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.
[Illustration: GEO. W. HIBBARD,
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”.
[Illustration:
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.
[Illustration: GEORGE BARNES,
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.
[Illustration: E. F. L. STURDEE,
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.”_
[Illustration]
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.