Chapter M: C. DICKSON, Ex-District Passenger Agent, G.T.R., Toronto, (2)

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

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

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

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

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

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

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

_Photographs courtesy of Canadian Railway & Marine World_

RECIPROCITY IN BRAINS

Railways, Steamships and Commerce know no boundaries

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

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

1. RIGHT HON. LORD SHAUGHNESSY, K.C., V.O., President and
Chairman, C.P.R.

2. The late SIR WILLIAM VAN HORNE, former President C.P.R.

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

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

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

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

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

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

9. C. G. BOWKER, Gen’l Sup’t, G.T.R.

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

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

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

13. HOWARD G. KELLEY, President, G.T.R.
]

UNCLE SAM’S ADOPTED SONS

Their name is legion, but this is only remotely realized beyond the broad boundaries of their chosen field of action

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

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

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

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

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

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

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

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

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

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

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

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

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

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

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

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

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

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

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

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

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

President, Chicago & Eastern Illinois Railway.]

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

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

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

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

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

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

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

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

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

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

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

2. JOHN W. KEARNS, District Passenger Agent, Pere Marquette
Railway, Detroit, Mich.

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

4. The Late ALEX. MCINTOSH, of McIntosh Brothers, Milwaukee,
Railway Contractors.

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

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

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

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

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

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

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

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

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

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

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

General Agent, Passenger Department,

Canadian Pacific Railway, Boston, Mass.

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

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

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

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

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

SAMUEL R. CALLAWAY

His Character and Notable Career

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

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

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

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

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

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

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

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

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

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

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

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

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

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

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

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

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

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

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

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

“His life was gentle; and the elements
So mixed in him, that Nature might stand up
And say to all the world, ‘This is a man.’”

❦ ❦ ❦

THOMAS N. JARVIS

An Organizing Genius

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

Vice-President, Lehigh Valley Railroad, New York.]

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

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

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

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

“Honor and shame from no condition rise:
Act well your part--there all the honor lies.”

GEO. J. CHARLTON

Passenger Traffic Expert

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

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

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

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

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

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

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

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

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

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

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

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

The Late JAMES JEROME HILL, Ex-Canadian and financier of vision
and resource who built the Great Northern Railway through the
“Zone of plenty.”

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

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

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

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

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

At Winnipeg “G.N.R.” investment in Road and Equipment totals $2,366,258
In Kootenay District investment in road and equipment 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.