to the lynx-eyed competitor who watches while he works. Friendly, but contending factions, lock horns for the haul of a single carload. San Francisco and Vancouver agents, acting in concert with their confreres at Winnipeg, Halifax or Hamilton, keep the wires sizzling. Perhaps, some of the “big wigs” put a finger in the pie, and to score a point, resort to every permissable ruse save, let us hope, that dishonorable weapon, the bogus telegram.

[A] Owing to exigencies of the war, and responding to a law enforced by W. G. McAdoo, Director General of Railroads, all United States railway agencies have again been withdrawn from Canada.

Necessity has slowly convinced numerous hesitating shippers and travellers that the canvass of those United States railroads, looking to Canada for business, has more behind it than a cloven hoof; that sometimes an extra string to one’s bow is a really effective precautionary measure.

The pack animal, oxen and primitive implements of the pioneer who pierced the wilderness and first scratched the surface of the last west, have steadily given place to the steel ribboned highway and thus, on “easy street” when compared with his progenitor, the modern colonizer is linking the old with the new and accomplishing, by successive stages, the development of our pregnant western heritage.

Nowadays, discriminating tourists, individually or in parties, the banker speculator, merchant prince in his own car, and commercial man having business in Europe, at the Pacific Coast or in Manitoba, more and more frequently requests that the New York or Chicago gateway should figure in their itinerary to permit enjoyment of the unsurpassed service and scenic environment of those routes which justly deserve the public’s endorsement.

Trade relations between United States and Canadian railroads systems constantly grow more intimate and wield an unmistakable influence in the strengthening of those bonds, commercial and sentimental, which make for the good of all concerned. This interchange broadens our knowledge of each other and tends to more completely harmonize the aims and aspirations of the two nations.

1. B. H. Bennett, General Agent, C. & N.W.R., Toronto, Ont.

2. E. T. Boland, Manager, Robert Reford Co., Toronto.

3. R. Creelman, General Passenger Agent, Canadian Northern Railway, Winnipeg, Man.

4. Geo. Collins, Superintendent, C.N.R., Trenton, Ont. Ex-General Manager, Central Ont. R’y.

5. A. D. Huff, Traffic Manager, Canadian Export Paper Co., Montreal, former D.F.A., G.T.R., Ottawa.

6. L. Macdonald, Division Freight Agent, Grand Trunk Railway, Toronto, Ont.

7. M. McGregor, General Canadian Freight Agent, Erie Railroad, Toronto, Canada.

8. C. E. McPherson, Ass’t Pass’r Traffic Manager, Canadian Pacific Railway, Winnipeg, Man.

9. P. G. Mooney, Assistant General Freight Agent, Canadian Northern Railway, Toronto.

10. H. P. Sharpe, General Agent, Dominion Express Company, Toronto.

11. H. G. Thorley, Passenger Agent for Ontario, White Star—Dominion Line, Toronto.

A WIZARD WHEN IN BUD
THOMAS A. EDISON

Joseph S. Draper,

The G.T.R.—G.W.R. Conductor, on whose trains “Tommy” Edison was newsboy and juvenile publisher. Conductor Draper ran through London for 44 years.

Napoleon Bonaparte on isolated St. Helena, when rebelliously pacing beside his titled and devoted aide one gloomy day exclaimed “Montholon! Montholon! the world has produced but three great generals—Alexander the Great, Julius Cæsar and myself.” What monumental self esteem. Strategist and tacticial genius though he proved himself, such plannings and ambition at that period meant the circumvention and bloody ruin of his fellow men and their household gods. Introducing here the Little Corporal’s egoism, the chaotic condition of the times and his campaigns of destruction serve to emphasize the wonderfully constructive and scientific achievements so quietly evolved for man’s benefit by the brain of another but unwarlike genius, Thomas Alva Edison. Until Armageddon, his has been a peaceful era with ploughshares replacing swords and commerce expanding unmolested.

To the Land of Evangeline, his Netherlands forebears are said to have treked with the United Empire Loyalists in Revolutionary times. A generation later they left Nova Scotia and settled in that part of the Province of Ontario now registered as the County of Norfolk. Near the little town of Vienna, close to Lake Erie’s shore, where I believe relatives still reside, Thomas Edison’s elder brothers were born, but not until after 1837, when Robert Edison transferred his family to Milan, Ohio, twelve miles from Lake Erie, did the lad Thomas and his sister first behold the sunshine, the birth of the former occurring February, 1847.

Evidently his elementary education began in that state, but the fact that his brother Pitt Edison, managed a street railway at Port Huron, Michigan, probably accounts for the lad’s presence thereabouts and furnished an incentive to his precocious, nomadic predilections. Joseph Draper from the County of Tipperary, ninety-year-old veteran, living in Toronto, recently deceased, who was in 1855 a giant conductor with the Ontario, Simcoe & Huron Railroad, (Northern Railway), told me he remembered well how young Thomas Edison later on sold newspapers between Detroit and Port Huron, on his trains running through to Sarnia and London. He declared that the embryo merchant was an active, well behaved and likeable stripling who, even during the chrysalis stage, nourished a specific bent by carrying with him a portable telegraph key. During the weary months of the Civil War, 1862–3, he obtained in Detroit a printing press, old type, with accessories and learning the contents of war bulletins, etc., from station to station, set up and printed the news and jokes which he sold along the line under the caption “Grand Trunk Herald.”

Conductor Draper said he was often compelled to reprimand the boy for tinkering with chemicals and for his untidiness with bottles in that corner of the baggage car where he kept his stock of magazines and candy. He intimated also that about this time the young experimentor risked his life in saving the child of the Grand Trunk Railway Agent at Mount Clemens, Michigan, from an onrushing train and the grateful father taught him telegraphing.

Living in an atmosphere of daily contact with keys and sounders, he took to “jerking lightning” like a sailor to the sea, soon becoming proficient.

“This is the song of the wire—

The electric wire:

The slender thread with a soul of fire,

With the wings of light that shall never tire,

With a power and grandeur awful and dire;

The electric wire.”

In 1867 he worked on the wire, covering the “night trick” at Stratford, Ont., and was also at Park Hill, where the late George B. Reeve, of Grand Trunk—Southern Pacific prominence, picked up operating. In the autumn of 1913 when the Stratford, Ont., yard limits were extended and reorganized to conform to the requirements of the new “Grand Trunk” station, opened in December of that year, the old eastend ducat, (dovecote-do’ecot), in which young Edison is said to have served a part of his apprenticeship as an operator, was torn down to make way for a modern signal tower.

Every railroad telegrapher is said to experience once, sooner or later during his career, being temporarily petrified with alarm on finding he has ordered two trains to pass “head on” or from the rear on a single track. Railroad rumor only is my authority for repeating a report that young Edison figured in such a collision on paper. The publication “Railways and Other Ways” quotes an interview given by Mr. Edison at London, Canada, many years ago in which the great inventor referred to his oversight when a youth at Stratford in overlooking the delivery to conductor of a train order the result of which permitted two trains to approach on a single track. Fortunately the line between Stratford and St. Marys Junction was straight and an accident may have been averted by quick thinking and rapid action.

In many guises I have heard repeated the story of his original device for answering his dispatcher’s call though wrapped in the arms of Morpheus for forty pilfered winks. He was working in Western Ontario and the rule declared that each operator should keep in touch with the dispatcher every hour while on duty, write “6” and sign their telegraphic signature of a letter or two. This meant the next thing to eternal vigilance during the quiet, lonesome hours of the night. It would appear Edison attached an extra wheel to the mechanism of the office clock, governing it by an independent spring. Around the rim of this wheel he cut dots and dashes spelling the stereotyped message and his code “Sig.”, arranging the wheel’s position so that it made one revolution each hour at the time agents usually flashed “All well.” From the clock pinions a series of wire coils connected with a weak solution jar battery, were rigged and thence passing over the telegraph key joined the charged main wires leading therefrom. When the clock struck each hour the supplementary wheel sent the necessary intermittent ticks along the temporary mediums and were in turn transmitted via the trunk wires to headquarters. The version given me by another “oldest inhabitant” would indicate that he had the night watchman trained to turn the wheel hourly by hand. With such ingenuity did the budding inventor abbreviate his nocturnal vigils and conductors Mammoth Johnston and silk hat Dick Thorpe never knew the difference as they whizzed past into the encircling gloom. This anecdote bears the hall mark of a measure of probability and has been vouched for by some of Edison’s contemporaries, but the yarn that he once affixed to the telegraphic office door a contrivance that made it collide with the nasal organ of a spying superintendent is likely spurious. When working at Fort Gratiot he introduced without fuss or feathers, an improvement in relaying messages across the River at Sarnia which reduced the labor involved by half, evincing in this test an early aversion to ponderous method and high costs, which has characterized his subsequent experiments and helpful discoveries.

In his commercial wire practice at Detroit his colleagues of other days remember him as a good press reporter whose handwriting resembled printing more than a string of Spencerian script. They tell how he tied the Gotham wiseacres and would be jokers into knots with his deliberateness and speed, the key and its characters being a part of him, like a Centaur and his horse. His demeanor was at times friendly and discursive, followed by spells of dreamy reflection and profound reticence and he would frequently immerse himself in tinkerings with the sounder and key, adding to and endeavoring to make them different and more amenable to his advanced ideas. The reel with a paper ribbon on which a message from the other end was registered by means of dots and dashes indented thereon, had not then been entirely replaced by the sound system.

On February 24th, 1868, Mr. Edison arrived in Toronto en route Boston, and after a brief visit with his former friend John Murray, a well known dispatcher, afterwards some years at Belleville, started eastward. On this date a traffic paralyzing three day storm set in and the “G.T.R.” train was snow stalled, compelling Mr. Edison and several others to return. Expecting improved weather and resumption of train service, he spent considerable time about the old depot and men who met him then state that he was a desultory talker, an inveterate thinker and a chain smoker quite oblivious to the fleeting hours of the night. The late James Stephenson was superintendent at Toronto that winter, Henry Bourlier so long and honorably connected with the Allans, was station agent, W. A. Wilson, erect and active to-day, just recently retired from the “New York Central,” was the Morse Code operator, W. C. Nunn—inventor of a railway signal device in 1856—was agent at Belville and “the admiral,” Mr. Frederick J. Glackmeyer, Ontario Parliamentary Sergeant-at-Arms, December 27th, 1867 (50 years) 1917, had only two months before bid adieu to ticket work in the old station where Thomas Edison purchased his ticket.

On February 27th, he again essayed the sixteen hour journey to Montreal, and at Boston in 1870 the Duplex System appeared, enabling two operators to send independent messages over a single wire. Then came his perfection of the Quadruplex, permitting two people at each end to forward and receive telegrams simultaneously.

His astounding creative mentality seemed to give birth to successive world wonders as regularly as the birds nest in springtime and more or less familiar brain children include the telegraphic button repeater, stock-tickers, an electric pencil with motor for duplicating, the phonograph and waxen records, dictaphone and revolutionizing incandescent light, then the mechanism for taking moving pictures. To-day the speaking cinematographic pictures or kinetophone, steps confidently out of the laboratories at Orange, N.J., to mystify yet convince the incredulous and expectant populace.

Some years ago his friend John Murray paid his respects at New York and was well received by his former acquaintance. Requesting permission to inspect the interior economy of the “Western Union” telegraph office, Mr. Edison introduced him by letter to the proper person asking that every attention be shown him and adding “When Mr. Murray was an operator on the ‘G.T.R.,’ I was a news vendor.”

Thus does this unusual man round out a useful career, his balance an object lesson to conceited prigs and his wizard-like achievements an incentive to rising generations.

STARS IN THE CANADIAN PACIFIC RAILWAY FIRMAMENT

Sir George Bury, Vice-President; E. W. Beatty, K.C., Vice-President and General Counsel; R. Marpole, General Exec. Assistant, British Columbia; C. E. E. Ussher, Passenger Traffic Manager; W. R. MacInnes, Vice-President; W. Maughan, Assistant General Passenger Agent, Montreal; M. H. Brown, Division Freight Agent, O. D., Toronto; C. B. Foster, Assistant Passenger Traffic Manager, Montreal; Geo. McL. Brown, European Manager; J. T. Arundel, General Superintendent, O. D., Toronto.

A GIGANTIC HUMAN HIVE
Is the Canadian Pacific Railway Headquarters

To have one’s activities in office or household likened to the alertness and foresight of the bee is equivalent to a pronounced compliment. From time immemorial the beehive has ever been regarded by the peoples of Occident and Orient as the storehouse and base of the busiest little folks in the animal kingdom—as the distinctive emblem of concentrated industry, where laggards do not abound.

In Windsor Street, opposite the fine cathedral of St. Peter, Montreal, Quebec, stands a spacious stone castle, the handsome, towering Canadian Pacific Railway hive, and verily, it is alive with endeavor and swarms with the spirit of enterprise. Inhabited chiefly by king bees—and a few queens—this host of 2000 flaunt no iron crosses for inefficiency and here drones have no place.

From the pinnacle position in the steeple, ably filled by a shrewd, democratic nobleman, down the scale through a labyrinth of departments to the youngster affixing postage and dreaming of the Vice-Presidency, every official and employee in that busy headquarters of the greatest transportation corporation within the world’s ken, plays his part in the drama “making hay while the sun shines.” Feeling that they are an integral part of a gigantic organization, they play tick, tack, toe with $153,000,000 in rolling stock and participate with sincerity in the annual round-up of 30,000,000 tons of freight that require 95,000 cars of divers shapes to transport, in addition to moving 16,000,000 passengers for $30,000,000 necessitating a string of equipment that would reach forty miles from Toronto to Hamilton. 2255 locomotives pull this traffic. When all hands and the cooks on the dining cars are intensely occupied in harvesting the golden honey, then is the management in clover.

Concealed in the brains of this directorate of specialists, or tableted in the company’s archives and records, repose secrets pertaining to matters, methods and men, of crowned heads, governments and undercurrents of commerce, finance and future intention which, if given publicity, would make the listener gasp in wonderment and likewise aid him to roll in riches.

Apart from an extensive, intermediate network, (totaling 15,000 miles) her unbroken chains of trains span an additional 3,600 miles of continent from the cod banks of the Atlantic to the salmon spawning beds along the Pacific Ocean, dovetailing there with some of the splendid units of a fleet of a hundred vessels valued to-day at $65,000,000, which circumvent the seven seas carrying “Canadian Pacific” prestige, influence, secret service and international communications between all races and temperatures. There are no fields of production in any clime on the planet known to civilized man that this dynamo of energy, trade and travel has not investigated and if, through development or encouragement, a modicum of reciprocal traffic is extracted or the sweets of industrial success can be promised, rest assured that exploring bees will return to the hive with documentary proof or Marconigrams, cable and mails will herald most recent results.

It is a marvelous modern reality, smacking of the magic of Bagdad caliph eras, that the Windsor Street cabinet of individually expert cosmopolitans, with their teeming clusters of resourceful understudies, command a metaphorical view of the surface of all hemispheres, like a submersible’s captain seated beside the disk of camera obscura scanning the ocean’s bosom. It is, however, only with the searchlights of peace, of barter and trade and commercial expansion, which spell security and comfort for mankind, that the “C.P.R.” sweeps the horizons, feels the universe’s pulse and keeps in touch through the medium of the electric spark, with the aspirations of the world’s brown, yellow and Caucasian children. She underestimates no detail and quietly assumes any legitimate task of magnitude, transferring one unaccompanied child or 100,000 Orientals by sea and land from non-essential avocations in this place or that to other environment and back again without mishap, fuss or feathers.

Composed of forty-five acquired, leased or controlled railways, this immense, corporate body, holding the keys of access to almost any domain and caucus of the sons of Babel, this syndicate that has the entree to exclusive circles and “inside information,” that is rich in agricultural lands and demonstration farms, in timber and tie reserves, rich in gas rights and petroleum areas, that controls coal collieries, smelters and hotels and banks much specie of the realm, has a soul.

In her scattered, flourishing family many are called but few are chosen to attain the exalted places, which are easily memorized. If her sway is uncongenial or her pay seems not enough, you may withdraw and the ranks close up, but for those who remain—and they are 80,000—she offers standards of remuneration far from the foot of the column. Her pensions department, with a fund of $900,000 and a yearly contribution of $500,000 to the reserve, even now protecting 850 former employees, is generous, and I could cite you instances where employees resuming duty partly convalescent, have been relieved indefinitely for recovery, under salary. Several others, permanently incapacitated, have reason to be grateful to the Canadian Pacific Railway for gratuitous aid and acts of thoughtfulness seldom attributed to big interests.

Official Ottawa, Washington and the Court of St. James do not think it judicious to lay bare for public perusal at present, what the Canadian Pacific Railway Company may or may not have accomplished in the realm of finance and loans, apropos the great international struggle of humanity and democracy.

The fruitfulness of the mission of a transportation company with $1,038,074,983.26 of assets, with a property investment of $538,510,563.24 and annual gross earnings of $152,389,334.95 must be well-nigh incalculable, especially to a democratic country—to the last great west, with so vast an area and promising though veiled future. The Canadian Pacific Railway is heavy with import and deeply interlaced with the potentialities of our own Canada.

W. B. LANIGAN
Freight Traffic Manager, Canadian Pacific Railway
A Biographical Reminisence

W. B. Lanigan,

Freight Traffic Manager, Canadian Pacific Railway, Montreal, Que.

An Irishman taking home a large goose after a raffle, stopped at a hillside inn in Wicklow to procure refreshment. Laying down the prize he proceeded to satisfy his thirst when a suspicious looking individual seized the fowl and made off with it. Pat at once gave chase and grasping the runaway by the neck exclaimed, “What did you take the bird fore” “Sure!” said the thief, “an’ I took it for a lark”. “Did ye”, said Pat, “begorra then, you’d make a poor judge at a bird show”.

And by the same token, the man or maid who would take W. B. Lanigan for an uncivil, disgruntled misanthrope, who could not enjoy a lark, would be a decidedly poor judge of human nature. He has rubbed shoulders with good and ill fortune, has contended for thirty-three years with almost every variety of railroading obstacle, hewing his way to comparatively smooth sailing under the “C.P.R.” flag and the ordeal has not impaired his optimistic outlook, but finds him to-day a sociable, approachable and happy dispositioned man of affairs.

Do not infer from this tribute, however, that the gentleman cannot look after himself, does not jealously protect his Company’s best interests and is incapable of administering a merited rebuke, or even a scorching blast, because he can. An old admirer and personal friend described him to me as a hot-headed Irishman of fine parts with whom he had had many a good natured wrangle in his attempts to circumvent the railway’s rates and regulations.

In Three Rivers, Quebec, October 12th, 1861, William B. Lanigan was born and in due time was educated at St. Josephs College of that city and at Stanstead University in Old Quebec. Sharbot Lake Junction is a quiet place and no doubt, was a lonesome spot that night in September, 1884, when he first put his hand to a man’s task as night operator in the Canadian Pacific Railway station. Undaunted, he obeyed orders and began the foundation for a future that led him through practically every phase of freight traffic work from helping in construction and running a ballast train to shed porter, billing clerk, telegraph operator and undertaking the “trick” of train dispatcher.

Dundalk knew him as agent for a year and liked him, but the canny Galtonians got better acquainted during a longer stay. In Galt they were not averse to sandwiching a little Irish with their Scotch and the ingredients were mixed with success. Mr. Lanigan was accepted at par as a sterling neighbor, a good churchman and a valuable municipal asset. He did much to band the business men together by encouraging and arranging the most pleasant rail outings for merchants and manufacturers which the city ever participated in. He took part with several leading citizens in weekly talkfests on various topics, extending his general knowledge and debating powers and was founder of the Toadstool Club in the days when Bob Scott, Robert Ferrah, Martin Todd, the malster, and others gathered with him to receive John Strachan and Malcolm MacGregor of the “Erie,” John Hunter of Allan Line, Joe Hickson of N.Y.C. & H.R.R., with Jimmie Duthie and Miles Overend of Dominion Line.

When he was agent at Galt the Canadian Pacific Railway opened their depot at London, Ont., with a banquet in the new building to commemorate the event. Officials who had arranged the function requested W. B. Lanigan to respond to one of the principal toasts. He acquitted himself so well in his presentation of the subject then and on another occasion at the Imperial Hotel in Galt, when his name was coupled with the district agricultural interests, that General Manager David McNicol felt convinced that the young man could be better used in more important work and he was soon assigned to the duties of Traveling Freight Agent ensuring gradual advancement and prominence.

On one occasion during the period that Mr. Lanigan was City Freight Agent at Toronto, when cautious agents had to figure four different combinations to obtain the best quotation to British Columbia, the writer, in competition with “C.P.R.”, submitted a shipper an accurate rate but not the current minimum weight, which also fluctuated. Mr. Lanigan soon accidentally stumbled on this error in the course of his day’s rounds and came without delay, only to myself, about the matter, discussing the inadvertent oversight in a quiet, most friendly and gentlemanly way and the incident, which could have been magnified, was heard of no more. This is a sample of one of his traits of character and training that prompts men to say “He pours oil on the troubled waters” and smooths the ripples that inevitably arise between his employers and their host of patrons.

It was George T. Lanigan, a New York Journalist, who some years ago wrote “The Akoond of Swat is dead—that’s what’s the matter”, which made him over night one of America’s high salaried, most talked of newspaper men, and his brother “Billy” has oratorical gifts and is lucid with tongue and pen. He is an effective and witty after dinner speaker who can be depended on to drive home facts in a pleasing manner, and in 1900 when the late Phil. Slatter, City Passenger Agent, Grand Trunk Railway, Toronto, was president of the Canadian Ticket Agents’ Association, Mr. Lanigan delivered to that organization at their annual banquet in the Walker House, Toronto, a humorous and finished address proving that Moses was the first genuine passenger emigration agent and that the very widely known and popular “C.P.R.” official, W. T. Dockrill, was the second because of his marked success in directing large parties of settlers beyond the Red River.

W. B. Lanigan has not been unmindful of former assistants and several from Old Ontario, having merited his imprimatur, followed him westward and are justifying his confidence.

The United States railway world has produced from time to time, and held up to democratic public approval, scores of men of indomitable will and working capacity who have wrested recognition and advancement “from the ground up” to the highest executive honors capital could bestow; for instance, C. W. Brown, president of the New York Central Lines, who once piled ties along the C.M. & St. P.R., for a living, or rodmen who now control the great United States Government affinity, the Pennsylvania System, as well as a few naturalized “Americans” with Canadian lines, but I do not recall a “native son”, laboring always with one company, whose record surpasses the many sided experiences—hard at the time—of the official who has been for ten years Assistant Freight Traffic Manager at Winnipeg. This golden west gateway is a strategical point to the wide-a-wake corporation employing W. B. Lanigan, he measures up to requirements.

As this article goes to press his appointment as Freight Traffic Manager, Canadian Pacific Railway, Montreal, is announced.

❦ ❦ ❦

JAMES CHARLTON
The Nestor and Grand Old Man among passenger agents

The Late James Charlton.

At no period in the world’s history have those fundamentals of a stable, social structure—morals, fidelity and sympathy—been burdened with more significance to humanity than at present and in alluding to the strengthening bonds which link three Anglo-Saxon nations, it would seem not inopportune to dwell on the characteristics of a gentleman, a Briton who was highly endowed with those basic virtues and who, in passing, left their indelible impress on his personal relations and throughout a long life of active railway experience in England, Canada and United States.

Born 1832 in Newcastle-on-Tyne, James Charlton was reared where steam railway traditions were coined, as George Stephenson the great inventor originated there, shops for the manufacture of the first locomotives were located in Newcastle and the old town became an important railway centre. Then was created a new motive for boyhood dreams and the power and fascination of engines and trains focussed the attention of many men noted later.

In 1845, when thirteen, young Charlton engaged with the Newcastle & Carlisle Railway and from that time ideas of serious business and the elements of a splendid character began to mature and array themselves as convictions.

In twelve years he rose by sheer ability from the threshold to the position of chief clerk and cashier in a period when meteoric promotions in staid old England were most uncommon and following the example of Joseph Hickson, afterwards (Sir Joseph), and W. K. Muir, from the same neighborhood, he answered in 1852 the call of the west, entering the audit office of the Great Western Railway of Canada at Hamilton, Ont., during the regime of Messrs. Brydges, Reynolds and Swinyard. Mathematically alert, his penchant for details won for him the title of General Auditor and to these duties were soon added those of the General Passenger and Ticket Agent of the line.

He was extremely particular as to uniform business methods and required from his staff strict conformity with this rule in the handling of correspondence, files and care of papers. He would not tolerate litter nor unanswered communications, but insisted on a prompt or tentative reply to letters and telegrams the day they were received. If it were not possible to make a definite reply to a communication the writer was unfailingly informed of the receipt of his letter which would be given immediate and further attention. While in Canada, Mr. Charlton made many acquaintances and some intimate friendships that were not interrupted during the balance of his life. He unconsciously attracted younger men, compelling their respect and in commercial circles was classed as one of the young country’s early railway pioneers.

Responding in 1870 to the insistence of Opportunity, he transferred his allegiance to the North Missouri Railway as General Passenger Agent, but only until January 1st, 1871, when he assumed in his fortieth year, the important position of General Passenger and Ticket Agent of Chicago & Alton Railway under President Blackstone, at the time that financier and his associates secured control of the North Missouri Railway. This Railway shortly after became the St. Louis, Kansas City & Northern Railway, and in the late 80’s was merged into the Wabash System. Mr. Charlton attained a unique and deserved prominence in his chosen sphere of progressive “American” railroading, and to these new responsibilities he brought to bear his now well developed, zealous and forceful business axioms, and an absolute loyalty and fidelity to the corporation, and in particular, the officers to whom he reported.

He was naturally inclined towards high ideals in life and loved Right, because it was right. His word was as good as his bond: his YES meant YES and his NO meant NO, and no person was ever able to twist his answer into any other meaning and get away with it. His associates in business never doubted for a single moment any statement he made and relied on his carrying out his promises and agreement to the letter. Figuratively speaking, he was a human prototype to the sturdy oak or a solid English bridge, speeding the multitudes safely on their journey, indulgent to the hurricanes of youthful hastiness and impervious to trivialities.

The first half of a popular expression, “The nineteenth century belonged to the United States, but the twentieth will be Canada’s,” was acknowledged after the close of the Civil War and concurrent with the rapid expansion of American railway facilities, Canada suffered a heavy exodus across the border of youthful brain and brawn in which Mr. Charlton later played a part. He was the friend of young men who would take hold and make an effort in the railroad business and he probably brought from Canada to the United States, and started on their careers there, a larger number than any other official engaged in traffic affairs, who found him painstaking in his efforts to educate them in the right way to handle their work. He was a martinet regarding that important essential Punctuality and it is said of him that he was never known to be late one minute beyond the hour appointed for any meeting or business engagement. Always an early riser, he breakfasted never later than 6.30 in the morning, sat down precisely to the minute at 12.00 o’clock for luncheon and took his dinner at 6.00 o’clock every evening.

When at headquarters he never missed being the first man in his office, 8.00 to 8.15 a.m., thus anticipating the regular office opening hour, 8.30 a.m. He invariably left his office at 5.00 p.m. daily, walking the three and a half mile journey to and from his residence when conditions were favorable. These unusually methodical habits were the occasion of considerable comment among other officers and business confreres. Mr. Charlton hated a lie, scorned misrepresentation of any kind and positively would not permit anyone to remain in his employ who let liquor secure the upper hand, and whose behaviour and home life threatened to bring the railway company into disrepute.

Unlike the majority of employers and railroad officials, it is known that he recognized a good man by paying him well and also assisting him to grasp opportunities for his betterment with other railways and those who worked under him at one time are now holding official positions on several railroads throughout the west and in some of the eastern states.

Loyal and fair himself, he deeply appreciated such qualities in others and rewarded with sympathetic interest and substantial assistance those long service colleagues who became embarrassed through injury, ill health or declining years. They were protected by assignment to easier positions: with the generous sanction of his executive chiefs—obtained by going “to the front” in person—Mr. Charlton secured additional funds of the Company to tide over periods of unusual expense incurred by several who, through service rendered and fidelity to the Company’s interests, he knew merited thoughtful consideration. I remember being informed of an instance respecting the case of an old friend, for twenty-five years with Mr. Charlton in the service of the Chicago & Alton and other railroads, who contracted an admittedly fatal disorder and who was carried on the pay roll until death, the Company defraying as well, the cost of medical attention and nurse constantly in attendance for a period of two years.

The Chicago Observer declared in 1896 that the Chicago & Alton Railway was recognized as one of the most convenient and luxurious of American railroads, that it was the first to run sleeping cars, to have dining cars, inaugurating also the first free reclining chair cars and reminded the public to bear in mind that these paying innovations—quickly imitated—were largely due to the Company’s indefatigable chief of passenger traffic.

The New York Tribune stated that Mr. Charlton was the ablest and most widely known General Passenger Agent in America at the time he relinquished passenger traffic duties to become the first Chairman of the newly organized Trans-Continental Passenger Association comprised then of probably fifty transportation lines. For thirteen years, or until death, he discharged the comprehensive obligations of that position to the satisfaction of a not always unanimous body of ticket and traffic experts and his excellent judgment and ability as an arbitrator on vexed questions was often most essential.

As the lines of this paragraph are being transferred from mind to page in the rolling train the transparent frozen surface of Hamilton Bay, dotted with an ice boat and a few skaters, lies a few yards below and stretches away to beach and bar, with a colony of fishing shanties squatting in the cove not far from the location of the awful “Des jardins Canal” wreck, March, 1857. Sixty years ago, over the same surface James Charlton skated and scudded on an old pair of “double mooleys” with screws in their heels and he enjoyed this sport ever after. During his life in Chicago he frequently indulged his fondness for the pastime. Railroading Hamiltonians who praise their bay, may not recall hearing that the late Samuel R. Callaway, ex-President of the New York Central Railway when a stenographer—was devoted to rowing on the same sheet of water, that his brother W. R. Callaway, G.P.A., Soo Line, also Alex. Hilton, P.T.M., Frisco System and Messrs. J. Horsburgh and John J. Byrne, prominent officials of the Southern Pacific Railway Coast Lines, were wont to fish therein.

Although a splendid speaker, very widely known, and possessing also an extended acquaintance with prominent people, James Charlton never wore his heart on his sleeve and sincerely wished to avoid publicity. Most of his leisure was spent with his family, and being a man of letters—in his unusually large and well selected English library. He was an authority on national, international and historical matters, wrote for the London Times of early United States railway building, did some reviewing of books for friendly editors and appreciated good poetry. Myles Pennington in “Railways and Other Ways” says that for a time he published portions of Browning’s works in the Chicago & Alton official railway guide, distributing as many as 10,000 copies of the issue per month until their preparation became too arduous.

In his business relations with others he was the standard of courtesy. Morally and in every way absolutely clean, this white bearded Nestor of passenger men was a grand old man. Is it not a gratification, a mental bath and an inspiration to read of and know about men of this type, particularly in high places.

Photographs courtesy of Canadian Railway & Marine World

RECIPROCITY IN BRAINS

Railways, Steamships and Commerce know no boundaries

Executive and operating officials of Canadian railroads born under the Stars and Stripes

Their characteristics and what they plan and accomplish for investors, traveling comfort and international traffic form part of our daily reading

1. Right Hon. Lord Shaughnessy, K.C., V.O., President and Chairman, C.P.R.

2. The late Sir William van Horne, former President C.P.R.

3. The Late C. M. Hays, former Pres’t G.T.R.

4. F. F. Backus, Gen’l Manager, T.H. & B.R.

5. C. A. Hayes, General Manager, Canadian Government Railways, E.L.

6. E. J. Chamberlin, Ex-President, G.T.R.

7. W. S. Cookson, Gen. Pass. Agent, G.T.R.

8. U. E. Gillen, Vice-President, G.T.R.

9. C. G. Bowker, Gen’l Sup’t, G.T.R.

10. R. L. Fairbairn, Gen. Pass. Agt, C.N.R.

11. G. C. Jones, Assistant to President, G.T.R.

12. G. M. Bosworth, Vice-President, C.P.R.

13. Howard G. Kelley, President, G.T.R.

UNCLE SAM’S ADOPTED SONS
Their name is legion, but this is only remotely realized beyond the broad boundaries of their chosen field of action

Mercury the messenger, fleet and comely herald, renowned in temple and forum, was a pet of the ancients. Without demur they pedestaled him as courier of the gods, rival of swift sea birds and desseminator of tidings from all parts of the world. The ready inclination to laud dispatch, prevalent in those misty, cob-webbed eras of mythology, survives after cycles of ages and to-day dwellers on this mundane sphere observe history repeat itself.

That vital requisite—speedy transportation by land and water for the beings and news of the universe—dovetails so exactly with the modern spirit of expansion that the men responsible for mechanism underlying onward movement, unwittingly compel admiration. They wear the laurel, remaining the nation’s favorites until the “powers that be” turn thumbs the other way.

In no branch of human endeavor does contention with competitor, for the plaudits and purse of the public, wax keener than in the realm of railroading and America is the arena where the fascinating game is embellished with rare finesse. Achievement is sweet to the ambitious and in this scientific pursuit—the result of which is constantly subjected to acid test by a discriminating people—men of brain and brawn strive mightily for humanity’s greater safety, waging a ceaseless campaign far more productive of good than were the colonization feats of conquering Roman legions.

After the triumph of Lincoln’s noble purpose and binding of the nation’s wounds, folks slept in their beds. The great emancipator’s legacy—justice, forbearance, charity—stirred men profoundly and his appeals for amity revitalized the myriad dormant avocations of peace, foreshadowing an epoch of unparalleled activity. During five decades since, there has been work to do in United States of America and worthy men to do it. Uncle Sam has no commendable physical qualification if you concede him not two most perceptive normal optics together with an eye in the back of his head. In nepotism an unbeliever, with scant indulgence for clannishness and caste, this allegorical personage suffered all applicants to joust with his stalwart native sons and demonstrate their fitness to maintain the dignity of labor—the basic agency in creating his country’s present commercial pre-eminence. Was Solomon wiser? Behold the 256,547 miles of steel highway under operation in United States in this year of grace, which encompass the land like the network of veins in your torso, bringing each remote part into communion with the centres of life.

To the gradual accomplishment of this stupendous undertaking came a swelling stream of silver, ripening judgment, indomitable patience and a battalion of optimistic Canadians to “make good measure”.

Down the avenue of years, back as far as 1840, when the movement, unlike that northward to-day, was almost a stampede south, Canada had been loaning United States the best of her bone and sinew. Thousands of determined, capable young men craving new worlds to conquer, burned their bridges and sought a future midst beckoning possibilities which the Union held out to the youth of the day. Honestly received and judged, their colleagues verdict doth attest a high percentage have shared the burden in providing transportation, that paramount essential in advancing civilization.

Prophetic was Sir Wilfrid Laurier’s forecast “The nineteenth century belonged to United States but the twentieth will be Canada’s”, when one reflects that the year 1909 yielded 138,000,000 bushels of grain and beheld 90,966 shrewd Yankees, (Messieurs, your pardon), cross with cash and chattels to John Bull’s domain to participate in garnering 400,000,000 bushels in 1915 and 200,000,000 bushels in 1917. This exodus is a straw indicating one quarter from which blows the breeze. Will the outgoing tide float with it the scores of former Canadians who have, through industry and recognizance of trust, mortised into every department of railroading in United States? Will these naturalized, integral units in business and social organizations governed from Washington, sever the moorings of environment, association, intermarriage, to return to the land of their birth? Probably not. But who knows: the answer slumbers in the womb of the future.

What a deal of strenuous argument would have sufficed to coax James J. Hill, wizard of finance and foresight, from his art, enriched castle, St. Paul, to the farm near the village of Rockford, Ontario, where in boyhood, he followed the lowing herd and foraged for squirrels. Occasionally he sought denizens of the deep along the St. Lawrence or Labrador Coast, and he reached into fields and factories of the Dominion for tonnage, but the wealth and power he possessed and wielded so astutely behind the scenes for Great Northern Railway, et al, were not stumbled on with energies relaxed. His mature opinion regarding economic conditions and conservation of the country’s natural resources, was the outgrowth of years of watchfulness and a peculiar bent for accuracy in conclusion builded primarily on a heritage of worthy foundations. Like those homespun idols of the people, Presidents Grant, Garfield and McKinley, he lived close to the soil absorbing bodily vigor and clarity of judgment amid homely surroundings.

Biographies of such outstanding characters as Jim Hill make inspiring reading. If this generation’s youthful male population cultivate childhood’s imitative proclivities they could, with profit, emulate the perseverance of another young man from the same neighborhood. Foremost amongst those whose life work in the drama of ever changing railway activities has introduced them to a theatre for energetic effort in the sunny south, must be listed the name of W. B. Scott, President at New Orleans of the Texas Lines of the great Southern Pacific System. Guelph, Canada, with streets named to commemorate many Scottish cities, proudly boasts that he is her son. His success is the concrete result of hard work along given lines, and his journey from the duties of messenger boy in the freight shed of G.W.R.—G.T.R., via the route of C.P.R., Winnipeg, “Union Pacific” Omaha, Santa Fe at Chillecothe, &c., &c., to power and wealth is a fascinating study for younger railway men. He had been Director of Maintenance of Way & Operation for S.P.R. at Chicago, and his present most important position, helping to determine the policy of the vast network which annually transports hundreds of thousands of the world’s pleasure and health seekers, will give you an idea of the calibre of the man. He is modest to a degree, never reads what is printed about himself, is thoroughly inured by long experience, to the “hardships” of a private car and was well known by the late E. H. Harriman.

Close to Niagara Escarpment, at Hamilton, Ontario, where S. R. Callaway won his bride, railroading cast its spell broadcast, inoculating many promising youngsters. Graduates of the “Great Western”, “Hamilton & Northwestern” and “Northern” schools are scattered from Halifax to San Diego, from Vancouver to Honduras. James Charlton, first “G.P.A.” of the Great Western Railway, Canada, was a beacon light in guiding numerous proteges “up and along”. You may wager none of them imitated the behaviour of young Keenedge who, when saluted with “Does the train leave at Eleven sharp?” blandly replied, “Yes, or Eleven slow, if you like!” They all memorized and hummed the motto “Learn to labor and to wait”. John J. Byrne, from the same city, present Asst. Passr. Traffic Manager, Santa Fe Coast Lines, took up the refrain when setting out to contend with life’s odds and handicaps, and by doing the thing to be done with earnestness and fidelity, he also has compelled recognition, a distinguished place among his fellows and Mammon’s silver recompense. Through a similar “course of sprouts” and monotonous introduction to details passed James Horsburgh Jr., Genl. Passr. Agent, Southern Pacific Railway. With canny disinclination to “Bid the devil good-day before meeting him”, he philosophically set the pace in shouldering onerous duties and accomplished important results with the aid of a large corps of efficient assistants.

A contemporary of this trio and candidate for the order of merit is Alexander Hilton, or “Handsome Hilton”, as ladies know him, who also was born at Hamilton because his mother happened to be staying there at the time. He was “captured young” and as a junior developed that moral fibre and eager spirit which buoyed him while climbing the grade to the position of Passenger Traffic Manager, Frisco Lines.

Robert Somerville, a “C. & A.” Chicago veteran, now President Judson Company, was a Hamiltonian; likewise Dave Bowes, their General Manager. So was Harry Jameson, an auburn D.P.A., P.M.R. Harry Parry, indefatigable Asst. Genl. Passr. Agent, “N.Y.C. Lines”, Buffalo, the Jago Brothers, for years with the “West Shore” and A. W. Ecclestone, Dist. Passr. Agent, Nickel Plate, New York, claim the Ambitious City as birthplace. All keep in more than telepethic communication with friends there.

It is chronicled in the log that the bluff, jovial W. F. Herman, former “G.P.A.” of “C. & B.” Line, Cleveland, who takes to water like reynard to a partridge, got a bowing acquaintance with a vessel’s interior economy under W. K. Domville’s tutelage in the old “G.W.R.” shops at Hamilton. To this city, every now and then, comes W. L. Stannard, General Agent, C. & N.W.R., Detroit, on a brief visit to his respected sire, which stimulates the memory of other days.

Over the hill via Caledonia and on to the railroading centre St. Thomas, you hear the homeguard recall with satisfaction the various milestones passed by James A. Stewart, the son of a “Grand Trunk” railway man here, in his march from a minor clerkship to the lucrative appointment of General Passenger Agent, Rock Island Lines, Kansas City. In Kansas City is also J. D. Dewan of London, freight agent of the fine new union terminal. Efficiency is vital at this busy southwestern gateway.

Alex. Hilton, Passenger Traffic Manager, Frisco Line, St. Louis.

J. Webster, Freight Traffic Manager, N.Y.C. & H.R.R., Chicago.

Late Dr. Stennett, Auditor, Expenditures, C. & N.W.R., Chicago.

Harry Parry, General Passenger Agent, New York Central Lines, Buffalo.

John J. Byrne, Passenger Traffic Manager, Santa Fe, Los Angeles.

George W. Vaux, General Agent, Passenger Department, Union Pacific Railway, Chicago.

Of such material does the great league of passenger traffic experts consist and their mission has meant an evolution in train growth unprecedented on two hemispheres. To attain high-water mark in comfort, speed and elegance, their eternal vigilance and rivalry has balked at naught that invention could suggest in devices of steel, electricity, rare, imported woods, marquetry and costly draperies to adorn and strengthen the wheeled and floating palaces in which they evince unbounded pride. Youth must have its sway, and because of the wanderlust in their veins, hundreds of these Northern blades, fortified with little but a sound mind in a sound body, elementary knowledge well instilled and an instinctive distrust of luxury’s blandishments, sallied forth to make the mirage, “Green are hills far away” a pulsating actuality. With none of Caesar’s braggadocio and red fire illuminating their advance, a goodly number could well appropriate that old pagan’s slogan, “Veni, Vidi, Vici”.

William J. Jackson,

President, Chicago & Eastern Illinois Railway.

The operating department of the railroads seems to have had a special attraction for the capabilities of many Canadians, which is born out by the outstanding examples mentioned in this partial resume. Samuel G. Strickland, General Manager, C. & N.W.R., was reared at Lakefield, Ont., in Kawartha Lakes locality and it takes a good man to please the veteran Marvin Hughitt who always expected a high quality of service.

Yet another United States railroader who was cradled in Canada is W. J. Jackson, former Vice-President of the Chicago & Eastern Illinois Railway, and now President and Receiver of this property at Chicago, who has recollections of earlier days when he was “Johnnie” Jackson, working on the “inwards” desk with the “G.T.R.” at Toronto before he went west with the late George B. Reeve when the latter was traffic manager with the Chicago & Grand Trunk Railway.

There comes to mind the names of half a dozen operating officers located at different points of the compass beginning at the “Atlantic” with John McCraw, Superintendent, Central Vermont Railway, New London, Conn., born at Craigvale and well trained in all departments by the Grand Trunk Railway. He knows the game from billing express, handling the throttle or shifting a bridge at night, and by his urbanity and quiet effectiveness made a reputation along the Sound. George Reith, Superintendent Virginian Railway at Norfolk, Va., who gravitated from unobtrusive Hensall to scenes of greater scope; John T. Lewis, Superintendent Tennessee Central Railway, Nashville, Tenn., from Hamilton, who did not “pass the buck” but shouldered his responsibilities; A. L. Boughner, a son of St. Thomas, now Superintendent of Terminals for “M.K. & T.” at St. Louis, the road that operates the “Katy Flyer”; W. H. Jones, formerly with “O.S.L.”, Pocatello, at present Superintendent of Southern Pacific Ry., Riverside, Cal., and J. D. Brennen from Brockville, beside the St. Lawrence, Superintendent at Sacramento, for the same extensive system.

Indexed with Uncle Sam’s adopted sons let us register the names of Arthur G. Wells, Los Angeles, California, General Manager, Santa Fe Coast Lines, the son of a Guelph, Ontario, postmaster, whose work in Detroit, Toledo, Cincinnati, &c., helped him to climb the ladder like a fireman at a fire. Likewise, his brother, R. E. Wells, a general manager with the San Pedro System, genial Geo. W. Hibbard, formerly A.G.P.A., C.M. & P.S.R., Seattle, and A. D. Charlton, A.G.P.A., Northern Pacific Railway, Portland, Oregon. There are several others who have found a field for congenial labor along the Pacific Slope where perennial verdancy carpets each beautiful valley and after a business trip in that region Mr. Geo. T. Bell, P.T.M., G.T.R., told me after returning, some time ago, that “the woods were full of them”. No doubt, he had in mind the case of Mr. D. W. Campbell. Born in Hanover, Ont., about 1858, this village boy moved along step by step from quiet surroundings to a place in the sun that demands accurate judgment in conserving public safety and promoting the expectations of capital. Durham was where he learned the difference between an engine cab and a coupe, how to abstract way bills and also prime the telegraph battery jars with blue stone. He dispatched trains with the G.T.R., at Stratford, with the C.P.R. at Moose Jaw, the C.B. & Q.R. at Dubuque and the N.P.R. at Missoula, Montana, gaining confidence and reputation. For some time his headquarters was at Tekoa on the “O.R. & N.Co.” As Superintendent of this line he was transferred to Portland and to Seattle. Later the Southern Pacific Railway engaged his services for executive duties at terminals beside Puget Sound, which were the forerunners of assignments in California, culminating in the berth of Asst. Genl. Manager, Southern Pacific Ry, Los Angeles, as gazetted in the current issue of Official Guide.

Geo. W. Hibbard,

Of Geo. W. Hibbard Co., Brokers, Seattle,

Formerly A.G.P.A., C.P.R., Montreal, and G.P.A., Puget Sound Route.

The lustre of that becoming virtue modesty, dims not if blossoming in a railroader’s physique, but when a prominent man like John Francis, General Passenger Agent, Burlington Route, side steps a niche in “the hall of fame”, deprecating the reproduction of his photographed features, and explaining,, “Twenty years have elapsed since I faced a machine that would stand for such an operation”, his bashfulness checks “Over” and generates regret. The baptismal archives at Longueuil, Quebec, record the initial appearance of Mr. Francis, but he has been “Present” many times since and proven an entertaining raconteur. Frank F. Barbour, retiring G.P.A., Rutland Railway, was cradled at Montreal, and east of this former possession of King Louis, at Newport, in the maritime “finnan haddie” province of Nova Scotia, Eben E. MacLeod was born. The path he traversed to Chairmanship of Western Passenger Association led through Eastern Canada and eight different ticket office positions in various states. Mr. MacLeod courted responsibilities, always received a square deal under the Stars & Stripes and the end is not yet, as he is in his prime and looks the part.

The hands of destiny which mold futures, often weave a woof of inscrutable, unfamiliar design. Had James Webster, the persistent Owen Sound student, been informed by D. McNicol in olden days when they were together on “Toronto, Grey & Bruce”, that his horoscope prognosticated “Freight Traffic Manager” in 1918, “Jimmie” would have scorned the soft impeachment and played sluggard in swallowing the Scotchman’s capsule. Yet, James Webster, master of detail, the Nickel Plate graduate whom “N.Y.C.” has exalted, deserves a bronze in the gallery of immortals to radiate encouragement for the struggling faithful and confusion to grumblers. Mr. W. A. Terry, Asst. Freight Traffic Manager, N.Y.C. Lines, Chicago, spent some time in his youth in Canada. Minus the sustained efforts of these officials, of their passenger confreres and the gentlemen comprising the solicitation staff identified with the traffic departments, the railways could boast of gilded coaches and a nickel rail and then be doomed to failure, notwithstanding the swan songs sung by some of our operating friends, declared a very prominent traffic officer in the Northwest.

It is estimated by financiers that $500,000,000 were to be spent in Canada during 1910 to meet proposed expansion by the Government, great corporations and railways. Expectations did not bulk so large when W. D. Carrick, who is Genl. Baggage Agent, St. Paul Road, resigned from the Great Western Railroad in 1879 to obey Horace Greely’s command. Excepting five years in “G.W.R.” service, where was laid the foundation of practical knowledge, his career has been one of continuous devotion to a single company. You will observe, if you have seen him, that the cares of state make scant impress on the features of this wholesome looking gentleman who considers riches but the baggage of fortune.

Mr. Carrick came from Galt, Ont., and the brothers Albert and Thomas H. MacRae who manage and edit the popular employees magazine of the Santa Fe Railway also originated there. From prosaic Guelph, where bare-footed boys duck in the deep holes of the Riverlet Speed, came C. E. Dutton, former Genl. Agent at Helena, Mont., for Great Northern Railway. Eugene Duval, Omaha, A.G.W.A., of C.M. & St.P.R., years ago thrived lustily on the ozone of Quebec and Colonel W. J. Boyle, G.A.P.D., Milwaukee, now and then harks back to former days in Chatham, where also Charley McPherson and Geo. J. Ryan—recently Genl. Industrial Commissioner of “Great Northern”, now with the Soo Line—learned their P’s and Q’s. To this incomplete catalogue of aspirants to stellar honors who investigate balances, tariffs and interlocking switches, as bees do the flowers, may be included J. H. Ellis, from Belleville beside the placid “Quinte”, Secretary of “L. & N.”, Louisville, F. W. Main, Toronto, Auditor “C.R.I. & P.”, Kincardine’s standard bearer, W. Hogarth, Auditor El Paso & Southwestern, and Charles A. Gormally so capably representing the “G.T.R.” in the heart of things at Chicago. Affable Alex. Macdougall, D.P.A., I.C.R., St. Paul, John W. Kearns, D.P.A., P.M.R., Detroit, and C. R. Graves, C.P.A., Salt Lake Route, Los Angeles, when punching the time limit at the ticket window in days gone by, may remember the colloquy—“Can you direct me to the best hotel in this town?” asked an unacquainted railway man of another as he stepped off a train. “I can brother,” said he going away, “but I hate to do it.” “Why?” “Because you will think after you have seen it that I’m a liar”.

1. Charles A. Gormaly, Commercial Agent, G.T.R., Chicago, Ill.

2. John W. Kearns, District Passenger Agent, Pere Marquette Railway, Detroit, Mich.

3. Geo. O. Somers, Secretary, “U.S.A.” Government Northern Railway Committee, St. Paul, Ex-General Freight Agent, G.N. Railway, Ex-Traffic Manager, United Fruit Co.

4. The Late Alex. McIntosh, of McIntosh Brothers, Milwaukee, Railway Contractors.

5. John McCraw, Traffic Manager, Groton Iron Works, Groton, Conn., builders for United States Shipping Board, Ex-Superintendent Central Vermont Railway, New London.

The proverb “Economy—easy chair of old age”, expounds a cardinal requisite in railway construction. Deference to this admonition spelled marked success financially for Donald and James A. MacIntosh, “Men from Glengarry”, a team of contractors and graders favorably known to western railroad builders. Jealous of reputation, by hewing to the line they made good where others often failed and their forty years of unremitting effort were crowned by enjoyment of the premium. Speaking over the casket of Donald Alexander McIntosh in Forest Home Cemetery Chapel, Milwaukee, 1915, the Reverend James Oastler, D.D., said in part, “These Glengarry men are sons of the men who had come from the highlands and islands of Scotland in the earlier days—and mighty men they were—pioneers—builders of empires. Their manner of life bred in them hardiness of frame, alertness of sense, readiness of resource, and a courage that grew with peril. Fighting was like wine to them, when the fight was worth while.”

We of the United States, can congratulate ourselves that some of the Glengarry men found their way across the border, and brought with them their courage, their resourcefulness, and their love of the open. They did not ask for an opening. They asked this question: “What does the world need to have done?” Then they set about doing it. Donald A. McIntosh was a man from Glengarry.

I very distinctly recall my last visit with him and he convinced me that there was within him a superb nature, a fine generosity—that physically and mentally he was afraid of no man.

Dr. W. H. Stennett was born on a farm beside Lake Simcoe, Ontario, in 1832. When seventeen he settled in Rock Island, Illinois, as a junior with a druggist, meanwhile gratifying his inclination to browse among books. Later he was given charge of the production in a department of a chemical manufacturing company and being an omnivarous reader of publications pertaining to chemical, medical and surgical knowledge, he undertook the study of medicine, graduating at the Medical College of Missouri at St. Louis in 1859. With a partner he commenced practice at Bloomington, Ill., and Miss Clara Hughitt became his wife there. In 1867 Doctor Stennett retired from practice to become General Agent, Illinois Central Railway, St. Louis, and six years later was appointed “G.P.A.” of C. & N.W.R. From 1884–7 he held the position of Assistant to General Manager, afterwards assuming the duties of Auditor of Expenditures with the same company and he retained his supervision of that department for 19 years. While he was General Passenger Agent of C. & N.W.R., his duties required that he travel a great deal. In his later years he preferred to remain at home, and during the last twenty-five years of his life, while working for the C. & N.W.R., he did not take a vacation, nor during that time did he spend a single night away from his home.

He loved flowers, spent much time in the cultivation of many varieties, and carried on regular correspondence with friendly horticulturists. Dr. Stennett was interested in a wide range of subjects and derived much pleasure from discussions with intimates among railway officials and literary people.

He was a man of determination and died practically in harness, having left his duties only a few days before his end, and on July 22nd, 1915, the date of his death, he dressed, bade adieu to his library and conversed with his family two minutes before his spirit took flight.

The Great Northern Railway has at St. Paul an Asst. Genl. Passr. Agent from Sarnia, Ontario, in the person of W. R. Mills; Mr. J. A. Emslie, Genl. Agent Santa Fe at Milwaukee, originated in Canada. John F. Barron, Genl. Agent, Union Pacific Ry, Chicago, came from London, where his after business hours accomplishment as a clever monologue artist and dancer, were perfected with his townsman and associate, the metropolitan star George Primrose. M. O. Barnard, Genl. Agent, N.P.R., Buffalo, N.Y., is a lad from the land of lacrosse and Sid. Dewey representing the “G.T.R.” at New York, is a brother of the Grand Trunk’s freight traffic manager.

George Barnes,

General Agent, Northern Pacific Railway; Vice-President, Detroit Transportation Club, pictured promoting Third Liberty Loan.

So enamored is William R. Callaway, Genl. Passr. Agent, Soo Line, of the scenery and hunter’s paradise adjacent to his line that he dines with implements mounted with buckhorn purloined through a coach window by some friendly sharpshooter. He has ever been a pronounced independent in his methods, basking in no borrowed brilliancy, and as an original and persistent advertiser since the time of his regime as “D.P.A.”, “C.P.R.”, Toronto, this gentleman merits his unique reputation. It is whispered that when “relieving” some years ago at an Ontario hamlet, one seductive spring morning “W. R.” quit angling in the family aquarium, shut up shop and prepared to separate a few shiners from a creek close to the depot. Crawling well out on an overhanging branch he dropped anchor. Being then not versed in the gentle art tight rope balancing, drowsiness or anxiety soon precipitated a crisis. The would be Walton turned a couple of neat flip flaps and straightway “Father William” fathomed the moisture beneath. The fat hotelkeeper’s “Inexpressibles”, as Thackeray terms the garment, was the only alternative afterwards and the “G.P.A.” admits the ensemble would have made a hungry horse turn from his oats.

“If feasting, rise”, saith Opportunity: “Cities and fields I walk, I knock unbidden once at every gate.” Forsooth, the elusive sprite does and sometimes peers into secluded corners. Besides being awake at the psychological moment, a clever quartette who found “Hustle while you wait” their staunchest prop in reaching the plums were Herbert A. Jackson, W. R. Callaway, J. A. Holden and Geo. O. Somers. Mr. Somers started in life with none of the helps designated as luck. No doubt, he thought of ease but worked on through each consecutive group of wearying exactions. As the architect of his own fortune the progress of this village boy may be gauged by his former title, traffic manager of United Fruit Company’s fleet of eighty craft, to which William Mullins, of London and Toronto, promptly succeeded and to-day directs his corporation’s developments in Cuba.

E. F. L. Sturdee,

General Agent, Passenger Department,

Canadian Pacific Railway, Boston, Mass.

A Maritime Province Product from St. John, N.B.

Energy unsparingly applied was James A. Holden’s key to the door of advancement, which once open disclosed the road to preferment growing smoother and wider. Always in the atmosphere of moguls and shunts when a stripling, nurtured in routine as biller, telegrapher, superintendent’s clerk, agent, &c., he found it easy after getting in motion, to push on to St. Louis and the Frisco Railway, to an executive place with “C.O. & G.R.”, thence Chicago and the freight traffic managership of Rock Island Lines. Mr. Holden, who is Vice-President of Kansas City Southern Railroad, but just now busy with the Director General of Railroads at Washington, intimates that he reached this goal without cause to complain of the way he has been dealt with. He was a railroader’s son from Whitby, Canada, and office boy in ’77 on the now almost forgotten Whitby, Port Perry & Lindsay Railway.

It was the primitive equipment of the pioneer Whitby, Port Perry & Lindsay Railway, meandering through forest and farm, which hypnotized youthful John W. Platten, Port Perry, who became afterwards a Vice-President and influential executive officer of the Lehigh Valley Railroad. Prior to this he spent some time with the “G.P.A.” and President of the “Erie” at Cleveland, and had been Treasurer of the deceased Central Bank of Canada, which prepared and qualified him for the position of President and General Manager of United States Trust & Mortgage Company. He is also Chairman for the share-holders of “White Star” common stock and with E. E. Loomis, President “L.V.R.”, made a special train survey and report regarding the value of the “Canadian Northern Ry.” a couple of years ago. Mr. Platten has lately been elected President of the Gulf, Mobile & Northern Railroad. The sponsors of the “L.V.” traffic artery from Niagara to tidewater, “fancied” three other Canucks in the persons of John S. Wood, Asst. Genl. Freight Agent, Geo. W. Hay, General Baggage Agent and N. W. Pringle, A.G.P.A., New York.

Take courage, all ye who falter: retemper the spring in your spine, as hard work, thrift and a mastery of the duties of the desk next above is Mr. Jarvis’s recipe for raising one’s status and stipend. The majority—whether Briton, Frank or Celt—accept this dictum and make obeisance to the inexorable law: wherefore, the sons of “Our Lady of the Snows” cheerfully caught hold and lifted with their cousins. Shoulder to shoulder these joint decendents of kindred mother stock have added to the national wealth by perfecting means for distributing inland and export trade to the widest possible compass. The annual interchange of business between United States and the fatherland of Canadians abroad exceeded $700,000,000, being third to what was transacted before the war with England and Germany, while their collaboration in multiplying communications has wrought incalculable gain to international good will. The natural affinities of the two Anglo Saxon families dominating North America cement the industrial and social fabric.

This deepening of a common sense of attachment is significant and may yet wield a portentous influence on world politics and boundaries. The growth in harmonious intercourse—fostered by the advent into United States prior to 1900 of one in every six persons born in Canada—has derived stimulus from the dependable characteristics of those who have, in the sifting, come within the arc of the limelight. These resolute knights of throttle, lever and key—ex-Canadians of stamina and discernment in railroad building, operation, traffic and finance—rank high as participators in the safeguarding of large and complicated interests. They are in sympathy with the enterprising and restless spirit of their “American” confreres and both seek to wrest the Caduceus, or golden wand of commerce, from Jupiter’s son and hasten forward with development’s message to silent, virgin places and to peoples beyond the seas.

SAMUEL R. CALLAWAY
His Character and Notable Career

David Hume, historian and observer, declared
“It is better to be born with a cheerful disposition
than inherit an income of ‘Ten Thousand’ a year.”

The gentleman whose features are reproduced on this page possessed that jewel beyond price. Despite vicissitudes in boyhood and stubborn perplexities later, it was his wont to always maintain a kindly, unruffled exterior which seemed to spring from the centre of his being, reflecting an equable temperament and much self-mastery. With this invaluable asset, and other sterling qualifications of mind and method, Samuel Rodger Callaway quietly and steadily spiraled through adverse currents to an altitude in the science of railroading, surmounted by the golden legend, “Eighty thousand a year.” In his brief span he attained an eminence in the commercial firmament which most men cease not to dream of, but seldom realize.

Born of English-Scotch stock at Toronto, Canada, December 24th, 1850, the loss of his father summoned him to toil’s daily round early in life. As the champion and counsellor of his mother he was thrust into the arena at the age of thirteen, when he entered the Grand Trunk service under the eye of the late Sir Joseph Hickson, who soon observed his precocious self-control, prudence and business aptitude even at that chrysalis stage.

A four year novitiate beside Superintendent Gilman Cheney, of the Canadian Express Company, was followed by twelve months clerking for William Wallace, Superintendent of the Great Western, Hamilton. His chief recreation then was reading, and mild indulgence in the aquatic pleasures which Burlington Bay permitted.

A secretaryship to W. K. Muir fell to him in 1870, when both joined the fettered D. & M., Detroit, marking young Callaway’s assumption of important responsibilities.

He gave full value for his remuneration, working without friction, like a noiseless machine, and shamed slovens by close application and attention to the smallest commissions, manifesting such executive ability and economy as operating man with the Detroit & Bay City Railway, 1878, that the increasing traffic greatly enhanced the railroad’s value.

At his thirty-fourth milestone, this popular, but strict disciplinarian, began in 1884, for Charles F. Adams, three years of arduous duties as Vice-President and General Manager, Union Pacific Railway, Omaha, directing reconstruction work of magnitude with force and decision. That tells its own story. Can the reader recall a parallel? It was said of him that he knew almost every man in his employ, but he was not aware of how his unfailing courtesy, freedom from ostentation and justice to all inspired personal loyalty.

Always seeking knowledge, he travelled upward, serving three Canadian and nine U.S.A. corporations with an intellectual, sympathetic and expansive grasp of things which pleased magnates and earned his subordinates’ attachment.

He broad-gauged the Toledo, St. Louis & Kansas City Railway, 1887 to 1894, and by going to W. K. Vanderbilt and the Presidency of the Nickel Plate in 1895, a prophecy made years ago was fulfilled. When he married Miss Jane Ecclestone, at Hamilton, June 7th, 1875, Mr. C. C. Trowbridge, his staunch friend, gave him the following letter addressed to W. H. Vanderbilt:

“I take the liberty of giving this sealed letter to Mr. S. R. Callaway, who has been superintendent of the Detroit & Milwaukee during my receivership of two years. He does not know its contents. My object is to give him the honor of your acquaintance, but, more particularly, to have you know him. I regard him as one of the most promising railroad men of the West. He has been in the business from early boyhood on the Grand Trunk, Great Western and D. & M., understands telegraphy, and is familiar with the duties of the different departments. With great purity and gentleness of character, he combines a quiet force and decision which has commanded the esteem and respect of railway men, and his knowledge of detail and love of system, give him great influence with his subordinates, who are ardently attached to him. Perhaps, in the future, when some of your faithful ones drop out, you may want Callaway. I have no motive in taking this liberty but the desire to certify to the worth of a man whose modesty would prevent him from pushing himself into notice, and I feel sure that you will pardon me.”

From his patrons and confreres in United States who are said to recognize and place merit before favoritism, honors came fast to this somewhat reticent, easy mannered gentleman with one passion—music and grand opera—which he delighted to indulge at the “Metropolitan” and by playing arias on a magnificent aeolian erected in his home.

Invited to New York to exercise his wisdom in directing the destinies of the L.S. & M.S., and the retirement of Senator Chauncey Depew a few months later signalled the elevation of Mr. Callaway to the Presidency of the N.Y.C. & H.R.R., and affiliated properties, March 30th, 1898, the acknowledged master of one of the greatest business enterprises of the century.

A New York newspaper, commenting on that appointment, said, “It has long been ‘President Callaway’, as he was born Christmas Eve, 1850, and since youth has been a Santa Claus offering to the railways.”

It is related that when William K. Vanderbilt urged Mr. Callaway to accept the Presidency of the American Locomotive Company, because his corporation could not meet the princely salary mentioned in the new contract, the interesting rumor spread so rapidly that it appeared in the press before the new executive had opportunity to acquaint his family how he had become a business man with prospects that would keep the wolf so far from the door that he dare not venture this side of the next concession. The newspaper references came to the notice of his son, a boyish wag at college, who immediately wrote home saying, “Dear Father—I see by yesterday’s paper that you were forced to get another job owing to the extravagance of your family. I want to congratulate you on your great success, for, judging from what the notices say, you have struck an ‘oily’ position.”

Samuel Callaway had spent thirty years of active life time in the railway’s service and was considered a perfect type of the administrative American railroading man through inclination and training from boyhood, conquering difficulties and contending with stern realities without seeking publicity. He did not like to talk, but he knew well how to meet the world and writing of him after his decease, biographers said his business manners were flawless.

When he first went to New York as President of the New York Central Lines there were some who thought a chill had come over the President’s office, so long kept beaming—as one writer put it—by the geniality of Senator Depew. The cool reserve of the new President was at first misunderstood, but those who had business with him soon realized that on business matters he was one of the most approachable of men. During office hours he was never diverted from close attention to the company’s affairs.

As a thinker who saw clearly for the financial colleagues of a dozen corporations; as a man of the world discussing big projects in exclusive clubs of the metropolis, his extraordinary judgment was emphasized, but the simplicity of his quieter side, his love of little ones and thought for kith and kin in his native land, were likewise noticeable.

He counted much on the success of his children and was devoted to his family, but was not vouchsafed the anticipated pleasure of their society in later years when his duties would have been less arduous.

At the age of fifty-four, the zenith of capability and ripened opinion, after completing three years as first President of the American Locomotive Company, his mighty brain ceased to originate and execute. To his memory earnest and widespread tribute was paid.

His career was a homily to men pessimistic regarding life’s outlook, who capitulate to cynicism. The example he set cannot soon be forgotten, nor should study of the character and purpose of S. R. Callaway be disregarded by the youth of this generation.

“His life was gentle; and the elements

So mixed in him, that Nature might stand up

And say to all the world, ‘This is a man.’”

❦ ❦ ❦

THOMAS N. JARVIS
An Organizing Genius

From the banks of the winding Avon the boy Shakespeare went forth and his genius revitalized and gave a tremendous impetus to literature and the drama. Were you aware that Stratford in the new world long after produced a son, in youth Tom Jarvis, who is undoubtedly leaving his impress on the peaceful pursuit of international trade. Contend if you will, that it is a far cry to the hedge rows of merrie England for a parallel, for a coincidence; yet there is a modicum of truth in most generalizations. The elect all sing small in the beginnings. The journey of the Bard from obscurity to the throne room was tedious and none the less devious is the pilgrimage from a dingy office in the heel of a freight shed to the Vice-Presidency of one of America’s great railway highways.

Thomas N. Jarvis,

Vice-President, Lehigh Valley Railroad, New York.

A sprig off the geneological tree which inspired the name of a Toronto residential thoroughfare, T. N. Jarvis was born and reared in Stratford, Ont., and at sixteen essayed the study of legal tomes. This was dry, unremunerative occupation and about 1870 he exchanged Blackstone for the freight classification, billing desk and, to him, the less monotonous, more congenial railway atmosphere. He proved to be anything but “A square peg in a round hole” and earnest endeavor earned rapid promotions to Paris, Black Rock, Buffalo and Cleveland. At the expiry of seven years he entered the service of the International Fast Freight Line; a twelve month later the Blue Line and in 1880 to the Commercial Express Line. It is related that about this time he visited Cleveland to acquaint a certain high executive official of his contemplated resignation to assume other duties. Suspecting the nature of his errand, every resource of his patron’s diplomacy and palatial home were enlisted to successfully smother the avowal. Disappointed at the outcome, the ambitious Jarvis returned to headquarters to find that a cheque of fair proportions had preceded him as a retainer.

On completion of the “Nickel Plate” in 1883 he organized the Traders’ Dispatch and as manager was the youngest in his class, with a pronounced penchant for ensnaring traffic netting good revenues. The Lehigh Valley Railroad Company had been scrutinizing the trek of the tall, rangy and genial bachelor, Tom Jarvis—with a host of ‘pay streak’ friends from Frisco to Fundy Bay—and they soon made it “worth his while.” In ’98, as their General Eastern Agent at New York, his traveling men garnered cheese, coal, milk, live stock and passenger traffic ad libitum. Circularized again and again, he subsequently made his bow as Assistant General Traffic Manager, Freight Traffic Manager, and in March, 1906, Vice-President.

He modestly attributes it all to hard work and the aim to become familiar with the duties of “the men higher up.” Boys, note that. Cosmopolitan habitues of the Lotus Club, for instance, and friends in Ontario watch his progress with pride and await news of further honors. Now and then they have opportunity to inspect him at close range as guests in his private car.

While the methods of Mr. Jarvis in business are incisive, crisp and convincing, and devoid of much flowery phraseology, he possesses the most approachable and kindly personality, which unconsciously wins the homage of porter and President’s esteem.

“Honor and shame from no condition rise:

Act well your part—there all the honor lies.”

GEO. J. CHARLTON
Passenger Traffic Expert

Geo. J. Charlton,

Passenger Traffic Manager, Chicago & Alton Railroad and allied systems.

“A pale faced fanatic” Geo. J. Charlton never was and never will be—so his friends declare. The metamorphosis would too grievously trouble him in spirit and torture his avoirdupois. Glance again at the features and physical contour of the Passenger Traffic Manager of “Chicago & Alton,” the cap sheaf to a cluster of four sister transportation corporations, and contradict me, ye phrenological bump feelers, if the X rays do not locate there a large, sympathetic heart, optimism profound, great capacity for work and the ability to enjoy and “Spend money like a sailor.”

Ever since the time his education began in the private and public schools of his birthplace, Hamilton, Canada, where in boyhood he “Snapped the whip” and operated in the moonlit melon patch, George Charlton has been in the centre of the doings. His must have been the hypnotic eye, or he carried one of those heavily charged horse shoe magnets, for the boys and girls all liked him and gravitated in his direction without know-why. How many of his classmates have since made the same good use of their time, think you.

His father was a railroader of international repute, and nurtured in an atmosphere of “ticket affairs,” it was not unnatural the boy’s name should first appear on a railway pay roll in 1875 as messenger in the general passenger department of Chicago & Alton Road.

Thus began the zig zag but successful ascent of Mount Obstacle, covering a span of forty-three years. He was cast out of the right kind of metal and did not falter at the prospect or prove a time server when acting the role of junior, conductor’s clerk, ticket stock recorder, passenger sales accountant and rate expert.

Invariably devoting the best that was in him to his work, he soon realized that the position of understudy conscientiously performed, was a wise and diplomatic plan of action leading to unexpected possibilities. On March 14th, 1885, Mr. Charlton came within the arc of the limelight as Assistant General Passenger Agent of the “Alton.” January 1st, 1900, witnessed him accomplish the next logical move in advancing to the position of General Passenger Agent, and during a seven years tenure his jurisdiction was extended to the Toledo, St. Louis & Western Railway, styled the Clover Leaf Route. During December, 1909, the Corporation’s President gave him the right to have emblazoned on his business cards the title he bears to-day.

While this panorama of promotions glides without hindrance across the page to the reader’s brain, he can only imagine but should not overlook the monotonous toil, concentration of purpose and rebuffs smiled down behind the scenes by our subject long before a recital in this form was possible.

The best opportunity to truly sound the depth of a man’s character is to work with and beside him. As you may surmise, George Charlton’s manner of speech and demeanor towards his staff of employees is not rapid, cold and repellant, but a reflection of the desire pulsating within him to interchange enthusiasm, co-operation and loyalty with others, measure for measure. Woe betide the luckless mortal, however, who rouses his ire by flagrantly violating these commandments. This gentleman of tremendous energy and democratic inclinations, always finds time to fraternize with his men, meeting them as equals and apparently enjoying their society as much as they appreciate his.

Kindliness and generosity are his cardinal virtues. They have won for him the affection and compel the highest possible respect of his confreres and those characteristics, coupled with recognized ability, loom large when one attempts an inventory of the causes underlying his success.

The far reaching effect of the recent order issued by Mr. W. G. McAdoo, Director General of Railroads in United States, necessitating the release of many employees of the “Alton” who had been loyal members of Mr. Charlton’s railway family, distressed him keenly and quickened his broad sympathies. He immediately became “a welcome pest” to his influential friends, through unremitting efforts to assist his reluctantly departing staff to other suitable employment.

George Charlton is a votary of Comus, the ancient and rotund god of Merriment and that mythological personage ranks next to his patron saints. He is a well known society and club member, identified with at least a dozen organizations including the Hoos Hoos, Elks, Yacht Club, South Shore Country Club, Union League, Chicago, Green Room Club and Lambs Club, New York; also Hamilton Old Boys’ Association.

He is immensely popular with the traveling public and “man in the street” and they, having in mind the Passenger Traffic Manager of that triangular route linking Chicago, St. Louis and Kansas City, agree that the wise man was right when he said “A merry heart doeth good like medicine.”

JAMES JEROME HILL

The Late James Jerome Hill, Ex-Canadian and financier of vision and resource who built the Great Northern Railway through the “Zone of plenty.”

K. J. Burns, Assistant General Freight Agent, Vancouver, B.C.

H. A. Jackson, Export and Import Agent, Seattle, Former Assistant Traffic Manager, St. Paul, (A Toronto Boy).

H. E. Watkins, General Eastern Canadian Agent, Toronto, Canada.

Under other names, the Great Northern Railway owns, leases and operates subsidiary lines in Western Canada, of which the Vancouver, Victoria & Eastern Railway & Navigation Company is the principal—comprising a total mileage of 760 miles and entry is made into Canada by crossing the international border at thirteen different points.

The modern terminal of the V.V. & E.R. & N. Co., Vancouver, B.C., which is owned jointly with Northern Pacific Railway Co., cost over $600,000.

At Winnipeg “G.N.R.” investment in Road and Equipment totals$2,366,258
In Kootenay District investment in road and equipment totals7,426,095
In British Columbia investment in road and equipment totals30,947,140
Additional total Canadian investments37,535,739

TRANSPORTATION CLUB OF TORONTO

Scene of Annual Banquet, C. A. Dunning’s Hotel, November 27th, 1914.

F. H. Terry, President, Traveling Agent, G.N.R.

A. J. Taylor, Vice-President, Canadian Agent, C.M. & St. P.R.

D. O. Wood, Vice-President, General Western Agent, Allan Line.

W. J. Langton, Member Executive, Later President; Superintendent, Dominion Transport Co., (C.P.R.)

T. Marshall, Member Executive, later President, Traffic Manager, Board of Trade.

W. A. Gray, Secretary. Contracting Agent, D.L. & W.R.

M. Macdonald, Treasurer, Assistant Inspector of Weighing, G.T.R.

TRANSPORTATION CLUB OF TORONTO
BANQUET
NOVEMBER, 1914

“The chairman is conductor on this train”
“You won’t be asked to make a speech”

A REVELER’S DREAM

Aye Reuben lad, ye missed a treat

Last Friday when you failed to meet

One hundred transportation men

Convened from city, burg and glen,

For the second yearly dinnerfest

Of fish and fowl and sparkling jest.

They sought the board from moor and fen:

Hoot mon! they were blythe, merry men.

From out the dome peered twinkling stars

Which shone on knights of boats and cars:

Within host Dunning’s spacious halls

The KING and ENSIGN graced the walls;

Beneath them ranged with D. O. WOOD

The BLACK PRINCE, LORNE and stalwart HOOD.

HOTRUM, STACKPOLE, SOMERVILLE,

And scouts who answered to “just plain BILL.”

Duke TERRY then inspects the guards

And straightway signals all his pards:

He trained his optics down the line,

Then to the chaplain gave a sign.

With smirk and quip the fray began,

Ye gods! they’re at it to a man.

The chef was new, his viands fine,

My word! how they did sup and dine.

Each clansman cracked his jest and pun,

Warm hearts, good cheer made all the fun.

With merry clink the MAC’S and O’S

Attacked until their WILD IRISH ROSE.

When MARSHALL diagnosed their case

And cried “Enough,” they slackened pace.

Just here the warblers oiled their throats,

Producing full BRAZILLIAN notes,

The smokers puffed and songs were sung,

A gem was that from RILEY YOUNG.

Will McIlroy and NANCY’S choir,

With JULES did stud sweet music’s lyre.

At half past ten the screen began

To picture LARRY, HANK and DAN;

Why Scots had thews instead of fat

And differed from St. George and Pat.

Halt! Produce your Passport

Reuben acushla! I wish you saw

Dear BERTHA’S curves and WOLFE’S smooth jaw.

EDDIE was flashed de-HORNING a cow,

Alas, poor Yoric! view him now.

Admiral HARRY sailed to sea

With skippers primed in drams of Tea,

Hector BENNETTO—Benn. C.B.—

THORPE, FITZ—MORICE, Murdo Mac D—

SARGENT, THOMAS, Frank C. FOY

Roared with unction and rocked with joy

At JACK the Moor in the bear’s cage

And CALLAGHAN was all the rage.

The cartoons ceased in quite a breeze

With Cupid DICK in his B.V.D’s.

WILL. JACKSON, wise from Spotless Town,

Sate cheek by jowl with soldier BROWN,

While GRAY and GREEN and singing PINK

Rehearsed “The toothbrush in the sink.”

And “Young DICK TINNING haint no style,

Deed he am boss, all de while.”

RICHARD sang “Maxwellton’s Braes”

Performing as in other days.

Oh you beautiful doll was there

With bells on her toes, and lard in her hair.

The C.N.R. and G.T.P.

The CORNBELT Route and N. Y. C.

Hob-nobbed with he of the C. B. Q.

Beside the banks of the winding SOO.

MULKERN, entranced beheld the throng,

Impressed was he with the ’cello song.

Saintly McCRAW shed one large tear

O’er wee Baptiste on his truckle bier.

The joke on MURPHY was a scream

Beyond the Company’s fondest dream.

FALSTAFF sampled some nut-brown ale,

Requested a schooner and then a pail:

ANGUS TORY and WELLAND STRONG

Thought they too would ride along,

But ALEC. BOYD said “Have a heart,

Does ‘G. & W.’ take no part?”

One of the Songsters

Charles L. Singer,
The affable and accommodating ticket agent, M.C.R., St. Thomas, Ont.

With pretense only, Jimmie S—

Pitched the tent of the Royal Mess,

At this the owls flew off their perch

To safety in a nearby church,

But the lion cubs drank LION brew,

Avoiding HENNESSY’S Mountain Dew,

Yet so discreet, no man did mar

By deep libations from the jar.

TIMOTHY—HEALEY and CARSON too,

Prayed that night in the self-same pew,

And harked to MULLIN’S vocal gem,

Which touched the crew from stern to stem.

Most of the men were born quite young,

And some before had never sung,

So you may guess the bars and chords

Issuing from that House of Lords.

Colonel NELLES and Major TIM,

True, bold Britons, were in the swim.

A “GLOOM” complained to JOLLY JACK

DONALDSON, FAIRHEAD—ANDREW MACK.

That Woolworth’s chiel was not a SCOT

And the good old days had gone to pot,

But HOWARD, HICKSON and Harvey Lloyd,

Wreathed in smiles the fun enjoyed.

By “Cobalt Special” SHERIDAN came.

Likewise a list too long to name:

COLLINS, FERNLEY, CALDWELL, GOULD,

With PERNFUSS sleek, massaged, bejeweled,

Like “two-year-olds” cut up old Nick

And introduced a brand new trick.

They hopped about from lid to lid,

And each did everything Katy-did.

The N. P. R. and PHOEBE SNOW

Both regretted they could’nt go.

Nobody threw the harpoon sharp,

Nobody prayed or played the harp,

But men of baggage, boats and cars,

In har-mon-ee smoked long cigars.

They lent their brilliance to the scene

And polished platters slick and clean.

After the sun had gone to rest,

When birds and beasts were all undressed,

The hours sped fast on wheels of time

And the flock took flight ere midnight chime,

Resolved to meet ’bout next July

To trap that badger fierce and sly,

Or cage the kangarooster.

The late A. J. Taylor and some of his intimate personal and business friends

Top row—The Late John Strachan, Erie Railroad, Toronto; H. G. McMicken, European Agent, G.N.R., London, Eng.; Wm. Askin, Auditor, Northern Navigation Co., Sarnia; The Late J. D. Hunter, Allan Line, Toronto.

Bottom row—J. J. Rose, G.A., U.P.R., Toronto; B. H. Bennett, G.A., C. & N.W.R., Toronto; P. G. Van Vleet, Publisher, Toronto; J. R. Steele, Freight Claims Auditor, C.P.R.; F. J. Glackmeyer, Sergeant-at-arms, Ontario Government; W. Smith, Inspector of Post Offices, Toronto; W. Jackson, President, Jackson Mfg. Co., G.T.A., C.P.R., Clinton, Ont.; W. H. Clancy, Ex-C.P. & T.A., G.T.R., Montreal, Que.

ANDREW J. TAYLOR
Lines to the memory of a good friend and business associate

If inscrutable destiny or the influence of circumstance had not planned for Andrew J. Taylor the career of a widely known railway man, it may be stated without relying on too elastic imagination that he could have qualified to an advance degree as a beloved Presbyteriann “dominie” or Catholic priest. His admirable character attracted unusual and unsolicited confidences, to human anxieties his sound sympathetic counsel applied the encouragement and comfort of a confessor and he was never without a loose shilling for the needy. Coupled with these attributes he possessed a moral and superior mental fabric and when you learn that his forebears came from a canny nook in Scotland it will explain and account for his quiet appreciation of honor and duty.

Lesmahagow or Abbey Green, on the River Nethan, Lanarkshire, was the birthplace of his father, James Mitchell Taylor, who brought his ruddy cheeked bride from the English-speaking settlement of L’Original to Ottawa. Her father succumbed to wounds received in the battle of the Wind Mill and both her military grandfathers were killed in the battle of Waterloo. In Bytown the subject of this sketch was born June 24th, 1858, and spent his childhood with four brothers and four sisters, securing his education in the private schools which predominated in those days and in the world of experience and travel.

As a boy he caused his mother more trouble than any of her other sons owing to the fact that he was always “Fighting the other fellows’ battles”, could not condone bullying and was the staunch friend and champion of a deaf and dumb playmate whom children chased and tantalized. He was fond of animals and during his life in Ottawa, mill slabs and water were delivered in the neighborhood of the river and often the horses drawing these necessities were neglected and ill treated. Invariable his gorge would rise at such treatment and he waded in causing no end of trouble.

As a boy Andy Taylor playing a hymn on the organ, selling ribbon over the counter in Elliott & Hamilton’s Ottawa store, or juggling with rolls of carpet in McIlwraith & Egan’s at Hamilton, would seem to those who knew him later, as an uncongenial occupation for the putter of the heavy shot and athletic participator in Caledonian games, but such was the case with him, and many another youth did likewise in their experimental quest for the right thing amid a variety of business pursuits.

When his father resigned the position of General Freight Agent of the St. Lawrence & Ottawa Railway he assumed charge of the passenger interests of the Chicago, Milwaukee & St. Paul Railway, and came to Toronto to represent that company—until his transfer to Pittsburg, creating in 1878 the permanent agency which was withdrawn only last December. A. J. Taylor entered his father’s employ as a clerk at Toronto in the spring of 1879, covered the territory as traveling passenger agent under his direction, succeeded him, became “C.F. & P.A.”, in 1900, and as a respected and trustworthy officer his name remained on that company’s pay roll continuously for thirty-six years.

Although his agreeable disposition and the nature of his duties in early manhood, secured him throughout Ontario and Quebec an extensive acquaintance with which he was persona grata, Mr. Taylor did not eagerly seek new companionship and he clearly recognized the line of demarkation existing between personal and business friends. However, many men whom he met through the medium of commercial connections, soon became more intimate and it was only a “casual” or extra-sensitive person that misinterpreted a certain aloofness or transient preoccupation which some thought he appeared to sometimes display.

Prior to 1885, the year when the Canadian Pacific Railway threw open a new gateway to Winnipeg, Andy Taylor was one of a lively United States railroading coterie who sought a share of that growing and intensely competitive passenger business then moving only via St. Paul to the Dakotas and Canadian Northwest. He proved his worth, building a reputation which sustained him long after, thus gaining for his employers a percentage of traffic based on good-will towards “Andy” which the road would have otherwise been denied.

More or less dogmatic, and always deliberate, in argument he was convincing and his personal prestige and lucid exposition of routes, rates and accommodation ensured regular renewal of patronage from individual travelers and professional ticketing agents from Halifax to the Detroit River. When he was in his prime—genial, popular and as strong as a gladiator—he participated in many exciting episodes of personal character and incidents arising out of the unsettled conditions governing travel, ticket scalping, rate cutting and commissions on sales. He described to me how, on one occasion the “Wabash”, “C.B. & Q.R.”, “C. & N.W.R.” and “C.R.I. & P.” made an agreement lasting for a limited period, whereby they pooled their entire passenger business ticketed through Chicago, Omaha and westward, each receiving an equal monthly division irrespective of the percentage handled individually. While this understanding was extant his employers, the “C.M. & St. P.R.”, opened their line from Chicago to Council Bluffs, Nebraska, and requested admission to the charmed circle. The quartette black-balled the new candidate and he, through the medium of increased commissions broke the cabal and the status quo shot as high as a captive balloon with feverish excitement. In 1885 one Quebec agent received for commissions on passenger business from the incoming ships destined the west, a cheque for one month’s bookings amounting to $750.00.

Like the late Robert Lewis, long connected with the Lehigh Valley Railroad, who years ago fished in the wilds of Northern Muskoka and beyond, Andrew Taylor was a devoted follower of the sport of Isaac Walton. His regular journeys and explorations in the regions of fish and game were to him anticipated fixtures and the source of much pleasure and benefit. He visited many haunts in his time, was considered an authority on ways and means to fill a creel and color a “meerchaum”. Like Theodore Roosevelt, he “dee-lighted” to handle a gun and was better than the average as a wing shot.

Passionately fond of outdoor life, with him originated the plan for a permanent headquarters in the woods, and aided by his associates Messrs. B. H. Bennett, J. J. Rose, P. G. Van Vleet and Jack Goodsell, the well equipped lodge of the incorporated Red Chalk Fishing and Game Club, six miles south of Bigwin Island in Lake of Bays, was established in Northern Muskoka, with Andrew Taylor charter president, honorary life member and pater familias of a sociable brood of thirty sportsmen.

Having been an ex-president of the Victoria Lawn Bowling & Skating Club and the Western Bowling Association, London, his office was the rendezvous of curlers and bowling committees as well as fellow members of the Toronto Lacrosse & Athletic Club.

Few of his friends had more intimate opportunities to realize his characteristics than myself and one must labor beside a person to obtain the true perspective. The antithesis of what men describe as a “fourflusher”, he could not stoop to conquer by unfair means, but was punctilious in observing the code, in the propriety of personal behaviour, in the composition of a sentence. Although endowed with Scottish caution, in many ways he was not secretive but almost boyishly candid and uniformly courteous, patient and generous to a fault. The confidante of his father, the adviser to a score of relatives, idolized by his family, A. J. Taylor’s confreres valued his friendship and regarded their intimacy with him as a golden opportunity.

* * * * *

Half the membership of the Red Chalk Fishing and Game Club, Muskoka.

Central Quartette—

P. G. Van Vleet Publisher, Toronto.

The late A. J. Taylor C.F. & P.A., C.M. & St. P.R.

B. H. Bennett G.A., C. & N.W.R.

J. J. Rose G.A., Union Pacific Railway.

Reading from left to right from top centre of circle—

Captain E. Fremlin Paymaster, 34th Batt., C.E.F.

Dougals A. MacArthur Toronto-Port Hope Sanitary Co.

William Jackson Pres., Jackson Mfg. Co., Clinton, Ont.

F. H. Terry T.A., G.N.R., Toronto.

F. A. Nancekivell Traffic Manager, Ford Motor Co.

Geo. Barnes G.A., N.P.R., Detroit, Mich.

L. Macdonald D.F.A., G.T.R., Toronto.

H. E. Watkins G.E.C.A., G.N.R., Toronto.

C. E. Horning D.P.A., G.T.R., Toronto.

J. O. Goodsell A.G.P.A., U.P.R., Kansas City, Mo.

R. J. Kearns New York Life Company, Toronto.

W. D. Wilson Wilson, Lytle, Badgerow Co., Tor.

BY-WATER MAGAZINE
Business Getter’s Competition
Prize Winning Essay

Eighty per cent. of new business secured—after eliminating the advantageous influence of good advertising well placed—results not from unusual happenings or quasi-romantic incidents. It originates in pressing industrial expansion and broad education, it flows through modern channels, and along those thorny, old-fashioned highways of endeavor such as persistent, methodical solicitation of passenger and freight traffic, a conscientious interest in its handling and disposition after acceptance, and above all depends upon the good will and very essential aid of each one of that many sided army employed by the transportation corporations whose arteries provide the means for commercial life’s activities.

Assuming that you desire to introduce or further exploit a worthy service and route, publicity should be the first vital consideration. In this propaganda who can better assist you to reach the world and his wife than the rank and file, than those men and youths of high and low degree whom you meet when you occasionally call and who, during your absence, are always in immediate contact with buyers and the stream of enquiring public, alert and receptive, like a big league star playing close to the third sack.

It has been, let us suppose, a regrettable necessity that prevented officials from organizing the present desultory practice into a system of at least three meetings a year when separated railway employees and their superiors could meet and discuss subjects pertaining to the relations existing between the company and its patrons. At such anticipated and informal conventions every one present is urged to express opinions. Traffic matters are viewed from different angles, the solitary agent who thinks himself and agency discriminated against, learns the larger reason for local inconvenience, outside representatives obtain a “close up” inspection of the chiefs in action and the plan, as a fixture, would become a sound, progressive measure as well as a distinctive advantage to the esprit de corps of any transportation company’s staff.

Man is a gregarious, sociable “critter”, fond of exchanging “idears”, an impressionable, flesh and blood individual quite like yourself, who easily responds to straightforward, properly timed overtures of the railway and steamship traveling fraternity, ever willing to concede you an “even break”, or better, if merited. Collectively they are the Central News Bureau in your line, diplomatically safeguarding your reasonable expectations. More prospects come to light, more new business is secured and resolved into renewals through the agency of ticket sellers and traffic men by the gradual ingratiating of personality than via any of the other mediums. An indiscreet, pugnacious official who, for instance, soberly declares that only his company’s wall map embodies all the virtues invites ridicule and gets it.

Collaborate and hobnob with the nabob in the inner railway or warehouse sanctum sanctorum, and the next man down, if you will: they deserve that deference and “were poor once themselves”, but do not always flock with the headquarters staff and entirely overlook the other boys, nor the understudy to the traffic manager of those firms controlling ten cars per week or ten cases a month. They see and hear unthought of items of interest and possess long memories. Cultivate your recollection of faces and names, for to-morrow or next season a clerk may gravitate to “Depot or City Ticket Agent” and opportunity, with passengers leaving to his guidance and judgment “What route should we take” and it is to his address that advertising points the finger.

A few companies endeavor to arrange the time and transportation which enables certain city ticket agents to journey over the main line of their property for educative reasons, but the experienced assistants are too infrequently included, are seldom sent on an excursion into outside territory, and never attend a ticket agents’ association meeting, and yet, the nature of their duties implies ability to promptly and accurately answer innumerable questions regarding junction connections, baggage transfer, location of foreign line depots, dining and sleeping facilities as well as geographical peculiarities. Books there are that print some of this information, but often the enquirer departs disappointed without exact details, but to the men who have been over the ground with eyes open, it is decidedly satisfying to be able to intelligently submit the facts and note how your statements carry conviction and impress the recipient. Of all people needing the experience of travel, the ticketing agent who directs others on their journeys should be first to possess that advantage.

Dispensing to these gentlemen few promises and religiously observing those is a strong undercurrent in shaping your course. Unfailing attention to reservation requests, prompt news of the whereabouts of specific shipments, and early notification of upward tariff revisals, &c., &c., are assets that help forge a friendship out of which springs new business, which a “fourflusher” or thoughtless one is prone to overlook after his final handshake. “O consistency, thou art a jewel.”

In circles where the weed is so popular, the “eternal cigar” is good-naturedly accepted only as a lubricant to the wheels of conversation, but in the name of all that is gloomy and peculiar do not insult the intelligence of some captain of industry, or “regular fellow”, by flashing on him the moment you enter The Presence, what seems like a transparent bribe in the form of a cheroot a few degrees better than the “Bartender’s Revenge”. Many of them indulge a weakness for more delicate fragrance at Half a Dollar for three or two. Because such a contretemps was studiously avoided by the writer several years ago, a prominent Hamilton, Canada, merchant—then patronizing a competitor—gave “our route” a dozen cars of eastbound California fruit and explained why.

Few transportation people are so sinuous and adept as to be “all things to all men” without “trimming” and loss of self-respect, where one representative is quite au fait with the powers that be, another will make indifferent headway, but you may note in your log book that these observations outline some practices which will retain old acquaintances and secure a fair measure of new business.

BELLEVILLE’S CONTRIBUTION TO TRANSPORTATION
An exceptional record in this field of endeavor

1. W. B. Bamford, District Freight Agent, Canadian Pacific Railway, Toronto, Ont.

2. H. E. Beasley, General Superintendent, Esquimalt & Nainamo Railway, Victoria, B.C.

3. John Bell, (the late), General Counsel, Grand Trunk Railway, Montreal.

4. W. H. Biggar, Vice-President and General Counsel, G.T.R., Montreal.

5. W. E. Burke, Assistant Manager, Canada Steamship Lines, Toronto, Ont.

6. A. B. Chown, Traveling Passenger Agent, Grand Trunk Railway, Pittsburg.

7. J. M. Copeland, T.F. & P.A., Chicago & Northwestern Railway, Toronto.
R. J. Cottrell, Locomotive Foreman, Grand Trunk Railway, St. Thomas, Ont.

8. W. P. Dempsey, T.F. & P.A., Chicago & Northwestern Railway, Detroit.
E. Donald, Land and Tax Commissioner, Grand Trunk Railway, Montreal.

9. W. J. Duckworth, Superintendent of Construction, G.N.W. Telegraph Co., Toronto.
J. H. Ellis, Secretary, Louisville & Nashville Railway, Louisville, Ky.

10. W. E. Foster, K.C., Solicitor for Ontario, Grand Trunk Railway, Montreal.

11. John A. Grier, (the late), G.F.A., M.C.R., also General Manager, Hoosac Tunnel Line, Chicago.

12. R. Hay, C.P. & T.A., Canadian Northern Railway, Vancouver, B.C.

12. J. Hay, Locomotive Foreman, Grand Trunk Railway, Sarnia, Ont.

12. D. J. Hay, Former Air Brake Inspector, Grand Trunk Railway, Stratford, Ont.

13. E. W. Holton, General Passenger Agent, Northern Navigation Co., Sarnia, Ont.
R. Ivers, (the late), Locomotive Foreman, Grand Trunk Railway, London, Ont.
H. R. Kelly, Superintendent, Canadian Northern Railway, Capreol, Ont.

14. W. H. Kennedy, Master Mechanic, Grand Trunk Railway, Toronto—Fighting for us in France.
T. W. R. McRae, Claims Agent, Grand Trunk Railway, Montreal, Que.

15. R. B. Moodie, (the late), General Agent, Intercolonial Railway, Toronto.

16. F. H. Phippen, K.C., General Counsel, Canadian Northern Railway, Toronto.

17. Geo. H. Pope, (the late), Right of Way Commissioner, Grand Trunk Pacific Railway.

18. W. W. Pope, Secretary Hydro Commission—former Assistant to General Counsel, G.T.R.
J. P. Pratt, Assistant to General Counsel, Grand Trunk Railway, Montreal.

19. W. D. Robb, Vice-President, Grand Trunk Railway System, Montreal, Que.

20. W. Robertson, Former M.S., G.T.R., Maker of Robertson Cinder Conveyor, Chicago.
T. Waterson, Chief Clerk to General Counsel, Grand Trunk Railway.

The tribute on the following page is inspired by the charm and beauty of the bay where Belleville’s absent sons sailed, skated, fished and swam.