stable, social structure--morals, fidelity and sympathy--been burdened
with more significance to humanity than at present and in alluding to
the strengthening bonds which link three Anglo-Saxon nations, it would
seem not inopportune to dwell on the characteristics of a gentleman,
a Briton who was highly endowed with those basic virtues and who, in
passing, left their indelible impress on his personal relations and
throughout a long life of active railway experience in England, Canada
and United States.
Born 1832 in Newcastle-on-Tyne, James Charlton was reared where steam
railway traditions were coined, as George Stephenson the great inventor
originated there, shops for the manufacture of the first locomotives
were located in Newcastle and the old town became an important railway
centre. Then was created a new motive for boyhood dreams and the power
and fascination of engines and trains focussed the attention of many
men noted later.
In 1845, when thirteen, young Charlton engaged with the Newcastle &
Carlisle Railway and from that time ideas of serious business and the
elements of a splendid character began to mature and array themselves
as convictions.
In twelve years he rose by sheer ability from the threshold to
the position of chief clerk and cashier in a period when meteoric
promotions in staid old England were most uncommon and following the
example of Joseph Hickson, afterwards (Sir Joseph), and W. K. Muir,
from the same neighborhood, he answered in 1852 the call of the west,
entering the audit office of the Great Western Railway of Canada at
Hamilton, Ont., during the regime of Messrs. Brydges, Reynolds and
Swinyard. Mathematically alert, his penchant for details won for him
the title of General Auditor and to these duties were soon added those
of the General Passenger and Ticket Agent of the line.
He was extremely particular as to uniform business methods and required
from his staff strict conformity with this rule in the handling of
correspondence, files and care of papers. He would not tolerate litter
nor unanswered communications, but insisted on a prompt or tentative
reply to letters and telegrams the day they were received. If it were
not possible to make a definite reply to a communication the writer
was unfailingly informed of the receipt of his letter which would be
given immediate and further attention. While in Canada, Mr. Charlton
made many acquaintances and some intimate friendships that were not
interrupted during the balance of his life. He unconsciously attracted
younger men, compelling their respect and in commercial circles was
classed as one of the young country’s early railway pioneers.
Responding in 1870 to the insistence of Opportunity, he transferred his
allegiance to the North Missouri Railway as General Passenger Agent,
but only until January 1st, 1871, when he assumed in his fortieth
year, the important position of General Passenger and Ticket Agent of
Chicago & Alton Railway under President Blackstone, at the time that
financier and his associates secured control of the North Missouri
Railway. This Railway shortly after became the St. Louis, Kansas City
& Northern Railway, and in the late 80’s was merged into the Wabash
System. Mr. Charlton attained a unique and deserved prominence in his
chosen sphere of progressive “American” railroading, and to these new
responsibilities he brought to bear his now well developed, zealous and
forceful business axioms, and an absolute loyalty and fidelity to the
corporation, and in particular, the officers to whom he reported.
He was naturally inclined towards high ideals in life and loved Right,
because it was right. His word was as good as his bond: his YES meant
YES and his NO meant NO, and no person was ever able to twist his
answer into any other meaning and get away with it. His associates in
business never doubted for a single moment any statement he made and
relied on his carrying out his promises and agreement to the letter.
Figuratively speaking, he was a human prototype to the sturdy oak or a
solid English bridge, speeding the multitudes safely on their journey,
indulgent to the hurricanes of youthful hastiness and impervious to
trivialities.
The first half of a popular expression, “The nineteenth century
belonged to the United States, but the twentieth will be Canada’s,”
was acknowledged after the close of the Civil War and concurrent with
the rapid expansion of American railway facilities, Canada suffered a
heavy exodus across the border of youthful brain and brawn in which Mr.
Charlton later played a part. He was the friend of young men who would
take hold and make an effort in the railroad business and he probably
brought from Canada to the United States, and started on their careers
there, a larger number than any other official engaged in traffic
affairs, who found him painstaking in his efforts to educate them in
the right way to handle their work. He was a martinet regarding that
important essential Punctuality and it is said of him that he was never
known to be late one minute beyond the hour appointed for any meeting
or business engagement. Always an early riser, he breakfasted never
later than 6.30 in the morning, sat down precisely to the minute at
12.00 o’clock for luncheon and took his dinner at 6.00 o’clock every
evening.
When at headquarters he never missed being the first man in his office,
8.00 to 8.15 a.m., thus anticipating the regular office opening hour,
8.30 a.m. He invariably left his office at 5.00 p.m. daily, walking
the three and a half mile journey to and from his residence when
conditions were favorable. These unusually methodical habits were the
occasion of considerable comment among other officers and business
confreres. Mr. Charlton hated a lie, scorned misrepresentation of any
kind and positively would not permit anyone to remain in his employ who
let liquor secure the upper hand, and whose behaviour and home life
threatened to bring the railway company into disrepute.
Unlike the majority of employers and railroad officials, it is known
that he recognized a good man by paying him well and also assisting him
to grasp opportunities for his betterment with other railways and those
who worked under him at one time are now holding official positions on
several railroads throughout the west and in some of the eastern states.
Loyal and fair himself, he deeply appreciated such qualities in others
and rewarded with sympathetic interest and substantial assistance those
long service colleagues who became embarrassed through injury, ill
health or declining years. They were protected by assignment to easier
positions: with the generous sanction of his executive chiefs--obtained
by going “to the front” in person--Mr. Charlton secured additional
funds of the Company to tide over periods of unusual expense incurred
by several who, through service rendered and fidelity to the Company’s
interests, he knew merited thoughtful consideration. I remember being
informed of an instance respecting the case of an old friend, for
twenty-five years with Mr. Charlton in the service of the Chicago &
Alton and other railroads, who contracted an admittedly fatal disorder
and who was carried on the pay roll until death, the Company defraying
as well, the cost of medical attention and nurse constantly in
attendance for a period of two years.
The Chicago Observer declared in 1896 that the Chicago & Alton
Railway was recognized as one of the most convenient and luxurious
of American railroads, that it was the first to run sleeping cars,
to have dining cars, inaugurating also the first free reclining
chair cars and reminded the public to bear in mind that these paying
innovations--quickly imitated--were largely due to the Company’s
indefatigable chief of passenger traffic.
The New York Tribune stated that Mr. Charlton was the ablest and
most widely known General Passenger Agent in America at the time he
relinquished passenger traffic duties to become the first Chairman of
the newly organized Trans-Continental Passenger Association comprised
then of probably fifty transportation lines. For thirteen years, or
until death, he discharged the comprehensive obligations of that
position to the satisfaction of a not always unanimous body of ticket
and traffic experts and his excellent judgment and ability as an
arbitrator on vexed questions was often most essential.
As the lines of this paragraph are being transferred from mind to page
in the rolling train the transparent frozen surface of Hamilton Bay,
dotted with an ice boat and a few skaters, lies a few yards below and
stretches away to beach and bar, with a colony of fishing shanties
squatting in the cove not far from the location of the awful “Des
jardins Canal” wreck, March, 1857. Sixty years ago, over the same
surface James Charlton skated and scudded on an old pair of “double
mooleys” with screws in their heels and he enjoyed this sport ever
after. During his life in Chicago he frequently indulged his fondness
for the pastime. Railroading Hamiltonians who praise their bay, may not
recall hearing that the late Samuel R. Callaway, ex-President of the
New York Central Railway when a stenographer--was devoted to rowing on
the same sheet of water, that his brother W. R. Callaway, G.P.A., Soo
Line, also Alex. Hilton, P.T.M., Frisco System and Messrs. J. Horsburgh
and John J. Byrne, prominent officials of the Southern Pacific Railway
Coast Lines, were wont to fish therein.
Although a splendid speaker, very widely known, and possessing also
an extended acquaintance with prominent people, James Charlton never
wore his heart on his sleeve and sincerely wished to avoid publicity.
Most of his leisure was spent with his family, and being a man of
letters--in his unusually large and well selected English library. He
was an authority on national, international and historical matters,
wrote for the London Times of early United States railway building,
did some reviewing of books for friendly editors and appreciated good
poetry. Myles Pennington in “Railways and Other Ways” says that for a
time he published portions of Browning’s works in the Chicago & Alton
official railway guide, distributing as many as 10,000 copies of the
issue per month until their preparation became too arduous.
In his business relations with others he was the standard of courtesy.
Morally and in every way absolutely clean, this white bearded Nestor of
passenger men was a grand old man. Is it not a gratification, a mental
bath and an inspiration to read of and know about men of this type,
particularly in high places.
[Illustration:
_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.
[Illustration:
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”.
[Illustration: WILLIAM J. JACKSON,
President, Chicago & Eastern Illinois Railway.]
The operating department of the railroads seems to have had a special
attraction for the capabilities of many Canadians, which is born out
by the outstanding examples mentioned in this partial resume. Samuel
G. Strickland, General Manager, C. & N.W.R., was reared at Lakefield,
Ont., in Kawartha Lakes locality and it takes a good man to please the
veteran Marvin Hughitt who always expected a high quality of service.
Yet another United States railroader who was cradled in Canada is W.
J. Jackson, former Vice-President of the Chicago & Eastern Illinois
Railway, and now President and Receiver of this property at Chicago,
who has recollections of earlier days when he was “Johnnie” Jackson,
working on the “inwards” desk with the “G.T.R.” at Toronto before he
went west with the late George B. Reeve when the latter was traffic
manager with the Chicago & Grand Trunk Railway.