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By John Morison Copeland 

For additional copies of this book, or duplicate prints 
of the illustrations for office, den or mailing communi- 
cate with 

5 Dalton Road, Toronto 

Telephone, College 185 



I 1 


IN compiling the miscellaneous array of facts embodied in the pen sketches 
arranged within the covers of this book, the principal object striven for 
has been to seek out, set down and thereby rescue from forgetfulness 
and the danger of extinction, a grist of information pertaining to local railway 
life in Canada and to men identified with international railway affairs. 

The data is necessarily incomplete, owing to the embarrassment of avail- 
able material clamoring for place and because the railways' numerous depart- 
ments harbor scores of brilliant officials and a host of yet undecorated aides, 
but the biographies, particularly, have revived some interesting early history 
which was the parent and foundation of present-day conditions. 

The concentrated effort and predominant characteristics which eventually 
won prominence for the gentlemen herein featured may be an incentive and 
safeguard to young men and the journal is deferentially submitted for perusal 
to all readers who appreciate how paramount among vital essentials to pro- 
gress and comfort are the railroads, but it is especially dedicated to those 
cosmopolitans whose duties are so closely interwoven with the daily transport 
of people and their natural and manufactured products. 

In no other fields of endeavor does the spirit of genuine earner aderie and 
the bonds of unconventional fraternity exist more generally than among 
railway men in all branches among allies and competitors alike and it is 
hoped the work will prove to this irregular army of " thoroughbreds" a book 
of reference, a reminder later on of former devotees of the magnetic game 
and also perpetuate those splendid standards, enjoyable gatherings and ever 
changing activities of their day. 

For the courtesy of reprinting privileges, where my earlier articles are 
concerned, I am indebted to "Busy Man's Magazine, "Canadian Century," 
"McLean's Magazine," "Canada Monthly," etc., etc., and gratefully acknow- 
ledge the voluntary kindness of friends who unlocked the storehouses of mem- 
ory or cheerfully furnished desired photographs and engravings. 

The indulgence of the reader is requested should he observe a discrepancy 
affecting the title, employer or location of any individual, resulting from change 
or promotion between the time of preparation and publication of these papers. 

j. M. c. 







Navigators of the Blue 6 

A Deceased Canadian Railroad 7 

Ontario's Twin Sister Grand Trunk Railway 12 

William H. Biggar .'.. 16 

Sir Thomas Dakin's Locomotive 19 

Toronto and Nipissing Railway 20 

An Old Campaigner's Career 21 

Knights of the Swinging Lanterns 25 

Credit Valley Railway Milton Celebration 26 

Crusade of "U.S.A." Railway Interests in Canada 28 

Thomas A. Edison 47 

A Gigantic Human Hive C.P.R 52 

William B. Lanigan 54 

James Charlton 56 

Uncle Sam's Adopted Sons 61 

Samuel R. Callaway 74 

Thomas N. Jarvis 77 

Geo. J. Charlton 79 

A Reveler's Dream 83 

Andrew J. Taylor 87 

Business Getter's Competition 90 

Lines to Queen Quinte 94 

The Canadian Northern Railway System 95 

A Tenderfoot in Temiskaming 99 

William P. Duperow 106 

Those Undignified Box Cars 112 

Frederic P. Nelson 123 

A Pilfered Pot Pourri 126 

The Trail of the Serpent 129 

A Haphazard Chronology 136 

Ballad to the Brotherhood. . 145 


Carrier pigeons pioneers in aerial transportation 

Decoration by ALBERTA L. TORY 

Aloft in the frigid lanes they soar, 
High over dormant farm and city's roar: 
Their tireless pinions wrestle with the breeze 
That wails athwart the solemn, leafless trees. 

Above the brooks asleep 'neath crystal shrouds, 
And o'er white winter's mantle from the clouds, 
Swift pigeons wheel and spiral t'wards the sun, 
Exultant in new triumphs daily won. 

Atoms these of pulsating life on wing, 

Each flouts the sordid earth and ether's sting: 

Unconsciously, they realize a Plan 

Which mortals match with faulty ships of Man. 


The Sheriff Runs Away From His Spoils 

WHEN Sir John Franklin, arctic naviga- 
tor, with canoe crews of Indians and 
voyageurs, eastbound after exploring 
the Great Lakes, pitched wigwams in the sum- 
mer of 1839 at the confluence of stream and 
lake where the nucleus of present Cobourg, 
Canada, was taking root, little did these 
adventurous and actual forerunners of easy 
steam locomotion think that from a point 
where they camped a railroad would thirteen 
years later bisect the unbroken forest. Yet, 
it is so, and the whirligig of time has, likewise, 
seen recorded the obituary of that railway- 
has witnessed the effacement of the name of 
those early laid metal ribbons from the time 
tables of a young country which still hungers 
and lobbies for more and more tracks and 

Mayor of Cobourg, 1853. 

Cobourg and thereabouts, is ancient terri- 
tory as settlements go nowadays. In 1796 the 
district was surveyed. Eluid Nickerson, who 

espoused the United Empire Loyalist cause, took out the first patent in 1802 
during the reign of King George III., but in spite of its monarchial predilec- 
tions, the locality has long been of interest to our cousins of high and low 
degree living south of Lake Ontario, and a few years after the construction of 
Cobourg and Peterborough Railway, of which I speak, several iron masters 
and capitalists from Pittsburg acquired the property, altering somewhat its 
original mission. 

The prospectus of this pioneer Canadian line was mooted in 1851 by local 
promoters: it took definite form in 1852 and on February 7th, 1853, Lady 
Mayoress, Mrs. S. E. MacKechnie, officiated in the ceremony of turning the 
first sod amidst tremendous public enthusiasm. As early as 1844 a daily 
stage ran in winter from Peterborough to Cobourg and Port Hope, and in 
summer the steamboat ''Forrester" plied to Harwood and connected with the 
stage coaches. Close in the wake of this propitious beginning construction 
advanced, while feathered and furry prowlers of the virgin woods had their 
curiosity piqued by strange sights and sounds. Under the supervision of 
chief engineer Ira Spaulding, contractors Zimmerman and Balch pushed the 
line through valley and glade to Rice Lake's fertile, sloping shores at Har- 
wood where, later, sawmills sawed the stately pines that arrived in drives 
from Otonabee. During the following year Mr. Zimmerman collaborated in 
the extension as far as Peterborough, his tragic death in the des Jardins Canal 

disaster at Hamilton, March, 1857, terminating a useful life. Steel rails were 
an experimental luxury, iron scarce and expensive and timber often replaced 
them. Antique locomotives with impossible superstructures coughed and 
squeaked along, meanwhile eating a mighty hole in the wood pile, for coal and 
oil burners were not contrived, and what a risk it was to venture between the 
oscillating cars. Though crudely equipped, the road was nevertheless, a 
startling and welcome innovation for abbreviating space. The Grand Trunk 
Railway had not yet been built and the saddle horse and coach were the only 
substitutes for pedestrianism. Picture, if you can, a journey inside a two 
teamed springless stage, tediously winding westward past bear haunt, swamp 
and river; for instance, over the historic, old military road from Kingston. 
It must have been a hunter's paradise. 

The bridging of Rice Lake was a large undertaking at the period and 
proved a burden from which the management never recovered. This structure 
became notorious later for several reasons. From Harwood to Tick Island, 
some distance off shore, a rilling was made and the bridge trestles were pro- 
jected two miles across the westerly loop of the lake to where Hiawatha Indian 
settlement still harbors the fishing and rice gathering sons and daughters of 
sires long since passed to the happy hunting grounds. You may see them any 
summer day vieing with "Alderville" redskins from near Roseneath, in deftly 
wielding the paddle, as of yore when their forebears fought fiercely all around 
that favored camping place. 

In winter of 1857, when the frost and ice heaved the bridge, four-horse 
sleighs transported passengers inland between Harwood, the Indian village 
and station at Ashburnham, seven miles north. To take charge of this old 
depot, which afterwards became a canoe factory, Donald Sutherland was the 
first appointed and Mr. Roe Buck became the Cobourg representative. William 
Von Ingen, now collector of His Majesty's Customs levy at Woodstock, Ont., 
collected tickets covering the run of about twenty-five miles which cost $1.00 
per capital and entitled one to all privileges save the compartment sleeper and 
electric fans, which had not yet been adopted. 

It is said that John Fowler, charter corporation member and first manager, 
whose regime did not fill the company's coffers, made towards the close of his 
term, a financial coup d' etat with the Midland, Port Perry, Lindsay & Beaver- 
ton Railway. He was succeeded by Lieut. -Colonel D'Arcy E. Boulton, a 
Cobourg aristocrat who rented the "C. & P." property in 1857 and battled 
valiantly against odds in an endeavor to place the road on a paying basis. 
This railway's legitimate traffic forest products and lumber were hauled 
for several years from the interior to the docks at Cobourg, thence by schooner 
to various lake ports, but time wrought changes and debt became the most 
formidable obstacle to progress. 

It is recounted that one forenoon long ago the sheriff unexpectedly boarded 
a northbound U C. & P." train on which the superintendent was also travelling. 


A distinguished passenger who rode 
over the C.P. & M. Ry., 1874. 

Although the latter was not a mind 
reader he had a presentment that the 
sheriff's presence might not auger well 
for his particular department. Every- 
thing was as placid as the lake itself 
until the train approached the height of 
land at Summit, nine miles up from 
Cobourg, when the brakes controlling 
rear car in which the court official sat 
in tranquil state, were locked and the 
coupling pin withdrawn. A retrograde 
movement quickly followed and the 
sheriff was powerless to stem the pro- 
gress of his unwilling hurry. As though 
the evil one was after him, down grade 
rolled the flustered occupant of the 
flying carriage to where it started. 
Nothing daunting, the sheriff procured 
a team and drove thirteen miles back 
to Harwood, but found on arrival that 
everything not nailed down, including 
attachable railway equipment, etc., 
had forsaken Northumberland and was 
transferred across the bridge to the 
next county. 

Early in the day of September 7th, 
1860, a "special" moved over the "C. & 
P." conveying Edward, Prince of Wales 
and suite from Cobourg to Harwood 

en route Peterborough. As the old bridge was considered unsafe for this 
precious young patron and entourage, they were much interested in being 
ferried across Rice Lake to the Mississauga Indian settlement near the mouth 
of the winding Otonabee River, from which point the late Robert White, 
highly respected for leagues around, enjoyed the honor and privilege of driving 
Royalty and his retinue to Peterborough. 

After the Civil War the road came into possession of a genial Virgianian, 
Colonel William Chambliss and his confreres, Messrs. Schoenburg and Fitz- 
hugh from the South, with interests in Pennsylvania. Colonel Chambliss 
was elected managing director, the title was changed to Cobourg, Peterborough 
& Marmora Railway & Mining Company, and its new purpose was hauling 
iron ore destined Cleveland from Marmora mines to vessels at Cobourg. This 
ore was moved on scows from Blairton to Harwood. 

The old Parliament of Upper Canada had incorporated the earlier organiza- 
tion and in 1869 an Act was passed legalizing the amalgamation of railway and 
mining company. 

During the summer of 1874 the Vice-Regal couple, Lord and Lady Dufferin, 
participated in an eleven hour outing from Cobourg via C.P. & M.R. & M. Co., 
Harwood, Rice Lake steamer and Hastings, and extracts from the Countess' 
description of their ore mine inspection and experiences, as set down in Her 
Ladyship's diary at the time, reads as follows: 

"I did not expect to care the least about it as we had seen so many 
untidy, stoney, barren places called mines, but this one was really an 
interesting sight. We found ourselves at the top of an enormous hole or 
cavern, 140 feet deep, large in proportion, perfectly open and light as 
day. The men looked like imps as they worked below and it was the 
sort of thing one sees represented, in miniature, in a fairy play. The 
sides were walls of iron: but, alas, coal is found only in the States. . . . 

"When we returned to the steamer we found a barge tied to its side 
covered in with green a floating arbor in which lunch was laid : and 
very glad we were of it, as we had breakfasted at 7.30 a.m. and it was now 
2.00 p.m. The managers of the.mines, the steamers, etc., are Americans, 
and we were their guests. Colonel Chambliss and General Fitzhugh, 
with their wives (two sisters), were our hosts. They lived in the hotel at 
which we stayed and are charming Southerners." 

It would appear that the bridging of Rice Lake was costly, but on account 
of engineering difficulties, not permanent. The alternate rigors of winter and 
spring reaction upset calculations as well as the bridge's equilibrium. Those 
piles which had no foundation in fact in the lake bottom, to be more exact 
dangled from the upper work, an encumbrance instead of a support and many 
of the bolts disappeared, some claim by design of wrongly disposed persons. 
One autumn night, after a southbound train from Peterborough had passed 
over, the shivering spans succumbed to a gale and disappeared. To-day they 
remain the abode of lunge, bass and other amphibious denizens of the waters. 

When the G.T.R. failed to popularize the line to Harwood for excursions, 
several rearrangements of the railways name and financial status subsequently 
occurred. Acts were passed by the Ontario Legislature and in 1887, after the 
sale of the Company's bonds under an order of the Chancery Court the Federal 
Parliament incorporated the Cobourg, Blairton & Marmora Railway & Mining 
Co. to take over the property. The Municipality of Cobourg became at one 
time a guarantor in further reorganization. Presently, operation of the minia- 
ture system ceased altogether and protracted litigation was the precursor of 
dissolution. Thus did a budding nation in a constructive age behold a once 
famous railway rust into oblivion. 



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Type of Grand Trunk Locomotive in use 1853 


IF a vivisectionist, adroit with scalpel and scissors, should dissect and 
remove the bone framework from the torso of any man, that man 
would collapse, and likewise, did Atlas or Sampson but lift the Grand 
Trunk Railway System from out the ballasted roadbed in the Provinces of 
Ontario and Quebec and contiguous territory, the extensive and most densely 
populated area of Older Canada would immediately become paralyzed and 
inert. Mankind in thousands would be without occupations, communication 
and the written word from the world outside would cease in three-quarters of 
the affected zone: again the over night journey to grist mills would resume, 
cattle be herded to market, the fruits of the earth would wither on the vine 
and the travelling public wont to thoughtlessly grumble at imagined dis- 
crepancies in the time table would submissively fall back on the tri-weekly 

How few of us reflect upon and appreciate the amount of planning and 
experiment, figuring and re-adjustment involved in the preparation of a 
"Grand Trunk" folder, where a maze of branch line trains that gridiron the 
country like a spider's web, must be dispatched to dovetail with innumerable 
main line connections rolling to every point of the compass. 

Before the first of her sixty-six birthdays was registered in the family 
bible at Headquarters in Old London, the nucleii of the "G.T.R." were con- 
ceived and the infant projects inaugurated in that expectant era of active 
railway promotion which followed George Stephenson's practical application 
of steam for motive power in England in 1815-25-45. Although the earliest 
railroads corstructed in Quebec did not bear its name, these pioneer highways 


were merged, ere long, into the Grand Trunk 
Railway which spread its lengthening 
branches in all directions like the gnarled 
arms of the famous green bay tree. 

The Grand Trunk Railway early became 
a definite medium in realizing the New 
World ambitions, spurring on hundreds of 
young English, Irish and Scotch men. Their 
methods of substantial construction and 
numerous ideas of system are yet extant 
with this great Canadian institution. It 
has also been a school of diverse experience 
and thorough training for thousands of 
graduates who gravitated to newer proper- 
ties and to-day play their part in determining 
the policy or lubricating the clerical machin- 
ery of railroads in all regions enjoying the 
benefits of modern transportation. 

On the eve of these happenings and during 
the period when the "Right of way" lands 


Freight Traffic Manager, 

Grand Trunk Railway System, 

Montreal, Que. 

were being purchased under the discriminat- 
ing supervision of the late John Bell first 
and life-long General Counsel of the "G.T. 
R" the voyageur who did not travel by 
stage coach over corduroy roadways hewn 
out of the wilderness, was confined to desul- 
tory sailings on lake and bay or river. The 
daily stage coach, which ran both ways be- 
tween Kingston and Toronto at that time, 
charged per person, Belleville to Kingston, 
Ten shillings; and Belleville to Cobourg, 
Twelve Shillings, Six Pence. 

Clear to the retentive memory of thou- 
sands of early settlers is that nine days' 
wonder, and since enduring boon, synchron- 
izing in the arrival of the first railway train 
of the "G.T.R." at their peaceful hamlet, 
grain elevator or river mouth. That was an 
event of superlative importance not fully 
understood. Like them, the "Old Reliable" 


President, Canadian Express Co. 

was a budding enterprise, she was Ontario's 
Twin Sister growing confident and expanding 
step by step, surmounting difficulties, each 
depending on the other, until now the great 
and comprehensive public utility we know so 
well and vitally need, together with her sub- 
sidiary properties, is a far-reaching inter- 
national system comprising 8,000 miles of 
well equipped railway, embodying an im- 
mense investment. That investment, based 
on a long, discerning and steady look into 
the future surely made by optimistic, 
adventurous men began when the Canadas 
truly deserved the petite designation of 
colonies and the manner in which the ex- 
pansion of the Grand Trunk Railway kept 
pace with the unfolding of our young na- 
tion's wonderful possibilities is lucidly out- 
lined in a meritorious editorial of January 
12th, 1918, which the Montreal "Daily Star" 
has readily permitted me to reproduce 
below : 


"Last year the Dominion of Canada 
observed its fiftieth birthday. This year 
one of the great railway systems of the 
Dominion will celebrate its sixty-sixth anni- 
versary. Both of these are historic events, 
proving that this young country is growing up, perhaps not getting on in 
years, but at least approaching adolesence. 

"The Grand Trunk Railway is practically, if not actually, the pioneer 
railroad of Canada. Before its advent there were several small lines, now part 
of the Grand Trunk system, but it remained for the Grand Trunk to originate 
and carry through the first comprehensive transportation plan for serving the 
Canada of the fifties. It was a bold scheme, almost a reckless one, in that 
pioneer age, to link up Sarnia, Ont., with Portland, Me., via Toronto and Mont- 
real, and to do so with a roadbed of such permanence that its standards have 
never been appreciably changed since. The railroad builders of those early 
days had faith in Canada, a faith that might shame some of those living in a 
more modern era. 

"As a pioneer road the Grand Trunk is entitled to even if it has not 
always received the fullest measure of sympathy and encouragement from 
the Canadian people. It is impossible to estimate the importance of the part 
played by the Grand Trunk in the development of this country when it was 
practically the only trunk line carrying goods to the Atlantic seaboard through 


Vice-President and General Manager, 

Grand Trunk Pacific Ry., 

Winnipeg, Manitoba. 


Canada. During its sixty-six years of history it has continued adding to its 
system, and to-day when the railroads of the entire continent are laboring 
under immense handicaps, congestion, lack of fuel and labor, expense and 
scarcity of materials, the "old Grand Trunk" is holding up its end, and winning 
praise for its success. That recognition, so far as the people of Canada are 
concerned, does not seem to be commensurate with the deserts of the company. 

"The Grand Trunk exercises an influence in Eastern Canada more exten- 
sive than is generally realized. The present system includes no less than 125 
companies which were originally separate in legal identity. It boasts a double 
tracked line practically all the way from Montreal to Chicago. It has been 
responsible for some of the greatest public structures in the Dominion, the 
Victoria Bridge, the Sarnia Tunnel and others. For more than half a cen- 
tury it has been closely identified with the growth and business development 
of Canada, doing its part without ostentation, but none the less effectively. 
Those who invested their money in the enterprise have had to be content with 
meagre returns financially, and a large consciousness of public service, if that 
was of comfort to them. 

"It is well that the Canadian people should not forget the factors that 
have helped them along towards nationhood. The sixty-sixth anniversary 
of the Grand Trunk should be an occasion for a little thought as to the deserts 
of that fine old railroad system, an honorable patriotic corporation that has 
been the victim of one-half the railway legislation not only of the Federal 
House but of most of the Provinces." 

Grand Trunk Standard Passenger Train 1918 



Vice-President and General Counsel of G.T.R. and G.T.P. Railways 

Some Recollections and An Appreciation 

DURING that turbulent period 
in Britain's history when 
Sir Francis Drake's buccan- 
eering exploits had Spain by the 
ears and intrepid Champlain was 
spying out the boundaries of Bay 
of Quinte, there flourished under 
the checkered reign of the first 
James in bonny Scotland, Herbert 
Biggar, and it is a coincidence 
that centuries after his descendents 
settled on the rim of the bay where 
the great explorer had camped. This 
Scottish gentleman was Laird of Bar- 
bine and Nethergloly and espoused 
Janet Maxwell, Balterson, in the 
Parish of Holyrood, who survived, 
dying in 1689, and their children 
were the ancestors of the subject of 
this sketch. 

William Hodgins Biggar, called to 
the Bar in 1880, twice Mayor of 
Belleville, and in 1890 elected M.P.P. 
for West Hastings, Ontario, now 
director of the Grand Trunk Pacific 
Railway, and vice-president and Gen- 
eral Counsel of the Grand Trunk 
Railway, was born in September, 
1852, at the Carrying Place, an his- 
toric portage where no doubt, Samuel 
de Champlain and his Indian allies 
carried from Quinte Bay to Lake 
Ontario their supplies and canoes. 

Late in the autumn, two thirds of 
a century ago when older units of the family were sailing westward with equip- 
ment and settlers' impedimenta enroute their original location near Brantford, 
Canada, the voyageurs were frozen in and stalled by winter's rigors and thus 
fate or fortune, unsolicited, determined a new world habitation, giving point to 
the proverb, ''There is a destiny which shapes our ends rough hew them as we 
may". From here it was that James Lyons Biggar, general merchant, often 
journeyed in the interests of East Northumberland to parliament in far off 
Quebec before Confederation and this sturdy trader of pioneering days was 



Vice-President and General Counsel, 

Grand Trunk Railway System, 

Montreal, Que. 

wont to accompany goods shipments from tide-water by wagon, coach and 
vessel to their western destination. 

"There is luck in odd numbers", said Rory O'More and as young Biggar was 
but one of nine lusty children all of whom later attained individual prominence 
he was not featured as a favorite. Who can tell to what influence his Celtic 
mother from the city of Dublin, whose surname and temperament he inherited, 
attributed the success of her son, perchance the good fairies or to the "Luck in 
odd numbers". The acquisition of knowledge was easy for him because he gave 
the task his attention and his inclinations developed system in study. His 
preliminary education in the village and at Trenton Grammar School, culmin- 
ated with the gilt lettered honor of Head Boy at Upper Canada College, Tor- 
onto, and that distinction has since been bestowed on one of his four children, 
Winchester, on the eve of his entry to McGill University and gravitation to the 
army. The mother of the interesting trio and the curley-headed dictator of 
the family, was Miss Marie Louise Ballou of New York. 

A cardinal qualification, noticable in the majority of leaders in Law and Com- 
merce, is the ability to cast aside the superfluous, bare a proposition and prompt- 
ly discern the gist of the matter; this qualification W r . H. Biggar possesses, com- 
bined with a clear, well ordered mind and a splendid memory for facts and pre- 
cedent. It won him the confidence of the late John Bell of Belleville, former 
General Counsel of the Grand Trunk Railway and his legal acumen soon became 
exact and expanded by contact with the ripe experiences in railway jurispru- 
dence of his senior who took the young lawyer into partnership giving him 
charge of their civil practice. His penchant for deductions explains his skill as 
a billiardist and one time enthusiastic lawn bowler at home and on the greens 
at Niagara-on-the-lake, when he was President of the Ontario Bowling Associa- 
tion. He is decidedly deliberate towards all appeals for his opinion on any 
topic, does not make snap decisions and would never be caught in the fix of the 
man who jumped at the conclusion of a departing ferry boat and fell into the 

In the capacity of General Counsel for G.T.R. G.T.P.R., he has dealt with 
many weighty railway corporation matters and affairs of national import and 
no doubt, participated prominently with Sir Wilfrid Laurier and his cabinet 
in governmental and financial endorsation of the Grand Trunk Pacific Railway 
past and present. 

Not long ago his interpretations of the intentions of certain clauses respecting 
the Government's attitude towards the sale of bonds of the western section of 
the N.T.R., were sustained by the Privy Council at London and that body's 
vindication of Mr. Biggar's insight was equivalent to an immense saving in favor 
of the "G.T.R." 

With the strain of business he intersperses a lively participation in golf, always 
evinces a keen interest in good sport and when a younger man in Belleville 
owned and raced his yacht "lolanthe" on Lake Ontario and across the bay be- 
side his birthplace. He was also a bit of an angler and could pink the bull's eye 



at rifle ranges. Many a time, when a boy, have I seen him galloping past in the 
saddle accompanied by (Justice) R. C. Clute, the late U. E. Thompson, then 
City Ticket Agent of the G.T.R., Thomas Ritchie, T. S. Carman, publisher of 
the "Ontario" and the late Senator Harry Corby. A gentleman of the old 
school, Will Biggar was as prompt to perceive the charwoman's curtesy as he 
would be to acknowledge the gracious inclination of the city's first lady. 

Like some men in public life, he is reserved, almost shy of the lime light, but 
an interesting companion among his intimates and a favorite with little children 
and generally popular, so much so, that he proved a rara avis in local politics 
when he carried the Liberal standard to victory in "Tory" West Hastings in 
1890 with the untrumpeted aid of many Conservative friends, it has been said. 
He was always a "man's man" but now gives the Mount Royal and other Clubs 
only such a share of his limited leisure as domesticity will permit. 


Esconced in a setting of green and gold, 
She is ever young to young and old; 
Could her waters speak as they flow along, 
"Forget me not" would be their song. 


Photograph Courtesy I. Wilson. 


EPRODUCTION of an early type of steam locomotive used by the Great 
Western Railway of Canada and photographed on the area then known 
''Kent's Paradise", below Dundurn Park, Hamilton, Ont., in 1864. 


This locomotive was the first mogul built in Hamilton shops. 

The occasion was the visit to Canada of Sir Thomas Dakin, English Chair- 
man of the Great Western Railway, whose name appears on the engine. A key 
to the interesting headquarters group beside it is given below and some of the 
gentlemen in the picture still survive. 

Top row reading from headlight to 









Ass't. Mch'l. Sup't. 
.Gen. Foreman Shops 
.Fuel Purc'g. Agent 
. Mechanical Sup't. 
.Locomotive Eng'eer. 
. Loco. Fireman 
. Mess'r. official car 

Lower row, reading left to right 

GEO. L. REID Civil Engineer 

WM. WALLACE Traffic Agent 



GEO. B. SPRIGGS. . . . 








. Booking Agent 
. Dist. Freight Agent 
.Through Fr't Agt. 
.Gen. Purch'g. Agent 
. General Manager 
.English Secretary 
. Treasurer. 
. ForemanRun'g.Dep. 
.Track Superin'dent. 
. Mech. Accountant 
. Station Agent 
.Track Foreman 
.Call Boy 


Turning the first sod, Toronto, Canada, 1879, Toronto and Nipissing Railway 

Photograph courtesy of Gooderham Estate. 

THE Toronto & Nipissing Railway, traversing the territory between Tor- 
onto, Ont., and Coboconk, now a "G.T.R." branch serving Markham, 
Stouffville and Blackwater, was inaugurated in 1869 and built by 
Chief Engineer Edmund Wragge for the promoters. 

The line was opened to Uxbridge, September 14th, 1871, amid great rejoic- 
ing and enthusiasm and an oil painting from the brush of B. Armstrong, com- 
memorating the scene, with the elaborate decorations of that thriving agricul- 
tural centre, was presented by the President, the late John Shedden, to William 
Gooderham, Junior, Vice- President and Managing Director of the Toronto & 
Nipissing Railway Company. 

The personnel of the prominent men of a past generation who were present 
at the turning of the first sod in 1869 at Toronto, as they appear in the accom- 
panying photograph, is as follows: 

Reading from left to right 

EDMUND WRAGGE Chief Engineer. 

J. C. FITCH Merchant. 

GEORGE LAIDLAW General Merchant. 

JOSEPH GOULD. . Merchant and Farmer. 

HON. JOHN BEVERLEV ROBINSON. . .Former Solicitor-General, Legislative Council, Province 

of Canada 



JAMES E. SMITH Merchant. 

JOHN LEYS Barrister. 

HON. GEO. W. ALLAN Senator before Confederation. 

S. B. HARMAN Barrister, Mayor of Toronto. 

W. McMASTER Merchant. 

R. BRETHOUR Farmer. 

JAMES GRAHAM Secretary of T. & N. Railway. 



HOW many amongst you wide-a-wake 
and well-informed commercial men and 
transportation people, who read these 
lines, can explain where was and what be- 
came of the Erie & Niagara Railway, Canada. 
A gentleman born in 1833 at Lungar, Ireland, 
not a great distance from Ballykilbeg, 
known as John Quirk, Esq., Wingham, Ont., 
would, if interrogated, inform you that the 
railroad referred to originated at Lake Erie's 
shore at Fort Erie, Ont., and terminated at 
historical old Niagara-on-the-Lake, where 
Lake Ontario's blue waters lave the sloping 

The nucleus of that highway now 
a "Michigan Central" branch line serv- 
ing the fruit belt was surveyed and laid 
with wooden rails by Gilbert McMicken be- 
tween 18351841 and cost 19,000 pounds. 
It's motive power was an old grey horse and 
traffic crossing from England in ships via 
Montreal, around and over the different 
rapids and river to Toronto, was transported 
by Mr. McMicken and his dapple equine 
engine the nine miles from Queenstown, a 
grain depot on the Lake Ontario level, to 
Chippawa, beside Lake Erie, where it was again entrusted to vessels bound to 
the rim of civilization then at Sault Ste. Marie. The passenger fare from 
Queenstown to Chippawa was 2s-6d. Gilbert McMicken was a patriarch in 
the forwarding business, he also built the first suspension bridge at Queenstown 
where a horse ferry plied and there, in 1846, his heir "Ham." G. McMicken, 
later European Traffic Agent of Great Northern Railway, London, England, 
set foot on terra firma. Permit me to add here, that the latter's son, E. G. 
McMicken, is General Passenger Agent, Pacific Steamships Company, San 

Mr. Quirk would explain also, that he first started railroading on that line 
as baggageman in 1867, and in three months' time accepted a conductorship of 
a regular train running between these points. In the absence of the present 
Buffalo-Bridgeburg international steam highway, built in 1873-74 by G.T.R. 
and G.W.R., jointly, United States traffic crossed from the foot of Main Street, 
Buffalo, by boats which old timers will remember as 'Florence", "Grace Dor- 
mer" and "Ivanhoe". From Niagara-on-the-Lake passengers made the trip 
to Toronto in the "Rothsay Castle", "City of Toronto" &c., &c., forerunners of 
the splendid craft which now transport their children and grandchildren on 


Wingham's Veteran Conductor, 


business or pleasure bent. William A. Thompson secured the first charter for 
Erie & Niagara Railway and the Great Western Railway surrendered their lease 
of it in 1870. This road underwent changes in fortune, emerging as a link in 
the Canada Southern Railway but to-day survives under the domination of 
Michigan Central Railway. 

From this embryo period imagine the perspective offered the retentive and 
vigorous memory of an eighty-four year young veteran like genial John. He has 
seen a lot of Ontario in the making and a host of travelers and transients have seen 
him in Great Western and Grand Trunk trains. It has been declared that the trav- 
elling man of other days, with fourteen years' experience on the rail devoted 
seven years to his business and other seven to waiting for trains at Harrisburg. 
From this staid burg Mr. Quirk watched the Wellington, Grey & Bruce Ry. 
extend northward while he officiated as conductor over each section when laid 
down. Elora and Fergus were reached in July, 1870, Palmerston, 1871, and 
Southampton in 1873. They considered themselves fortunate if the trains did 
not leave the tracks more than three times a week as the new portion was used 
without delay and formality as a means of accomplishing a further leg of the 
journey. Prior to that time the tedious and lumbering stage coach was the 
only long distance substitute for shank's mare in reaching a hundred towns and 
villages which the Grand Trunk serves to-day, thus aiding a battalion of drum- 
mers in the vital matter of earning a living. John Quirk was long a respected 
citizen of Kincardine and covered the run from there to Brantford and Hamil- 
ton for twenty years. He punched the tickets of thousands of travelers using 


Guard: "Now then, Missis, are you first-class?" 
Passenger: "Purty middlin' thank ye. How's yourself?" 


the London, Huron Bruce R'y, who remember his brusque but cheerful 
manner and woe betide the luckless bride and bridegroom who happened to 
entrust themselves to his care when making the initial trip in double harness. 
He never did possess a voice as soft as a sighing zephyr and he was ever an in- 
corrigible tease. 

Our subject was the contemporary of such men as W. R. Callaway, widely 
known General Passenger Agent, Soo Line, Minneapolis, when he was agent at 
Paisley "in them days", of Adam Brown, Hamilton's postmaster, after whom 
a "Great Western" locomotive was named, W. K. Muir, W. J. Spicer, John 
Labatt and scores of others. 

He was in his prime when a dozen United States railways competed vigor- 
ously for the traffic moving via Chicago and St. Paul during Manitoba's first 
boom before the C.P.R.'s entry into Winnipeg in 1885. 

Mr. Quirk voluntarily resigned from G.T.R. service in 1905, enjoying the 



respect and favor of the Company's officials as well as the friendship of the rank 
and file. He keeps in touch with the railway world, the trains and former 
associates by occasional jaunts around about, and he will wager his bonnet, 
his best jack-knife and even his boots, any day, that his watch regulates the 
sun's movements. He is a collector of pictures, walking sticks and clocks, and 
must be a "freetrader" for at one time he was notorious as a bargainer and 
"unsight and unseen" artist. 

If he likes you he will procure anything one desires from a dozen fresh eggs, 
a Latin recipe for rheumatic gout to a flagon of nut brown ale, and "Here's the 
old spite to you all". 

The history of the Emerald Isle is in his book-case, her map is on his desk, 
and the Irishman's ready answer still springs quick from the tongue of this 
lively, eighty-four year old colt, ex-conductor John Quirk. 


Avast, my hearties, port your helm. The sun is 
over the yard-arm. 


C. & N.W.R. Conductor 
Cornelius O'Konor, from Oc- 
onomawoc, a dry land pilot, 
visited under pressure, a 
Chicago departmental store 
recently with his wife. In 
her dauntless quest for the 
elusive bargain she led him 
here and marched him there: 
into the basement and up the 
stairs until fatigue made him 
hanker for home. Refusing 
her coaxing to make one last 
trip to the roof before the 
store closed, O'Konor drop- 
ped on a near-by chair while 
his wife made the ascent for 
a little "burnt onion" dream 
of a hat. 

Her spouse relaxed, tilted 
back his chair, cupped his 
"Christie" on his knees and 
unexpectedly slept the sleep 
of the just conductors. When 
Madam O'K returned in 
the wake of a stream of char- 
itable departing shoppers and 
awakened her lord, she found 
in his hat $3.49. Now he 
wants her to spend their 
vacation there. 



OWE 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. 







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

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

LORD Lome can be re- 
cognized 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 fig- 
ure at the time, who mapped 
the route of a dozen Can- 
adian 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 Mon- 
treal millionaire. 

Among others in this photo- 
graph are Honorable Geo. 
W. Allan, Senator, Honor- 
able John McMurrich, M.L. 
C., Toronto, James Beatty, 
K.C., Mayor of Toronto, 
Ross McKenzie, accountant 
with the Credit Valley Rail- 
way, who probably was Canada's most famous lacrosse player, and Wm. 
Taylor, secretary for James Ross. 



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Courtesy Hamilton Spectator. 



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, afore- 
said, 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 trans- 
portation 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 locomo- 
tion 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 con- 
tributing 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, mater- 
ially increased consumption. Responding to the goads of progress, the rail- 
roads extended, paralled 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 mis- 
sion. 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 pre- 
datory incursions from Detroit for the "Blue Line." Mr. Craft was once agent 
at Gait, 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 consoli- 
dated 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. 


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. 


Midland Railway, Millbrook, Ont., 

Canadian Agent, 
Wabash Railroad Co. 


Ticket Clerk, 

Great Western Railway, Toronto. 
Sergeant-at-Arms, Ontario 


Wing Shot, Oarsman, Vocalist 

Grand Trunk Railway, 

All The Way. 


Grand Trunk Railway, 

General Agent, 
Intercolonial Railway. 


Newspaper Man, Raconteur, 

Canadian Pacific Railway. 


R. L. NELLES, Lieut. -Col., 

Buffalo & Lake Huron Railway, 

Grand Trunk Railway, 



Credit Valley Railway, 

Ass't. Gen'l. Manager, E.L., 

Can. Pac. Railway, Montreal. 


G.T.R. and C.P.R., 

G.P.A., Soo Line, Minneapolis, 

Noted Advertiser 


Midland Railway, 
Port Hope "Mobile & Ohio," 
Dis't. Freight Agent, C.P.R., 
I Hamilton, Ont. 


Grand Trunk Railway, 

Gen'l. Can'n Freight Agent, 

New York Central Lines. 

Thirty years ago he presented his card in "York" state as representative of the 
"Great Western." Only recently came the "Pennsylvania" with Don McKen- 
zie as sponsor and succeeded by L. J. Fox and Messrs. Stackpole Plummer, and 


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 south- 
ward. 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 perish- 
able 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, appor- 
tioned to each of the half dozen competitive eastern "U.S." lines, is a conser- 
vative 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 accom- 
pany 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 east- 
bound tonnage secured by interested railways receives equal dispatch, exceeds 
that average and includes large quantities of apples, cheese, eggs, flour, im- 
plements, 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, there- 
fore, that the big "American" carriers hasten to augment their revenues by 
coaxing and nursing this growing trade. 

In 1875 the complacent east languidly condescended to heed insistent 
whispers concerning Canada's vast Northwest. The tide of travel was diverg- 
ing 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, Eng- 
HHp land, occupied the President's chair directing the destinies of 

the Grand Trunk Railway, and the contemporary Canadian 

Pacific Railway official was (Sir) William Van Home. 

jf^ ; Lucius Tuttle, President of Boston & Maine System, 

Hp jfl D. McNicoll, Vice-President, and C. E. E. Ussher, Passenger 

_^\ ^^H Traffic Manager, Canadian Pacific Railway, later on in the first 

flight and noteworthy examples of what determination and 
IHAJ 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.," 
R M MELVILIE RN was G'^- & P-A.'" of the Northern Railway, and in his office 
General ^.s^Ticket situated at the foot of Spadina Avenue, Toronto, Tom Mar- 
Agent, Toronto and shall and Henry Jago shoved the quill. Mr. Jago recently 
M.M^ n '"s!s PekiT' : 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 
W'estern 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 them 
selves 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 signifi- 
cant, indicating the expectations of western roads based on the interest Man- 
itoba'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 sus- 
tained 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 Eng- 
land 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 JOHN B TlNNING 

elusive traveller who was not above licking into T.P.A., C.P.R.. formerly with G.T.R. 
illegibility the date on expired tickets. and R - & - N - Co - 

Messrs. V. M. Came, W. Barnes and Sam. Beatty soon followed Mr. Burn- 
ham 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. Nor 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 Mac- 
Leod was located at Montreal somewhat later for "C.R.I. & P." Such watch- 
ful 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. 

The "All Rail" mediums then available for transporting man and beast 
destined California, the Dakotas and Manitoba from Old Ontario, were "Grand 



Traveling Passenger Agent 

Illinois Central Railroad 

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 fol- 
low 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 "Pen- 
nsylvania," Dave Cavan, formerly of Stratford, 
John Laven, off the "Iron Mountain," repre- 
senting "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 "111. Cent. Ry." affairs 
in Canada, and the late much lamented J. Nelles 
Bastedo, who shipped from Barlow Cumber- 
land'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 wi!l 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 travel- 
ling 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 

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. 


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. NANCEKI- 
VELL, 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 

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. 


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 uncon- 
stitutional 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 agri- 
culturist samples of terseness or spell-binding eloquence. Imagine the per- 
suasiveness that was pitted against the farmer's cautiousness or distrust. Re- 
call, 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 hand- 
some 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. ,"howhe 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. 

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, 8J/2 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 


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 Gen- 
eral Agent, Northern Pacific Railway, 

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, Cana- 
dian Northern Railway, Winnipeg and 
former agent M.C.R., London, Ont. 



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. 


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. 


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 ex- 
claimed. 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 offer- 
ing his patronage. The selling agent wired him for instructions and received 
reply couched thusly: "By the great horned toad Reginald, chain him to the 

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 U C.M. & St. P.R.," during those 
strenuous days, pulled off the biggest coupe 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- 

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 dis- 
tinguished, 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. 

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 com- 
petition "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 rail- 
roading in Hamilton in 1864, W. G. Webster, a colt yet and an inveterate wag, 


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., Walk- 
erton, Collector Customs; W. MC!LROY, C.P.A., C.P.R., Peterborough; E. DELA 
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., Shel- 
burne; GEO. B. WYLLIE, T.P.A., Illinois Central Railway, Buffalo, N.Y. 


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, Gait, a storehouse of ancient history; C. E. Horning, 
Toronto, Tom Evans, London, John Paul, Dave Dover and Alex. Calder, Win- 
nipeg, 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, Tor- 
onto, 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 surround- 
ing country seeking prospective passengers and good locations for the half and 
quarter sheet style of advertising so much used then ; of hard and fast arrange- 
ments 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, effec- 
tively turned the tables causing the spotter's arrest on the grounds ''false 
pretences, "and that worthy received his liberty under suspended sentence to- 
gether 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 u 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 
WILLIAM T. DOCKRIU., been established behind the scene of operations. 
T canad 1 iln paSc^Luiway!*' 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 Morris- 
town, 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. 

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 llth and 12th, 1882, witnessed the amalga- 
mation of "Great Western" and "Grand Trunk." William Edgar then was 
"G.P.A." at Hamilton and Mr. Geo. T. Bell, present Passenger Traffic Man- 
ager, Grand Trunk Railway System, made stenographic hooks and crooks for 

November 2nd, 1885, marked an epoch in the annals of the prairie prov- 
inces. 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 Home'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 prefer- 
ential passenger rates, based on newness, geographical position and inaccessi- 
bility, 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. 



District Passenger Agent, Mich. 
Cent. Railway, St. Thomas, 
Civil War Veteran. Formerly 
connected with "Atlantic & 
Great Western," "Erie & Pitts- 
burg," "Canada Southern." 

These changes, however, did not impair the busi- 
ness relations then budding between "U.S." mer- 
chants 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 

A certain percentage of such incoming cars, after 
unloading, are returned laden with hides to Mil- 
waukee's greatest tannery, clay, cordage, fish, lumber 

and sand; pedigreed sheep for Idaho and Oregon ranchmen, hair for San Fran- 
cisco 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 al- 
ways 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. Richard- 
son, widely known as Canadian Passenger Agent, Wabash Railroad, and a vet- 
eran 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, Immi- 
gration 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 oppor- 
tunities 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 man- 
ufactured 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 propa- 
ganda 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 atten- 
tion 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 

Twenty-two foreign railroads, nine operating in the east and central States, 
and thirteen western companies, each maintain one to six passenger and com- 
mercial offices in this country. Affairs pertaining thereto are supervised by 


Canadian Agents, Division, General and Travelling Agents, Contracting Repre- 
sentatives, 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. *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 with- 
out 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 perseverence 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 con- 
tending 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. 

Necessity has slowly convinced numerous hesitating shippers and travellers 
that the canvass of those United States railroads, looking to Canada for busi- 
ness, 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 busi- 
ness 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 

*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. 


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. MACDONAI.D, 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 Rai'way, 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. 



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 Caesar 
and myself." What monumental self 
esteem. Strategist and tacticial gen- 
ius though he proved himself, such plan- 
nings 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 construc- 
tive 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 expand- 
ing unmolested. 

To the Land of Evangeline, his Nether- 
lands forebears are said to have treked with 
the United Empire Loyalists in Revolu- 
tionary 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 predilictions. Joseph Draper from the County 
of Tipperary, ninety-year-old veteran, living in Toronto, recently deceased, 



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. 

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 De- 
troit 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 tele- 

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. Rail- 
road 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. Fortu- 
nately the line between Stratford and St. Marys Junction was straight and an 
accident may have been averted by quick think : ng and rapid action. 


In many guises I have heard repeated the story of his original device for 
answering his dispatchers call though wrapped in the arms of Morpheus for 
forty pilfered winks. He was working in Western Ontario and the rule de- 
clared 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 vigilence 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 revolu- 
tion each hour at the time agents usually flashed "All well." From the 
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 orce 
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 dis- 

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 dis- 
patcher, 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 fleet- 
ing 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 Bel- 
ville 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 pur- 
chased 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 re- 
cords, 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 atten- 
tion be shown him and adding "W T hen 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. 



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 in- 
dustry, 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, demo- 
cratic 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 cor- 
poration 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 w r ith $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 com- 
merce, 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 additionsl 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 carry- 
ing "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 meta- 
phorical 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 commer- 
cial 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 im- 
mense, 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 demon- 
stration 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 uncon- 
genial 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 
gratuituous 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 dem- 

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 promis- 
ing though veiled future. The Canadian Pacific Railway is heavy with import 
and deeply interlaced with the potentialities of our own Canada. 



Freight Traffic Manager, Canadian Pacific Railway 
A Biographical Reminisence 

AN Irishman taking home a large 
goose after a raffle, stopped at a 
hillside inn in Wicklow to pro- 
cure 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 grasp- 
ing the runaway by the neck ex- 
claimed, "What did you take the bird 
fore" "Sure!" said the thief, "an' I took 
it for a lark". "Did ye", said Pat, be- 
gorra 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 de- 
cidedly 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 rail- 
roading obstacle, hewing his way to com- 
paratively smooth sailing under the 
"C.P.R." flag and the ordeal has not im- 
paired 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 help- 
ing in construction and running a ballast train to shed porter, billing clerk, 
telegraph operator and undertaking the "trick" of train dispatcher. 



Freight Traffic Manager, 

Canadian Pacific Railway, 

Montreal, Que. 

Dundalk knew him as agent for a year and liked him, but the canny 
Galtonians got better acquainted during a longer stay. In Gait 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 Gait 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 Gait, when his name was coupled with the district agricul- 
tural interests, that General Manager David McNicol felt convinced that the 
young man could be better used in more important work and he was soon as- 
signed 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 combina- 
tions to obtain the best quotation to British Columbia, the writer, in competi- 
tion 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 newspapermen, 
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 organi- 
zation at their annual banquet in the Walker House, Toronto, a humorous 
and finished address proving that Moses was the first genuine passenger em- 
igration agent and that the very widely known and popular "C.P.R." official, 


\Y. T. Dockrill, was the second because of his marked success in directirg 
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. 

9 ' :9 '9 

The Nestor and Grand Old Man among 
passenger agents 

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 orr the characteristics of a gentle- 
man, 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 rail- 
way traditions were coined, as George 
Stephenson the great 5 inventor originated 
there, shops for thej 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 a^ convictions. 

In twelve years he rose by sheer ability from the threshold to the posi- 
tion of chief clerk and cashier in a period when meteoric promotions in staid 
old England were most uncommon and following the example of Joseph Hick- 
son, 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 re- 
quired from his stafT strict conformity with this rule in the handling of corres- 
pondence, 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 defi- 
nite 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 inti- 
mate 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 

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 im- 
portant position of General Passenger and Ticket Agent of Chicago & Alton 
Railway under President Blackstone, at the time that financier and his asso- 
ciates 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 carry- 
ing 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 be- 
haviour 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 w r orked 
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 dis- 
order 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, inau- 
gurating 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 relin- 
quished passenger traffic duties to become the first Chairman of the newly 
organized Trans-Continental Passenger Association comprised then of prob- 
ably fifty transportation lines. For thirteen years, or until death, he dis- 
charged 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 

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 ardous. 

In his business relations with others he was the standard of courtesy. Mor- 
ally 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 



Photographs courtesy of Canadian Railway & Marine World 


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 


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. 


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 pedes- 
taled him as courier of the gods, rival of swift sea birds and dessem- 
inator 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 move- 
ment, 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 for more productive of good than were the colon- 
ization 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 revital- 
ized the myriad dormant avocations of peace, foreshadowing an epoch of un- 
paralleled 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 com- 
mendable 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 dem- 
monstrate 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 bat- 
tallion 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 Rail- 
way, 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 Mc- 
Kinley, he lived close to the soil absorbing bodily vigor and clarity of judg- 
ment 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 commem- 
orate 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 thorough- 
ly 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 it's spell broadcast, inoculating niany promising 
youngsters. Graduates of the "Great Western", "Hamilton & Northwestern" 
and "Northern" schools are scattered from Halifax to San Diego, from Van- 
couver 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 com- 
pelled 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, South- 
ern 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 effi- 
cient assistants. 

A contemporary of this trio and candidate for the order of merit is Alex- 
ander 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, 


ALEX. HILTON, Passenger Traffic Manager, 
Frisco Line, St. Louis. 

J. WEBSTER, Freight Traffic Manager, N.V.C. 
& H.R.R., Chicago. 

Late DR. STENNETT, Auditor, Expenditures, 
C. & N.W.R., Chicago. 

HARRY PARRY, General Passengei Agent, 
New York Central Lines, Buffalo. 

JOHN J. BYRNE, Passenger Traffic Manager t 
Santa Fe, Los Angeles. 

GEORGE W. VAUX, General Agent, Passenger 
Department, Union Pacific Railway, 

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 Passen- 
ger 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. 

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". 

The operating depart- 
m e n t 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 Lake- 
field, 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, formerVice-Presi- 
dent of the Chicago & 
Eastern Illinois Railway, 
and now President and 
Receiver of this property 
at Chicago, who has recol- 
lections 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., 


President, Chicago & Eastern Illinois Railway. 

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 aHong 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 respon- 
sibilities; A. L. Boughner, a son of St. Thomas, now Superintendent of Ter- 
minals 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 

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. Like- 
wise, 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 busi- 
ness trip in that region Mr. Geo. T. Bell, P.T.M., G.T.R., told me after return- 
ing, 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 differ- 
ence 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 repu- 
tation. 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. 

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 bap- 
tismal archives at Longueuil, Quebec, record the initial appearance of Mr. 
Francis, but he has been "Present" many times since and proven an entertain- 



Of Geo. W. Hibbard Co., Brokers, Seattle, 
Formerly A.G.P.A., C.P.R., Montreal, and G.P.A., Puget Sound Route. 


ing raconteur. Frank F. Barbour, retiring G.P.A., Rutland Railway, was 
cradled at Montreal, and east of this former possession of King Louis, at New- 
port, in the maritime "finnan haddie" province of Nova Scotia, Eben E. Mac- 
Leod was born. The path he traversed to Chairmanship of Western Passenger 
Association led through Eastern Canada and eight different ticket office posi- 
tions 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 inscrutible, 
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 

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 corpora- 
tions 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 Gait, 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. Button, 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 


1. CHARLES A. GORMALY, Commercial Agent, G.T.R., Chicago, 111. 

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. MC!NTOSH, of Mclntosh 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 

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 represent- 
ing 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". 

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 Glen- 
garry", 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 
Mclntosh 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 Glen- 
garry 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. Mclntosh 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 manufac- 
turing 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, 111., 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. Barren, 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. 

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 imple- 
ments 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 brilli- 
ancy, and as an original and persistent 
advertiser since the time of his regime as 
"D.P.A.", "C.P.R.", Toronto, this gentle- 
man 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 Opportun- 
ity: "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. Jack- 
son, 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 pro- 
gress 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 


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


London and Toronto, promptly succeeded and to-day directs his corpora- 
tion's developments in Cuba. 

Energy unsparingly applied was James A. Holden's key to the door of 
advancement, which once open disclosed the road to preferment growing 


General Agent, Passenger Department, 

Canadian Pacific Railway, Boston, Mass. 

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

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 w r ith 


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 & Lind- 
say 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 pre- 
pared 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 kin- 
dred 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 multi- 
plying 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 boundries. 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-Cana- 
dians 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. 



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. 1 ' 

THE gentleman whose features are reproduced on this page pos- 
sessed 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, reflect- 
ing 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 thou- 
sand 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 Can- 
adian Express Company, was followed by twelve months clerking for William 
Wallace, Superintendent of the Great Western, Hamilton. His chief recrea- 
tion 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 impor- 
tant 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, be- 
gan in 1884, for Charles F. Adams, three years of arduous duties as Vice- 
President and General Manager, Union Pacific Railway, Omaha, directing re- 
construction 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' attach- 

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 mag- 
nificent 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 immediate- 
ly 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 rail- 
roading man through inclination and training from boyhood, conquering diffi- 
culties 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 cor- 
porations; 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 Com- 
pany, 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.' ' 

An Organizing Genius 

FROM the banks of the winding Avon the boy Shakespeare went 
forth and his genius revitalized and gave a tremendous im- 
petus to literature and the drama. Were you aware that Strat- 
ford in the new world long after produced a son, in youth Tom Jarvis, 
who is undoubtedly leaving his impress on the peaceful pursuit of inter- 
national 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 high- 

A sprig off the geneological tree which inspired the name of a Toronto 
residential throughfare, T. N. Jarvis was born and reared in Stratford, 
Ont., and at sixteen essayed the study of legal tomes. This was dry, un- 


remunerative occupation and about 1870 
he exchanged Blackstone for the freight 
classification, billing desk and, to him, 
the less monotonous, more congenial rail- 
way atmosphere. He proved to be any- 
thing but "A square peg in a round hole" 
and earnest endeavo : earned rapid pro- 
motions 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 ex- 
ecutive official of his contemplated resign- 
ation 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 head- 
quarters to find that a cheque of fair pro- 
portions had preceded him as a retainer. 
On completion of the "Nickel Plate" 
in 1883 he organized the Traders' Dis- 
patch 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 con- 
vincing, 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." 


Vice-Fresident, Lehigh Valley Rail- 
road, New York. 


Passenger Traffic Expert 

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 tortue his avoir- 
dupois. 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 transpor- 
tation corporations, and contradict me, 
ye phrenological bump feelers, if the X 
rays do not locate there a large, sympathe- 
tic heart, optimism profound, great capa- 
city 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 boys 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 

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 


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

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 characteristicts, 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 

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." 



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 subsidi- 
ary lines in Western Ca.nada, of which the Vancouver, Victoria & Eastern Railway & Navi- 
gation 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 totals 7,426,095 

In British Columbia investment in road and equipment totals 30,947,140 

Additional total Canadian investments 37,535,739 



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. 





"The chairman is conductor on this train" 
"You won't be asked to make a speech" 


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. 

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 surg, 
A gem was that from RILEY YOUNG. 

Will Mcllroy 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. 
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.- 

Mac D 

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 

Sate cheek by jowl with soldier BROWN, 
While GRAY and GREEN and singing 

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 : 

Thought they too would ride along, 

But ALEC. BOYD said "Have a heart, 


One of the Songsters 

Does 'G. & W.' take no part?" 

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. 


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 


That Woolworth's chiel was not a SCOT 
And the good old days had gone to pot, 
But HOWARD, HICKSON and Harvey 

Wreathed in smiles the fun enjoyed. 

By "Cobalt Special" SHERIDAN came. 
Likewise a list too long to name: 

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 affable and accommodating 

ticket agent, M.C.R., St. Thomas, 


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, Inspec- 
tor 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. 


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 unsolicitated 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 Scot- 
land 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 exper- 
ience 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 treat- 
ment 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 Mcllwraith & 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 repre- 
sent that company until his transfer to Pittsburg, creating in 1878 the per- 
manent 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 acquaint- 
ance with which he was persona grata, Mr. Taylor did not eagerly seek new 
companionship and he clearly recognized the line of demarkation existing be- 
tween 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 cer- 
tain 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 rail- 
roading 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 con- 
vincing 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 partici- 
pated 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'V'C.B.&Q.R.", "C. &N.W.R." and "C.R.I. & P." made an agree- 
ment lasting for a limited period, whereby they pooled their entire passenger 
business ticketed through Chicago, Omaha and westward, each receivingan 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 Rail- 
road, 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 per- 
manent headquarters in the woods, and aided by his associates Messrs. B. H. 
Bennett, J. J. Rose, P. G. Van Vleet and Jack Goosdell, 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 famiiias 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 rendez- 
vous of curlers and bowling committees as well as fellow members of the Tor- 
onto Lacrosse & Athletic Club. 

Few of his friends had more intimate opportunities to realize his char- 
acteristics 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. Al- 
though 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. 

Central Quartette 

Publisher, Toronto. 
The late A. J. TAYLOR 

C.F. & P.A., C.M. & St. P.R. 

G.A., C. & N.W.R. 


G.A., Union Pacific Railway. 

Reading from left to right from top 
centre of circle 

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


Toronto-Port Hope Sanitary Co. 

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

T.A., G.N.R., Toronto. 

Traffic Manager, Ford Motor Co. 

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

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

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


D.P.A.. G.T.R., Toronto. 


A.G.P.A., U.P.R., Kansas City, Mo. 

New York Life Company, Toronto. 

Wilson, Lytle, Badgcrow Co., Tor. 

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



Business Getter's Competition 
Prize Winning Essay 

EIGHTY per cent, of new business secured after eliminating the ad- 
vantageous influence of good advertising well placed results not from 
unusual happenings or quasi-romantic incidents. It originates in press- 
ing 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 con- 
scientious interest in its handling and disposition after acceptance, and above 
all depends upon the good will and very essential aid af 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 propa- 
ganda 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 im- 
mediate contact with buyers and the stream of enquiring public, alert and re- 
ceptive, 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 argles, the solitary agent who thinks himself and agency dis- 
criminated 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 dis- 
tinctive 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 pros- 
pects 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 de- 


ference and "were poor once themselves", but do not always flock with the head- 
quarters 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 leavirg 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 in- 
cluded, 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 disapponited 
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 reser- 
vation 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 thought- 
less 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-natured- 
ly 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. Be- 
cause such a contretemps was studiously avoided by the writer several years 
ago, a prominent Hamilton, Canada, merchant then partonixing a competi- 
tor gave "our route" a dozen cars of eastbound California fruit and explained 

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 representa- 
tive is quite au fail 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. 




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, 


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, 

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. 



GREEN are the hills when far away, 
And Youth in leash craves Manhood's sway 
Placid the waters that wash the sands, 
The sky is blue o'er distant lands. 
Yet phantom castles springtime dreams, 
Dissolve like foam on woodland streams, 
As Fancy chastened by breath of Time, 
Reasons in prose and not in rhyme: 
Yearning ceases behold at home 
The glories pictured by they who roam. 
Rimmed with vesture of verdant green, 
Basks Quinte Bay perennial queen: 
Matron a seer she spans full years 
Of promise, hardship, wreckage, tears. 
From pre-historic days of yore 
Her scroll is writ with mystic lore. 
O'er her breast stole birchen craft 
Burdened with Redskin, bows and shaft; 
Swiftly stalking widgeon and deer 
Or Paleface tiller settled near. 
Champlain and Franklin sensed her spell, 
As did good priest with book and bell. 
Soldier, trapper and creaking stage 
Have seen Dame Quinte lashed in rage, 
But seldom doth she portend ill, 
Her mood is tranquil, coaxing, still. 
Who hath not felt her soft caress, 
Limpid, seductive as maiden's tress, 
Who hath skimmed her foaming crest 
With spreading sheet at her behest, 
And doth not sing throughout his days 
Of this real gem amongst the bays. 
Ensconced in a setting of green and gold, 
She is ever young to young and old: 
Could her waters speak as they flow along, 
"Forget me not" would be their song. 



WITH her feeders and tributaries 
tapping the distant, beautiful 
valleys of historic Arcadia and a 
trunk line that ensures a through fast 
freight service from ancient Quebec an 
ideal gateway for men who go down to the 
sea in ships the second steel highway in 
Canada's transcontinental trio stretches 
hundreds of miles far and away through 
rolling uplands, untouched forests and 
waving wheat fields to Burrard Inlet and 
flourishing Vancouver, a busy maritime 
mart and door to the placid Pacific. 

Built or purchased and gradually as- 
sembled by Sir William Mackenzie and 
Sir Donald Mann, the capitalization of 
the Canadian Northern Railway System, 
which will be taken over by the Govern- 
ment of the Dominion of Canada, has been 
reckoned at approximately $43,000 per 
mile for 10,000 miles of railway actually 
under operation, and during the arbitra- 
tion proceedings at Osgoode Hall, Toronto, 
Mr. Pierce Butler, St. Paul, Minn., coun- 
sel speaking in behalf of his clients, stated 
that the railway was now on a basis of 
$50,000,000 gross earnings a year. 

Previous to the declaration of war the "C.N.R." was financed mainly by 
British capitalists whose intentions, apart from expected profit, were to directly 
increase the yield and transportation facilities for wheat against the possibilities 
of war, having in mind how far below consumption was their own production 
of the fundamental food. 

In 189lPthe Manitoba Legislature passed a charter, with land grants, pro- 
viding for the construction of the Lake Manitoba Railway & Canal Company, 
which was not taken advantage of until 1896$ when Messrs. Mackenzie and 
Mann purchased and commenced construction from Gladstone, Manitoba, to 
Winnipegosis, Manitoba, 123 miles, and operation was inaugurated January 
3rd, 1897. 

Construction was started the same year on the Manitoba & Southeastern 
Railway from Winnipeg to the Great Lakes, and in November, 1898, 45 
miles of it were operated, St. Boniface to Marchand. 

The Northern Pacific Railway lines in Manitoba were acquired in 1901, 
and in the same year the thin edge of the wedge was inserted in Ontario when 



President, Canadian Northern 

Railway System. 

Parry Sound rejoiced over its first railway 
connection with the outside a 3.3 mile 
spur to a Canada Atlantic Railway junc- 

In 1911 the track-end had reached the 
foot-hills of the Rockies and engineers 
declare the C.N.R.'s low elevation at the 
Yellow Head Pass, and where its line later 
decends to the sea by the valleys of the 
Thompson and Fraser Rivers through the 
Cascade Range, locates the track only a 
few feet above tidewater of the Pacific 

At one point on the "C.N.R." mountain 
division the track is only 4J/2 miles from 
the base of Mount Robson altitude 
13,068 feet the highest peak in the 
Rocky Mountains. 

With the completion of the "C.N.R." 
central Montreal terminal, near Domin- 
ion Square, which is approached by a 3.3 
mile double tracked tunnel beneath 
Mount Royal, the Directorate will have 
an exceptional advantage in being able to 
move solid trains from west to east with- 
out backing down from dead-end tracks 
or breaking up their train formation. 

The "C.N.R." serves urban centres having more than 1,000 population 
containing 90% of the population of the towns and cities of Alberta and 97% 
of Saskatchewan, the centre of the wheat belt. 

If the system should be extended to connect Toronto with Hamilton it 
would then have access to cities and towns aggregating 60% of the town dwel- 
lers of the entire provinces, which also produce 70% of their total manufactured 

In 1916 the "C.N.R." carried 132,000,000 bushels of grain: if reduced to 
flour and the manufactured flour which it transported be added thereto, the 
foodstuffs from territory along the "C.N.R." would be sufficient to supply the 
British Isles' 45,000,000 population with four pounds of bread each per week for 
six months. The "C.N.R." should therefore, be regarded, especially since the 
advent of war, as an essential to the life of the Empire. 

Statistics go to show that in the Provinces of Ontario, Quebec and Nova 
Scotia, where the principal Canadian pulp and paper mills are situated, those 
of the greatest capacity or 53% of the total capacity are situated ex- 
clusively on "C.N.R." lines. 



Vice-President, Canadian Northern 

Railway System. 

For the year that ended with July, 1916, 
the exports of paper amounted to $21,680,000 
of which 88% went to the United States, and 
the total exports of pulpwood, pulp and paper 
for that year were valued at $40,865,266. 
United States consumers gladly took 87% of 
this immense output, but the United King- 
dom received only 6%. 

During 1917, 85,000,000 feet of British 
Columbia lumber, in 3,850 cars, were handled 
by "C.N.R." to the Prairie Provinces and 
Eastern Canada. Balsam and Douglas fir, 
red cedar, spruce, hemlock, &c., predomin- 
ated. Silver spruce for aeroplanes came also, 
and as a result of the efforts of the Imperial 
Munitions Board the output of the latter has 
been recently doubled, the monthly pro- 
duction at present being approximately 
1,200,000 feet. 

Mr. W. H. Moore, Secretary of "C.N.R.", 
in "Railway Nationalization and the Average 
Citizen", makes some clear and terse com- 
parisons of deep interest to the public 
spirited tax-payer anent the government's 
aid given in cash, land and guaranteed bonds 
to "C.N.R.", and subsidiary properties, and 
also to other Canadian railways, especially 
the Canadian Pacific Railway. He sets down that the "C.N.R." received 
from federal, provincial and municipal coffers. 


Third Vice-President, Canadian 
Northern Railway System. 


Cash subsidies 

Guarantees by governments. . . 
Federal loans. . 

Acres $ 6,555.708 




In rebuttal, the Government Bureau of Railway Statistics tabulates 

To "C.P.R.", land 

Cash aid to "C.P.R." 

Loans from Dominion Government (paid back). 

Acres $ 28,023.185 



The Dominion Government's Board of Arbitrators Sir William Meredith, 
Chief Justice Harris and Wallace Nesbitt, K.C., which submitted a report as 
to the value of 600,000 shares of Canadian Northern Railway common stock, 
consumed 50 days from March to the middle of May in hearing the testimony 
of legal counsel and valuation experts, the proceedings totalling over 1,500,000 
words of evidence and costing about $100,000. 


The Board's award of $10,800,000 for 
the railway stock valuated, exceeded by 
$800,000 the limit for same made by Act 
of Parliament, which was $10,000,000. 

Each group of participating principals 
paid its own costs, but the Government 
bore the cost of taking the evidence. 

The Dominion Government is perfect- 
ing a plan whereby the "C.N.R." will be 
operated as a corporation under a board 
of directors to be appointed by the Gov- 
ernment. Time will tell if this method 
reaches fruition. 

The total liabilities being taken over 
by the Government in connection with 
the "C.N.R." are $438,264,377.67 and 
the assets sum up to $528,437,885.74. 

Speaking for himself and also voicing 
the views of Sir Donald Mann and Third 
Vice-President D. B. Hanna, Sir William 
Mackenzie contended that the "C.N.R." 
was destined to be an essential factor in 
the expansion of this country and that in 
the opinion of the transportation experts 
who had examined the situation, their 
properties would be particularly useful 
in the reconstruction days on which this 

land must soon enter. He said his associates had devoted the best of their 
years in developing the system to the present state of efficiency and confidently 
relied on the future to justify their work and estimates of values. 


General Counsel, Canadian North- 
ern Railway System. 

As anticipated, since this resume was set in type, the Government of the Dominion of Canada has assumed 
control of the Canadian Northern Railway and operation of the system will at once be undertaken by a board of 
eight representative gentlemen with a practical and experienced railroader, Mr. D. B. Hanna, as President, who 
will have associated with him 

Graham A. Bell, Major, Deputy Minister of Railways 

A. J. Mitchell, Ottawa 

E. R. Wood, Toronto, Capitalist 

Robert Hobson, Hamilton, Ironmaster 

Frank P. Jones, Montreal, Manager Canada Cement Company 

A. T. Riley, Winnipeg, Financier 

C. M. Hamilton, Weyburn, Sask., Agriculturist 



And the silent places beyond awaiting the iron horse 

River Drivers on the Montreal River, Temiskaming, Northern Ontario. 

MARKETING the jubilant flag pole and Christmas tree is a compara- 
tively unhackneyed commercial twist not overdone and if discontented 
dwellers in old Ontario, seigneurial Quebec or the world at large, like 
that prospect or court a change from brick and asphalt to the silent places, 
opportunity beckons to them from amidst the serried ranks of raw material 
swarming over the hilly, rock-ribbed areas of Temagami, the dales of Temis- 
kaming and Porcupine's budding principality of golden promise. 

As the newcomer's eyes view the sea of tapering masts shorn of drapery 
in winter and the springtimes' green undergrowth crowning summits and 
slopes, which in that corner of the Canadian hinterland undoubtedly conceal 
unconjectured lodes of mineral wealth, his brain tabulates new and fascinating 
impressions respecting this vast heritage and pregnant land of the future. 

With the theodolite adjusted for action beside the site of a gateway to the 
proposed Georgian Bay Ship Canal, and shaping a course North-star- 
ward from historic environs once traversed by intrepid Frenchmen, the Ontario 
Government's Railway Commission began in 1902 the construction of a coloni- 
zation line from the City of North Bay, (lying 226 miles above Toronto), to 


the region known as the "Clay Belt" of Northern Ontario. With the discovery 
of silver on the "LaRose" property in 1903, the output of which during the 
subsequent thirteen years amounted to $135,809,222 in silver value from the 
camp, together with $4,000,000 from arsenic, cobalt and nickel, the building 
of the Temiskaming & Northern Ontario Railway was promptly extended until 
it reached 253 miles into the interior, making easily accessible a restful, inspir- 
ing panorama of diversified lake and landscape. Here it is that Uncle Sam's 
sweltering Southerners and their Northern cousins migrate with the birds in 
ever increasing numbers to fish the virgin streams, to sense exhaling aromatic 
fragrance and be soothed by the solitude and majesty of the wilderness which 
appeals more and more to each contemplative one who would elude the madding 
crowd as he jogs adown the irregular pathway of life. 

If the waters of silent Lake Nipissing could speak as they flow along, what 
whisperings from wigwam, of tribal feuds and exploring missionary priests 
would they not bequeath to posterity. But now, into this region of log cabin, 
birch bark and bittern those great civilizers, the twin ribbons of steel, have 
intruded; sleeping cars mosaic tiled and ornate, traveling via the Grand Trunk 
Railway from Toronto, Canadian Pacific Railway from Montreal and "U.S.A." 

at Buffalo, are delivered daily to the 
Temiskaming & Northern Ontario Railway 
and circumventing space, lay bare to their 
prying, adventurous occupants, many of 
the secrets of nature in the north. 

As you bowl along past thicket, lake 
and narrow ledge to the regular accom- 
paniment of that peculiar circus wagon 
"cluck, cluck", emitted in winter by the 
twelve wheelers, you unconsciously 
wonder if it were mink, otter, lynx or 
fox whose softly falling pads made the 
trail which bisects the otherwise unruffled 
white mantle covering the frozen surface 
yonder. Meanwhile, the telltale tracks 
of the early morning prowlers vanish 
abruptly where the waters frozen boundary 
gives way to battalions of balsam, spruce 
and jack pine silently guarding the ascent 
to rising ground. The view begets reflec- 
tion: when casually discussing the autumn 
hunt with a deer slayer who annually 
roams that region, nimrod complacently 
informed me that he had left the train at 
mileage "22" from North Bay, and before 
the locomotive whistled on a nearby hill 
his first buck was bagged. At this junc- 
ture an Indian guide from out the forest 

A "Great Western" Graduate. Dean of 
G.T.R. Dining Car Conductors, Favor- 
ably known to patrons of the "Cobalt 

setting surrounding Lady Evelyn Lake came aboard at Temagami's com- 
modious, artistically conceived depot of split hardheads, and grinning 
broadly, substantiated the boaster's declaration with such terseness and 
force that a group of globe trotting mine prospectors and sportsmen grew 
interested. Rifles, fish, fur and game laws started every mother's son of 
them talking, and the jolly wiseacres continued their conversazione cros- 
sing Net Lake, past Rib Lake and its woodie approaches, and on to where Jack 
Frost had transferred Bay Lake, Wind Lake, Moose Lake and Red Pine Lakes, 
into cubes of crystal transparence. They did not desist until permitted a 
glimpse through car window of the Montreal River's splashing, rapids tossed 
waters at Latchford and the developing timber possibilities at this ford, which 
are often duplicated along the 360 miles of this stream's course. 

These gentlemen were a cosmopolitan assemblage recruited from several 
and diverse regions, but all were heading towards Lake Temagami, Cobalt, 
Lorrain and Porcupine City's newer, veiled enticements. Gnarled and sea- 
soned, a veteran campaigner on "many a foreign strand" sat silently observant 
beside a sturdy novice, self-possessed and hopeful, encased in flannel shirt, reg- 
lation shooting boots laced high and a cow boy hat, who had yet to know hunger 
and the thrill of a ' 'strike". That composite character from the cities, mer- 
chant-miner-speculator evolved from the silver excitement, was there with his 
pigeon blood cravat pin and nonchalant demeanor, exchanging deductions with 
a facing stranger. Some one drew cork and with a mild libation all round the 
smoker, tongue cords loosed and a Kentuckian garbed in Mackinaw cloth knee 
breeches, heavy black stockings and Jaeger cap, narrated pleasantly tales of the 
diggings in Australia, California, Cripple Creek. A man who had been in 
Johannesburg talked knowingly of John Hays Hammond and the conductor 
tarried a moment on his rounds. Now and then, from out the babel you pieced 
together, "It sold this morning for ", "Commercial arsenic", "Rock drills", 
"For stealing whiskey I smashed him on the ", "Three and one half a share, 
five dollars par", and much more in the vernacular. They were encumbered 
with the latest, likewise the most ancient caper in portmanteaux: they carried 
fire arms, hatchets, and snow shoes, coats of fewer colors than Joseph's, but of 
patterns innumerable, and pack sacks stuffed like the bundles Tony shoulders 
when hurrying to the base of grim Vesuvius. Withal, they were a merry and 
optimistic company off to re-discover Champlain's own territory, to learn that 
cobalt is a pinkish chemical by-product found beside silver, that single carload 
shipments of silver concentrates mined here have netted $142,231.00, that the 
camp's dividends from silver and gold for 14 years realized $81,320,625, that 
rolling stock of railways all over America help to brighten "T. & N.O." rails, 
that the town of Cobalt is outlandishly picturesque and unique with cartwheel, 
Bostonlike thoroughfares where Madame promenades in the velvet so recently 
au fait on Pall Mall and Broadway, while an Indian girl in moccasins stares 
across the divide through the window of the Golden Moon in the hope of dis- 
cerning her lethargic beau. Vein sampling engineers, grubstakers, rock-worms, 
mine captains, prospectors and agents in coats of "astrachan goose", fur lined 
or skin covered shooting jackets and everything else but tarpaulins, strut about 


and add to their kit, each man jack of them probably thinking he has "a nose 
for ore" and inside information. The oriental ear pendant also abounds, 
gracing the lobes of sundry vivacious French lassies at the cinematograph: 
dog trains await, Jacques the habitant, in capot, sash and pipe in mouth "Bon 
jeurs" along the even tenor of his way, while Poles, Finns and Cockney 'arry 
do not deliberately jostle you off the lumpy little board walk to the nearby 
excavation. Stalwart, brass buttoned Ontario and Dominion police are every- 
where. Cobalt's roots spread far below the surface. Underground detona- 
tions indicate that compressed air drills day and night slowly blast a mammoth 
sewerway for this hustling town. Not every one knows that beneath the "T. 
& N.O.R." highway and handsome modern station building the Right of Way 
Mining Company tunnels for ore. A few hundred yards beyond and under the 
bottom of frozen Cobalt Lake, over which the dutiful citizen crosses on Sabbath 
and holyday to Father Forget's cleanly, white painted church, the Cobalt Lake 
Mining Company is extending drives, crosscuts and leads seeking material that 
produces mineral which pleases magnates and sets the stock market operators 
by the ears. $1,085,000 was paid to the Government for this right. Thus 
does the south lag behind the north. 

From Lorrain's remote locality comes to Cobalt mines the compressed air 
and electric current generated with unique machinery from the waters impetu- 

A Slump in Cobalt Lake. Former well known waterway now no more. 


ousity at Ragged Chutes on the Montreal River, at Hound Chute also, and at 
the Matabitchouan River, and not afar off the cottage in which it is said Doctor 
Drummond's sympathetic spirit forsook its mortal tabernacle, keeps solitary 
vigil on a slope overlooking Kerr Lake. His inimitable habitant patois verse 
survives however, and is kept green in memory when interpreted by the nimble 
tongues of M. Giles or an Olive Pouze. Occasionally grazing the brink of a 
declivity when touring the camp, one meets wheeling or gliding past on sled 
behind good horses, miner's wife from Montana or a courier in shoe packs and 
cold weather rig astride a sturdy, sure-footed pony. Jogging along after him 
the next is a native on a mustang. Similarly mounted a rangy, vigorous 
individual clad in seamy corduroys, jacket, ear flaps and the inevitable "larri- 
gans" lopes by. This personage proves to be unintentionally traveling incog, 
as he is a big mine manager, an English expert doting on tetrahedrite crystals, 
heading to town for a constitutional and the morning mail. 

As recently as midnight of August 19th, 1912, an undignified and profane 
pilgrimage to the shrine of the goddess of fortune occurred in Temiskaming. At 
the stroke of twelve a ziz-zagging procession of flickering lights born by all 
manner of men, stretching from Cobalt three miles to the famous, now naked 
Gillies Timber Limit, broke into motion at the double quick. Ahead of them 
were twelve square miles 4,000 acres or twenty acres of undiagnosed area 
of rock each for the lucky two hundred eager, excited prospectors and adven- 
turers who might stake, find ore and register for $10 at Haileybury first, and thus 
perchance, stumble on a king's ransom. Ordinarily, the journey on steam 
coach costs Ten Cents. This night one bold spirit chartered a special train for 
$50.00 hoping to outstrip the throng afoot and horseback, in autos and on bicy- 
cles, armed as they were with a Five Dollar mining license and panting for place. 
Foir an hour or two the nervous strain was intense and the schemes and ruses 
resorted to for advantage were numerous and crafty. Sweating relay horses 
clattered at top speed all night between the new diggings and the district seat, 
positions held in person or proxy in the line-up waiting for dawn reminded one 
of the nocturnal vigil and struggle for tickets to behold the late Sir Henry 
Irving, while rumor and conjecture were rife. One energetic but luckless in- 
dividual, with boundry stakes in earth, had them uprooted and tossed aside by 
a speculator's hireling the moment he headed to the registry office; another 
collapsed from exhaustion and laid prone in the bush as the strong trod over 
his body and aspirations and still a third poor devil lost a pronounced advantage 
by falling, horse and rider, into a quagmire at the roadside, and all because 
there lies side by side beneath the earth's surface silver sidewalks and blighted 

Do not conclude that the term "rough diamonds" would fitly describe the 
mining body of to-day nor opine that they always talk gold at $20 the ounce, 
assay furnaces, vanners and recording tachometers. Their personnel includes 
a mighty spry collection of thoroughbreds of advanced education from every- 
where. They are men fond of horse-flesh and saddle; men who aim straight 
at billiard ball or bob cat and a percentage can coax sweet strains from piano 
or at odd moments resort to the not violent and refining pleasure of gardening. 


I have seldom seen a gaudier conglomeration of old-fashioned bloom than the 
flowers before the bungalow of the Temiskaming Mine. In their offices and 
apartments several enjoy club comforts and trophies and articles of virtu adorn 
the walls of highly polished logs. They can ' 'diagnose the field" for a close 
corporation and by theory and experience prophecy what may be found under 
the crust away east to Des Joachins (des swish aw), Falls, Lake St. John and 

Chairman, Temiskaming & Northern Ontario Railway Commission 

Chibougamou. The gentleman who cheerfully volunteered, flashlight in hand, 
to pilot the writer to where drillers pierced rock at mine bottom, wore riding 
breeches, jacket and English spring leggings of the most approved design and 
a stunning waistcoat encircled his athletic proportions. He proved to be a 


raconteur with reminisences of "Ole Lunnon" and the Riviera, but swore 
fealty to Ireland's joyous effervescence. 

The legacy of this untrodden expanse is unlimited productiveness of soil, 
waterways and forest. The solitary explorer with pack horse and canoe spyed 
out a winding trail which the railways' impedimenta of progress has speedily 
straightened and made easy for the quasi pioneer. The rolling ground and 
gentle slopes in the vicinity of Haileybury are pleasant to see. Here the clay 
belt and husbandman replaces rock and miner and the view from this town and 
farmer's mecca which boasts the unique feature of a floating market place 
out and over Lake Temiskaming and across to where the mists conceal a quaint 
French settlement, Villa Marie, is indeed charming. On learning that the mis- 
sion bells pealed and a convent dwelt within the borders of Quebec just over 
that moonlit expanse of inland sea, I confess my conception of interprovincial 
geography seemed out of alignment. Englehart, a divisional point, bears the 
name of the Railway Commission's astute, public spirited Chairman, Jacob 
L. Englehart, formerly of Cleveland, Ohio, who made his Canadian debut in 
the Petrolia oil belt, and some forty years ago supported Commodore Cornelius 
Vanderbilt when he was married in the Tecumseh Hotel, London, Canada, to 
the beautiful Mrs. Crawford of Baton Rouge, La. Jacob Englehart inaug- 
urated the system of greenhouses which flourish in those leagues of loam and 
clay but the plants which predominate in that "neck of the woods", however, 
are those that grow into thousands of cords of coveted pulpwood, cut in certain 
districts by private owners and on reserves with Government sanction. As 
this commodity underlies in a vital way the immense paper and publishing 
interests of America and Europe the supply, method of treatment, market and 
duty tax has become a burning topic in factory and forum both sides of the in- 
ternational boundary. 

Those wind tossed forest monarchs and old pines on the hill tops that once 
beheld naught save the Redskin stalking an hundred animate creatures of the 
wild, will if spared, witness a mighty trek northward. The caravan of the white 
man of every clime and craft shall push past haunts of black bear, moose and 
trapper, portaging enroute near Cochrane beside Frederick House River. At 
this spot an incident at Barbers Bay in the semi-savage days of the old trading 
posts of the north country, has become a fearsome tradition among the indians 
of the Abitibi. Many years ago when the Hudson Bay Company were ex- 
tending trading posts southward from Moose Factory, Frederick Barber with 
Indians and voyageurs established a store beside a bay perpetuating his name, 
at Frederick House Lake. One Christmas eve Macdougall, a halfbreed, and 
two companions reached the post to trade their autumn catch. Together with 
gifts Barber unfortunately dispensed rum. When refused more liquor the 
trappers murdered all hands and seized the fort. Fearing discovery and pun- 
ishment of their crime, the drunken half-breeds killed every Indian who came 
to the post with furs. Growing anxious, several squaws who had not accom- 
panied their braves on the midwinter journey, snow-shoed to Barbers Bay and 
were imprisoned by Macdougall. One woman escaped and organized an aveng- 
ing party which did not arrive in time to prevent the massacre of the remaining 


Over the Trail where the Railways are not 

squaws nor the flight of the half- 
breed scoundrels. Then began a 
long chase down the Black and 
Abitibi Rivers. Macdougall who 
was tobagganing loot from the 
fort, was nearly overtaken in 
camp. He saw the trackers com- 
ing and started across Lake 
Abitibi, disappearing during a 
brief snow storm and was never 
seen after. The Indians gave evil 
spirits the credit when he vanished 
and they suppose the half-breed's 
ghost still lingers over the lakes. 

It is across these trackless 
fastnesses, under whispering 
Northern Lights, that the newest 
national highway, the National 
Trans-continental & Grand Trunk 
Pacific Systems, dreamt of by the 
patriot the Right Honorable Sir 
Wilfrid Laurier, gradually 
assumed reality and now hasten 
communication westward with 
tidings from the east. 

Yea, the crusade will not 
cease until little old Ontario is 
linked with the Aurora Borealis 
and the venturesome commoner 
at Frisco, New Orleans and 
Toronto may side step the soaring 
bovine market, and after an all- 

rail journey, harpoon his own walrus meat in James and Hudson's Bays. 


General Passenger Agent, Grand Trunk Pacific and Canadian Government Railways 

Text of an address presented to him at Toronto on the occasion of his transfer 
May, 1910, to "Grand Trunk Pacific" service at Vancouver, B.C. 

MR. GLADSTONE declared "A book that will move many people of 
different temperaments, and different degrees of intelligence, must have 
power." So it is with the individual: and because your friends in the 
complacent East think you undoubtedly possess the magnetic current and 
a warm heart, we are loth to separate from so much animated sunshine. 

Colleagues, small and great, recount your generosity and regret de- 
parture, while those distressed mortals who knew your kindly assistance 


pour full the measure of 

If the public, and this gal- 
axy of happy-go-lucky rail- 
roaders who foregather have 
imperfectly recited how they 
will miss you at quilting bees, 
it is not because they are 
hostile, but they lack Chan- 
tecler's brazen crow. 

As a scout of broad gauge 
calibre, tracking business to 
its lair, reconnoitering In- 
dian bands or negotiating 
with sinner, saint and suffra- 
gette, you have been all 
things to all men, and along 
the tortuous trail they do say 
your sang froid, ingratiating 
manner and elegance of dic- 
tion ranked not as common 
garden varieties. 

The King's currency, be- 
stowed in embarrassing 
quantities, is apt to jolt 
one's system into repudiat- 
ing labor's noble avocations; 
hence the modest propor- 
tions of this accompanying 
bag of francs, which your 
confreres -elderly, youthful, 
handsome - - unhesitatingly 
tender you with earnest pro- 
tests of regard. 

You are now at the Hemis- 
phere's portal, where you 
can, without obstruction, 
behold the Fates unfolding 
your future; where old Sol, 
with blushing countenance, 
sinks in the "Pacific" without 


Passenger Agent, Grand Trunk Pacific and 
Railways, Winnipeg, Man. 


Canadian Government 

his bathing suit, and all supplicate you not to 
trip o'er the guy ropes when gazing at comets with the astronomers. 

We trust the doors to preferment, now open, will disclose to you and yours 
the uneven highway of life growing smoother and wider, and may the blessing 
of good health crown all. 

The Committee: R. S. Lewis, L.V.R.; A. J. Taylor, C. M. & St.P.R.; 
J. J. Rose, C.P.R.; J. A. Richardson, Wabash Railroad; B. H. Bennett, C. & 
N.W.R.; C. E. Horning, G.T.R. 




Passport Photograph Collection loaned by 

W. J. MOFFATT City Passenger Agent, G.T.R Toronto 

JOHN J. ROSE General Agent, Union Pacific Railway. . . .Toronto 

Read from left to right 

W. ADAMSON T.F.A., N.P.R Toronto, Ont. 

S. A. BAKER G.A., C.G.W.R.. . , Toronto, Ont. 

B. H. BENNETT G.A., C. & N.W.R Toronto, Ont. 

F. BOWMAN C.F.A., C.P.R Hamilton, Ont. 

J. J. BRIGNALL T.P.A., Robert Reford Co Toronto, Ont. 

J. H. CALLAHAN Passenger Conductor, G.T.R. . Goderich, Ont. 

F. R. CALDWELL Manager, Cluett, Peabody Co Toronto, Ont. 

S. CROSSLEY Dining Car Conductor, G.T.R Toronto, Ont. 

W. CORBETT T.P.A., C.P.R Toronto, Ont. 

E. J. DOWNEY Inspector, C. C. S. Bureau Toronto, Ont. 

G. EASSON T.F.A., C.N.R Toronto, Ont. 

T. EVANS G.A., M.C.R London, Ont. 

F. C. FOY .C.P.A., N.Y.C. & H.R.R Toronto, Ont. 

J. GRAY (late) Agent, G.T.R Toronto, Ont. 

W. A. GRAY C.F.A., D.L. & W.R Toronto, Ont. 

W. GRUNDY Depot, T.A., G.T.R Toronto, Ont. 

M. M. HAGARTY Advertising Department, C.P.R Toronto, Ont. 

J. C. HEATON Manager, Time Table Distribution'Co. . . .Toronto, Ont. 

L. HOWE Traffic Department, Board of Trade Toronto, Ont. 

D. M. JOHNSON Agent, G.T.R Preston, Ont. 

R. J. KEARNS New York Life Toronto, Ont. 

J. W. McGuiRE T.F.A., C.P.R Hamilton, Ont. 

S. J. MURPHY T.P.A., Canada S.S. Lines Toronto, Ont. 

F. A. NANCEKIVELL Traffic Manager, Ford Motor Co Ford, Ont. 

A. E. PERNFUSS C.P. & T.A., G.T.R Kitchener, Ont. 

T. SYMINGTON Superintendent, Shedden Co Toronto, Ont. 

H. E. WATKINS G.E.C.A., G.N.R Toronto, Ont. 

G. C. WILSON .T.F.A., Soo Line Buffalo, N.Y. 

D. H. WAY .' Agent, T. & N.O.R Cobalt, Ont. 

H. E. UTTLEY Assistant Traffic Manager, Imperial Oil Co . Toronto, Ont. 


Passport Photograph Collection loaned by Messrs W. J. Moffatt and J. J. Rose. 

Read from left to right 

A. M. ADAMS Agent, G.T.R Toronto, Ont. 

\\. J. BURR S.P.A., G.T.R Toronto, Ont. 

F. R. CLARKE S.F.A., G.T.R., Import Department Toronto, Ont. 

J. M. COPELAND T.F. & P.A., C. & N.W.R Toronto, Ont. 

E. S. DAVIES Advertising Manager, C.N.R Toronto, Ont. 

H. T. DUFFY D.P.A., Soo Line Duluth, Minn. 

W. FULTON Assistant Dist. Passenger Agent, C.P.R. . .Toronto, Ont. 

R. A. GILL T.P.A., G.T.R Toronto, Ont. 

L. L. GRABILL General Baggage Agent, G.T.R Toronto, Ont. 

T. J. HENNESSY. T.F. A., L.V.R. Chicago, 111. 

F. V. HIGGINBOTTOM C.P. & T.A., C.N.R . . .Toronto, Ont. 

C. E. HILLIKER D.F. & P. A., C.M. & St. P.R Des Moines, la. 

H. B. HOLLAWAY C.A., Adams Express Co Toronto, Ont. 

J. JOLLY S.F.A., C.P.R Toronto, Ont. 

S. R. JOYCE T.P.A., G.T.R Toronto, Ont. 

C. M. KNOWLES ..C.T.A., N.Y.C. & H.R.R , Toronto, Ont. 

R. A. LENNOX S.F.A., G.T.R. Toronto, Ont. 

A. J. LETCH Inspector, C.C.S. Bureau Toronto, Ont. 

C. H. LOWN Traffic Mgr., Imperial Oil Co Toronto, Ont. 

D. A. McCALL T.F. A., C.P.R Toronto, Ont. 

R. McRAE Accountant, G.T.R Toronto, Ont. 

R. G. McCRAW Inspector, C.F. Association Toronto, Ont. 

M. MACDONALD Assistant Inspector of Weighing, G.T.R. . .Toronto, Ont. 

W. MclLROY C.C., D.P.A., C.P.R Toronto, Ont. 

T. MULLINS C.P.A., C.P.R Toronto, Ont. 

L. R. MULHOLLAND Kent, McLean Co Winnipeg, Man. 

G. G. O'FLAHERTY C. C., Sup't Transportation, G.T.R Toronto, Ont. 

W. H. POLLEY C.T.A., C.P.R Toronto, Ont. 

J. H. ROBERTS C.C., C.T.A., G.T.R Toronto, Ont. 

W. J. RYAN , Inspector of Trade-marks. Toronto, Ont. 

C. P. SARGENT. . . T.P.A., White Star Line Toronto, Ont. 

H. SCOTT T.C., C.O., G.T.R Toronto, Ont. 

F. H. TERRY '. . . . .T.A., G.N.R. . , . . Toronto, Ont. 

G. M. THOMAS T.A., Canadian Government Railways. . . .Toronto, Ont. 

E. F. WALKER . Manager, Old Country Tours Toronto, Ont. 

J. A. YORICK C.F. & P. A., C.B. & Q.R Toronto, Ont. 



Some methods of the men who control their movements 

WHEN Mademoiselle Susanna Vere de Vere, haughty and capricious, 
talcumed and beflounced, rides east at 10:00 a.m., ensconsced in 
green plushed parlor car comfort, think you she recognizes as she rolls 
along, the significance of the irregular hedge that flanks for miles her chosen 
pathway? Can she see in that jagged sky line of uneven box car roofs, so un- 
like the matched uniformity of the coral beads in her necklace the source 
of the revenue which purchased the ornament? Probably not. Does Oliver 
Opulence across the isle, with fattening jowls and the latest periodical, at- 
tribute his golfing privileges and bank balance to the agency of the lowly 
freight car? No, not in the fullest measure. 

The routine duties of John Jones Limited in to-day's strenuous commercial 
struggle are based entirely on what freight service has done or will accomplish 
for them, and during conferences with their purchasing and traffic assistants, 
concrete equipment needs are dealt with daily but the vital usefulness of each 
empty car as a retainer and carrier are thought of only in an abstract way, yet 
they are as essential as the "G.T.R." or three daily meals. Not until such 
time as the advent of an industrial calamity that will destroy them all, leaving 
coal man, merchant and bacon baron stranded high and dry, will shippers 
unanimously appreciate their individual worth, and not until then will cease 
the desire of corporate interests to haul their valuable loads along this or that 
favored highway of steel. Not a pulley in manufacture could turn without 
their direct aid, meagre would be the housewives' meals and pelts again be 
their children's portion if the wheels refused to whirr: then indeed, would 
Mademoiselle Susanna Vere de Vere understand the sudden death of Pullman 
palaces from commercial paralysis. 

A tortuous string of seventy freight cars in motion is not what you would 
designate as a "harmonious whole" in appearance. They remind you of a 
herd of elephants with baggy pants traveling trunk to tail, nor do these incon- 
gruous, ill-at-ease assortments of traffic proletariat pick their company. The 
tall and the short, the lame, the halt and the blind they have always with them, 
and if a trig, shiny aristocrat once, costing approximately $1,200 to $1,500, 
(but to-day twice as much) that should be on his owner's tracks, strays into 
line with this perambulating Coxey's Army he soon gets the spots knocked off 
him, like a "rookie" enlisted with the regulars. They all receive awful treat- 
ment, they are side tracked, snubbed and roughly handled and though doctored, 
patched, likewise overburdened, they return more good for evil by feeding mice 
and men and machinery than any other medium. The funniest feature about 
these democratic go-betweens is that a loose jointed, squatty old party, rock- 
ing from side to side with the load in his protruding stomach and hardly able 
to keep step with the tribe, may have his "innards" stuffed with silks and 
satins to bedeck some slavish goddess of fashion who never appreciates what 
ship brought the feathers and finery to port and such is human nature. 


However, the officials of every railroad company from the president, traffic 
manager and "G.F.A.", down the ladder to the journal oilers, make recom- 
pense, court the freight cars and strive mightily for the privilege of transport- 
ing their variegated contents and these are the men who make them make mil- 
lions. It is a game with far reaching ramifications, a contest of competitors 
where brains and dispatch, service, sentiment and cold figures diversify the play. 
Some times it is as uncertain and exciting as draw poker with a brazen bluff 
cropping up, but the line that can deliver the goods usually scores and gathers 
in the ducats. The nets are out every hour of the twenty-four and they are 
out at every important geographical centre on the continent, making the sport 
in variety and complexion, more devoid of monotony than most mundane 

Traffic men seek every commodity from a carload of lemonade straws to 
a shipment of zinc dust from Japan for the Porcupine Mines, they talk on every 
topic from tunnel clearances to the effect of the Budget, and have interviewed 
specimens of the genus homo as yet uncharted by the phrenologists. They 
study tact and diplomacy, but few have equalled the art of a Manitoba farmer 
whom it has been said, kept himself in coal for the winter by making faces at 
the passing "C.P.R." firemen and engineers. Customers' wishes, siding accom- 
modation, enclosures, cartage, part lots, classification, temperature, icing and 
a thousand other conditions influence the movement. Among freight men 
resourcefulness is an ever present adjunct in devising ways and means to enlist 
adherence, placate the public, overcome delay and get around an obstacle, 
recalling the expedient of a new shedman who was puzzled as to how he could 
load in the "way" car a piece of crated machinery too large for the door. He 
resorted to the alternative of removing the casing, then easily transferring the 
unwieldly consignment inside and after recrating, left the later problem to the 
man who would deliver the goods. 

"Work well begun is half done" saith the old saw, and the sage was right. 
Starting on a few calls some pleasant morning with the outside atmosphere 
exhilarating, if your initial visit happens on one of those considerate, business 
gentlemen who can devote three to thirty minutes of his time to your mission, 
and concluding the X.Y.Z. road might be worse, promises a share of the traffic 
he has offering, you usually approach the balance of the day's duties with 
optimism. Experiences multiply, but this feeling will probably carry you past 
the resentful individual who holds a little stock of your Company and refuses 
business because his security is temporarily dropping and it will likewise help 
to cement acquaintance with the cautious man who would like to but fears his 
couple of cars would be held up or lost should Canada and the United States 
drift into war. Emboldened to continue the good work, you harken to the 
complaints of one of your local agents, both officious and secretive who sends 
all his correspondence in under separate cover and wonders why it don't receive 
prompt attention when the chief is away. If diminuitive this representative 
might become a detriment and antagonize trade and his running mate is the 
agent appointed by the operating department who proves a thorn in the flesh 
of the Division Freight Agent by snarling, rat-terrier, dictatorial demeanor 



until the shipping body in unanimous resolution declare "that agent cannot 
leave quick enough to suit me". Hot on the heels of the visiting "D.F.A.", 
who is supposed by many to always have an easy time, bobs up an obsequious 
Hebrew at the period of great car shortage, with a tale of woe about a man com- 
ing upon him just as he was loading a few bales and shouting "Here, what are 
you doing with my car?" It developed that the blusterer could not procure 
a car himself and bethought him to pounce on the inoffensive rag man and pur- 
loin the coveted empty box car. 

Fortified by an agreement with an anxious fresh fruit buyer, whereby he 
is guaranteed forty refrigerator cars in return for their haul homeward a few 
hundred miles, a call is made on a canned salmon distributor. This is his 
acknowledgment to your opening salute. "Who told you I had a car of 
salmon? I have no salmon and am not thinking of fish just now this isn't 
Friday". However, he proved amenable to reason and issued a routing order. 

A Grand Trunk Railway commercial agent related to me recently the 
following outline of a verbal castigation administered to himself by a mourner 
who must have been wearing indigo spectacles: "The idea of giving business 
to 'U.M.C.' lines, we'll have no truck or trade with them. It is very indiscreet 
of you to dare to try; when you can compete on an equal basis with the 'C.P.R.' 
then come in". A well intentioned, but premature overture earned one young 
general agent, new to his territory, an undeserved rebuke in response to his 
civil enquiries: "Well, I guess I hav'nt anything to say to you to-day". 

"I came in primarily to ask you to take luncheon with me, would you 
join me at one o'clock?" 

"No, I had my lunch at the proper hour" came the quick rejoinder. 
Fortunately, the balance of the day was spent among "white men" of whom 
there are 95 per cent, naturally inclined to transact business with reason and 
decency, and their broad guage tendency seems to expand in proportion to the 
magnitude and responsibility of their undertakings. 

Another gentleman occasioned a good deal of laughter telling on himself 
the story of taking his new chief on an introductory tour and being embarrassed 
to learn that the first manufacturer they called on had been dead for a year, 
and the second one, whom our friend knew to some extent, asking him what 
his name was. It takes time to talk away or live down these little incidents. 
Now and then a modest shipper with about one car a year traveling in your 
direction, will unblushingly suggest that he be loaned one of your annual passes 
for a little trip down to New York, and I recall hearing of a wallet of transporta- 
tion, in the wrong hands, being lost in the railway yards near Rochester. 

A number of the boys remember certain shippers who have had an insati- 
able longing for some substantial token in reciprocity for the traffic they could 
control, with a leaning towards a variety of household furnishings and what- 

Patronage lists and their influence, if operative the wrong way, are often 
the invention of the evil one and nullify the efforts of a conscientious worker, 
otherwise in good standing with all parties. One day Billy A , General 


Freight Agent of the Canadian Pacific Railway, called with a traveling repre- 
sentative on a certain undesignated Canadian biscuit factory: out came the list 
with the statement of the egregious young manager that "Your road is not using 
our product on its diners." 

"Well," promptly responded the truthful William, "It may be they are 
not good enough". 

To elaborate further, a contractor erecting a building in a distant city for 
a firm doing a large outfitting and general selling business, routed twelve car- 
loads of structural steel that he required, via the "P.D.Q.R." A wide awake, 
aggressive competitor coveted the haul of the material and meant to have it. 
They promptly placed an $80,000 order for hotel requisites with the outfitting 
firm and the latter, feeling the pressure where it was intended to be felt, 
capitulated, assuaged the contractor's rising ire in a monetary but lesser degree, 
which, of course, jilted the expectations of the "P.D.Q.R." 

A competing line with heavy purchasing appropriations has been known 
to often frustrate genuine tonnage hopes by wiring that the name of a shipper 
interested in a transaction, be removed from their patronage lists unless he im- 
mediately saw the error of his ways and banished consideration for a rival route 
or an M.P., in Victoria, B.C., we'll say, may exert some influence he may have 
and busy himself by telegraphing to forward specific public works supplies 
from the east this way or that. 

The staff of a district freight department may do considerable preparatory 
work regarding, for instance, the movement of Australian and New Zealand 
wool for Europe to find their plans upset by a necessary war-time embargo 
affecting the transport of sheep skins and crossbred wool through this port or 
that country. 

The bete noir of all railroad men is the shifty, unprincipled person who 
deceives you with a misleading yarn and means to do something else. A sample 
of this method of operating is outlined in the case following, and concerns a 
carload of pianos going from an Ontario town to Vancouver, B.C. Knowing his 
man, the consignee had telegraphed and also written the shippers "Route our 
car now loading 'N.C.O. & B.R.R.': under no circumstances deviate, pay no 
attention to other instructions, this is final." To dull the watchfulness of the 
interested railways, Ananias declared the shipment would be held pending 
the arrival from elsewhere of an enclosure of four pianos, meanwhile laboring 
secretly to dispatch the complete shipment in the interim contrary to instruc- 
tions. Temporarily balked in his fell purpose, to disarm suspicion when inter- 
rogated, he actually ordered placed on his siding a suitable car as a screen or 
camouflage, but pursued his original plan. Not until repeatedly disciplined 
by the head office did this factory manager desist and finally unload the for- 
bidden car and obey orders. Such an employee is a stumbling block to pro- 
gressive business. 

Disappointments and neck and neck finishes are frequent, but variety is 
the spice and fascinating magnet in railroading life and when shrewd manufac- 
turers repudiate narrowness by distributing the plums among a number, "We 


tfell on their necks with loud cries", as handsome 
Jack McGuire of the "C.P.R." would say. These 
incidents are reminiscent of a whiskey traveler 
who alleges he interviewed at Chicago the super- 
intendent of dining cars for a well known railroad. 
To quote his own words "I paid proper atten- 
tion to my personal appearance, wore my Persian 
lamb-skin coat and anticipated an order". Con- 
trary to expectations, however, the interview fell 
flat, no contract was made and for years after, 
this crestfallen liquor man went out of his way to 
divert his company's shipments away from that 
line via other channels, to the discomfiture of rail- 
^ way men in no way responsible and notwithstand- 

ing the fact that the offending Dining Car Superin- 
tendent stoutly contended it was not his road 
but another that was unappreciative or stocked 
with rye. Speaking of the commissariat depart- 

1 ^^^t& ment, George Tootle, the widely known dining 

^^^^^B JV car waiter on the G.T.R.'s famous International 

Jjj ^^f^S BHBr Limited train, who thinks lunch counters breed 

9Rd ^^r nervousness and indigestion, relates observing 

^^^^ at Chicago the following: 

A "hayseedy" looking man with field mice 

GEORGE TOOTLE jumping out of his whiskers, walked up to the 

lunch counter, seated himself on a stool, placed 

his bright-colored carpet bag on the next stool and partook of a hearty lunch. 
He passed the young man a $1 bill to take out the price of his lunch, 50 
cents, and was surprised when the youth said: "Not any change, sir; your 
carpet bag occupied a seat, and we must collect for that." 

The old man looked dazed for a second only, and then replied : 
"All right, my boy", and opening the bag, exclaimed, "Old carpet bag, I 
have paid for your lunch and you shall have it." 

Quicker than a flash he threw in a mince pie, a plate of doughnuts and sev- 
eral sandwiches, and departed amid the shouts of everyone in the station. 

One does not mind unintentionally stumbling on a hasty eruption in temper 
of a decent chap who has just found five of his letters opened by intent or on 
the part of a careless firm with a similar name, but we would rather not be 
granted an audience with an apple exporter who fathers four hundred barrels 
of fruit lying on the dock at Halifax ready for a ship's hold at the psycholog- 
cal moment when an inspector condemns the lot because the centres are filled 
with undersized apples. 

Tenacity of purpose and "Never say die" which compel results are 
w^ell exemplified by a happening that came to my notice some years ago, 
involving two cars of shoes which were routed and definitely promised to one 


trans-continental line. A rival corporation sent a city solicitor after them 
without securing the footwear. The city freight agent then essayed the task 
with like success. Undaunted the "D.F.A." was the next to try, but the 
shipper remaining firm stuck to his guns when the fourth application was 
made in the person of the freight traffic manager. The news spread and on 
Wednesday evening of that week, when the gentleman who shewed such valor 
in defending his citadel of shoe leather, to the accompaniment of the silent 
prayers of the party of the first part, called at the president's residence to visit 
his daughter, the denouement hung fire no longer. A word, under such cir- 
cumstances from the high official proved sufficient and the loser then under- 
stood the quotation, "An idol but with feet of clay." 

An active traveling agent and irresistible business getter told me once 
of a prominent London firm promising him a carload if he would remain absent 
for six months, of another who suggested "Sell some goods for us and we will 
favor your route," while the third an old 'Q' employee who claimed the 
'Q' was a large family looking at his watch, said "Wait twenty minutes." 
Waiting twenty minutes is a nerve-racking ordeal that also affects a gentle- 
man's prestige and a better method of procedure would be to pre-arrange a 
meeting out of deference to the demands on busy people's time. It is awkward, 
after traveling some distance for the purpose, to find on meeting the member 
of Messrs. Frett & Growl Limited, that he will not meet your eye, will not 
shew signs of animation, but with head down apparently saving his breath 
for a long distance race, terminates the interview in melancholy with "No!" 

There was a traffic official in an eastern metropolis some years ago, repre- 
senting a fine railroad but kept in the chair by other people's financial power, 
who was notorious for that stealthy, furtive habit of fumbling with his papers 
without looking up, as though fearful his eyes would convict him of his sins 
against men. 

In the category of queer ones could be listed the eccentric who accosted 
a friend of mine, now doing trustworthy executive work for the government 
railways, with "What, you here again?" 

"Just for three minutes, Sir, to place a routing order!" "You won't be 
here a minute, I'm too busy. I can't be bothered by you and your routing 
order; it isn't worth the paper it is written on." With people like this 
unmuzzled and at large, can you wonder at the increase in crime. 

Another good acquaintance who was invited to an inner office to unburden 
his mind and concisely recited the nature of his business without molestation, 
was dumbfounded when finished to observe the creature before him, without 
parley, touch a buzzer, summon a servitor and request him to "Shew this 
gentleman out." What would you rather do than live with him? Some men's 
physical boundaries and narrow-minded outlook are so small and contempt- 
ible that if a mosquito laid out a nine hole golf course on their torso he would 
be crowded for room. 

A decade or so ago there dwelt in a town an hour's ride east of Toronto, 
an individual like a ruffled grouse who thought to slay his interviewer sum- 


marily with "What you tell me goes in one ear and out the other," as he made 
a personally conducted tour to the door. Quickly came the retort courteous: 
"I am not surprised Mr. - - there is nothing there to stop it." 

Now comes that robust type that would probably not wince when getting 
it back in kind if his antagonist could fittingly measure up to his standard in 
words and deeds. Picture the horned and forbidding monster, swollen with 
pride of place, who greets the caller as though he were going to swallow him 
whole and allow his gastric juice to do the rest: "Well, your company has 
one H of a nerve to send you out here asking me for business: you built 
a station, some big contracts were let, but you were all looking out of the window 
when I wanted a slice," finishing with a coup de grace, "What have you got to 
say about that?" His caller replied, "I guess our management took a leaf 
out of your book; how much of your business have we handled in the past 
ten years, tell me that?" We learn to know who our friends are and when we 
have some favors to place we don't hurry with them on a platter to the people 
who forget our route, but try to remember those who realize that if we are 
lucky we run a train or two about once a week out west." The lengths to which 
some folks will go to make personal a neutral issue is astonishing. A man who 
had been employed in Chicago by a firm that could not prevail on the "C. & A." 
to give them an order, came to Canada to work for an Ontario industry and 
expressed his intention to gratify that grudge by witholding shipments of the 
new employer from the railway he had placed under the ban. 

The book of boors will admit of one more entry, being a letter I have 
permission to reproduce, which was addressed to one snob by a conscientious 
and sensitive young agent who has since transferred his energies to another 

Dear Sir 

The three sentences below 

"Who are you and what do you want?" "I would be ashamed to be 
so unpatriotic as to work for Yankee employers." 

"I'll give you fellows business only when I'm in a hole and cannot do 

form the subject of this communication and are exactly the 
text and sense of part of two conversations which occurred between you and 
myself involuntarily on my part and only because I was acting on 
orders while in the capacity of an employee of a "U.S.A." railway seeking a 
share of the routing of the freight traffic you purchased in the United States 
or shipped westward, and which, unfortunately, you controlled. 

No longer situated where behavior and language like yours has 
opportunity to greviously test the patience of myself, (and several others), 
permit me to allude to the impression you create. 

When people of your calibre, quite devoid of consideration and 
finesse, receive a business proposition with a verbal attack couched in the 
tone and vernacular of your moulding shop, they are, no doubt, running 


true to form, but they take refuge behind the assumption that there is 
no one to question their attitude. 

In doing so they indulge in a cowardly advantage over gentlemen 
who, by the nature of their employment, from president down, always 
have to remember the officials higher up ; remember also, that in giving free 
rein to their human resentment, they may be rewarded with a letter of 
complaint, half true and half garbled, sent in by some cad to an officer 
disloyal enough to first believe the outsider. 

Reflect on how disconcerted your son might feel were he to experi- 
ence the misfortune of meeting a sour tempered individual like yourself 
when first coming in contact with the commercial public. He could not 
do himself justice nor serve you well. 

The proverb says "One cannot make a silken purse out of a sow's 
ear," and although it is difficult to rebuild what the man in the street 
characterizes as a "rough neck," it is never too late to mend. 

The isolated class referred to are known by representatives of all 
businesses and are tacitly ostracized when the army of decent fellows is 
being discussed. 

"Please heed the handwriting on the wall" 

That man was "misfit" who should have been polishing apples for a 
Greek to quote Jack Rose, an original wit. 

After bidding adieu to the friendly personage who has accepted a mild 
cigar, but uncontented, megaphones to a couple of others at the rear in this 
wise, "Here Jake and Eddie, get in on the cigars," our conversation in the 
"smoker" again reverted to pianos and things harmonious and cheerful. 
Genial M. T. Case recounted how fire, while in transit, rained a carload of 
pianos when en route the west and the firm's western manager, a believer in 
long odds, filed a claim for reimbursement, itemizing the instruments at $500 
each. /hen the railway company received the billet doux they blinked and 
may have said "For the love of Mike" or something less classical and affection- 
ate. However, as soon as the firms attention was drawn to the amount of 
the claim the manager, with good judgment, clipped $200 off each piano and 
a prompt settlement was arranged. 

Only a few months ago an organized band of box car and freight shed 
thieves stole nine pianos and four phonographs from one railway company 
in a large city, and to date six had been recovered. Claims arising from 
damage, delay, theft, loss and wrecks are traffic men's enemies that play the 
mischief and filter through all departments to the chief legal authorities. 
Of late years the railway companies have been stimulated to eternal vigilance 
in order to combat daring robbers with confederate organization quite far 
reaching and involving from twenty to forty people within the ranks of em- 
ployees and outside. Such a gang is said to have stolen from one company in 
four months goods valued at $35,000, comprising candy, cameras, sugar, 
liquors, musical instruments and clothing. The investigation departments 
have recovered from beneath hay stacks not far from Toronto, Canada, for 


instance, forty suits of underwear and a dozen pairs of ladies high suede boots. 
Imagine the temerity of the men making off with twenty head of sheep from 
under the eyes of yardmen and special officers. The public press not long 
ago chronicled details of the loss of fifteen sacks of flour from one car en route 
Buffalo to Belleville. Whiskey is an outstanding temptation and many a 
headache that starts rolling fails to join the soda waiting at the other end. 
Out of a thirty case consignment from further west, making the one night 
journey from St. Thomas to Black Rock, there checked fifteen cases missing, 
lock, stock and barrel the wood only of four cases remained and eleven cases 
were intact. Unmerited onus for losses is now and then thought to rest with 
the railroads which enquiry does not substantiate. A well known firm in the 
congested wholesale zone of a neighboring city engaged a detective who pussy- 
footed about the premises for a year without locating a leak. This human 
bloodhound may have had a cold in his head and was a poor scenter as it was 
developed later that the shortages were manipulated as a side line by a vinegar 
mill shipper who got away with also $6,000 of the hardened cider mostly re- 
covered and had been supplying a small pickle factory through the medium 
of a carter who drove up daily for kegs. 

Railway companies very seldom pilfer, but the action of more than one 
railroad on this continent in appropriating urgently needed steam coal billed 
to others during the winters of 1917-18, will prepare the reader's viewpoint 
for a claim for reimbursement placed in the hands of the Silverplate Road, 
covering fifty cars of slack coal, lost and being vigorously traced, which that line 
had seized and hastily dumped into a big washout cavity. 

Whitewashing coal would seem to be a labor as unheard of as washing the 
spots off the leopard, yet, says the Saturday Evening Post, that apparently 
crazy scheme is carried out by some western railroads. The coal is white- 
washed, not for aesthetic reasons, but simply to prevent theft in transit. Be- 
fore a car of coal starts on its journey the top layers are sprayed with limewater, 
which leaves a white coating on each lump of black coal after the water evapor- 
ates. The removal of even a small quantity from that whitewashed layer is 
immediately detected, so that the exact junction or station at which the theft 
occurred can be noticed. 

Once upon a time when many boys were investigating the fallacy of the 
supposed transformation of a black horse hair into a snake after nine days so- 
journ in the rain barrel, a loaded oil tank car was glued to the rails in Detroit 
yards, but urgently needed on the other side of the international boundary. 
Giving a clear receipt, a connecting line hooked on to it, but almost immediate- 
ly finding the tank in a leaking condition because the discharge pipe had been 
snapped in a rough shunt, they shot it back to the original carriers. The 
latter were on guard and refused it, the tank in the meantime losing 200 gallons 
of oil. To aggravate matters, a third railway whose office was to deliver the 
shipment, looked askance at the "cripple" and thus both exits were closed. 
Despite the pleadings of the consignees for the oil, the middle line holding the 
"white elephant" turned to them a deaf ear until a settlement would be made. 


After much fencing and correspondence an adjustment on a mileage basis was 
arrived at. The road accepting the "bad order" tank was held liable for a 
proportion gauged by a thirty mile haul, and the comparatively innocent de- 
livering company, being ten miles longer, drew a debit of $4,000. 

The interpretation of a maze of tariff rates and a thousand lights and 
shadows affecting their application, as well as classification, deadlocks regard- 
ing analogous goods perplex and keep bright the wits of railway people, that 
the responsibility may be placed where it should rest. To elucidate this remark 
let me refer in passing, to a partly demented and very undependable dealer in 
a commodity that was barrelled long since gone to his reward who requested 
and obtained a quotation on a specific shipment of twenty cars, each to con- 
tain a stated number of barrels, which were to be of agreed size and weight. 
He then had made a larger barrel, forwarded the product in them and, of course, 
when weighed a heavy undercharge claim developed, the carriers holding the 
short end. 

Different from this was the experience of a car of eastbound California 
oranges traveling via the gorges and canyons of a Rocky Mountain railway. 
A broken axle precipitated trouble in the middle of the train which threw the 
"cripple" out of alignment and in shorter time than is consumed in relating it, 
the down-grade impetus and pressure wrenched it free throwing the disabled 
car clear. It fell to the bottom of the gorge, the automatic couplers linked 
the drawheads of the separated halves of the train and no one was wiser until 
the following springtime freshets uncovered the debris at the base of a cliff, 
clearing up a mystery for the checkers and claim department. 

Sparks from passing locomotives do widespread damage to crops and fen- 
cing and a battalion of agents are continually engrossed with personal injury 
matters and destruction of stock. A car of expensive western steers was 
recently heading eastward to the seaboard when early in the morning prairie 
grass in the racks of troughs igniting from sparks started a blaze. Being under 
way, the crew did not detect the trouble at once but, on learning the danger, 
they raced to the water tank at Ingersoll. Before the water was reached a 
draw bar pulled out and broke setting the emergency brakes hard, jolting the 
train to a sudden stop. Fifteen head of the cattle were found roasted to death 
and three jumped from the car and ran amuck crazed with blisters and the in- 
tense heat. Railroading is not all profit. Some days you cannot lay up a 
cent. The following true story is apropos: 

"How many cows have you now?" inquired the visitor. 

"Eight," replied Farmer Corntossel, discontentedly; "all comin' home 
reg'lar every night to make work for somebody." 

"I understand two of your neighbor's cows got hit by railway trains last 

"Yep. An' he got cash fur 'em, too. I don't see how that feller trains 
his cattle not to shy at a locomotive." Washington Star. 


When the public magnifies the cash returns from ticket sales and freight 
traffic it has not an accurate conception of the immense sums paid out annually 
by the railway companies for the adjustment of even small claims. Traffic 
Manager Adam Scott of the F. W. Woolworth Company, with eighty-five 
stores in Canada, was instrumental in having authorized during the past fiscal 
year $16,000 in vouchers issued to write off small claims on less than carload 
shipments of glassware and crockery. This firm controls nine hundred and 
ninety-eight stores in America and, the sums involved in this phase of profit 
and loss must be immense. 

On one occasion the Great Northern Railway wrote the Heinz Pickle 
Company, Leamington, Ont., regarding the collection of an undercharge 
amounting to $40.09, which arose from an error in prepaying the freight charges 
on a carload shipped to Vancouver, B.C. The Pickle Company's Traffic Man- 
ager, at Pittsburg, Pa., working in accordance with the Inter-state Commerce 
Act Rules, promptly acknowledged the liability in an elaborate statement, 
with cheque, assuring the railway company that the correct amount of the 
discrepancy was, on further investigation, found to be $80.45. In other days 
we all knew some people who would have gasped at such an evidence of gratui- 
tous fair dealing, but to quote from William Shakespeare, the listener would 
be fit for "treason, stratagem and spoils" whose risibilities are not tickled 
with a recital of the claim of a cautious old sexton, made on the Canadian 
Northern Railway at Winnipeg for two funeral tellings at $2 each which he 
would have received had the railway delivered the expected church bell in 
time. And so the old world and the amusing people on it, with their pleasan- 
tries and foibles, roll across the stage of every-day existence. 



Traveling Agent, Grand Trunk Railway, on the occasion of his marriage, 
Hamilton, Canada, May 27th, 1912 

44\TI 7E must encourage the young," said a former acquaintance of your 
V T father a benevolent old benedict who cheerfully swung into 
line with the friends wishing to mark your approaching marriage 
and who would honor you with more than the sentiments expressed herein. 

The matrimonial contract of that railroading knight is nearing comple- 
tion; yours is about to be undertaken with ideals, hope and resolve. Un- 
doubtedly the trail will develop many joys and some kinks in the path, but we 
are convinced that you can measure up to the best traditions of the lords 
of creation. Those who have basked in the rays of your genial personality 
prophecy you will prove docile "In bond" and all of us will "Watch your 

You spring from sturdy stock, long identified with railway construction 
in Canada, and since those other days in the loft of Hamilton's smoke smeared 
freight shed, down the avenue of occupations in your native city, abroad in 
Western Ontario and throughout the business zone of Toronto, few dare 
question your reputation for urbanity, commercial sense and thoroughness. 
Where master and man wrest for silver fortunes in Cobalt Camp, they say 
your methods and diplomatic behavior were "as smooth as a kitten's wrist" 
and a decided asset to the Grand Trunk Railway. 

As a reminder of your bachelor days and associations: as a token of regard 
when nearing the threshold of a momentous event in your life, accept from 
subscribing friends whose names are attached hereto, the accompanying 
gift of dining room furniture a contribution towards your household gods. 

To the estimable lady who is to become Mrs. Nelson, please convey our 
profound respect; we presume her journey from Brockville to Hamilton will 
be a personally conducted tour. You both have our earnest and best wishes 
for a happy future. 

For the Committees J. A. YORICK, C.B. & Q.R. 

J. M. COPELAND, C.M. & St. P.R. 
A. S. MUNRO, G.T.R, 
LYNN C. DOYLE, The Irish 




Her numerous railway and navigation sons abroad 

L. J. BURNS, D.F.A., Canada Steamship Lines. 
Toronto, Ont. 

J. J. BYRNE, Ass't. Pass. Traffic Mgr., Santa 
Fe Lines, Los Angeles. 

G. J. CHARLTON, Pass. Traffic Mgr., Chicago & 
Alton Road, Chicago. 

H. W. COWAN, Operating Mgr., Canada Steam- 
ship Lines, Montreal. 



D. E. GALLOWAY, Ass't. to President, G.T.R., 

J. GORMAN, Supt. Dining and Sleeping Cars, 
G.T.P.R., Winnipeg. 


Secretary, Can. Pac. Railway 

Montreal, Que. 


6. A. 


7. T. 

8. C. 

HERMAN, Ex-General Passerger Agent, 
"D. & C." Line, Cleveland. 

HILTON, Pass. Traffic Mgr., Frisco Lines, 
St. Louis. 

HORSBURGH, Ex-Gen. Passenger Agent, 
Southern Pacific Railway. 

T. LEWIS, Superintendent, Tenn. Central 
Railway, Nashville, Tenn. 

MARSHALL, Traffic Manager, Board of 
Trade, Toronto, Canada. 

R. MORGAN, Ex-C.P. & T.A. 
Fighting for us in France. 


9. A. S. MUNRO, Commercial Agent, G.T.R., London, Ont. 

10. G. W. NORMAN, Traveling Passenger Agent, G.T.R., Chicago. 

11. H. PARRY, General Passenger Agent, N.Y.C. & H.R.R., Buffalo. 

12. N. J. POWER, Ex-General Passenger Agent, G.T.R., now in California. 
ROBERT SOMERVILLE, President, Judson F. F. Co., Chicago. 

13. A. A. TISDALE, Assistant to Vice-President, G.T.P.R., Winnipeg. 

H. E. WATKINS, General Eastern Canadian Agent, Great Northern Railway. 

14. R. J. S. WEATHERSTON, Division Freight Agent, G.T.R., Stratford, Ont. 
N. VAN WYCK, Purchasing Agent, Canada Steamship Lines, Montreal. 

15. J. A. YORICK, Canadian Agent, C.B. & Q.R., Toronto, Canada. 



Timid Traveler vs. Tantalizing Ticket Clerk at the Bureau of Information 

Ticket Clerk Where do you wish to 

go, Sir? 
Timid Traveler Well, what stations 

have you? 
T.C. We have Portland, Oregon 

and Portland, Maine. 
T.T. Which is the cheapest? 
T.C. To Maine for $15 and tax, if 

you sit up nights. 

T.T. It hadn't orter come so high, 
I paid my taxes! 
Can you carry me to New York 
State, please? 
T.C. Delighted, if I could, but 

you're too heavy. 
T.T. (Puzzled). I mean could you 

sell me through to the Bronx? 
T.C. The strange animals are all 

there you might be caged. 
T.T. Well then, lona Station? 
T.C. What station do you own? 
T.T. You seem stupid, I mean I might go to lona Station. 
T.C. You have my permission, Ruben. 
T.T. I do want to go there in the worst way. 
T.C. Then don't use this line, we're the best way P.D.Q. way. 
T.T. Oh indeed, what does "P.D.Q." mean? 
T.C. I hate to tell you. 
T.T. But listen, my dear young man: 
T.C. Nay, Caesar, I'm not your dear young man! 
T.T. May I leave this basket of potatoes in the Office? 
T.C. Read that warning: 




T.C. What kind of nuggets are the spuds? 

T.T. Early Rose, my fine fellow. 

T.C. Some mistake, never knew Rose to rise early since Daylight Saving 


T.T. When will the 2.00 o'clock train come? 
T.C. One sixty. 
T.T. Will she be long? 

The Timid Traveler. 


T.C. Oh, about seven cars. 

T.T. Does she arrive soon? 

T.C. She's about due, there comes the conductor's dog. 

T.T. Where will she come in, you Smart Aleck? 

T.C. Right behind the engine to-day, I think. 

T.T. How long will she wait here? 

T.C. From two to two, to two two! 

T.T. (Musingly), he thinks he's the whistle on the locomotive. 

What part of the train do you consider most dangerous? 
T.C. Dining car, answered the dyspeptic. 
T.T. What became of the other clerk who was here? 

T.C. In the asylum one day a woman got a ticket without asking questions. 
T.T. Mercy Mister, this is terryble, give me a ticket to Moffat's Corners. 
T.C. Can't give you one, but I will sell it. 
T.T. Why is my train arriving so late? 
T.C. It's just like this: the train ahead is behind, and this train was behind 

before besides. 
T.T. Ma' conscience! 

When they found the old gentleman towards sundown, he had wandered 
to the yard limits and was seated in a free reclining chair car waiting for a 
hair cut. On hearing the doctor's diagnosis: "Reason undermined," he was 
assisted to an ambulance, as a hoot own settled on the bridge at midnight, 
and a yellow fog enveloped the sleeping city. 


Speaking of "Back talk" at a railwaymen's dinner, President Howard 
Elliott of the New Haven Lines, expressed sympathy for an employee tempor- 
arily under unbearable conditions and explained that when the conductor was 
punching tickets a man said to him, with a nasty sneer "You have a lot of 
wrecks on this road, don't you?" "Oh no," said the conductor, "You're the 

first I've seen for some time". 



A sweet young thing who had not traveled much, was riding on a high 
speed interurban trolley noted for its accidents. 

"How deliciously dangerous", she was thinking as the conductor approached. 
"How often do you kill a person on this road?" she enquired. The ticket col- 
lector smiled and as he pocketed her coupon he said, "Just once, Miss". 




Although the members of this Club carefully safeguard their Death Benefit Fund 
and derive profit from periodical addresses delivered to them by qualified speakers on topics 
of specific or general interest, they have realized that all work with trains or traffic affairs 
and no play, is an unwise plan of campaign. Until war time exigencies discouraged the 
practice, the Transportation Club indulged in an Annual June outing. 

Some incidents not posed for photographed at Jackson's Point Picnic. 


4 ^ " ET go the balloon and come to earth you crimson-thatched, wind- 
I jamming bush ranger," called Tommy Nelson, president of the 
Brantford Green Socks, from the convention hall vestibule to dis- 
cursive Claudius O'Toole, manager of the Ottawas, and the centre of a 
group following on the flight of steps above. 

"Heraus mit him!" vamoose with that lingo you ivory-crested Fenian, 
we'll shoot your team in the air like puffed rice from a Quaker Oats gun," 
was the manager's quick rejoinder, as he lighted a fragrant panatela. 

" You'll think you are playing in a vat of molasses when our merry men 
begin to stampede your bronchos," continued Mr. Nelson, winking at Duff 
Adams and Will Lahey to the accompaniment of covert snickers from the 
near by delegates dispersing after the session. 

The members and guests in the circular group ardently participated. 

THEY ARE: E. CALLAGHAN, General Agent, B. & L.E.R., Toronto, W. J. CONNELL, Traffic Manager, Linington, 
Connell Co., Toronto; L. L. GRABILL, General Baggage Agent, G.T.R., Toronto; Late JOHN GRAY, 
Agent, G.T.R., Toronto; F. G. GOULD, Traveling Freight Agent, G.T.R., Toronto; W. J. HAMILTON, Cana- 
dian Passenger Agent, L.V.R., Toronto; T. JACKSON, Traffic Manager, Jackson Manufacturing Co., Clin- 
ton; F. JACKSON, Merchant, Clinton; JOHN JOLLY, Contracting Freight Agent, C.P.R., Toronto; R. McRAE, 
Accountant, G.T.R., Toronto; P. G. MOONEY, Assistant General Freight Agent, C.N.R., Toronto; T. MULLINS, 
City Passenger Agent, C.P.R., Toronto; F. P. NELSON, C.C., D.F.A., G.T.R., Hamilton, and JOHN RANSFORD, 
Passenger Agent, G.T.R., Clinton. 

real; A. CRAIG, C.P.A., C.P.R., Hamilton; GEO. DONALDSON, C.F.A., G.T.R., Toronto (Overseas) ; T. HAGARTY, 
L.F.O., G.T.R., Toronto; R. M. HAMILTON, Superintendent, Hendrie Co., Hamilton; W. M. HOOD, D.F. & 
P.A., C.N.R., Sudbury; W. J. HOTRUM, C.C.L.A., G.T.R., Toronto; H. J. LECLAIR, T.P.A., C.N.R., Quebec; 
TOM LOCKWOOD, T.A., Allan Line; C. McHARG, M.C.P.A., T.H. & B.R., Hamilton; A. J. MITCHELL, L.O., 
G.T.R., Toronto; J. A. MORICE, Import Department, C.P.R., Toronto; H. PETERS, Fruit Merchant, Toronto; 
I. G. REECE, C.P.A., C.N.R., Ottawa; H. J. ROBERTS, C.C., D.T.A., C.P.R., Toronto; R. M. SEDGEWICK, 
Traffic Manager, Standard Chemical Co.; S. S. STACKPOLE, G.C.F.A., P.R.R.; J. THOMSON, Superintendent, 
Canadian Transfer Co., Toronto; E. R. THORPE, City Freight Agent, G.T.R., Toronto; C.L. WORTH, C.C., 
M.D., G.T.R., Toronto. 

"Ho! Hp! merry men and molasses is it? We'll feed them the syrup to 
sweeten their tempers after the Redskins scalp their cow-licks and curly-me- 
Q's," the Ottawas' chief exclaimed. 

''Your bunch of pretenders would grade about Tenth in the Western 
Classification and that's the tariff rating the railways give sand, bricks and 
other heavy, commodities" answered the director of the Green Sox. 

"Believe me, President you have a raft of flotsom and jetsom as variegated 
as a hedge of Sweet William; a flock of tortoises I call them," responded the 
ladylike O'Toole, appropriating the last word. 

However, "Opinion is private property which the law cannot seize," 
the old saw says. 

As with all other mortals of divers pursuits, these ball tossers can stand just 
so much baiting and then they bristle like an old cock when young chantecler 
invades his yard reaching for high C. With plenty of such good natured badi- 


nage and the dissemination of unlimited sunshine, the owners and managers 
of the clubs composing the Inter-lake League finished the early spring meeting 
convened to arrange the games schedule for the current season, making due 
allowance for national holidays and discussing railway fares with ticket agents 
Jack Campbell, Albert Craig and J. B. Doran. This league comprised the 
Brantford Green Socks, Knotty Lee's Hamilton Bengal Tigers, Saints of St. 
Thomas, home town of Bob. Emslie, National League umpire, and Gladstone 
Graney with Lajoie's Cleveland "Naps"; also the Cockneys of London, where 
Pittsburg Pirate George Gibson dwells neighborly beside the railway trium- 
virate Messrs. Ernie Ruse, Harry MacCallum and Hubert Hays, with Ottawas 
of Ottawa and Peterborough Blue Jays completing the roster. The rivalry 
and fortunes of the bustling sextette, as will later be seen, ebbed and flowed 
between Brantford, the hub of two thirds of the circuit, presided over by presi- 
dent Silent Thomas Nelson, C.P.A., G.T.R., nick-named the "Sphinx" for his 
wisdom and ability to guard a secret deal, as far east as Ottawa on the big river 
where Claudius O'Toole had cajoled and berated his henchmen into winning 
the bunting the season before. 

When the present Mr. O'Toole was yet a squalling infant the suffering, 
patient sponsors saw to it that his name was set down in the vestry register as 
"Claudius" with the saint's name Dominick added, but the creepy nickname 
"Spider" automatically clung to "Claude" like the monkey man to the neck of 
the famous Sinbad the sailor who figured in Arabian Nights. The youth 
grew rangy, with long shifty legs, and his arms, ornamented with grapplers, 
seemingly as numerous and resourceful as the tentacles of a cuttle fish, were 
the wonder and pride of the freshmen at St. Augustine's Seminary who doted 
on his prowess and perennial good nature. 

At all times an awed respecter of Irish tradition, Spider O'Toole rever- 
enced St. Patrick's memory in full measure, and like that venerable sainted 
man, could not tolerate anything that wriggled: and who could blame him. 
The word "cringe" was not in his encyclopaedia and as he never "crawled" 
himself, he abhorred spiders and snakes as the devil scowls on piety. With 
him they were as popular as a horse thief in Utah. His dislike for cobras, 
constrictors, rattlers and all that ilk that do the hesitation glide without legs, 
was no spasmodic, abnormal antipathy, mark you, born of flirtations with the 
grape when purple, for he had never been known to arrive at a condition super- 
induced by an over-indulgence in the bottled and popular elements of convivi- 
ality. Always a man of nerve and aggressiveness, he shunned those toy cam- 
eras and fake electric pocket flashes, concealing jumping adders as he would 
the wails of the family Banshee, while buggy whips and garden hose lying 
about in the gloaming were sure to send shivers gamboling up and down his 
spinal network. Naturalists tell us the sagacious elephant, big as he is, will 
promptly side-step a lizard and why not? 

One rainy evening after the teams of the Inter-lake League had rid them- 
selves of Charley-horse, glass arms and proud flesh, and were schooled and 
whipped into tolerable fettle for the ordeal of endurance and dexterity, with 


the opening day a short week off, Thomas Nelson, President of the Green Sox, 
met Spider O'Toole with others of the clan in the Algonquin Hotel rotunda. 
With them were Francis Nelson, Sporting Editor of the Globe, Dick Kearns, 
Fitzgerald and Charlie Good, and near by in the billiard room Harry Thorley 
and Billy Hamilton were making some fancy shots with a party they were 
booking to Europe, via the L.V.R. and White Star Line. Said Thomas quite 
carelessly, to Claudius, as he shifted the position of an undiscernable portion 
of Piper Heidseick from one cheek to the other, "We think we have better than 
an even break with the Ottawas on dates for the season's schedule Mr. O'Toole: 
in other words, my Christian friend, I have the edge on you." 

Oh, have you Mr. Sphinx well don't strain your diaphragm gloating over 
that paper advantage: I'll dull your edge so badly that you will have your 
spavined free lances at the horse shoers in a month, I will, so I will and I'll 
leave it to your friend Ira Thomas, Mitch. Thomas or St. Thomas. 

"I trow not, Spider. We have gathered in the net as fine a cluster of 
brilliants as ever crossed the Giant's Causeway since the days the Gauls hung 
to the branches with their tails. I hope Connie Mack is unaware of their 

"Mr. McGillicudy is still a young man: too bad to have him choke to death 
with laughter and he in his prime," commented Claudius O'Toole. 

"The Green Stockings are a lot of limber base ball professors, bright as 
patent stove polish, and when your kindergarten is introduced to their science. 

At this juncture, Will. Connell and Harry Watkins with the "Great Nor- 
thern", who had just come in from the theatre after enjoying Dick Sheridan's 
"School for Scandal", naively enquired if Mr. O'Toole's redskins would win 
their opening game with the Peterborough Bluejays a week hence, adding 
"The birds are touted tough as hickory and hard nuts to crack". 

"We'll crack their kernels as sure as Hades is a man trap," said the Spider, 
"or make them work so hard they'll ferment and blow their heads off." 

"As a precaution, have your willie pink collegians remove their hobble 
skirts," chimed in Tom the Sphinx, with a significant smile. 

"If the Bluejays loom such a menace to our aspirations, gentlemen," 
retorted O'Toole, with a twinkle in his eye, "my humorous contemporary of 
the Brantford Green Legs had better buy nine shrouds now and fix a date for 
the wake." 

"Too much levity Spider, too much levity: 'a sooty chimney spoileth 
many a beefsteak'. Do be advised" continued Nelson, childlike and bland. 
The Green Sox team has one batter who is a potential phenomenon. On 
a clear day he can propel the sphere across the lagoon to the Cape Verde Islands 
and make it sizzle so that the natives think it is a Jack Johnson or a sputtering 
meteor from Mars." 

This was intended to spike the mortar of the rangy collegian but it didn't. 

"See here, Mr. President, be careful that no one hangs crepe on your nose 
or the public will get on to the fact that your brain is dead", was the response. 


"I'll bet Senator, the Irishmen will stitch up your savages so neatly they 
will be about as effective as a camera fiend in a London fog." 

"If that strain is put on us," cried OToole," "I'll ride a slippery log over 
the Chaudiere Dam at Ottawa and you can be there to see from the bridge 
north of the Chateau Laurier." And he wished later there was bark on that 

Some one said "Would you indulge in a mild libation if properly ap- 
proached?" and a wag you all know said "We do not know you well enough 
to refuse you, is the gentleman with the 'still' exclusive?" 

"So exclusive, my boy," was the reply, "that you have to be both a True 
Blue and a Knight of Columbus to gain an entree" , and with that their voices 
died away in the distance. 

Tim Mullins, Mel. Thomson and Jim Edwards of the G.T.R., who came 
up from Ottawa said at dinner the day Peterborough and Ottawa clashed that 
Spider O'Toole refused spaghetti because it squirmed and slid off his fork like 
the tempter in the Garden of Eden and he finished the meal without ridding 
himself of a half-defined presentment of evil. It beats the Dutch what odd 
little whims and superstitious notions some of those base ball players cherish 
and permit to influence their daily actions and fortunes. 

Try to develop on the film of your memory the picture of a moderately 
expansive diamond and outfield, the grass exceptionally abundant on account 
of the adjacent moisture and the entire enclosure surrounded by the shapely 
maple and a variety of other trees adorned with vivid spring foliage. Include 
in the perspective the hurrying, foamy waters of the serpentine Otonabee River 
flanking the parkside before spreading wide to the harbor beyond and you 
glimpse the arena where Claudius O'Toole lost his first game to the merciless 
Bluejays and likewise his wager. 

These were the home grounds of the Peterborough Bluejays, and the players 
located on the chessboard as strategetically as might be, were there "with the 
lard in their hair," eager to circumvent the Ottawa nine and provide an inter- 
esting premiere that afternoon for their supporters who buzzed with expectancy 
and speculation, tier over tier, as the early innings progressed. 

Jim Skinner and E. T. Carr encouraged the Jays, and in the telegraph 
cupola where Tony Webster was at the key, sat Jimmie Anderson, Jack Tin- 
ning and John Melville, hoping to ticket the players to Western Ontario. 

Considerable betting and some odds had been laid here and there on the 
result among the fans and normal local adherents, and in several outside quar- 
ters anticipation was keen, but down in the reeds and stone piles beside the 
rushing eddies, where a large water snake and his partner were basking with 
several smaller amphibious creatures in the sunshine, nothing was known of 
all this. The pair in sable and bronze habiliments, displaying the activity and 
boldness peculiar to the breed in mating season and their need of food after 
long hibernation, were fearlessly foraging beside the sedge at the river's edge, 
and woe betide the luckless chub in the shallows or lazy frog on shore caught 
napping. The ball ground outfield ran down close to the river, terminating 


at a high fence, and was uniform and level save for a few depressions in the 
black loam where was once a swamp. Owing to the dampness and shade the 
grass refused to grow hereabouts. The game progressed with tantalizing 
uncertainty until the pivotal seventh innings, the advantage resting first with 
the Bluejays and then with the Redskins. At this point the Ottawas gained 
the ascendancy with a batting rally and Spider O'Toole, who played deep 
centre field, worked closer in stimulating his men with "Ginger up Germany, 
to the youth at second you can't coax a living from the public on that form." 
And again, to the young spitball pitcher, "Steady Slim, nice work lad, take 
your time, you have them coming and going as easy as pulling on an old glove." 

At the conclusion of the eighth inning the score stood 4-4 and the Spider's 
braves in their half of the ninth chalked up but one more circuit as the Blue- 
jays, though nervous did not crack and were making no costly errors. The 
stands began to rumble as the home players went to bat for the last time, a 
boy clinging to an over-hanging branch called "Oh Mr. O'Toole, we'll make 
you take your gruel" and the palpable excitement of some of the ladies who 
were on their feet, caused otherwise sober spectators to turn the meeting into 
temporary pandemonium with waving arms, hats and vocal extravagances. 
M. J. Baker and his friend Jamieson, came with the saints, and the stentorian 
tones of Stanton A. Baker, representing the "Great Western", calling the plays 
to Tommie Gormally and Harvey Hagerman over at Oshawa, could be plainly 
heard above the din. 

In the midst of the uproar Eddie D - and his acquaintance O. G. C. 
Willard, faultlessly attired, when passing the grand stand, and thus perchance 
unconsciously giving the ladies a treat, overheard an Old Country friend with 
John Ransford exclaim, 

"Aw, my word, this is a strange game!" 

"How so strange?" queried John. 

"The players seem to have an unlimited license to indulge in personalities, 
don't you know hear how they 'rat' each other!" 

"They don't mean it, those boys are milk-fed, college-bred, and the salt 
of the earth", explained the sage from Clinton. 

"My Eye, observe the pitcher and catcher are even now conspiring to beat 
the batter", continued the newcomer. 

"Oh, that is only camouflage to deceive the enemy, replied his host." 
The visitor's marked impartiality towards the stubborn progress of the con- 
tending teams recalls the attitude of the lady whose husband was in mortal 
combat with a grizzly bear, exclaiming, "I never saw a fight I cared so little 
about who won". 

As was prognosticated, the heavy hitter to Cape Verde Islands arose to 
the occasion and smacked a fair one on the nose to left which the fielder fumbled. 
He lead off a dozen feet and made second with a hook slide when a foul tip 
clipped the catchers' finger and the ball rolled to the screen. The tension 
increased. From where he stood, legs apart and watchful, O'Toole stormed 
and upbraided at the top of his voice, swearing by the web-footed, bald-headed 


Siamese twins, while the pitcher and backstop conferred. The umpire's indi- 
cator shewed two men on bases and no one out when the third birdman stepped 
over to the plate and stood motionless as Sejanus on his horse. His plan or 
the captain's orders counseled a waiting policy, and such patience was repaid 
with four balls, earning first base, forcing his mates and filling the bags. Whoops 
and yells tore jagged holes in the atmosphere, and even momentarily discon- 
certed the fourth and last friendly batter. "Slim" threw him a swift ball at 
which he swung to no purpose, and it lodged with a resounding plop in the 
cavity of the catcher's mitt. Again the man on the mound moistened the now 
soiled horsehide and repeated the performance, but the strain was terrific and 
his features registered it plainly. The next one was low and wide. Once 
more he threw, transmitting decided curve to the sphere, but it lacked sustained 
velocity and slowed down in progress. The waiting batter saw his opportunity, 
breathed a fervent " Welcome Mr. Spalding" and received it squarely. The 
ball sailed over the pitcher's head and past the shortstop's clutching digits just 
at the instant Spider O'Toole was vociferating "Oh, you son of a snail". This 
compliment to the exhausted "Slim" smothered in his mouth as he realized 
the sphere was heading to his territory. True to instinct, his tentacular me- 
chanism sprang alert and making a sanguine, mighty vault his fingers just 
touched the ball, the contact and a puff of wind diverting its course and down 
it came behind him not far off. The dirty ball ceased rolling two yards away, 
resting in one of those shady, somewhat deep hollows in the black loam close 
to the river bank and fence. Alive to the crucial situation quivering at half 
cock on the diamond and savagely intent on thwarting the runners as well as 
to maintain his lead, the Spider spun round in a flash of time and half blindly 
leaping on the dirty horsehide stumbled, falling at full length face down as his 
hand closed over the coveted ball. 

O ye hooting witches of the midnight orgy and screeching jagaurs squirm- 
ing in the fatal coils of Columbian pythons, never was there such a scream and 
succession of fearful cries emitted as arose from the prostrate player rolling 
over and over before the multitude in an agonized struggle to right himself. 
The approaching bay of a hungry winter wolf pack in full tongue is unequalled 
as a shudder producer and fearful indeed, our ancestors say, were the howls 
of redskins bent on massacre. The field and stand had never listened to these, 
but they heard Spider O'Toole and were transfixed with thrills in speechless 
anticipation. Wild eyed and sweating they found him, the grimey ball still 
in his grasp and two water snakes wound about his wrist and forearm with 
ugly heads and forked tongues shooting this way and that as their bodies 
writhed and rubbed his bare skin in efforts to free themselves from his power- 
ful clutch, poor O'Toole dancing in near convulsions, meanwhile beseeching 
the rescuers to free him from the loathsome girdle. It would appear that the 
reptiles had come out of the water, as they sometimes do, and after the manner 
of their kind, curled up together and gone to sleep in one of the swampy de- 
pressions close to the fence bounding extreme centre field, and this was the hand- 
ful the fingers of Claudius O'Toole closed on. The shortstop and fielder who 
first reached their horrified leader state sub rosa that he was muttering pieces 


of prayers, swearing on the bones of King Kelly, and vowing by Ptolemy's 
ancient mummies that he would nail those flying runners at the plate. In 
his wanderings he was heard to mention "Log over the Chaudiere", "See their 
flat, evil heads" and "St. Patrick to the rescue". 

When the commotion subsided and the contented Peterboroughese were 
discussing the absorbing topic on their way home, Mister O'Toole disrobed 
in the dressing room and while introducing his friends Gerald O'Flaherty and 


City Passenger and Ticket Agent, G.T.R., Brantford, Ont.; 
former President, Brantford Baseball Club. 

Jimmie Goodall to Mr. Nelson, declared by all the hairy chested "oorang 
ootangs" in the Zambesi Country that he would in future manage his team from 
the bench when they clashed with the Bluejays at home. Therefore you may 
not view Spider O'Toole in action again beside the winding Otonabee River, 
but sooner or later, he will emulate a spike-heeled river driver with peavie in 
hand, riding a pine log over the Chaudiere in order that a pound of flesh may 
be delivered to Silent Tom Nelson, President of the Brantford Green Sox. 



1804 Richard Trevithick experimented in England with the earliest type of 
steam locomotive and it is said that his son F. H. Trevithick, was the 
first locomotive superintendent of the Grand Trunk Railway. 

1807 Fulton introduced the use of a steam propelled vessel on the Hudson 
River, which proved a practical success in handling passengers and goods 
between Albany and New York. 

1809 Period of the first steamboat operated between Quebec and Montreal 
on the St. Lawrence River. 

1814, July 25 George Stephenson, Father of Railways, successfully operated 
his steam locomotive "Blucher" in the coal country of the Tyne, at four 
miles per hour, which was the first real inception of steam engines as a 
commercial possibility. 

1816 S.S. "Frontenac" was the earliest Lake Ontario steamer. 

1825 Stockton & Darlington Railway opened to traffic in England. 

1828 Saw the first steam driven train in America, operated by the South 
Carolina Railway, South Carolina. 

1830 The Baltimore & Ohio Railway engine "Tom Thumb" was used. 

1831 Witnessed the launching, according to Doctor Sandford Fleming, of 
S.S. "Royal William" which completed a passage from Quebec to Lon- 
don, England, in 1833, consuming 25 days from Pictou, N.S. One of 


the owners was Samuel Cunard, born in Halifax, N.S., who, with his 
brothers, created the nucleus of the now famous Cunard Line. In June, 
1894, a brass tablet commemorating the event was unveiled in the 
Parliamentary Library at Ottawa, by Lord Aberdeen. 

1832, July 31 First American Railway train on the Mohawk & Hudson Ry. 
which ran between Albany and Schenectady, N.Y. The train was 
pulled by engine "John Bull" which came from England in S.S. "Mary 
Howland". It heads this chronology. Among other passengers in the 
last coach was Thurlow Weed, Esq., Editor Albany Evening Journal 
and ex-Governor Yates. The footnote states that in the second coach 
traveled Jacob Hays, a celebrated New York thief catcher. 

1832 First railway charter issued in Canada to Champlain & St. Lawrence 
Railroad, an 18 mile line from La Prairie, Quebec, on the St. Lawrence 
above Montreal, to St. Johns, Quebec, on the Richelieu River. The 
motive power was horses until steam engine replaced them in 1837. 

1837 Cumberland Valley Railway, in Pennsylvania, is said to have used the 
first sleeping car. 

1838, April 3 Lieutenant Roberts, R.N., set sail from Cork, Ireland, in the 
two funnelled, one master "Sirius" of the St. George Steam Packet 
Company, with forty passengers at 35 guineas per capita, and arrived 
at New York in 19 days, being the earliest steam vessel crossing from 
Europe to America. 

1850 First public proposal, as a practical enterprise, to lay a Trans-atlantic 
cable, made by Right Reverend J. T. Mullock, Catholic Bishop of 
St. Johns, Newfoundland, which American Trans-atlantic Telegraph 
Company realised in 1867 under the chairmanship of Peter Cooper, 
the philanthropist. 

1851, Sept. At Boston, Mass., occurred a three day jubilee to celebrate the 
connection by railway of Montreal and Boston, at which President Fit- 
more of United States and Lord Elgin, Queen Victoria's representative 


in British North America, were prominent amongst a large gathering 
of distinguished international visitors. 

18512 First international suspension bridge erected over Niagara River by 
Great Western-New York Central Rys. The engineer was John A. 
Roebling, it cost $400,000, kites were used to carry across the first ropes. 
The late Bob. Lewis was telegraph operator at Suspension Bridge at 
that time and Ferdinand Richardt painted from a daguerreotype the 
picture of this bridge from which D. L. Glover engraved any prints 

1852-3 Inauguration of Ontario, Simcoe & Huron Railway. Incorporated 
1849, it was the first of Ontario's lines and ran from the foot of Brock 
Street, Toronto, to Collingwood, on Georgian Bay. It became the 
Northern Railway 1859, amalgamated with the Hamilton & North- 
wester?! Railway 1884, and was merged into the Grand Trunk Railway 

The Lady Elgin, Ontario's first locomotive, made for the O.S. & 
H.R., came in parts from Portland, Maine, 1852, traveled via Oswego, 
N.Y., and vessel to Toronto, and John Harvie, lately deceased in that 
city, was the first O.S. & H.R. conductor in charge of the train this 
engine pulled, Carlos McColl was the first driver and Joseph Lopez was 
the first fireman of that ancient locomotive. It was broken up and 
melted in 1881. 


Timid Party "This train seems to be traveling at a fearful pace Ma'am! 
I feel nervous." 

Stolid elderly female "Yus aint it? My Bill's a-drivin' of the ingin' an' 
'e can make her go when 'e's got a drop o' drink in 'im. Tit Bits'" 

1853 Telegraphy was used by the Grand Trunk Railway. H. P. Dwight is 
said to have been the father of the utility in Canada. 

1853-4-5 Great Western Railway of Canada built from Niagara Falls via Lon- 
don to Windsor beside Detroit River. 

1853-63 C. J. Brydges was managing director, respectively of the Great 
Western Railway and Grand Trunk Railway in Canada. 

1854, July 22 Victoria Bridge over St. Lawrence River, which cost $7,000,000, 
was started and in November, 1859, it was opened for traffic. 

1855 H. C. Bourlier, formerly Western Passenger Agent Allan Line, Toronto, 
was manager, agent and conductor of trains on 48 miles of line from 
Point Levis to St. Thomas, Quebec, on the I.C.R., which he designated 
the "Tommy Cod" Line. 


lXf)(), Oct. 27 The Grand Trunk Railway, incorporated 1852, operated its 
first train from Montreal to Toronto in fourteen hours, the Quebec 
Metropolis celebrating the event by a banquet in the Point St. Charles 
Shops when 4,400 people sat down beside a mile of tablecloth. 

1858 Chicago & Alton Railroad experimented with George Pullman's car 
and Colonel J. L. Barnes, afterwards for years superintendent on the 
the Santa Fe System, was the first parlor car conductor. 

1860-63 A brother of John Bell, late General Counsel of Grand Trunk Ry., 
genial, humorous Robert Bell, built and managed the Prescott & Bytown 
(Ottawa) Railway, an early undertaking born of many vicissitudes, 
which resorted in extremity to wooden rails to enter Bytown. 

1864 The first successful trial of a railway postal car, assorting mail matter 
in transit, occurred on the "C. & N.W.R." and other lines. 

1869 A. O. Pattison, now G.T.R. Agent at Clinton, Ont., was ticket seller 
with the "G.T.R." at Brantford, Canada, in the days of C. J. Brydges 
and W. J. Spicer. Conductors Ausbrooke and David McHaffy were 
his contemporaries. 

1869 Toronto, Grey & Bruce Railway, Toronto to Owen Sound, Ont., and 
Teeswater, was built by Edmund Wragge. 

1869-1875 Walter Shanley, a Montreal railway engineer, constructed the 
Hoosac Mountain Tunnel. He was a Canadian M.P. and lived for forty 
years in the St. Lawrence Hotel at Montreal. 

1871 John Francis, youthful, alert and clever, was day operator and ticket 
clerk in the old station at Prescott Junction, Ont., laying the foundation 
with a little wrestling and scuffling thrown in, for his gradual progress 
to the General Passenger Agency of C.B. & Q.R., Chicago. 

1873-4 International Bridge from Black Rock, N.Y., to Fort Erie, Ont., 
endorsed jointly by C.G.W.R. and G.T.R. , built at a cost of $2,000,000, 
was opened to traffic at this time. C. Czowski and D. L. Macpherson 
were the contractors. Thomas Matchett, now C.T.A., C.P.R., 
Lindsay, Ont., was installed as the first telegraph operator at Fort Erie 
by H. P. Dwight, Superintendent of Montreal Telegraph Co., Toronto. 

1876 Intercolonial Railway, opened for traffic Levis, Quebec, to the Maritime 
Provinces, was constructed under commissionership of C. J. Brydges. 

1881 Nicholas Weatherston managed the Grand Junction Railway at Belle- 
ville in this year. A graduate of the "Great Western", he was long 
with the Intercolonial Ry. at Toronto, and his father commenced work 
in 1835 on the Normanton & Leeds Railway built by the famous George 


o Regime of the late (Sir) William Whiti' and John W. Loud, at the- period 
of the G.T.R. G.W.R. merger, Toronto, when George Pepall, Asst. 
Foreign Freight Agent, G.T.R. to-day, was Inwards Freight Clerk and 
D. cle Cooper, now C.F.A., L.V.R., w r as employed on the "Outwards" 

1891, Dec. 7 St. Clair Tunnel, Sarnia, Ont., to Port Huron, Mich., opened 

to travel. It was begun in 1888, cost $2,500,000 and was electrified in 

Entries in diary of E. de la Hooke, London, Canada City Ticket Agent, 
Grand Trunk Railway. Callers who registered at his office: 

1892, Jan. 6 Snowing heavily 

J. J. McCarthy, West Shore 
Edson Weeks, P. & R. 
J. A. Richardson, Wabash 
J. H. Morley, C. & N.W.R. 
H. D. Armstrong, M.P.R. 

1892, Jan. 20 Bright, 30 degrees below zero; lunched at Tecumseh Hotel 
with : 

J. N. Bastedo, Santa Fe 
J. M. Huckins, G.N.R. 
Jim Steele, C.P.R. 
A. J. Taylor, St. Paul Road 

1892, July 18 "Grand day, but Oh my, another hot 'un". Meeting of 

Grand Lodge. Callers who registered : 

Wm. Askin, Beatty Line 

C. W. Graves, G.T.R. 

W. G. McLean, C.P.R. 

A. Patriarche, F. & P.M. 

T. Ridgedale, N.P.R. 

P. J. Slatter, G.T.R. 

L. Wheeler, Clover Leaf Route. 

1892 Toronto, Hamilton & Buffalo Railway Company secured charter, its' 
nucleus being the 18 mile Brantford, Waterloo & Lake Erie Railway, 
their Waterford extension opened 1895 and the Buffalo-Toronto through 
service was inaugurated June, 1897. 

1893, Jan. 18 Entries in diary of E. de la Hooke, London, Canada "Bliz- 

zard, one listener frozen". Visitors registered were: 
W. R. Callaway, C.P.R. 
M. C. Dickson, G.T.R. 
J. D. Hunter, Allan Line 
McCormick Smith, C.B. O.R. 
W. B. Murray, Erie Rd. 


1893, March 23 Bright, mild, springlike: 

Howard J. Ball, D.L. & W. 
B. H. Bennett, C. & N.W.R. 
Phil. Hitchcock, D.L. & W. 
W. E. Rispin, G.T.R., Chatham 
S. J. Sharpe, Erie 

1893, Sept. 28 Bright, glorious morning Entries 
G. T. Bell, G.T.R. 
J. Guerin, C. & N.W.R. 
Will. Jackson, Clinton 
B. W.Johnson, U.P.R. 
J. G. Laven, M.C.R. 
H. G. Thorley, White Star Line 

1895, Jan. 1 Sunshine, cold and dusty- 
New Year gift, Eastern Line commissions all withdrawn. 

1895 Henri Menier, famous French Chocolate King, secured possession of 
Anticosti Island in the mouth of the St. Lawrence River, first fiefed by 
Louis XIV in 1680 to the explorer Sieur Louis Joliet, and Senator Gaston 
Menier now uses the 30 mile Anticosti Railway to market the island's 



1895, Feb. 7 Coldest yet, lines blocked Callers to register: 
W. E. Belcher, N.P.R. R. S. Lewis, L.V.R. 

A. J. Macdougall, 111. Cent. 
R. F. MacFarlane, Dominion Line 
W. J. Mason, N.P.R. A. J. Spurr, C.B. & Q.R. 

1895, July 12 Very hot and close, circus in town, L.O.L. William III 
J. H. Duthie, Dominion Line 
W. Hatch, R. & O.N. Co. 
W. B. Lanigan, C.P.R. 
C. E. Macpherson, C.P.R. 

1897, July 20 Extract from E. de la Hooke's diary: Arrival in London of 
Geo. B. Reeve and official car party, including Geo. T. Bell, W. E. 
Davis and J. E. Quick. 

Other agents in town who dropped in at the Clock Corner were: 

P. F. Dolan, Gorge Route 

Geo. McCaskey, N.P.R. 

C. E. Morgan, G.T.R. 

H. J. Rhein, Big 4 (L.S. & M.S.) 

1902, Oct. Canadian Ticket Agents' Association held its annual meeting in 
Washington, D.C., this being their first convention taking place outside 
of Canada. 

1902 Conductor James Guthrie, who so ably handled the special train on 
tour with their Royal Highnesses, the Duke and Duchess of Cornwall 
and York now the King and Queen was complimented in special 
letters for his appearance and deportment on this occasion by Geo. T. 
Bell, G.P.A., and Superintendents Brownlee and Gillen. 

1903 National-Transcontinental Railway 1,804 miles Moncton, N.B., to 

Winnipeg, planned by the Laurier Administration, was begun this 


1903-04 Canadian Government issued a charter to Colonel Floyd, Cobourg, 
4 and others, authorizing the Campbellford, Lake Ontario & Western 

Railway from Cobourg to Campbellford, which became the nucleus of 

the "C.P.R." Lake Shore Line to Ottawa. 

1904, March C. B. Foster, then D.P.A., C.P.R., and J. O. Goodsell, C.P.A., 
U.P.R., gave a supper of clams and drawn butter, periwinkles and toast, 
with good fellowship, to fourteen railway guests at the Leader Lane 
Cafe, Toronto, Ed. Sullivan, Proprietor. 

1907 Tehauntepec Railway, 190 miles from Atlantic to Pacific Oceans, con- 
structed by British capital and partly controlled by the Mexican Gov- 
ernment, was this year opened to traffic. 

1908, Sept. 22-23 American Association of General Passenger and Ticket 
Agents held their 53rd annual convention at Toronto. 


1909, Nov. 30 At Queen's Hotel, Toronto, W. R. Callaway, G.P.A., Soo 
Line, was tendered a luncheon by railway men and personal friends 
equally represented. A. J. Taylor in the chair. 

1909 St. Valentine's Day The Rainy Day Club convened at the King Ed- 
ward Hotel and received William Shakespeare's report on the Merry 
Wives of Windsor. 

1911, March 17 J. D. McDonald tendered a farewell banquet to mark his 
promotion to position of A.G.P.A., G.T.R., Chicago. 

1911, Sept. Aerial post first attempted in Great Britain between London and 

Windsor and proceeds devoted to public charity. 

1911-12, April Fat stock shows at Clinton, where some laundries were pur- 
chased and addresses made on intensive cultivation of the juniper bush 
by railroading honorary judges. 

1911-12 $180,000,000 was total cost of Grand Central Station and environs, 
built by the New York Central & Hudson River Ry. 

1912, May 1 Richard Tinning completed fifty years with "G.T.R." in Can- 

ada and was given complimentary dinner, diamond pin and purse. 

1914, April 7 Cy. Warman, engineer, Denver reporter, publicist and success- 
ful writer of railroading prose and verse once with "G.T.R." adver- 
tising department died in Chicago this date. 

1914, July 24 A century of locomotive use was appropriately celebrated when 
a 410 ton "Centipede" engine of the Erie Railroad pulled 250 loaded 
cars, weighing 21,000 tons, a distance of 40 miles at 15 miles per hour. 


"Can you run an engine," said the yardmaster to Martin Maguire? 

"Can I run an engine," sniffed the bold Hibernian; "there's nothing I'd 
rather do than run a lokeymootive all day long. Huh! Can Oi run an 

"Suppose you run that engine into the round house," suggested his boss. 

Bluffing Martin climbed into the cabin with his orders in his mind, looked 
the ground over, spat on his hands, grabbed the largest handle and gave it a 
mighty yank. Zip! away went the engine into the roundhouse. Guessing 
the trouble ahead he reversed the lever clear back. Out she went in she 
went and out again. 

Then the chief yelled, "I thought you said you could run an engine?" 
And Ma'rtin Maguire quickly replied, "Oi had her in three times, why 
didn't you shut the door?" 

1915 $113,000,000 in taxes was paid by United States Railways. 
1917, Oct. 17 The first train rolled over the new Quebec Bridge and trans- 
continental link. 


1917, March 17 The Alfalfa Club gathered and performed with eclat. Owing 

to the date and name, somebody suggested that the green tablecloth 
be used and many witticisms and bon mots were exchanged. 

1918 Grand Trunk Railway System, composed of about 125 lines, that had 
early independent, statutory beginnings, celebrates her 66th birthday. 

1918, March President T. Woodrow Wilson, U.S.A., signed the bill which 

empowered Director General of Railroads, W. G. McAdoo to assume 
complete control of the railways of the United States. 

1918, April United States railroads "off the line" agencies in Canada and in 
many "American" centres, withdrawn for the period of the war. 

1918, May 15 America's first aeroplane mail service inaugurated between 
Washington, Philadelphia and New York, President Woodrow Wilson 
receiving the first letter from Governor Charles S. Whitman, New 

1918, August 18 Aero Club of Canada promoted through Royal Air Force, 
first temporary weekly aerial mail between Leaside Aerodrome (Toronto), 
to Ottawa. 

The frontispiece photograph of passenger train is an early edition of the 
Empire State Express, by courtesy of the N.Y.C. & H.R.R. 

The Frontispiece lettering was executed by Harry Moyer, cartoonist of 
Toronto Daily Star. 

The Frontispiece conductor is Mr. D. J. Carson, former Chairman of the 
Brotherhood of Railway Conductors, Toronto, a popular vocalist who is widely 
known by patronizers of C.P.R. trains running between Toronto and Hamilton, 

The pen and ink decoration for "Navigators of the Blue" is the work of 
Miss Alberta L. Tory, daughter of Mr. Alfred Tory, Storekeeper, Grand Trunk 
Railway, London, Ont. 

The half-tone engravings used in this book, with a few exceptions, were 
made by the British & Colonial Press, Limited, Toronto, Ont. 



DESPITE the rush of commerce and distractions linked to life, 
Forgetting one brief moment all the noise and ceaseless strife: 
Reflection's voice reminds me that with ebbing tide of time, 
Floats away a merry epoch hear ye not the watch bells chime? 
Dear friends and faithful colleagues on this strand and o'er the sea, 
I recall your proffered kindness and your courtesy to me. 

Memory serves to paint a picture shewing changes in the past: 

'Tis well the Reaper's scythe is stayed until the die is cast. 

Though our day is dark and troubled by the ruthless hand of Might, 

All trust the scourge will vanish like the mystic flight of night. 

Let encouragement and counsel nourish hope and banish fear, 

May the bonds of friendship strengthen and expand from year to year. 

We've had, methinks, more happy times than sorrows in our lives, 

To you, Messieurs a bumper to your sweethearts, daughters, wives; 

Here is hoping that prosperity and robust health be yours, 

For you a peaceful future is the wish my heart conjures: 

And when that silent Skipper with his phantom craft steals 'round, 

May he steer us safely over to the Happy Hunting Ground. 










400 ROOMS 

120 of them en suite with bath; long distance 
telephone in every room; elegantly furnished 
throughout; cuisine and service of the highest 
order of excellence. Pleasantly situated near 
the lake and beautifully shaded; it is cool, 
quiet and homelike. 

American and European Plans 



The High Class Hotel with 
Moderate Rates 


Broadway at 29th Street 

The New York Home 
for Canadians 


Restaurant Prices Most Moderate 




C. A. BOGERT, General Manager 


r I 

1 I THE 


I 1 \ \ 

Head Office - Toronto 


i ! I 

11 ~ I I 

Traveller's Cheques and Letters 

of Credit Issued at Favorable 



HE 2808 .C66 1918 SMC 
Copeland, John Morison. 
The trail of the swinging 
lanterns 47082959