of gigantic present day systems--grew interested in international trade
and thrust their tentacles across that imaginary line of demarkation
bisecting the great lakes, into Ontario and Quebec. Mr. E. L. Slaughter
entered Canada forty-eight years ago as representative of the “Erie”
and is said to have been the first foreign line travelling agent to
invade British domains on such a mission. Some Canadian merchants no
doubt, remember this Southern gentleman who occupied an office at the
corner of Scott and Wellington Streets, Toronto. John Strachan, genial
and popular, followed him and for many years graced the position,
with Mr. M. McGregor, inscrutable and keen, as right bower. S. J.
Sharp was also an active agent of that system in Ontario. Those were
the days of the “Merchant’s Dispatch,” 1870, the days when John Barr
in the early eighties trod the boards boosting the “Blue Line,” and
his understudies, A. F. Webster, Bob Moodie, Charles Holmes and F. F.
Backus, sallied forth from the corner of Church and Colborne Streets,
originally laboring in the same cause. Afterwards, T. J. Craft, and
subsequently S. Hyndman, made predatory incursions from Detroit for the
“Blue Line.” Mr. Craft was once agent at Galt, Ont., and an organ, the
product of his skill, is, I believe, in good order to-day in a church
in that Scottish burg. The distinctive term “dispatch” I mention,
was applied to the earliest systematized methods, operative within
a railway organization, for tracing perishable or timed freight and
transporting it via most direct routes in cars of a uniform dimension,
color, etc. Ere long, “Great Eastern” and “National Dispatch” sprang
into existence. Hot on their heels came the “Hoosac Tunnel Route” and
“West Shore” bidding for favorable consideration through the medium of
indefatigable Joseph Hickson.
Not until 1901 did W. A. Wilson, a graduate of that school, and
formerly with the “Fitchburg,” assume control of the “N.Y.C.” merged
freight interests. Louis Drago and Frank C. Foy supervised passenger
affairs for the consolidated lines.
At that period there was more talk in Canada of reciprocity with United
States than there may be again. Uncle Sam’s politicians were wont to
shun the subject, but the interchange of traffic grew apace. Emboldened
by their competitors’ success, the “Lackawanna Road” sent an emissary
into Ontario and they “have stuck,” George Bazzard campaigning for
years for that interest until age caused him to make place for A.
Leadley, now at the helm. 1884 saw the advent of the “Lehigh Valley”
and Duncan Cooper. Robert Lewis, then in his prime, was busy making
hay, years before their permanent office was decided on. He was a
practical student of the “Morse” code at Suspension Bridge in 1855
when the first near-modern structure spanned Niagara River. Thirty
years ago he presented his card in “York” state as representative of
the “Great Western.” Only recently came the “Pennsylvania” with Don
McKenzie as sponsor and succeeded by L. J. Fox and Messrs. Stackpole
Plummer, and Little.
[Illustration:
Ten Hale and Hearty Gentlemen Linking the Past and Present. Each
Stalwart in the upper row has completed 50 years’ active service. Their
companions are vigorous and capable, with splendid records.
A
J. A. RICHARDSON,
Midland Railway, Millbrook, Ont.,
Canadian Agent,
Wabash Railroad Co.
B
N. WEATHERSTON,
Grand Trunk Railway,
General Agent,
Intercolonial Railway.
C
F. J. GLACKMEYER,
Ticket Clerk,
Great Western Railway, Toronto.
Sergeant-at-Arms, Ontario
D
GEORGE HAM,
Newspaper Man, Raconteur,
Diplomat,
Canadian Pacific Railway.
E
RICHARD TINNING,
Wing Shot, Oarsman, Vocalist,
Grand Trunk Railway,
All The Way.
F
R. L. NELLES, Lieut.-Col.,
Buffalo & Lake Huron Railway,
Grand Trunk Railway,
Toronto.
G
W. R. CALLAWAY,
G.T.R. and C.P.R.,
G.P.A., Soo Line, Minneapolis,
Noted Advertiser
H
ALFRED PRICE,
Credit Valley Railway,
Ass’t. Gen’l. Manager, E.L.,
Can. Pac. Railway, Montreal.
I
WM. A. WILSON,
Grand Trunk Railway,
Gen’l. Can’n Freight Agent,
New York Central Lines.
J
W. J. GRANT,
Midland Railway,
Port Hope “Mobile & Ohio,”
Dis’t. Freight Agent, C.P.R.,
Hamilton, Ont.
]
A large percentage of the public have enjoyed or know of the splendid
passenger equipment and service some of these railways, in conjunction
with Canadian trunk lines, offer to-day between Montreal, Ottawa,
Toronto, Hamilton and Atlantic Seaboard. No doubt the reader who
has attained the age of 45 years could develop a comparative mental
picture of his first train ride, its discomforts, shortcomings and
quaint paraphernalia. The demands of the age and growth of travel
account for “the milk in the cocoanut.” Before the war, the average
number of trains crossing the line via Rouse’s Point, N.Y., was 134 per
month, and in that time they transported 9,627 passengers southward.
At Newport, Vt., 160 trains entering United States yield a monthly
patronage of 6,897 people. Probably you are curious to learn how it is
at Niagara Falls, N.Y. This accessible and world-famous spot, redolent
with much that is historic and tragic, is the magnet which attracts or
ushers into the State of New York 20,000 souls a month and 700 trains
of all railroads are pressed into service to cater to the modern craze
to be “on the go.” These authentic figures do not include pedestrian
traffic.
Compare the tonnage of forty years ago, and the leisurely dispatch it
was given, with the daily carloads containing a multifarious assortment
of perishable commodities and staples which now make regular, scheduled
runs of 24, 36, and 48 hours between United States points of origin,
the docks at Portland, Boston and New York and distributing centres
in Canada. Twelve to fifteen hundred tons of import merchandise for
Ontario destinations per month, apportioned to each of the half dozen
competitive eastern “U.S.” lines, is a conservative estimate of what
is handled. They bring in hardware, silver novelties, locks and clocks
from Connecticut; tools, machinery and electrical supplies from
Massachusetts and New York; cement and coal from Pennsylvania; early
table delicacies from Maryland, and off ocean vessels, English fabrics,
weaves from Scotch and Irish looms, German toys, Parisian frocks
and bonnets, as well as tons of express matter and the theatrical
accessories which accompany the thespians, prestidigitators and
slap-stick artists. One of these eastern lines, with a strong weakness
for fruit shipments, transports to the international bridges during
the season, 125 carloads a month of incoming Cuban pineapples, Costa
Rica bananas and Mediterranean lemons. The local and through eastbound
tonnage secured by interested railways receives equal dispatch, exceeds
that average and includes large quantities of apples, cheese, eggs,
flour, implements, lumber, meats and poultry which probably approximate
a combined monthly output of 1,200 carloads. It may be news to some of
the uninitiated to hear that 1,500 carloads of Ontario grown turnips
are shipped annually in the autumn for consumption in the United
States. It is not surprising, therefore, that the big “American”
carriers hasten to augment their revenues by coaxing and nursing this
growing trade.
[Illustration: R. M. MELVILLE, R.N.,
General S.S. Ticket Agent, Toronto and Captain, retired H.M. M.M.,
“S.S. Pekin.”]
In 1875 the complacent east languidly condescended to heed insistent
whispers concerning Canada’s vast Northwest. The tide of travel was
diverging and began to carry with it in that direction prospectors,
homesteaders and adventurous merchants bent on spying out locations
in the prairie El Dorado. Dependent, of course, they levied on the
mills of the east for food, clothing and implements. About this
time Sir Hugh Childers, London, England, occupied the President’s
chair directing the destinies of the Grand Trunk Railway, and the
contemporary Canadian Pacific Railway official was (Sir) William Van
Horne. Lucius Tuttle, President of Boston & Maine System, D. McNicoll,
Vice-President, and C. E. E. Ussher, Passenger Traffic Manager,
Canadian Pacific Railway, later on in the first flight and noteworthy
examples of what determination and capacity accomplish, were going
through a “course of sprouts” with Ontario lines which afterwards lost
identity. Robert Kerr, former Passenger Traffic Manager “C.P.R.,” was
“G.F. & P.A.” of the Northern Railway, and in his office situated at
the foot of Spadina Avenue, Toronto, Tom Marshall and Henry Jago shoved
the quill. Mr. Jago recently relinquished the duties of “G.E.P.A.”
West Shore Road at New York. Henry Bourlier, so long associated with
J. D. Hunter as western representatives of the Allan Line, was in 1874
ticket agent of G.T.R., in the old depot, and Tommy Jones was City
Ticket Agent, Great Western Railway. Shippers hereabout will remember
John Porteous, G.F.A., G.T.R., Montreal, Arthur White, G.F.A., Midland
Railway, Port Hope, Ont., Jim “the penman” Thompson of the C.P.R. and
Malcolm Murdock. Then it was that the star of Geo. B. Reeve and W. E.
Davis began to twinkle; likewise, John W. Loud. All in modest positions
at that time, they were fitting themselves for the exalted places they
afterwards honorably filled in shaping the policy of the “Grand Trunk”
and “Trunk Pacific” systems.
The majority of these and other officials had frequent business
intercourse with the various United States railway agents who visited
Canada.
In the year 1877 Mr. A. H. Burnham made his initial bow in Ontario
representing Chicago, Milwaukee & St. Paul Railway. This move was
significant, indicating the expectations of western roads based on the
interest Manitoba’s commercial future had awakened. In July, 1878, the
late James M. Taylor, prior to that time General Freight Agent and
Superintendent, St. Lawrence & Ottawa Railway, had the distinction
of establishing at Toronto the first permanent western line office
in Canada. He was appointed General Canadian Agent of the “St. Paul
Road.” Unlike any competitor, that railway maintained an agency in
Ontario without interruption for three decades. Andrew J. Taylor
joined his father in February, 1879, succeeding him several years ago
when the former transferred to Pittsburg. These gentlemen have ever
been regarded as pioneers and charter members of the foreign railway
colony, highly respected by a legion of friends. James M. Taylor, a
man of sterling personal characteristics and business acumen, who
appreciated and sustained a clever hand in a quiet rubber at euchre,
chose for headquarters a suite of rooms within a door of the northeast
corner of Front and Scott Streets, then the hub of mercantile activity
in Toronto. A neighbor was Mr. Richard Arnold, for a long time City
Passenger Agent in charge of the “G.T.R.” office located on the
aforesaid corner. Mr. Arnold’s daughters became respectively, the
wives of William Wainwright and James Stephenson, two notable figures
of the old regime. The former died when Fourth Vice-President of the
“G.T.R.” and his erstwhile confrere, I believe, lived in retirement
in England until death. Mr. Arnold numbered in his staff the late
well-known “Phil.” Slatter; a junior assistant was Mr. C. E. McPherson,
now A.P.T.M., C.P.R., at Winnipeg, who 35 years ago left “G.T.R.” ranks
to travel in New England for the “Rock Island Road” and J. B. Tinning.
C. W. Graves imbibed from the same seasoned chief preliminary hints on
how to handle the dear public and look out for the elusive traveller
who was not above licking into illegibility the date on expired tickets.
[Illustration: JOHN B. TINNING,
T.P.A., C.P.R., formerly with G.T.R. and R. & O.N. Co.]
Messrs. V. M. Came, W. Barnes and Sam. Beatty soon followed Mr.
Burnham of the St. Paul Road to further the interests of the Chicago
& Northwestern Railway, but were transferred before many moons had
silvered the landscape. The two Jacks, “Morley” and “Winnett” swung
into line in 1879 and did good work in both departments for the “C. &
N.W.R.,” opening an office in Toronto in the old Baldwin Building, I
understand, in 1880.
John Morley long ago forsook the excitement of the road. He died at
Winnipeg during the summer of 1908, and interment occurred at Toronto,
where his family is well known. The mantle of these gentlemen fell
naturally on the shoulders of a sturdy Spartan, Burton H. Bennett,
cryptic, yet merry, who jumped into the game with a will and has won an
enviable reputation in the dual position.
The “Burlington Road” was right up on the firing line, looked after by
a gentleman bearing the uncurtailed and historic cognomen, John Quincy
Adams Bean, from “way down east.” After him, in order, appeared Messrs.
Badgeley, Simpson and John A. Yorick. The late Joe Simpson was always
happy if his road secured patronage in regular twos and threes. Not
every one knows that he was for a few hours an unwilling guest of the
“Fenian” leader O’Neil in 1866, and had been with M.K. & T. and T.St.L.
& K.C.
Brilliant, well-informed, J. Francis Lee represented the “Rock
Island-Albert Lea” combination, D. J. Peace sought freight for them
and Eben MacLeod was located at Montreal somewhat later for “C.R.I. &
P.” Such watchful competitors as “Great Western Railway,” featured by
Messrs. Ridgedale, Noyes, Storr and Baker, and “Union Pacific Ry.” with
Ira P. Griswold in the van, M. C. Dickson and J. O. Goodsell holding
power later, before Geo. Vaux and J. J. Rose took up their work.
Charles A. Florence, an “Illinois Central” Agent, made Berlin--now
Kitchener--his headquarters.
[Illustration: GEO. B. WYLIE
Traveling Passenger Agent Illinois Central Railroad]
The “All Rail” mediums then available for transporting man and beast
destined California, the Dakotas and Manitoba from Old Ontario,
were “Grand Trunk,” “Great Western,” “Credit Valley,” and “Canada
Southern,” covering the distance as far as St. Thomas and Detroit,
thence via “Michigan Central” and Wabash Railroads to Chicago. Tom
Cochrane, R. W. Youngs, Bob Middleton, J. W. Kearns and G. C. Wilson
follow the footsteps of predecessors and patrol that neighborhood now.
As travel increased from a dozen or two people to an occasional weekly
carload, and more, the number of migratory railroaders multiplied.
Oldtimers will recollect some of those big hearted, brainy hustlers
including Sam Seymour of the “Pennsylvania,” Dave Cavan, formerly of
Stratford, John Laven, off the “Iron Mountain,” representing “M.C.R.,”
Charles Ousterhouse, T.P.A. N.Y.C. Lines, Geo. B. Wyllie for “L.S. &
M.S.” and later in full charge of “Ill. Cent. Ry.” affairs in Canada,
and the late much lamented J. Nelles Bastedo, who shipped from Barlow
Cumberland’s service several years ago to travel for “Santa Fe System.”
Joe Rattenbury, who twenty-five to thirty years back used to stow away
at his place in Clinton in one night as many as 18 of these railroading
nomads and cosmopolitans, often repeats a story the wiseacres will
recollect about his brother “Ike” and laconic “Bass.”
The many sided men above enumerated made it their duty to assist with
Customs formalities at the frontier and also assuage the fears of
intending passengers trembling at the prospect of meeting in Chicago
that much heralded and maligned bugaboo the bunco steerer.
It is worthy of remark that while to-day the railroad companies caution
and forbid passengers riding on the platforms, thirty-five years ago
the travelling public swarmed on that perilous projection, on the steps
and quite often took possession of the car roofs with a nonchalance
that would make the cold chills play peek-a-boo up and down your spine.
How many of the lads and lassies in this year of grace would have the
temerity to sally forth, for instance to the London Fair, decorating
the top of a flat car rigged up with benches for the occasion? Your
fathers and mothers did it.
The patronage of the farmer and his brawny sons, who had visions of
gang plows and waving wheat, was an important desideratum in that era.
Party leaders were “some pumpkins” and they puffed and spat over many a
fragrant cheroot while sipping their “ponies” and “bootlegs” in company
of expectant agents.
Charlie McP---- tells a tale of an exodus of the boys over the trail
of the lonesome pine to some silent place near Coboconk where the
villagers were to meet them to consult. To introduce the serious talk
of tickets, rates and routes, some foreign line spokesman suggested a
mild libation all hands round. Agreed! Not to be outdone, his neighbor
ordered again something out of the lamp for the lords and laity:
partaken ad libitum, in extenso. Now me! It’s your turn, and so the
hours wore on, your Uncle Dudley Hayrick taking on his grist at minimum
cost, business postponed and county council adjourning to reconsider
the tax rate.
[Illustration: Honorary Judges, Clinton Fat Stock Show, April, 1912
Two generations pictured beside the Rattenbury House.
R. G. MCGRAW, Soo Line; H. E. WATKINS, G.N.R.; W. HOOD, C.N.R.; F. A.
NANCEKIVELL, Soo Line; DAVID FORRESTER, Gentleman-Farmer; G. BARNES,
W.C.R.; A. J. TAYLOR, C.M. & St. P. R.; HOST JOE, Rattenbury; J. J.
ROSE; ROBERT REFORD Co., R. J. S. WEATHERSTON, G.T.R.; F. H. TERRY,
G.N.R.; W. JACKSON, C.P.R.; H. MACDOUGALL, G.T.R.; R. MIDDLETON, M.C.R.]
CHARITY BEGINS AT HOME
As the train slowed down at a busy country station a man excitedly put
his head through the open coach window. “A woman in here has fainted,”
he cried, “has anyone got any whiskey? Quick!” A philanthropist reached
within the recesses of his unmentionables and handed a bottle to the
enquirer with an 18 karat thirst. The latter frantically uncorked the
flask, put it to his lips and took a noble pull, “Ah”, he sighed,
“that’s better, it always did upset me to see a woman faint.”
Presently the good blood of Ontario, and some bad stuff, was rolling
westward at the rate of two and three regularly arranged for trains
of nine to thirteen loaded cars each week. The personal effects and
stock of the settler went along too, the owner ensconced occasionally
in a tourist sleeper jolting along at the end of the string, and eager
railway companies took turns in hauling the prize. Excitement ran
high. The wires were kept hot about special or inadequate equipment,
conflicting rates and alleged unconstitutional moves of opposing forces.
It was no uncommon occurrence to convene a meeting in hotel parlor or
little red schoolhouse and there agents present would, in turn, give
the agriculturist samples of terseness or spell-binding eloquence.
Imagine the persuasiveness that was pitted against the farmer’s
cautiousness or distrust. Recall, ye of good memory, if you can, the
epigrams, arguments and bon mots which rolled off the ready tongues of
a dozen or more jovial pilgrims from o’er the border; for instance,
M. McNally, representing “St. P.M. & M.R.” a fowl fiend who could eat
poultry five times a day, Charlie O’Connor with the “Northwestern,”
Con. Sheehy, that urbane, silk tiled gentleman sent over by the
“Wabash,” A. C. Stonegrave with eagle eye for “Central Vermont” end of
it, rough and ready Harry Badgeley of “Great Western,” Bill Askin or
handsome Billy McLean of the Beatty Line. They talked corn until their
tones grew husky and they were as fine a coterie of unconventional
free lances as ever probed the intricacies of a railroad timetable.
To this day the boys tell of the adaptability of Harry Badgeley of
the “C.G.W.R.,” how he studied pigology, hob-nobbing for three days
with a colony of ruralists whom he landed high and dry by this artful
manoeuvre in spite of keen competition. That was the halcyon era, the
palmy days of Ed. Sullivan, Ed. Riley, Ed. Clancy and Ned Hanlan.
Frank E. Harrison, who is now agent of C.P.R., at Whitby, Ont., will
remember all this as he was about this time Canadian Agent first for
the C.B. & Q.R., and afterwards the C.St.P. & K.C.R.
On “special” party dates passengers were concentrated at junctional
points and afterwards personally conducted to Detroit, Chicago or St.
Paul. Mr. B. Travers, city ticket agent at Paris, still, has informed
me that parties of 75 and 100 people were occasionally gathered
there, and such a pretentious exodus was known to earn a serenade by
the local brass band at the time of departure. The sturdy knights of
ploughshares and other instruments of peace had to be and were better
mixers than the stall-fed variety of traveller of this day, and the
consciousness that theirs was a common object made easy the upsetting
of social barriers to the music of violin, mouth-organ and jew’s harp.
The journey always ensured incident and good-fellowship, and perhaps,
some disappointing experiences. The records, considerately offered
me for perusal, do not include the name of the escorting agent who,
while wrapped in the arms of Morpheus in a Chicago hotel, suffered the
loss of his train’s entire proceeds by the deft removal of a panel
in the door on which his coat was hanging. It was when escorting a
party westward that Will Wyley, with “M.C.R.,” suffocated, and M.
Boesmburgh had a very close call in the burning of the hotel “Newhall”
at Milwaukee.
[Illustration:
D. O. PEASE, Manager, Ogilvie Mills, Hamilton, Ex-District
Passenger Agent, G.T.R., also C.M. & St. P. R., Montreal.
A. F. WEBSTER, General S.S. Ticket Agent, Toronto, and former
Canadian Agent of Blue Line.
M. C. DICKSON, Ex-District Passenger Agent, G.T.R., Toronto,
formerly C.P.A. Union Pacific Ry. in Ontario.
THOMAS HENRY, Chief of Commissariat, Canada Steamship Lines,
formerly General Agent, Northern Pacific Railway, Montreal.
E. ALLEN, widely known Superintendent, Canadian Express Co.,
Toronto.
The late WM. G. MCLEAN, of Beatty Line and C.P.R., former General
Agent, G.N. Railway, Toronto and Montreal.
JOHN PAUL, District Freight Agent, Canadian Northern Railway,
Winnipeg and former agent M.C.R., London, Ont.
]
Three different gauges, or widths between rails, were accepted as
standard in different parts of Canada and United States at that time,
and to permit interchange of equipment, three rails were sometimes
laid. Just before the adoption of the standard, broad gauge, 4 feet,
8½ inches, became general in America, a good-sized party bound for the
west were delayed at Toronto half a day awaiting the readjustment of
that portion of the “Great Western” to Hamilton, Ont. In the forenoon
one rail over the entire distance, 39 odd miles, was moved in and
spiked down in its new position. This must have been quite a feat 35
years ago in the absence of those simplifying methods practiced to-day.
John Weatherston, father of Nicholas and Robert of the same name,
supervised the work.
Moving westward over designated routes from Chicago, the canary-colored
coaches were pulled by locomotives with yellow bellied boilers, wheels
painted scarlet and ponderous smokestacks--hummers in the old days--but
antiques in 1918. They bore such names as Antelope, Reindeer, Thistle,
&c., as well as of prominent people.
BOIL THEM WHEN THEY’RE TOUGH
Picking her way daintily through the grime of the locomotive works,
a young woman visitor viewed the huge operations with visible awe.
Turning to a young man from the office who was shewing her through and
pointing, she asked, “What is that big thing over there?”
“That’s a locomotive boiler”, said the guide.
She puckered her brows.
“And what do they boil locomotives for?” she enquired.
“To make the locomotive tender”, said the young man from the office,
with amazing effrontery.
YOUNG’S MAGAZINE
What a shock it would be to My Lady’s complacency if, on her journey
now, she should find it necessary to raise a sunshade in the coach to
protect her raiment from the rain and snow sifting through the chinks
and rifts in the car. This age is not without some blessings, as Ben
Fletcher might have exclaimed. We are reminded here of a characteristic
of Mr. Fletcher, who was advance agent for “D.G.H. & M.” He had been
working up business for an excursion to Nebraska, which did not “pan
out,” one solitary passenger offering his patronage. The selling agent
wired him for instructions and received reply couched thusly: “By the
great horned toad Reginald, chain him to the seat!”