“What are they?” asked Parsons.
“Notes of the road for $300,000 that I’ve advanced it, to keep it out of bankruptcy,” was the reply.
“Let me see them,” said its new President.... He glanced at the papers for a moment, then reached for his check-book and wrote his check to Sloan for a clean $300,000. He handed it across the table. The retiring President scrutinized it sharply, placed it within his wallet and left the room. His connection with the road was terminated. At the best it was a sinister connection. There were few to regret his going.
With his hand firmly fixed upon its wheel, Parsons began the complete reorganization of his newly acquired property. He had his long-time associate, Clarence S. Day, elected as its Vice-President, and within a very few weeks had brought to the operating headquarters in Oswego a fine upstanding man, the late H. M. Britton, as General Manager of the road, a newly created title and office. Mr. Britton at once chose two operating lieutenants for himself; W. H. Chauncey, as Assistant Superintendent of the Western Division (west of Richland) at Oswego, and the famous “Jud” Remington, as Assistant Superintendent of the Eastern Division, at Watertown.
Watertown had hoped that with the new management of the road—that railroad which it had been prone to call “its road”—would reëstablish the operating headquarters of the property there, also new and enlarged shops. In these hopes it was to be doomed to great disappointment. For not only was a Sloan policy to consolidate shop facilities at Oswego continued and enlarged—the shops both at Rome and at Watertown were reduced to facilities for emergency repairs only—but the corporate executive offices were removed from it to New York City, while the chief operating headquarters of the company remained at Oswego.
Yet Watertown might easily enough take hope. The service upon the road was improved—at once. In front of me I have a copy of the shortlived Daily Republican, which once was printed there. It is dated, July 24, 1885, and its rules are turned to black borders of mourning in tribute to General Grant, who died upon the preceding day. In the lower corner of one of its pages is an advertisement of the summer service upon the R. W. & O. It was a real service, indeed—five trains a day over the main line in each direction, and adequate schedules upon the branches. In that season of the year there was through sleeping-car service between Watertown and New York, upon the sleeping-cars that were operated in and out of Cape Vincent to serve the steadily, increasing, tourist trade upon the St. Lawrence. The Parsons’ management, however, like the Sloan, steadfastly refused to operate this sleeping-car service through the autumn, winter and spring months of the year. There was a through sleeping-car service, also, to the White Mountains, the car coming through from Niagara Falls, passing Watertown at four o’clock in the morning and reaching Fabyan’s, N. H., at twenty-eight minutes after four in the afternoon; Portland, Me., by direct connection, at 8:25 p. m. This advertisement is signed by W. F. Parsons, as General Passenger Agent, and by Mr. Britton, as General Manager of the line.
Britton was alert to suggestion and to complaint. To favored persons he was apt to make an occasional suggestion upon the company’s stock.
“Buy it now,” he urged. “Buy it—and hold it.”