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Les cartes, planches, tableaux, etc., peuvent dtre filmds d des taux de reduction diff6rents. Lorsque le document est trop grand pour dtre reproduit en un seul clichd, il est film6 d partir de Tangle sup6rieur gauche, de gauche d droite, et de haut en bas, en prenant le nombre d'images ndcessaire. Les diagrammes suivants illustrent la mdthode. trrata to pelure, n d n 32X 1 2 3 1 2 3 4 5 6 r^l R. RAILWAYS AND OTHER WAYS. >;r^- V jnEINC. RK.MINISCKNCES OF CANAL AND KAII.WAV LIFE DURING A I'ERIOl. oF SIXT\- SEVEN YEARS; ; WITH CHARACTERISTIC SKETCHES OP i:anal and kau.wav men -eari.v tram roads and RAII.WAVS— steamhoats AND ocean steamships — THE ELECTRIC TEI.EfiRAPH AND ATLANTIC CABLE — CANADA AND ITS RAILWAYS, TRADE AND COMMERCE, WITH NUMEROUS INCIDENTS AND VNEr-poTES, HUMOROUS AND OTHERWISE, OF CANAL, COACH AM) KAIL. BY MYLES PENNINGTON T!r- uMi.st railway oltiL-er liviii};, still in iictiv- service, itinl tirst (loud^ ManiiKui' r,f rhe I'reston anil Wyre ami North .Slatt'onlshire Railways of Kii„'laii(l. and Hrst (ieneral Kieight Agent (if tlie Granil 'I'rnnk Hallway nf Canada. " Now, my lads, you will see the day when mail coaches will go bv railway, and it will he cheaper for a working man to trasel on a railway than to wulk on foot." — Georire Stephenson, li'^^. TORONTO : WILLIAMSON & CO. 1894- '^r^'g^ >^ 1 'l 7 1 7 9 (-Pf^f-'iOG-Tof': , r^i 1 8 / §1^^. ancl ninety-four. OtNTHAL (-tx-' ^. ^_ ^ 5 ^ ^ -.i^ -/ to SIR JOSEPH HICKSON, K.C.M.G., LATE GENERAL MANAGER OF THE GRAND TRUNK RAILWAY OF CANADA, "Ilus Moxk is f ebicatcb, WITH FEELINGS OF ESTEEM AND ADMIRATION, BV HIS HUMBLE SERVANT, THE AUTHOR. Toronto, Canada, October, 1S94. I I . I m SIR JOSI'IPII IIICKSON -w ■-M LIST OF PORTRAITS AND ILLUSTRATIONS. Hi I'AdR. opp. Title opp. Dedication. " ('ontonts. *' Introduction. til The Author Sir JoKGph IlickHoii lion. John Kohk Sir Ilonry 'J'ylei- . . S. I'. Bidder Sir JuTuoH Aliport . . ')7 (iroup of IH()0. Wiiitoi- Shiudy, Ilonry Bailey, JamcH Ilard- juau aiul Myles Pennington . . 81 I'rinee of Wales Medal — Victoria l>ridj^'(! . . . . 1);") William llendrie . . 10r> John Shedden 107 C. J. lirydf^et, 119 ThornaH Swinyard . . 121 W. K. Muir 125 Joseph l^ric(; . . . . . . . . 127 L. J. S(!arfj;eant . . . . . . . 155 Wm. Wainwrif^ht .... . . , . . . 157 Mdmund Wrag{,'e 151) •las. StepheriHon . . 10 1 Abraham i^'ell . . . . 1(57 \V. J. Spicer l(J9 I.. I*. Ilannaiord 171 TiosH Section View, showing Strata and Construction of St. Clair Tunnel . . 17;} ^ I dilating Device for Uemoving Smoke .. .. .. 175 Lint of Portraits and Illustrations. PAtiB. Joseph Hobson . . 177 Sectional View, full length of Tunnel under St. Clair River, Tunnel Engine Emerging from Portal 179 S. R. Callaway 183 John Burton 189 John Earls 191 Arthur White 193 Geo. Burdett Spriggs 19r A Souvenir of the Great Western Railway of Canada . . 19i; James Charlton . . 201 David Pottinger 217 N. Weatherston . . 219 John Weatherston 233 Alderman Hallam 259 Suspension Bridge (G. T. R.) over Niagara River 285 One Hundred Ton, St. Clair Tunnel Locomotive 301 Sir William C. Van Home . . 305 A Ship's Bill of Lading One Hundred Years Ago 323 Niagara Falls (Two views) . . S53 J, B. Jones .... 379 Sir Hugh Allan 397 / i / 1 1 '^ ■ p ft I ll V\^' a\- ik^HH^^n '-^~^ ^■" ~^' -'^'""^M^BWiy •". /fj*^^^ % ^^^--^ .^% %-^ *• ' *^^ .^' ""''^''^^^'^^^m^^ HON. JOHN ROSS. CONTENTS. Chapter 1.— pages 21 to .'is. The Author'. liirth -Hi. Father-John Hargreaves, the Carrier, 21 ; 8ehool-Boy iMys -hchool in a Kitclien-School at " Sanrly .l.)hnn%--s " "•' • "V w ! Ha...in," l^n. ve to Pre.ton-Apprenticea to'TcL:;ie;ipi^^l7V^ -Town of Tre.ston-It. Guild-The Earl of Derl,v 25 • An V^,l •'' a.rrier-.^en Portrait of .,.h„ Hargreave. 24 ; -^liln 'H:;,rt^ e' f^'S i oo e, ... My 1 r«t Kailway-It.s Gauge, 20 ; A Railway Kpi.so,le-The Ohlest Ivailway Man -Canal-Boat Eohbers, 27 • The J ost Flv P„«f f,. i r '>' W" .nalce M.B-The last Stage-Coach-" W^,„is« th^ •^anttuug lea.ii, .it; E.quor San.pln,g-An Old Cu.tom-A Stage-Coach •Tourney, Jo ; A Runaway-Bran.ly Blos.on.s-A Visit to Liverp .o -F rst S.ght of a Locon,otive-A Kide to Manchester- 1.5 Miles an Hou 3 1 .The Ucomofve "Castle "-Runs Away, ,7 ; "John Gilpin "-On Whoels.lis.' Chapter I J.— pages 30 to o.'J. "' ^';j^/'-:;;;;^^na«-ship -Preston and Wyre Railway -Fleetwood Then and Stean;e^.xlvi'v.I'"',.'^rT^^^^'"^-^^---"'^'^ I^ay-A Trip by S: Ki:f ;?;/^^ V^ ^ ?^ '-' AndertoM^TmrLZ^Rai^: ^ Ra V y^Tlfe 0,Tt r T'?'' J'"* '''''"'''''^ '' ' C""-- ^^'-s about Sole -K,;^V Tr f '"'!"" Telegraph, 44 ; A Big Enquiry about Clo^ rejud.ce-Sea Boulders and Railway Traffic. 45 ; Paving the Streets of 3 Off thout Man- sBsaw m 11. Contents. Chester A Testimonial to S. V. Bi.Her, 1«47, 4») ; The Autlior's Alih-ens, J7 ; Mr. Bidder's Jieply, 48 ; I Remove to Stsiffordshire— The " Knotty Line," t!» ; Ruins of Tutbiiry Castle — Mary Queen of Scots — Trent and Mersey Canal — Its Tunnels ami Aqueducts, "iO ; An Ancient Act of Parliament, 17'>1 The Tliree Celehrated Quakers, 51 ; Kdward I'ease, the Railway rileasdale Fell— An Apiilication for Shares —The Uu.sh for ScriiJ — A Parody, 72 ; IninKmse Subeciiptions for Stock— A Clergyman 's Scheme— How we h'ot it up to Pay 5 per cent., 73 ; A Dash of His Pen and it Pays 7i per Rent.— The Scheme Partially Carried Out 40 Years Afterwani.s, 74 ; Direc- tors Sold to Themselves Their Own Land at Their Own Price— How a Railway Secret was Discovered, 75 ; Speculations for the Church— A \'isit to London During the Mania — What T Saw— Scenes in the liobliy of the House of Com- mons, 7t) ; Cekhrated Men of the Times— JLow Easy Money was Earned— Ivinj; Hudson — His Strange Career — A Fortune Left Him was His Misfortune, 77; His Early Work was a (Jood Work for the Country- Makes £100,000 in One Day— He was no Worse than the Morality of the Period— The World Had Gone Crazy — Hudson's Final Jluin — Dies a Poor Man, 78 ; Price of Shares in 184.5 — An Old Railway Share List— The Grand Crash of the Mania, 70 ; Groan?, Moans and Suicide— Oft to the Continent, 80. ison, [iway iger's ICurV) taring were ^, CO ; I Sight Chapter VI. — page.s 81 to 1)4. A Start for Canada Under the auspices of Peto, Brassey, Betts and Jackson — Thos. Brassey, the Famou.s Contractor— John Roberts, Goods ^Liuat^er, 81 ; " Hot Scotch" and "Barley Bree "— " Wha'll be Kiny but Charlie "-The Globe Letters— Grand Trunk Reminiscences— "The Battle of the Guages," 82 ; His- tory of the Guage— Great Mistakes, 8;> ; Ohio Guage — A Locomotive Fixjd It — Early Directors - President Hon. Jno. Ross — V. ]'. B. H(jlmes Notes on Deaths of Sir A. T. Gait, James Beaty, and Hon.. Jas. Ferrier — Sir Cusack Honey, Sec'y., 84 ; His Interview With Napoleon — Dublin Exhibition, 18;");} — Conies to Canada— His Parliamentary Work on Grand Trunk Bills — S. P. liidder. First General Manager— His Brother, the Calculating Boy — Blackwall Iron Wharves— Engineer on Preston and Wyre Il'y.— General Manager of the North Staff firdshire Railway, S.j ; General Manager G. T. Pi.— Many Troubles — Break at Montreal— Contentions with Ice and Snow— Rigid English Locomo- ^ tives— A MagniKcent Testimonial, 80 ; Mr. Bidder s Address, 87 ; A Visit to Canada Some Years Afterwards Meet Him at Niagara Falls- Brontere O'Brien- .V Curious Coincidence— Richard Trevithick Builds the First Locomo- tive in 1^04, 88 ; His Son, F. H. Trevithick, is Frst Locomotive Superintend- ent on G. T. R.— He Left Early— A Bear Story, 89; A Whiskey Railway -A Terrible Calamity, 00 ; The Burning of the Boots, 01 ; Walter Shanly, Ciiief Engineer and General Manager— Jas. Stephenson, Supt. — J. B. Jones, Assist ant G. M., 02 ; Cornelius Judge, Assistant G. M. -A Testimonial to Him--H. aa &r' . r t .f.»""""iwa i i i 1 iv. Contents. C. Uourlier, Supt. St. Thoman ("Tommy Cod") Line, !).} ; Calves, Sheep and Passengers Hiile Tort'ether — Passenyors il) not " Write to tlie Times," 'J4. f I I Chaptkh VIL— ])ages O.') to 103. The Victoria Pirid^je— A Great Undertaking— Ice Shoves like the Gl.iciers of the Alps— Construction of Coffcr-Dams — A Winter's Work More Than Lost, JT) ; A. M. Ross, I'higineer — Hon. .Jno. Young on the .Suliject of tlie Vict.)ria I'jrid^'e— Wiiat Uoht. Stephenson .Said, OH ; James Hodges and His .Stalf of Bridge Builders and Mr. Koss Pull 'i'o;,'other— (i. Jl. Stephenson Attempts to rob Mr. J loss of His Well-Karned Fame— Hon. Jno. Youne; to thelJefence— Tlie Author gets a Letter of Tiianks from a .Son of A. M. Ross, 97 ; Tiio Attack mainly the Cause of A. ^L Ross's Death — First Crossing of the Victoria liridge-I'rince of Wales Drives the liast ]\ivet and Lays the Last Stone -A Commemorative Medal — One in the Author's Possession, 98 ; A^ictoria Bridge as a Thermometer — T. D. King's Kxpcriments, 9!t ; The Boulder Monument in Memory of (i,000 Immigrants —A Noble Deed — All Honour to the Bridge I'luilders— The Moose Deer and the Lt)Comotive, 100 ; Subject for an Historic Painting — Fraudulent Freiglit ("lainiH, 101 ; The Detective's Story — A Daniel Come to Judgment, lOli ; Pvitting on Another Horse, 103. CiiAi'TFR VIII.— pcage,s 104 to 10!). Hendrie .u.'bec Mason & Slidell Trouble-The Sleepin!,'-Car, IPJ ; A Crude One at Start— The Morality C^Juestion Considered— Pullman Cars Litro- duced— D(dlars and Cents — My Pirst Freif,'ht Tariff in Decimal Currency, 114 ; A Biessinj,' to Shippini,' ( Jlerks — KnKlish Currency and Decimal Currency Com- pared -A Sum for Schoiil Pu])ils, 11.") ; 'Vho Ima,i,'inarv Charm aljout Pounds Sterliu',' — Karly English llailway Managers— Some Untit for Office— The Sea Cajitain — 1[(* Insults a Well-known Peer— .V Stock-Joblier with a liisp, IKi ; His Experiments with a Rat Trap— John Brown in a State of (Jrog— Tells Gen'l. ^L to "Come at a More Convenient Season " -Wilson's Terrier Saved its Master from a S(>vere Reprimand— .\ Polish Refugee— Sent to Cut Down Salaries— The Marine Surveyor — Insijocts His Men 'I'hrouuth a Telescope— Tiie Polish Manager Would Make His Line Pay— He Would Double the Fares, 117 ; The Little Dandy Manager — A. Model for Order -Ifis Reverence for the Xobility — Manager Taken for a Waiter — The Drunken Cen'l. M. (xives His Men a Lesson in Politeness — (Jreat Fun for All Round, lis ; Canadian General Managerr, - Sir Casimir Gzowski, the First Genl. M. in Canada, 11!) ; C. J. Brydges, the Napoleon of Railways — James Tillinghast, of the Northern and New York Central— (,'ol. F. Cumberland — An Early Pioneer -A. Fell— His Life's Exjjeri- ence on English, Canadian and United States Roads— Thos. Swinyanl— London and North-^^'estern, England, 120 ; (ieneral Manager, G. W. R. — Presiilent Dondnion Telegraph Co. — Connuissioner Prince Ivlward Island Railway— Sir Joseph Hickson— An .Vctive Worker in all Railway Departments— Honour of Knighthood, 121. Ch.vptkr X. — page.s 122 to 127. S. p. Bidders Farewell Letter, 122 ; Presentation to Walter Shanly, 123 ; An Ad- dress, and His Reply,124 ; W. K. Muir— In Memoriam, 12o ; Sketch of His Rail- way Career in England, Canada, and the L^nited State.s, 120 ; Narrow Escape at Desjardin's Bridge Accident— A Memento of Desjardin's Bridge— Model of a Locomotive— In Memory of Engineer and Fireman, 120 ; Joseph Price — Treasurer of a Chicago Line— same on (Jreat Western of Canada— Succeeds W, K, Muir as General Manager— A Testimonial— Now Represents English As.so- ciation of American Bond and Shareholders in London, 127. Chapter XL— page.s 12.S to 135. Three Nights in the Cars-A Bad Start, 128 ; The Beautiful Snow— The Sleeping- Car, 12'J ; Stuck in the Snow— Stock of Rations Taken, 130 ; The Glass Tea- VI. Contents. kettle— Forat.'in(,' I'nrlieH ^'o Out, l^^l ; liiterutiirc at ii I'rt'iiiimn — Two A.M. — Al Look-Out, l',V2 ; A Demi HriKine— l)r.t,' Out, I'Xi ; SupplieH Arrive — Con- (luctorB Adventures— Tlie StiDW-rinuKli, I'H ; Cliiinj,'eH Cars— A Wreck, l;>5. I CiiAJ'TKR XIJ.— j.agijs i:3(i to 147. Portland— Its Steam). oats— Clu'eryhle I'rotherH— Kinihals -Ci>ylp -lirooks-A Colli- sion on the Atlantic — Only a I'loard Between Vh, l.'iii ; No Shoddy in the Steamers —Earliest of "Old I'rohs "-S. T. Corser, Superintendent -Old, but Always Frosh and IJosy — A Sound Teetotaler, 1:57; J. S. Millar, Goods AlanaKer — Orfjanized Uailway and ()ceai> Freight— Ada])ted for any llailroad I'osition — C. K. Christie, Superintendent— Sketch of His Railway Career— Erastus Wiman'H Opinion, ISS ; Christie's Karly Death — J. S. Martin— His Enf,dish and Canadian Career— The Clo;il. E. -His Work on Cana- dian Canals— His Great Work— The History of ("anada, 140 ; Degiee of l.,ri.D. — Superiiuemlent Wehster-His ])unk on the l'ai,'ga>,'e Car -Always on Duty- Starts a Through 15ili of Lading Otfice -Allan Line and (i. T. K. -The Pioneers of the North-West — Hudson Hay Co. — Burhanks of St. Paul- Oxen Teams to Fort (iarry, 141 ; First Kiil and Ship Bill of Lading,' Litrcjduced — The Author's Suggestion, 142 ; First Contracts at (Cincinnati- (Jrows to he an Iiiiniense Trade -Some of (iodfray Macdonald's Shipments, 14.'3 ; To Canadian and I'. S. Seaports— Ct«r//)«ass, First G. T. K. President — Sketch of His Life— The Victoria Bridge — His Many Government Positions, 148 ; One of the First Senators after Con- federation — Hon. James Ferrier— A Pioneer of Canadian Kailwavs, 14'.l ; Montreal and Champlain — Director of (J. T. J\.— His Many (4ood Works — W. A. Merry, Secretary of M. & C. B. — The Guage Considered — Geo. Keith — General .Manager, loO ; Our Trip to the West— The 10 i)er cent. Telegram— A Sensation— Resignation, 1*>1 ; A Tin Testimonial— Sir Joseph Hickson— Fur- ther Sketch — English Experience, loi! ; Accountant, Secretary, and General Manager of (Jrand Trunk — Increase in Mileage -Change of Guage— Double Track, In-i ; St. Clair Tunnel— Royal Commission on the Liquor Trattic— Lewis James Seargeant, General Manager, 1;j4 ; Sketch of His Railway Career, 155 ; Coufnifs. vit Director Hiililiard's TeHtiinnny in Fiivimr i)f Mr. SearKeant, l^iti ; Wm. Wiiiii- wri^lit His Miiiiy llailwivy Ai>[iiiiiitin(nitn — AssiMtiint (imieral Miiiiith't'i' >'f (irand Triiiilv itailway, luul Other Ollices, l'i7 : Kilimuid WragK't'i Cl'l. His Kxiierionco mi ]''ii<,'lisli Uuilways, l^'iK ; Capy of (Jooil Hoi)e (Jonta llica- Ciiiuiila's Narrow (iuii^je -Local MaiiUKt-r*!. '1'. !!., lo'.l ; .laiiu's Stcpiienson - l)|KTalor Tickot Clorlv Station Agent— Train Despatcher— (Jfncral Superin- temlent, HiO ; Director llnbbard'H Kulogy on Major Stcpiiensdii, Hil ; A Native of liancaster T'liaH.' Dickens on LancaHter— '['lie I'.onny Lune, lti2 ; A N'ict.'-lioyal liecH[)tion — Alderman Hallani, 1(i:i. CnAi'i'i:!} XIV. — ])ao('s I(i4 to 171. The (J. T. i;. Audit Othco-An Indintrious Dei)artniont, IfU ; J. Fred Walker— Tialiic Auditor (1S!)L') -Obituary (DSllM), Ki.') ; Kailvvay Account-* in Karly Days A Stranj^e I'llunder— 'I'he Morality of Tt, ItiCi ; Tlios. Hell, of LcaniiiiK- ton, ]' ; Charles I Vrcy— Succeeds Mr. Wright— His Many Positions on (r. W. R., (r. T. R., Midland, and Other Interests, 1^0 ; Joseph J. Lanning— Succeeds Mr. I'ercy as .Assistant to General Manager — A Short Sketch of His Life in Connection with G. T. R., 181 ; Samuel R. Calla- way— His Start as a Boy— -His High Positions on Many Roads, ISL' ; Sir Joseph Hickson's Predictions Verified, 183. VIll. Cnliffiih. ( 'IIAI'TKI! WI.— |)}li,'cs l,S4 to 1!)|. C. J. pjiyiliieM joins (J. T. It. Miiny ('hanK«'H (•oiienil Freii,'lit A^'oiits Tlio Vutlior, l<". Stnittoii, IHJ ; I', S, Stevt'iisoM— A fiife of Many N'icisHitudm - l)esj:itilin 15ii(Ii,'e Always ('li()t?tful—(it'n('riil Firi^lit A^'cnt for Many Years — A Money I'rosent on His Itttironient — .loini I'orteons— (Succeeds Mr. Stovenson). l!Sr» ; His Many Advancements A Stej) Hi;,'lior — I'lntertaiiicd by Montreal ^^e^- cliants, ISCi ; \o\v Manat,'('r of National Desjiatch Freiiilit Lino -'I'homas Tandy — (I. F. A. of (i. T. 11., 1H7 ; His Karly Career Sudden Death, 1M8 ; Tribute to His Memory, iiy (J. 1>. Sprii,'t,'H--.Iolni Tiurton — Sixtli H.y. A. — Starts on (r. W. U.- Holds Many Iiniiortant Olhces, ]H!( ; Ah Secretary to Railroad ManayerH in Canada - Succeeded 'I'iios. Tandy .lolin < 'ratnpton -A Short Acco\int of His A'ery l''xtensive Itailway Career in (Canada and the I'nitocl States John Karls— A Sketch of His A-2 Years' Services on the (i. T. U., 1!M) ; Now the ^VeKtern District Freight Agent, 11)1 ; Arthur White His Ivirly Start on r'nglish Railways TTis Loii},' (^^onnection with the (}. W. R. and Years' Services on the (5. T. R. — A Testimonial— Xow Assistant Superintendent Western District of (r. T. i!. The Old (Jreat Western A Famous Ivlucatinmd Institution— Alexander Maekay— His Start as a Boy Clerk on the (1. W. R., lH;! ; His Rapid Success at Chicago -Now (1. F. A. of Michiga!! Central Railwav—M. C. Dickson— Agent at Hothwell Station- (I. F. A. iin Xorthern— Now District Passenger Agent on (r. T. R, at Toronto, VM, Chapter XVII.— pa,j;^L'.s I!).') i«> 214. (I. B. Springs— His Early Start on L(Midon iV; North Western llailway, England, l!to ; (Jeneral Freight Agent on (i. W. It. -A Testimonial, litil ; Other Piailway Con- nections in Canada and the Cnitod States— Now d. F. A. of the " Nickel Plate " Road, 107 ; His liiterary Abilities — Plitui Dailcr'a Remarks on Mr. Siiriggs I'nique Tribute to the Memory of the Late Thos. Tandy, P.I8 ; Joseph Taylor — Secretary to G. W. 15. (Jeneral Managers — Secretary to AHchigan Car Company — His Work-" A Fast Life on a Modern Highway," I'Mi ; A Selection From It — " An Api)lication for a Situation "- James Charlton — General Passenger Agent of the Chicago & Alton Road A Railway Pioneer His Lon^ Connec- tion wit'' *he (heat Western, 2(i0 ; Bi'owniiig's Poetry and liailway Guiile — Helps His Friend Witton in a Piirliamentary Election— Notable Associates, 201 ; Wm. Edgar— P.orn at P.iikeniiead, 7^:ngland— His Career on G. T. K.— Succeeds Mr. Charlton as (ieneral Passenger Agent on G. W. P. -His F]arly Death—Nicholas J. Power— Starts on G. W. K. as a ]5oy Clerk in 1858— A Successful Career, 202 ; Succeeds Mr. Edgar as G. P. A. of G. T. P.- W. S. Champ— Paymaster — His Long (.'onnection with the G. W. P. and G. T. 11., 20o ; His Experience on a Pay-Car— Large Sums Paid Out — No Less -Narrow Contents. IX. Kicajio— (lenenil CaHhier, '204 ; Oliitunry, 20") ; iJiack-tone Baker— G. W. 1;. .Secretary His Visits Witli Sir TIids. Dakin— I[. K. Kitcliie—Stationery Department -An Ini|Mirtant OfKce A Paper ( 'ariiot - Alox. Frasur-Ono i)f tiie Oldest (J. T. K. OtHcers-As -lunidr Clerk— Frei^,'ht Cashior -Freis'ht Agent, 20ti ; Travellinu' AiKlitnr - I'aynianter -Plods "The Even Tenor of His Way"— (Jooil for Years to Come -Caiitain Tililiits — His Steamor "An'tic" — Winter NaviKation at <^ueboc -Major W. Wily Joins (J. T. II. at I'ortlaiid, Mo.— Frei^'ht A^'ent -Travellinj? Amlilor Wharhiif^er and Agent at Montreal, 2()7 ; Fenian Triulilos —His Death Tribute to His Memory, by Kd^;ar .Tudge —Major Kobt. L. Nelles— Commmceil on Hutlalo it Luke Huron Hallway, 20iS ; Agent at Caledonia IJrantford— Toronto — Important Position on (J. T. K. (ito. S. Sp.-nce— Starts at <,tiu'en's Wliarf-That Station in IS.Vi Ma»iy DillVrcut OHices on (!. T. K., 20!» ; Travelling Auditor— Agent Aciomitant - Toronto Then and Now Wm. Whyte -Agent— Assistant Superintenilent— General Superintendent C. I'. I!., 2lii ; Tlios. Dow His Start on Scotch Rail- ways— .Itiins (J. W. li. of Canaila — Many Positions —Agent at Windsor for More Thitu 2:* Years Mr. Dow's Story of th<3 Pants and the Mail P.ag, 211 ; ?'orce ' ' H^i.bit, 212 ; John Smith —Knglish Canals -(ireat Western in Its Farly ; ys (irain Inspector Immigration .\gent—" Barley King," 2l;{ ; Wm. Orr Starts on Caledonian Railway — (i. F. A. on G. W. 11. Superin- tendent Narrow (iuage Many Different Positions on .Scotch, United States, and Cunadian liailw.ays, 214. C'liAi'TKit XVllI.— paofs 21.') to 1^21. T)omiidon Government Railways— Interc(donial"(Jrand Scenery, 21o ; The Sjjoit- man's Paradise— The (Jiant Fishing, 21() ; Summer Kesorts— David Pottinger— His Start as a Freight Clerk -llapid .Advancement— General Manager of Gov- ernment Railways, 217 ; Forest Fire of Miramichi, N.B., 218 ; N. Weathers- ton— Starts as a Youth on Scotch Line.s— Sells Tickets for the London Fxhibition of '51— Comes to Canada, 21fl ; His Various Ofhces on (J. W. \{. and Other Railways ~ A Handsome Testimonial, 220; Western Agent for Inter- colonial. 221. Chapter XIX.— pages 222 to 2132. The Station Agent— The Lying One— The Hajjpy One, 222 : His Song :" I'm at Leigh,'' 22;!; The Swell Station .\gent—" Pride Shall Have a Fall "—A Station M.aster's Duties— Many, but Finds Time for Other Pursuits— A Fiddle- Maker, 224 ; .-V Geologist-- A Naturalist— A Little King— Clou.l Moimtain , 22.-); Francis Alison— Lady Station Agents, 22ti ; The Conductor-His Re- sponsible Position, 227; A Moving Cyclops lia— Their Benevolent ( )rder— W R. X. Co7itents. Hill's Stivtenient, 22S ; P.y Piece, Not by Weight, 221) ; Kind Acts of a Coii- iluctor, SAO ; Mone, the Fat Conductur, 231 ; His Visit to London --W. K, Wiiyder-The KvtuiKolist -Tells the Good Old Story, 232. Chai'TKR XX.^pages 23:3 to 2:^!). John Weathorston— His Pearly IJailway Work on Many Lines — (Jeo. Stephenson's Present— Joins (ireat Western in Canada— Track Superintendenl, *2o."{ ; Puilds Railways in Michigan — .Joins (jloverninent Koads and C, P. K. — An Accident, 234 ; Leases the Uundas Itailway — A Cultivator of Flowers — A Charming (Jarden, 235; (Jeo. Lowe lioid's Knlogy — Jaiues Murphy-The L'ish Boy— His Ueniarkahle Career, 23(; ; His Start as an Krrand 15oy— His Education— Rail- vay Agent — A Testimonial— Collector of Customs— John Miller (irrant— Sec- retary of G. T. R., 237 ; A Testimonial The French Canadian Louis Payette — My l^est Foreman, 238 ; A Prison M^arden — His Long Sickness and Death, 23;t. Chapter XXI. — pages 240 to 245. Thos. Cook— The Tourist — Wiiat Brought Him to the Front His Temperance History — A Good Puhlic S[)eaker— A Publisher, 240 ; His First Kxcursion — His Success as a Ttmrist, 241 ; Trii)s to All Countries -Prince of Wales' Sons- Cook's Staff of ( )tHcers in Many Lands— Banking Arrangements - His Benevolent Institutions, 242 ; All Ab lard for Jerusalem- A Railway from Joppa to Jeru- salem-Its Cost, 243 ; The Im))udence of Steam, 244 ; Tom Hood's Dream, 245. Chapter XXI I. —pages 246 to 252. Railway Management The General Manager, 24G ; The Goods Manager —Divi-Divi not in the ('lassiticatior. -G. F. A.'s Imi)ortant Duties, 247 ; The Pro-Rata Question— The Author's Evidence, 24iS ; Freight Kates An American Rail- way's Figures— Immense Reduction in Rates— The l^iad to Ruin, 241) ; A One- Way TratRc-G. T. Jl. Rates in the Early Days -The Question Well Consid- ered, 250 ; Low Price if Wheat -The Nearest Market -A Distance Lim^f - Change in Products, 251 ; Freight of Wheat and Cheese -Difference in Per- centages, 252. Chapter XXllJ.— pages 258 to 259. An Order of Merit— Hemic Deeds of Railway Men— Sir Joseph Hickson's Opinion, 253 ; A Train Without a Driver, 254 ; Tlios. Hunt's Heroism, 255 ; The Safety- Valve was Fast, 250 ; Tiie Runaway Goods Waggons— A Brave Act— "There's Contents. XI. Pdoder In," 2')'i ; A Waggon oi Gunpowder and a Fire -A Town Saved— The Three Heroes— No lleward — A Brown-Stout Bath, 258 ; A Little Man'w I'hinge —"Laugh Now the A[orc-," 2i>'.), Chapter XXIV. — paj^^es 2G0 to 275. The r.oston Railway Jubilee— Union of the "Huh" and Montreal— Notabilities Present, 200 ; Lord Pjlgin— President Fillmore- (ireat I'rocession— Mottoes, 2()1 ; Massachusetts' Welcomo to Canadians — Speeches, 2iJ2 ; Lord Elgin Does Not "Forbid the Bans "- A (Jreat Banquet, 20;^ ; I'resident ?^ilhnore. Lord Elgin, 2(54, iJaniel Webster and Sir Francis Hincks Speak, 2t)5 ; Hon. Jos, Howe— Mayor Bigelow's Address of Welcome, 2tJG ; Toronto Citizens' Address — Beautiful Sentiment, 207 ; Railroads in New England Slates in 1851— A (irand Trunk Celebration— ]\[ayors "Hobnob" Together -Canada and Maine Fraternize, 2ti8 ; A Big Table Cloth— C. Davidson, 2(;'.i ; A Chicago Editor's Speech, 270-272 ; Geo. Stei)henson',s Centenary- The Old Locomotive and the New— Visit Wylan— His I'.irthplace, 272 ; (irand Trunk Ofticers in 1850, 27;:J ; James McMillan— His Successful Career, 274 ; " Car-Building King ' —A Big Ciimpany— Fieight Cais in Use— Life of a Car- Senator of Michigan— Mc- Millan's Hospital, 275. Chapter XXV.— pages 27G to 283. Railways— Their History— " Cutram Roads "—Duke of Bridgewater's Opinion, 276 ; Stockton & Darlington— Liverpool & Manchester, 277 ; (irand Oi)ening— Death "f Huskisson— Lonl Brougham's Tribute, 271» ; Tlie Eight Locomotives and Their Drivers, 278 ; First JiaiUvays in U. S. — First in guebec Province, 280 ; First in Ontario— Railway Siteed Then and Now, 281 ; A Lottery for a liailway— A Veteran Railroader -Richard Bonds Death at 82 Years of Age, 2S_>.28;5. Chapter XX Vr.— pages 284 to 21)2. Grand Trunk System of ]{ailways, 281-285 ; (irand Trunk Pay Roll-Canadian Pacific Railway, 280.287 ; C. P. R. Traffic, 18!I2 and 180:;, 28,S ; A Winter Journey from Winnipeg by Montagu Allan's Special— The Province of Mani- toba, 289 ; Its Area, Lakes, Rivers and Prairies, 2'JO ; First Steamer on the Red River— How Mv. Swords Got to Canada, 291. " v^ '■*■'*/,■ Xll. Contents. '■'t CifAPTEii XXVir.— pa^cs 298 to 308. Dominion Railways' Statistics— Railways in United Kincfdonis — "On the Line," a Monthly Paper, 29:! ; Kurdish Ixailways— Capital— R. Burns' T.ecture, 204 ; liailway Plant in United Kini,'doni -Cost of Some Engliwh Railways, 29.") ; Railways in United States-Miles in Principal States— Capital — Employees, 29t) ; Canada has the Lont,'e.«t Railway in the World — Railways of the World— The Dominion I-eft Out, 297 ; Locomotives 50 Years At.;.', 298 ; The Famous " Rocket " Its History, 298-299 ; St. Clair Tunnel Locomotive- Speed of the Locomotive -" 999," ; Bowman Cooke on Speed, .'iOO-;501 ; Long liife of a Locomotive— F. Trevithick's " Cornwall, ' .'iOl ; Accidents— Stage- Co.aches vs. Railways— The Sun and the Locomotive- Geo, Stephenson as a Philosopher, .%2 ; The Locomotive and the Eni,dii'h Lakes- Wordsworth's Sonnet, .'{O:! ; Hon. E. Everett on Wordsworth— Beautiful Scenery Accessiljle by Railways— Risen From the Ranks, ;^04 ; Noted Railway Men — Sir W. Van Home — His I'nique Career, ."iOa ; Railway Comi)etition — Liverpool & Man- ches^ter Railway and Canal Fights, oOti ; Plans to Prevent Competition— Cne- Purse System Considered, ;W ; (Governments Responsible for Railway Compe- tition—Electric Motor Railways — A New Source of Competition— Hoist the Caution Signal, 308. Chapter XXVIII.— pages .'300 to 323. Freight TrafKc on the Lakes, .SO!) ; The Great Chain of Inland Lakes— First Canadian Canal, ."ilO ; St. Lawrence and Welland Canals— The First Steamboat— James Watt and the Steam Engine, ."ill ; Fulton's Steamer " Clermont "—Dr. Flem- ing — The First Steiiml)oat in Canada— John ^Molson, the Pioneer, .'{12 ; " John O'Gaunt, " Steamer, Arrives at I/mcaster, I^ngland— Early Ocean Steamers - New York P>oat " Savannah," olH ; " Royal William " the First to Cross the Atlantic, 'MA ; Dr. Sandford Fleming's Paper, .'Uo ; Steamship "Great Western" — "Chamliers' Information "The "Sirius" Makes One Trii), liKJ ; Tablet in Memory of " Royal William " -Unveiled by the Governor General at Ottaw.a — Dr. .T. (J. Bourinot's Address — (lUstavus and Horace Wickstead, .'517 ; Cabinet Miinsteis and (.'onferonce Delegates Present, ;il7-;>18 ; Atlantic .Steamships — "City of Paris'— New Record, ;U8 ; "Majestic" and "Teutonic's" Trips- Records of Ocean Steamships for Twenty-six Years, ;il9 ; "Campania" Beats all Records Relative Sizes of (ireat Steamers — The "Great Eastern" — Some Accounts of Her — Description and Cost, 320 ; Canadian Ships and Their Tonnage -Increase in the Size of Ocean Steamers, 321 ; A .Ship's Bill of Lading One Himdred Years Ago — Tiie Prayer for Safety— The Gooil Worrls Abolished, 322 ; Tissue Copying of Way Bills— A Ready and (,!uick Method, 323. H Contents. xiu. C'nAi'TKH XXIX.— pages 324 to 327. The Electric Telegraph— Tlie Author as an Operator- Preston & Wyre Railway— The Aiithor's Ex])eriiuents, '■^24 ; Superintemlents Purkis and Davis — H. P. Dwight — A Sketch of His Career, :>•-'•") ; J teaches the Highest Telegraph Position, 3*20 ; O. S. Wood— Geo. Black— Sui)erintendents and Inventors — Successful Opera- tors— Jas. Walsh— Many Duties of an Ojierator— A lirakeman's Wit, M27. Chapter XXX.— pages 328 to 387. The Atlantic Cable— Puck's Girdle Coni[)leted— The Cable of 18r)8— Huzzaha at Port- land, 328 ; (^>ueen Victoria's Message, 32!t ; President Buchanan's Reply - Cyrus W. Field, the Pioneer— His Start in Stewart's Store, Now York, ."H.'iO ; The Father of the Cable— The New Start in 18{)t;- " Great Eastern " Shoulders the Cable, '^VM ; Grand Success — Two Continents United, .V.i'2 ; Rev. Henry M. Field's Tribute to His Brother's Memory, ;«2;«:5 ; "Clouds Gather "—Cyrus Field's Death -He Sleeps in the "(,)uiet Valley "—F. N. Gisborne, XiA ; His Early Suggestion of an Atlantic Cable — His Numerous Inventions, S'A'i ; Sub- marine Cables of the World, ;i'.() ; Cable Construction— A Long Telegraph Circuit, :W7. Chapti:r XXXI. — page> 338 to H2. Edison- The Wizard of Menlo Park His Plarly Days on the G. T. R., ;;;i8 ; His Daring Exi)loit— His Adventure at Stratford — Edison and Carter Suninioned to Toronto, 'HVJ ; Edison's Legion of Patents— Interviewed by A. Bremner, o40 ; Mr. Story's I'resent of Type, 'Ml ; Edison's Baby and the Phonograph — Farady on Electricity, ;542. Chapter XXXIl.— jiagcs 343 to 348. Columliian Exi)osition— First Crystal Palace -Note on the Transept Jackson Park —Its Buildings, 343 ; Four Noted Exhibitions— Admissions and Receipts — Chicago Holds the Record— Railways and the World's Fair, 344 ; The Ferris Wheil— Sketch of G. W. Ferris— Cost and Magnitude of the Wheel, 34.") ; Des- cripticm of the Wheel— Its (Jreat Success— The Mammoth Cheese, 'M(') ; Canada's Cheese Exhibit— Greatest Exporting Country in the World— Babies at the World's Fair, 347 ; One Baby Over— The Record Broken— Funny Inci- dents at the World's Fair—" Exit '" First Visited—" Executed in Terra Cotta " —"Where are the Lagoons Kept," 348. XIV. GovfenU. Chapter XXX II I.— pages 340 to 353. "The tireat Limo Lan^l" — Hon. Dr. Schnltz— I-[i.s Visit tu Montreal — His Introiluc tion to the Author — The First Kiel Kehellion -Dr. .Schultz's E.scape on Snow Shoes, .'i4!) ; Prf>vitice of Ontario— A l^arge Map— Some Statistics of the Trade and Coniuierce nf the Dominion, .'550 ; Dominion Fislieries- Salmon of the Pacific Province — A Railway Clerk's Luck— Wyld's Great Globe, 3.j1 ; The Big Nugfj'et of Gold, ^r\2 ; (^uren Victoria and Sir Geo. E. Cartier- The Victoria Bridge, ."{oIJ. Chapter XXXIV.— pa,o-e,s 354 to 3G3. Old Country I leas of Canada — The Frozen Bomb-Shell— Kick Cocoanuts 'n the Streets— A Red Indian Idea of (Canada— (.Jueber vs. New Yoik, W^A ; A Com- parison of Distances — Conscience Money Paid to a Railway Co., '.I'^n ; Feeling Against Britishers -Some Rhynung Ditties -" Tackets, Gentlemen" — General Manager's End Predicted, oHti ; Changed Feeling in After Years— Song of the G. T. R. Lal)ourer — English and American Vocaliulary, ;i.")7 ; How Some Raw Cotton Vanished— Don't Trust to Snow to Put Out a Fire, X'i.S ; " En Yo Got Ony Trunks '' — How the Maine Liquor Law was Carried Out at Paris, Me. — What Became of the Whiskey, .J.")!) ; Acton Copper Mine — " A Big Pocket " — Sir Win. Logan's Opinion, 13^. interest as the arrival of railway trains is at the present da}'. His "fly-boats " could hardly be said to tly, as the speed did not much exceed three miles an hour. ■'=?.<' 'J SCHOOL BOY DAYS. One of my earliest recollections is that of attending an old lady's school, held in her kitchen, where I sat on a long wooden form along with a score of other little boys and girls. The schoolmistress was usually employed knitting and instructing us in spelling words of one or two syllables and in the simplest sums in arithmetic. The good old lady occasionally indulged in a quiet smoke, or road to us from a well-tliumbed school book, a story of one Tom Brown, a poor boy who loved to learn, and by hard work and perseverance ultimately became a judge. My second school was one whore there were 150 or 200 pupils. This school was nick-named " Sandy Johnny's," from the fact tliat we learned to write by using a stick and sd.'ibbling in shallow boxes of dry sand. The writing was erased by shaking the box ; for the little boys this method was a source of great fun. On the coronation of George the Fourth (1821), the scholars were all treated to cake and a glass of port wine and decorated with a gilt medal, and then marched through the town behind a band of music, much to the admiration of their parents and the gentry of Lancaster. I\[y last school was called the "Lancastrian Free School," in which there wer,e 400 boys and only one teacher ; he carried on his school by making his advanced pupils into "monitors." I remember being dubbed as an " extra monitor," and my busi- ness was to teach other boys as much as I knew myself, which I am afraid was very little. At that time (1827) the Lancaster Assizes took place twice a 3'ear, and there was often one or more unfortunate prisoners condemned to be hung. The Early Days and the Early Carrying Tradf. 2:J executions took place at noon and on such occasions the school l>oys were let out half an hour earlier " fo (pxoid see the hanying,'' which was supposed to give the hoys a good moral lesson. It may he fairly said that I was horn a carrier, as w'hen a small l)oy I learned to make out goods (freight) way-hilla in my father's otilice. MY CANAL AND RAILW'AY RECORD. In May 18:50 I removed to Preston,* where I was hound an apprentice to ^Ir. Ilargreaves for live years, as a clerk in his fly-hoat office there; he to pay my board hill, clothing etc., and I tc- render him a monthly account of my expenditure. The financial arrangement was not at all to the liking of a budding young man, for if a co/vt'cf statement was made, it must have contained items like the following : — amusements lOd., fruit (id., lent Bob. 8d., church Is., and so on. At last I openly rebelled ngainst it, and Mr. II. then consented to allow me a weekly payniLfut of sixteen shillings, which was continued until the end of my apprenticeship. .1^ 1 ^1' the their ITCKFORD AND CO. — THR GREAT CARRIERS. Pickford & Co. were the carriers between London, Man- chester, Liverpool and other towns. That company and Har. * Preston, a larp;e manufacturing town in North Lancashire, England, is beautifully situated on a gentle eminence by the llil)ble, one of the largest rivers in the north of Kngland. Pre.ston is about an equal distance from Liverpool and Manchester, say 30 miles, and 21 miles from Lancaster. Preston is of high Saxon antiquity, its records go back nearly a thousand years. It is famous for its "(Juild," a grand festival held every twenty years, and which has been kept up for many centuries. The town is noted as having given birth to Moses Holden, the Astronomer ; .Foseph T^ivesey, the Philanthroiiist, and father of the Temperance Reformation ; also of Sir Richard Arkwright, famed as one of the earliest inventerby. 24 Raihvays and Other Ways. greaves' formed the main carriers of England and Scotland, long^ before other noted carriers entered the field. The ancestors of John Hargreaves were carriers in the days of the " pack saddle," one hundred years or more before the renowned Macadam made British roads passable for heavy loads. One would not suppose that there could be anything like enthusiasm in such a matter-of-fact business as that of a carrier, but my father was really an enthusiast in the carrying trade. When a youth I used to visit him at holiday times, and when we had talked over the current events of the day, father would say, " Now let us talk about carrving." Heavy weights, fully- loaded canal boats down to the "fender," and big goods trains were first-class poetry to him. When I spoke of the mighty movements of thousands of tons of merchandise being conveyed by the new railways, he was then in his element. I suppose some of this heavy weight enthusiasm must have descended to his son. A PEN PORTRAIT OF JOHN HARGREAVES. The artist who first gave a sketch of " John Bull " as that worthy gentleman has often appeared in Punch must have had a\rr. Hargreaves in view when he drew the character, the likeness l)eing perfect. .. I, my brothers and sisters, when children, had great reverence for the imposing looking gentleman and gazed uj^on him as we would on a king ; with his large head, bulky body, broad red face, prominent nose, mutton-chop sandy whiskers, dark red curly hair, " broad gauge " legs, ponderous and swinging walk, knee breeches, top shiny boots, massive gold snuffbox, heavy gold chain, with giant seals hanging from his fob, fine silk broad-brimmed hat, immense broadcloth black " top " coat, with pockets of capacious dimensions filled with papers ; a grand English gentleman such as might have been seen occasionally in the early part of this century. Early Days mid the Early Carry Ivg Trade. •2'y Mr. H. was a lover of horses and owned more than any other man, and understood more about them. All disabled and diseased ones were sent to his large farm and residence at Hart Common, near Wigan, where he doctored them himself. No one was his equal in driving a four-horse coach. Often, when a boy, I have seen him, whip in hand, driving the coach into Lancaster, while Jarvey, the coachman, would be seen sitting at his ease smoking a cigar, well knowing that the whip was in safe hands. He, Mr. H., visited his out-stations, between Manchester and Edinbro', every three months, and collected the larger freight accounts himself. In addressing his letters to agents, or speak- ing to them, he never used the word " mister," and always spoke to them in a familiar style as, " Well, John," or ''Well, Thomas," as the case might be. JNO. IIARGREAVES AND THE TOLL-GATE 5[AN. T once saw Mr. H. have a row with a big, fak, burly toll-gate * man, which took place in the goods yard at Lancaster. The man commenced charging toll on Mr. H-'s delivery lorries as they passed through the toll-gate, and this he considered to be illegal. The face of Mr. H. was always red, but on this occasion it was like the rising sun. To give effect to his speech he mounted a box, and such a war of words commenced as I have not heard since. The toll-gate man said, " What. are you, sir ? You are only a com- mon carrier." ^h\ H. replied, "I am an uncommon carrier, I carry further than any man in England." Mr. H. beat the man out of his claim for toll, and the two finally separated without coming to blows, though very near it. WAY-BILLS. When English railways started, Braithwaite Poole, (the prince of "goods managers "), changed the old name of way-bill 26 Railways and Other Wai/.^. to " invoice" (not so understandable). When I came to Canada I resuscitated the old name " way-bill," and so it still remains. Hargreaves' .agents debited themselves with the totals of the way- bills in their cash books and credited themselves with the disbursements, as salaries, wages, &c., carrjdng on the balance from week to week ; cash on hand, and outstanding debts, if correct, formed the balance, a copj' of which was sent to Hart Common along with the original way-bills. Mr. H. sent agents a list of errors every quarter, which they did not like to see, as the balance was often to their debit. MY FIRST RAILWAY. At Preston, Lancashire, as already stated, there was a railway of 5 miles, lyi'mujgalink between the Lancaster and Preston and Manchester and Leeds canals, the latter being at a much higher elevation than the former. The lino was called a ''railway," not a "tram-w^ay," as such roads were usually called. It was worked with horses, the rail was flanged on one side, and the wheel of the waggon was smooth like an ordinary cart or carriage wheel. At the sides of the waggon and in front of each wheel there was suspended a short chain and hook to act as a brake by catching a spoke of the wheel, and it required some careful manipulation on the part of the brakesman or he stood the chance of losing a linger or two ; one of our men, I remember, lost a thumb and forefinger. Each waggon took two or three tons 01 goods, and a team of horses could draw three waggons up the line and six down. The gauge of this railway was the same as those first built b}' Geo. Stephenson, viz., 4 feet 8^ inches, which gauge he introduced on the Liverpool and Manchester railway, and it in time became the established gauge of England as well as of this Continent. •a3I. Early Days and the Early Carrying Trade, •27 be 1p ^e id A ilAILAVAY EPISODE. At this time (1830) drunkenness was almost universal, the world seemed to have adopted Byron's sarcastic maxim that, " Man being reasonable must get drunk ; The best of life is but intoxication." The Temperance reformation (which has since made such a mighty change in the world) had not commenced. The move- ment was first fairly started in Preston in 1832, and the writer took an active part, with others, in the formation of Youths' Temperance Societies. One night in 1830, all the men (agents included), had got so drunk that not a man at Hargreaves' warehouse, Preston, was in a I'lt state to take a train of waggons (loaded with hutter and produce for the Manchester market), to Summit, the point where the canal hoat was waiting for them. Knowing its vast impor- tance, 1 harnessed up a team of horses and started on my night journey, and with the exception of a few mishaps, one of which was getting off the track and having to rouse up a neighhoring farmer to help me on again, I reached Summit in safety and was received with three cheers by the boatmen. This then was my lirst railway experience, now more than 03 years ago, and 1 think this makes me the oldest railwav man living still in active service (1894). CANAL BOAT ROBBERS. One great trouble in the canal carrying times was the fre- quent pilferage of goods in transit. The freight boats were covered with taiu'paulins, cargo was consequently easily reached, and the lonely night journeys gave every facility to the boatmen to plunder it. Liquors, wines, fruits, etc., suffered most. On the Manchester, Liverpool and Leeds canal, it was difficult to keep up an honest crew of men long; outside harpies were 28 Bailtvaijs and Other Ways. always on the lookout to tempt them. In one case a ahop was opened at Wigan for the sale of stolen goods. Still, with all this, there were some good men who ran Hargreaves' liy-hoats for ten, twenty and thirty years, and who might have been trusted with untold gold. TIIK LOST FLY-UOAT. One morning the fly-boat had not arrived at its usual time ai Lancaster, and my father thought he would take a walk on the canal bank to look for it. After walking three or four miles he saw the boat lying across the canal and the horses quietly grazing on the banks. On getting aboard the boat he found the three men lying at the bottom helplessly drunk, soaked with rum insidt' and out. They had bored a hole in a hogshead of rum and left the liquor running out, which had done great damage to other valu- able freight, a portion of the cargo. OAME POACHERS. Some of the boatmen were noted poachers. The canal passed through several fine game preserves, and as the boat quietly glided along, the men would slacken speed, and one of them, gun in hand, would jumpoffand run into the wood. "Crack! crack! "would be heard, and down would come a fine pheasant or brace of par- tridge, and before the gamekeeper could come up, the boatman would be on board, smoking his pipe, or whistling " Jim Crow," or some popular tune of the times, gun and game being carefully buried in the bowels of the boat. Complaints were often made to Mr. Hargreaves by the gentry on the line of the canal, but he was powerless to stop poaching, and the boatmen were rarely caught in the act. When a small boy, I was on the canal wharf at Lancaster when the fly-boat arrived. A man from the town came up and said to the captain, "Enyo got out ?"—" I'hi " says the captain— " Ten vas len, vith time n tlie 3 saw ngon 3 men /(' and 3ft tlie L- valu- passcil quietly "would of pav- )oatman Crow," favefully by the Is to stop It. When vhen the |ia to tbe _<« Ten Eorly Ditjjscmd the Early Carrying Trfuh;. •20 pheasants." These birds at that time fetched five shilliuj^s each, ^^■llic•ll was a strong temptation to the men to turn poachers. HATES OF ("AllRIAGK. AVe did not use the term "freight, " ; that was only applied to sailing vessels' rates. Air. Hargreaves never printed a list of rates, he gave his agents minimum figures, and left them to get the best rates they could. The sending station did not charge out the way-bills, that was done by the receiving station. When I went to Preston the agent gave me a way-bill from Manchester to "charge out." I said, "Where are the rates?" He said, "Oh, call in Joe, he knows most about rates." I have to remark that Joe Hornby was the carter who collected and delivered goods in the town of Preston. I call in "Joe." He is a clean-shaved, rather pleasant looking fellow ; he comes into the office, strokes his hair in front and looks wondrous wise. The way-bill is from Alanchcster to Preston (,30 miles) : we charge by the 112 lbs., the ton is not used. We start with bales, boxes and trusses of cotton, cloths, linens, etc. (dry goods). I say, " Tommy Careful, one bale." Four- tei u pence," says Joe. "Billy Sharp, one bale." "He'll only stand one shilling," says Joe. "Peter Careless, one truss." "He'll stand eighteen pence," says Joe. And thus he went on, parties paying different rates for the same description of goods from the iinmr place. Rates were fixed at what fivi^wu-oithlstdnd* This kind of charging was rather dilficult to keep track of, and I made a private rate book, which 1 kept securely locked up in my drawer. Then again, rates of freight were based on caslc. Esquires, reverends, military officers, the nobility, etc., had to pay for ♦ It imi.st be understood that Mr. Hargreaves did not intend his agents to make discriiiiiiiating rates, giving one i)arty a lower rate than the other. He in tlie first instance gave one rate for all, but in process of time, merchant A, by competition and strong pressure, would contrive to get a special rate ; in time mercliant B would dis- cover this ; then, as a matter of course, his rate had to go down to A's figure, and so on ; lience .Toe, the carter, spoke of what so and so " would stand." 80 Railways and Other Ways. their titles, liates of freight goneriilly •were very high, say ten shillings per hundred weight from Edinhro' to Lancaster, 170 miles. The rate by "Pickford's van" from London to Afanchester was 18 - or 20/- per 112 lbs., say about eighty-eight dollars per ton of two thousand pounds. When railways opened, the rate on dry goods to and from. ]\[ancliester and London was reduced to two shillings per 112 lbs., or about ten dollars per ton ; while the time occupied in transit by rail was less, by more than one-half, than that of the time occupied by Pickford's van. TUK DEEAD MON. Curious enquiries were sometimes made of the carriers. A man walked into my father's oftice one day, and said (in broad Lancashire dialect), " AVhat'en yo charge a hundred weight to Preyston "?" " What kind of goods," said my father. " It's for a mon,'' said the enquirer. " We don't carry passengers," said father, " Bot this is a deead mon," said the man. Father : " the Canal Co. will not allow us to take Uvin;i passengers, and we will not take (Irad ones." WHISKEY AND AVOOL. One season we had carried an unusual quantity of bags and packs of wool from Scotland, the canal boats for several months were half loaded with them, and on winding up the business at the close of the season, quite a number of bags remained over without marks, unclaimed. These were being placed in our store- room, when one of the porters laid himself down on his back on one of the bags, and feeling something hard, he cried out " There's a dead man in that bag ! " It was quickly opened, and the men pulled out p. new ten-gallon keg of Scotch whiskey, which was being smuggledinto England. The porters did not inform the revenue department, but at once confiscated the liquor them- selves, and were not fairly sober for a month afterwards. Early Daya and the Early Garry'nuj Trade. 'i\ f'ANAL rAHSENOKIl PACKET BOATS. The Lancaster Canal Co. used to cairy pasBcngti's in covered packet boats, souictliin;,' like those on the P'rie Canal. Before railways, the speed was about four miles per hour for these boats, but later, narrow iron packets were put on, and the speed was increased to nine miles per hour, horses beinfj; changed every three or fourmiles. Thiswas apleasantmodcoftravel,asthecanalpassed through a rural country of wood and park and grassy dell, with here and there a farm or quaint old inn, or ivy-covered ruin, and may be an ancient old church or the mansion of some nobleman. One of the ])ackets was called " Swiftsuro," and glided along so smoothly that any one might have written a letter on board with the greatest ease. Hargreaves' "fly-boats" were under a penalty of ten pounds per man if they carried passengers, but in spite of this the boatmen generally managed to stow two or three passengers on board, and every now and then Mr. Hargreaves was fined, and made the men pay as much of the fine as he could. One shilling per week was stopped from one captain for 20 years, towards his fine of fifty pounds. THE MYSTERIOUS TRUNK. One Sunday when all our family except mj' mother were at ehurch, a man came up, wheeling a hand truck with a neatly eovered trunk upon it, and said the package was for Edinbro' as addressed, and asked to be allowed to leave it in the goods ware- house. ]\[other complied, but forgot to name the matter to father. Next morning the yardmen were almost driven from the premises l)y a horrible stench, which they thought c -k from some raw hides close by. Shortly a man came into the office, and informed my father that on the previous day he stood near the Liverpool coach on its arrival at Lancaster, and he heard the passengers 32 Rdiliuatja and Other Ways. protestirif,' that they would "not go one foot further" if tliat trunk (pointing it out) remainod on board, and the coach ollice men bundled it off as above related. My father then sent the trunk down to the coach office, but the parties refused to receive it. It was then left in the street and soon created a sensation. Finally the police took possession of it, and on opening ' '""^nud the bodies of a woman and child doubled up and crammed .o the trunk. It was afterwards ascertained that a man's wife and child had died or been murdered in Liverpool, and that the mis- creant husband and father had sold the poor bodies to an agent of a medical professor in Edinbro'. This was probably one of the earliest cases of what was afterwards called ** burking," say in 182C or 1827. now .TOUNNY MORRISON ]?ALANCED HIS CASH BOOK. Johnny, a Scotchman, was a wharlinger for John Hargreaves. the carrier, at Tewitfield, a point on the Lancaster and Kendal canal. On one occasion my father went to the place U imine Johnny's books, and I went with him. Johnny was a ba • and lived in a little den above his office. Boy-like I peeped into his domicile. There was a small lire grate which, from appearance, had not been cleaned out for many days ; the ashes and cinders were about to enter the bed which stood close by. Johnny did his own cooking, but he did not do anything else towards house- keeping, and the place looked as if it would have been all the better if feminine hands had had a little to do with it. The olMce desk below had a layer of dust upoAi it, carefully preserved, the disturbance of which by a broom would have driven the auditor out of the office, but Johnny took a rag and shoved the dust on one side, forming a sort of square of earth-works for the cash book. Johnny had an original method of balancing his cash book. Early Days and thf Etirly Cart'f/in;/ Trade. .S3 He only added up the credit side, and inado the dobit side agree with it, regardless of all rules of arithmetic. When father tested the addition, he found it all wron^-. " Why, Iiow'h this *> " said father, " the addition is incorrect. " Johnny : " Its a' rcet, )ii()U, dinua yckenth'coont halanees onhaith sides." Father found 11 considerahie shortaj^'e of cash, and Johiniy's wharfage husinoss iiad to come to a sudden close. .vgreaves. t\ Kendal imine r and into his ,pearance, id cinders my did his :ds house - en all the a it. The preserved, driven the shoved the rks for the MYliES BKf'K S CASH BOOK. My namesake, "Myles," was agent for llargreaves at Pre.^ou during a long life. He died two or three years before I removed t • that town. 1 am in possession of one of his old cash-books bearing dates 1811 to 1813. It is full bound in leather, made to last for ages. In my boyhood I made a part of it into a scrap book by cutting out alternate leaves, and since then it has been handled and tumbled about by ;ill my children, and is still in a good state of preservation. These were the days of high postage, as will be seen from the following abstract : — Postage from Lancaster to Preston Nd. (1(5 cts.), Carlisle lOd. (20 cts.), Leeds same, London Is. 2d. (28 cts.). Now all are only one penny. Other items — Odd pence in' settling Humber's account 4d. Expenses with TratYord and wife, Is. (this was doubtless for wine all round). William Bates, wages, t'l. 8s. Od. Billy Bates was a favorite stage waggon driver up to about 1832, and was well-known on the line of route between Kendal and Edinbro'. He only came on to Preston when the canal was closed with ice. Billy's four-inch-wbeeled, high-loaded stage waggon, drawn by six powerful horses, was looked upon with as much admiration as were the first railwav trains. The end of the waggon, which was covered over was usuallv reserved for 3 34 Railwuys and Other Ways. two or three passengers, and their fare was the driver's perquisite.* i'lL I.1:ARN TIIEF, TO MAKK M.B. Myles ]3t;ck was quite a character, and those who knew him told me some funny anecdotes about him. One, I recollect, was about one of his carters who delivered goods in the town, and col- lected the freight charges. This man had noticed that when ho settled up with Mr. Beck, the latter made his initials, m.b., in the delivery book, in a column for the purpose, and when he saw them he passed tlie item as '* paid." The carter thought he could make yi.n., and tried it on, putting the money in his pocket for his own use. This went on for a time, and ]\[yles was puzzled in balancing his cash book, and wondered what had become of his money. In tracing out the cause, he found that his carter had been committing a forgery and imitating his (Mr. Beck's) initials. It must be remembered that, at the time, forgery was a capital crime, and the guilt}* one stood a chance of being " hung by the neck until he was dead." But good old Myles Beck was not the man to hang another for robbing him of a few pounds. Like American lynchers, he, Myles, took the law into ♦ In 1848 T tnivellecl by the last coach from Stafford to Stoke-on-Trent, part of the road for tliree miles wont thronyh charming Trentham park and by the mansion of the Duke of Sutherland. The coach in question was the last in a link of 40 coaclies v/hich used to run between London and Manchester. The North Stafford- shire railway opened next morning, and poor Jarvey's occuiiation as coach driver wai gone forever. When a small boy I used to go fishing with an old veteiar. coach driver of 70, and when our flo.its were motionless on the canal, and fish would not bite, coachee entertained me vvilh wondrous "tales of flood and field," of highway robljeries, and of Uick Turpins, and Jack Sheppards, and upsets of coaches, and gibbeta at four lane ends, ami how their bones rattled on winter nights and how ghosts and iiobgoblins were often seen at such places; all such tales I swallowed with great gusto and always asked far more. The coach driver and the stage waggon driver were a distinct race who entirely vanisheil from the scene when the iron roads and " puffing l)illiea " began to spreacl and travel over the length and breadtn of the land, and now "We miss the cantering team, the winding way, The road-side halt, the post-horn's well-known air, The inns, the gaping towns, and all the landscape fair." Early Days and the Early Carryiwj Trade. .j.) L-iver s w biiu ct, was nd col- len lio , in the he saw gilt lie in bis ^'les was lat had md tbat his (iMr. , forgery of being les Beck ,f a few llaw into e-on-Trent, I and by the |in a link of h Stafford- driver wa^ ,eian coach 1 would not of hisliway and gibbets ghosts and great gusto th jrho entirely in to spread his own hands, called the carter into his office, locked the door, got his rather formidable walking stick, and in a few words told the man he had "found him out," and at once set to and thrasiied him round and round the oflice, and every whack he gave him, ]\Ijles said " I'll learn thee to make m.l.' The man's yells could bo heard half a mile off, and he was finally kicked otf the premises. LIQUOR SAMPLINd, AN OLD CUSTOM. In the canal carrying times it was the custom for a carrier's agent to take a sample from all casks of ardent spirits, and at the same time to register the gauge of the contents. This was done as a protection to the carrier in case the consignee should make a claim for deficiency in quantity or loss in quality ; more particularly in the latter, as boatmen had a knack of taking out a gallon of rum from a hogshead and replacing it with a gallon of water, and they were not overparticular as to the hind of water they put in. The master carrier in some cases claimed those samples, but he rarely got any, the agent either sold the liquor or Lo and his friends drank it. In large carrying establishments, such as those of Liverpool, M^uichester and London, an array of sample bottles might have been seen in an agent's oflice footing up to hundreds, each con- taining about half a pint. Occasionally some of the samples were given to hoopitals. The custom of sampling was a very bad one, and helped to make many a drunkard. When railways commenced the carriage of merchandise the sampling system was abolished. A STAGE COACH .lOUKNEY — A RUNAWAY. How vivid are first impressions ! For months I had antici- pated a trip to Liverpool to see, for the first time, a train ~ IT ■B ■■ ■j.g-Ti'.i- !..! '-'-"nr'rtn S6 RaiUvays and Other Ways. of carriages rushing along without horses, or anj^ visible power except that of a puffing, snorting machine called a " loco- motive" or engnie. To see the marvel of the nineteenth century, one day in June, 1N31, I and two friends embarked on a stage coach at Preston, bound for Liverpool, a distance of 30 miles. The driver of the coach, I remember, had a very red face and his nose was artistically decorated with "brandy blossoms," and as we rode along he stopped at every hotel to replenish his inner man with a stiffish tumbler of strong liquor. This after a time had the effect of making ^>im talk very thick and brandish his whip in a most extraordin y manner, not at all liked by the horses, as they got mad and ran away, and tiie coach began to oscillate from one side to the other, threatening to turn over any moment. To make things worse, right before us we could see a horse and cart going slowly along in the middle of the road, and the driver asleep. We, the passengers, made the welkin ring with our yells and, luckily for us, the man in the cart woke up just in time to get out of the way and thus saved us from a terrible calamity. On went the horses full gallop until they came to a hill which put a stop to their mad career. Since then I have travelled hundreds of thousands of miles by railway and steamships, but I never got such a scare as I did by that stage coach ride of 30 miles. On reaching Liverpool, the first thing we did was to walk three or four miles into the country to see a locomotive and train of carriages pass a level crossing of the Liverpool and Manchester liailway, at full speed, which was about 15 miles an hour. To us novices, at the time, it seemed terrific and almost took away our breath, filling us with wonder and astonishment. On the following day we made our first railway ride on a second-class train bound for Manchestoi'. The carriages were open at the sides, with solid wooden seats, and resembled nothing that can be visible /'loco- cteentb etl on a ,e of 30 ;ery red 'brandy botel to g liquor, jry tbicl< L', not al and the eatening it before le middle made the an in the 1U9 saved ill gallop id career. miles by 3 I did by alk three train of anchester our. To took away On the cond-class )en at the at can be Early Dayn and the Early Carry huj Trade. 37 seen anywhere at the i^resent day. They were swung very loosely on their axles, and the passengers were tossed from side to side, much like being rocked in a canoe by French habitants when crossing the St. Lawrence, when that river is obstructed by float- ing ice. We were three hours on the thirty mile journey, includ- ing stops. We made our return trip from Manchester in a first-class train, each compartment of the carriage had six seats fitted up much like the inside seats of a stage coach. The motion had a curious effect of sending one to sleep. In our compartment five out of the six passengers soon went into "the land of nod." This train went at 20 miles an hour, and was considered a ■' lightning express." I; took us ninety minutes to run between the two cities. Twenty years afterwards I made the same jour- ney in thirty-five minutes, without once stopping on the road. TUE LOCOMOTIVK — THE CASTLE. At the commencement of English railways, they were thrown open to public carriers, and Hargreaves and his sons wore early carriers upon them, and sometime afterwards I was transferred to the North Union goods department, Preston, the same station where Mr. Thos. Bell (formerly G. F. A. of the G. W. It., and General Supt. of the D. & M. l\.,) had his first rail- way experience. :Mr. Hargreaves had a locomotive which \va8 the admiration of the whole country. It was resplendent in polished brass work, had high brass towers, and was called the " Castle." It was a very powerful engine, and could haul a very long train of loaded goods waggons. I remember on one occasion the " Castle " ran away without any one to guide it. On it went over the Kibble bridge, helter-skelter,— towards Wigan. Gate- men saw it coming, and thinking that it was some express with 33 Railways and Other Waijs. important news, that a great man was dead or some such grave matter, were quick to open their gates, when it passed through with lire flying, like a flash of lightnn.g-a regular - John Gilpin" on wheels. Another engine was sent after the run-awav, and found it quiet and cold, still on the track-17 miles from Preston ; luckily it had met with no obstruction m its mad flight. The Railway and the Loeomotive. 89 grave lassed igular 31- tlie k— 17 L in its CHAPTER II. THE RAILWAY AND THE LOCOMOTIVE. MY FIRST GOODS MANAGERSHIP. IN 18-10, I \Yas engaged as the first goods manager of the Preston and Wyre Pailway, a line of 20 miles from Preston to Fleetwood. At the terminus there was the river Wyre and a fine deep harbor, at which point the springtides rose thirty feet, and a vessel had only to sail two miles before she was in the Irish Channel. The land upon which the town was built had for ages been a rabbit warren, and a resort of seagulls, and other aquatic birds.* Fleetwood sprang up as rapidly as a Canadian town ; and steamships were put on to the Isle of Man, Belfast (Ireland), and to Ardrossan (Scotland). The railway was a single track, and it was the first lino in England to make use of the electric telegraph. S. P. Bidder (first general manager of the Grand Trunk Railway) was the resident engineer of the P. & W. li. At the opening of the road, the station at Fleetwood was formed into a dhiing room, and many notabilities attended ; among the guests was the celebrated George Stephenson, who made a short speech ill his quaint, chiiracteristic style. In the evening, preparations had been made for a grand ball, which was just opening when a * My old frienJ Thos. Drewry, of Fleetwood, writes me (Sept. 1893), that the town of Fleetwood contains li),0(iu inhabitants, a larsre shipping dock, a sea-shore as|)halt pronienaile, one mile in length, new market buildings, and all the modern im- provements of a well organized and thriving city; that it is a popular summer resort, as well aa a shipping port of some consequence on the Lancashire cocist. The rabbits, which in the " forties " honey-combed the sand hills, have long since gone " Where the woodbine twineth," or have vanished in the form of " jugged hare." 40 Railways and Other Waiju. very tragic event occurred. An excursion train, crowded with passengers inside the carriages and on the top, started from Fleetwood, and had only gone a few hundred yards, when a man in a state of intoxication, fell off, and his head was instantly de- capitated by the wheel. Another man, also under the influence of liquor, picked up the gory head by the hair, and before any one could stop him, marched right into the ball-room among the ladies and gentlemen assembled, and exhibited the ghastly spec- tacle to them, which most effectually brought a sudden finish to that ball. MY Fir.ST MEUCHANDISE CLASSIFICATION. The Preston \: Wyrc Ikailway Co. put on a steam-packet to run from t'leetwood (across ^Ntorecambo lia}'), to Bardsea, the port for L'lverstone, only a few miles from the famous ruins c»f Furness Abbey, in one direction, and the outlet of Lake Win- dermere, in the otlier. For the goods traftic by rail and boat T printed my lirst freight tariff, and made my first attempt at a classification. The latter was a very short one, and two items in it, I remember, caused a little merriment among the people. The items, were " bobbins and dead pigs." One gentleman said, " What a conglomeration ! " At that time one was in the habit of calling things by their right names ; in these more polite times the articles in (piestion would have been dignilied by the more delicate terms of " spools and dressed hogs," although the latter were in a decidedly inuln^iscil state. PItESTON AND WYKK IIAII/WAY SHARES, AND HOW WE SOLD THE LINE. During its early history it did not pay running expenses, and its stock went down to zero. At an auction sale which took place near Fleetwood, some V.Sc W. It. shares were put up, and instead of getting a single bidder, the matter was met by a laugh of derision, people were afraid of holding the stock as a gift. The directors asked superintendent Cooper and me to try and do some- thing to raise the receipts, giving us full power. We put our The Railway and the Locomotive. 41 \ with 1 from a man itly de- fluence )re any 3ng the iy spec- iiisli to fi civet to ^iirdsea, Yuins of ikc Win- u\ boat I ipt at a items in Dple. The What of caUing ic articles :ite terms ere in a IIK LINK. expenses, diich teok it up, and )ya laugh gift. The 1 do some- ■ e put our m ■M. heads together and hit upon the idea of trying cheap excursion trains to the sea side, which had hitherto been unknown in Lancashire. We first put the fare down one-half, viz., two shillings from Preston to Fleetwood and back, which took a fair number of passengers, but it did not come up to our expectations. We had not reached a figure which the cotton spinners, weavers and mechanics of Lancashire could afford to pay for a day's excursion and a xoak (bath), in \vhat they termed sotc (salt) icni/tcr (water). We then put the fare down to one shilling and sixpence (3<) ci'uts), and I employed messengers to dt'luge the country round with handlnlls announcing the fact. Our experiment then was a complete success; we conveyed the people by the thousand, chietly in Kfand up ic(i;i!i<)ns, for we had not carriages enough to meet the enormous demand. The receipts of the road were soon doubled, and when the wild speculation of 1815 drew near, our line was leased, or sold, to two big railway companies who guaran- teed annual dividends of from 71 to 10 per cent, and the hundred pounds stock, wliich had been ocl As paving stones crushed into little hits, could. Tiien coachee, quite proud of his horse-flesh and trip ; Cried " Go it, ye cripples," and gave them the whip ; And ten miles an hour with the help of the thong — They \\\\t forth their metal and scampered along. The present has taken great strides of the past, For carriages run without horses at last ; And what is more strange — yet it's truth, I avow — Hack-horses themselves are turned passengers now. These coaches alive go in sixes and twelves. And once set in motion, they travel themselves ; They'll run thirty miles while I'm cracking this joke, And need no provisions but " pump milk " and coke — With their long chimneys, they skim o'er the rails. With two thousand hundred weights tied to their tails : While Jarvey, in stupid astonishment stands, Upturning both eyes, and uplifting both hands ; " My nags " he exclaims, between laughing and crying, " Are good 'uns to go, but you d — Is are Hying." JOHN KINO, THE FIRST TEETOTALKR. I cannot close my reminiscences of the Fleetwood railway, without referring to another station-agent on that line, viz.. John King, a name which will live in history, as the first man known to have ainnrd a tot,(l ahHtinnwi' ph'iJqr from nil hinth of (ih'ohoUc liquors. This pledge was drawn up" by Joseph Livesev, cheese factor, printer and publisher of Preston, on the 2;3rd 44 Ra'diuaijs and Other Wit/js. August, 1832, when the two men in question signed it. Thin thou was the origin of what was afterwards termed, the "teetotal movement," and which has since spread to every part of the civiUzed world, and lias done, and is still doing, more than all other agencies f Christianity excepted), to reform the habits and customs of the people. John King was the recipient of numerous medals and badges of honor from different parts of Groat Britain, which he wore on special occasions. J>oth heand^Tr. Livesey only died a few years back, each having seen his n'uici'uth year ! cnnolS IDKAS AliOlT ll.VILWAYS. In the early railway times country people had strange notions about railways, and passengers were often in the habit of asking for tickets, not to the station nearest where they lived, l)ut to the name of the place or road itself where they happened to reside. One day a man put down his money and said, " A ticket to Bloody Loocn (lane) Ends." I said, " I never heard of such a horrid place." He seemed to pity my ignorance, and said, " AVhy Kaarkem (Kirkham), to be siu-e." But the people were fairly bewildered with the electric telegraph. How articles and information could come over those wires, caused many a knit brow and deep meditation, and railway men would sometimes play jokes upon parties. One day an old lady had lost her mubrella, and thought she liad lost it at the station from which she came. The clerk said he would tele- graph about it, in the meantime a' porter had found the umbrella and hung it upon the telegraph wire. The old lady was then told that her umbrella had arrived, and when she saw it hanging on the wire, and on receiving it, she went away rejoicing, repeating the word " wonderful I wonderful ! " ' Tlir Ha'iJwtiij and the Lucom it'irc. 45 1^ Tins total f t\u> m all labits adgea ire on years strauge labit of ^ lived, ippened lid, " .V lieard of nd said, electric or those Ion, and A hk; KN(,>rii!V I'oit A i'iii;i(.in' n.vrv.. In some parts of England, particularly in Limcasliire, clo^^s. or shoes with wooden soles, were nnich worn by the workinj^' classes. The clof^ soles, roughly hewn in shape, frecpiently formed an article of freight for the carrier. On one occasion one of our station agents telegraphed me as follows : "A man here wants a rate for ten niillioii clog soles to Manchester." The quantity was St) enormous that we went into a calculation upon tlic mattrr and found that if all the alder and willow trees (of which clog soles are formed) in England were cut down and made into clog soles, they would not make the quantity named. The man in asking the (piestion simply did it to gi.t a low rate for two or three waggon loads. " KILL IT WnHOlT I'Ull.n DICK," In settling claims for loss or dannige to goods in transit we sometimes wrote the common law term, — " settled without prejudice." One day I got a telegram from one of our agents at a small station, as follows — " I have caught a calf trespassing on the line, for which no owner can be found. What must I do with it?" 1 thought 1 would give him a poser, so I replied, " Kill it without prejudice." The next time I passed the station I said to the agent, " Did you understand my message about the calf?" "Oh yes," said he, " you had reference to the J(7r/.s7/ I'llHSOViT." llli; SKA UOULDEKS AM) RAILWAY Tll.VFKIC. ( >iio suinmer's eve, in pensive tlioutiht, I wiindercd by the sea-V)eat shore. -Old Sonij. It was pleasant, when at Fleetwood, to have a ramble on the sea shore, and watch the tide coming in, and listen to the 46 lidllivaijs ami Other Wajs. rattle of the sliolLs and pebbles us tliey were tossed about by the ever rushinj,' and recedin<4 waves. Sometimes, perhaps, one would be lookui}; for variej^'ated colored stout'S, which when varnished formed a curious collection of natural ornaments for my office mantel-piece. On one occasion, when on such a ramble, accompanied by our poetic station aj,'(.'nt Anderton, and while he was addressing the ocean in the well-known verse of Jjyron, my mind must have been amon«^ the more practical and prosaic things of this world, as 1 noticed that among the sand, pebbles and sea-weed were numerous " boulders," and a bright idea struck me that they were suitable for street paving. I at once opened up a correspondence with the goods manager of the then ^fanchester and Leeds railway, and the result was that he sent mo an order for all the l)oulders that I could gather. After getting leave of the " lord of the manor," I set men and teams to work collecting and hauling the pavers, which were duly shipped to >[anchester, and sold there. After deducting expense from the proceeds, the balance passed to the credit of the two roads, and gave them a fair freight rate. This went on for some months, when I got a gentle hint h\A\\ the " lord of the manor," that I had " better draw my paving-stone business to a close as I was carvjiliui aicdi/ the sea shore, and might, in time, endanger the very stal)ility of the town of Fleetwood." The following account of a presentation, etc., is taken from the Fk-diruod Chronicle, Sept. 10th, 1847 : ' n ■1® m PRKSEXTATION OF A TOKEN OF ESTEEM TO S. 1*. HIDDER. On Saturday evening last, a very handsome 18 days Time Piece, of Dresden China, encased in a glass shade presented to S. V. J5idder, Esq., by the workmen eii'plf. sed on the Preston k)v: Wyre railway, on his retiring 1 .ue com- pany's employ. The presentation took place, rr a most li Th liaihvdi/ avd (he Locomotive. 47 V the ''i , one whoii W ts foi- f'S iicli a a, aiul i} L'vse of al aiul J saml, bright Vfjf^^^^^l . I at I- of the as that gather. leii ami ch were jductiug -'l^^^l credit of '^W svc'ut on i-a of the '-'■a less to a in time, ■ "M ien from PEII. Time lys lie. ^' o^ e( \ ou lie com- a luoH t sumptuouH ropaf-t, in the liirj^'e room of the Crown hotel, which was tilled with siibscrihers to the testimonial, and a few friends. After supper ^fr. ^^yles Penninj^ton was unanmiously called to the chair. The usual preliminary toasts having heen gone through, the Chairunin rose and said: — " I have been requested by the workmen in the employ of the Preston v'v- Wyre llailway Company, to present you, on their behalf, the Time I'iecc which now stands upon the table, the inscription on which is as follows : — I'KKskntkh to SAMUKL rARKEU lUDDF.R, Esq., Ent/incer, On liis retirement fimii the service of the Prestoi; it Wyre Railway Company by 150 of tlie Wdikmen, as a mark of tl-.eiv gratitude and roapi'ct. Flkf,t\vo<)I>, 4th September, ]H47. " In presenting this, I may add that they do so both with feelings of pleasure and regret ; with pleasure as it is a memorial of the esteem in which you are held, with regret that it should boon the occasionof your retirement from a situation which you have filled with credit for so long a time ; and though you may consider that your conduct towards them has been nothing but what is strictly right and just, still having at all times exhibited a kindly feeding towards them, with a desire for their advance- ment, they think it nothing but their duty to acknowledge such kindness in some suitable manner. " The poet Burns has truly observed ' IMan'a inliumanity to man Makes countless thousands mourn.' "A ma.i in a situation with a number of men under him, 1ms it in nis power to make them comparatively happy or miserable ; he may by harsh words, and a general unforgiving (•■.. I; M' BM«%^ TU^df «7««M 1« ■« wd* ; *i»^ ■ ^ im n i t^ i u tv -^■-\ -i y I 'W U- stw L sa ii 'nr ' 48 Railway)^ and Other Ways. disposition, keep his men in one constant state of anxiety and dissatisfaction, making them look upon their situations as not worth a week's purchase ; and can it he expected that mer kept in this state of suspeiise will ever hecome men of character, and desirous of forwardin<^ the interests of their employers'? If you would have men honest and faithful, give them an interest in tlie concern to which they helong, pay them well for their lahour, cause them to look upon their situations with a degree of confidence and security, treat them in every respect as men, and you will have your w'ork done well ; cheaper, hetter, and more efficiently than hy any other kind of treatment. I am speaking the sentiments of the workmen, Mr. Bidder, when I say that you, sir, so far as you could, have acted upon these princii)les (loud cheers), and it is on that account that they present you with this testimonial, which, 1 may observe, has been subscribed for, voluntarily and spoutaneously by them- selves. They desire me to express to you their regret that they are about to lose you, and at the same time, to wish you health and prosperity in your new and important office, as General ^[anager of the North Staffordshire railway." Mr. Bidder rose and was greeted with the heartiest accla- mations. When the cheering had subsided, he said : — My fellow- workmen, I return you my sincere thanks for this handsome testimonial : I assure you that never in my life did I feel greater pleasure than 1 do now in receiving this mark of respect from you, the working men. 1 assure you tli-it were it of the value of a thotisand pounds, it would not be received with more pleasure, and for this reason, because it comes <"rjm the heart, and I look upon that whicli comes from the heart to be of far greater value tlum anything that can come from the pocket. I have been engaged now la yearr. upon these and similar works, and I have always made it my study to promote, in every possible way. the comfort and h!i[)[)iness, and to protect the rights of the ,fl i The Rail way and the Locoraot'tve. 41) ty and as not kept in ier, and If you srest in )!• their 1 degree as men, ter, and t. t i^tn •, when 1 lon these that they erve, has by them- tliat they [ou health i General lest accla- My felloNV- landsonie cl greater pect from value of pleasure, iind I look ar greater I have vks, and I ssible way. iits of the working classes (cheers), for it is upon them, in a great measure, that the liappiness and peace of this and other nations (Upend. The nobles of the land derive their comfort from the woridng man ; it is therefore our duty to do the utmost in our power to make him happy and contented. I shall not detain you with a long speech, hut, 1 wish to tell you that I have a little hoy at home, and, as soon as ho can read, I shall make him commit that inscription to memory, and tell him that when he becomes a man, if he behaves well to the working men, he will be as much respected. (Loud cheers.) AVe are now about to be separated, but I shall be always delighted to hear of your Welfare, and I hope you will all get good nnisters. I KKMOVi: TO THi; STAFFORDSniKK TOTTERIES. In ISIH. Mr. S. r. liiddrr was ap[H)inted general manager of the North Statfordshire llailway, and 1 went with him as goods manager. Our luadcpiarters were at Stoke-upon-Tr* tit. ^fr. (ieorge liidder, the celebrated calculator (brother to S. W liidderi, was engineer-in-chief. The X.S.li. was one of many branches, much like a huge spider ; the ten towns of the Pot- teries, nine miles in length, forming its trunk. The lino connected with the Midland and London and North- Western Railways at several ditferent points. The N.S.li.'s. longest con- tinuous length was from Macclestield to j)erby, lifty-two miles. T'he N.S. K. Co., to distinguish their line from all others, adoi)ted the old traditionary Statfordshire knot, and this peculiar sign (the origin of which is lost in obscurity), was put upnn all their carriages, waggons, tarpaulins, wav-bills and other documents, so that the road became known, among railway men, as the " Knotty Line." Its staple freight business was crockery, liurton ale, iron, ironstone, coal and salt. The N.S.ll. passes :!■) 50 Railvjays and Other Ways. through a charming country full of historic interest, crossing and re-crossing several small rivers, as the Churnet, the Blythe, the Dove and the Dane, sometimes running along their hanks or giving glimpses of those favorite streams, where, on many a summer day, long ago, the old angler Izaac Walton ramhled, rod and line in hand, hont on exercising his well-known skill in hook- ing some wary speckled trout or keen-eyed pike. RUINS OF TUTP.URY CASTLK. The North Staffordshire Railway passed hy, or through, several woody parks, as Sandon and Trenthara, winding its way in the romantic Churnet Valley, part in the hed of an old canal, by the well-known charming Alton Towers, then on through the rich, green Dove valley, giving a passing glimpse of the quaint old leaning church of Scropton, with its roof of lead and ivy- covered towers, and on to Tutburv station, near which stands the far-famed ruins of Tuthury Castle. In loGO, this castle was the scene of the captivity of poor Mary Queen of Scots, who was subsequently removed to Shetlield, but brought hither again in 15.S4 and kept close prisoner till 158(), when she Avas removed to Chartley, and thence in 1587 to Fotheringay, where she was beheaded. During the civil wars the castle was garrisoned for Charles the First, who spent a fortnight there in 1(548 ; but after a long siege it surrendered to the Parliamentarians under Colonel Drerton, and was afterwards dismantled, that it might no longer overawe the country and afford shelter to the partisans of the royal cause. TRENT AND MERSEY CANAL. To avoid competition the North Staffordshire llailway Co. purchased the Trent and Mersey canal. This great undertaking, 1);J miles in length, with its I'iO aqueducts and culverts, 91 locks, and six tunnels, two of which are each nearly two miles in length, was executed by the celebrated engineer, Briiidley. The first sod Tlce Railway and the Locomoi'ivc. r,i of this canal was cut by ^[r. Wodi^nvood on July 2<), 17(>0, and the work was linishcil in >[ay, 1777. I have by mo a copy of the Act of Parliament for makin,t:f this canal, which, at this day, reads somewhat (|uaint and curious. The followiuLj is the title- pan;e :— ANNO TU'.ONI G HOUGH III. 11 1 : ( i I s MiKpid- I)rit'iiini(<\ I-'ry its li;,'ht its heavenly source is known." The first was Edward Pease, of Darlington, who was the leading man. in connection with George Stephenson, in projecting P 'i»-irn<'iYianaM 52 Ra'dirays und Other Wayi^. and l)iiil(ling the Stockton and Darlington luailway, in 1825, the first of the kind in the world. F. I. Williams, in his work, " Our Iron Roads," says, Tease found the railway and Stephenson the locomotive. Some of the main facts with re<][ard to locomotives had already heen determined. In certain districts were small enrjines, which with much clan;^'inn; and rattling, pufting and smoking, with hoth a chimney and a steam vent, drew along at the sutHcient pace of two or three miles an hour, a dozen or more small iron waggons loaded with coal. Edward I'easo was a man of great energy and perseverance, and the whole world is indebted to him for the noble manner in which he brought Geo. Stephenson to the front, l^r. Samuel Smiles says, " When I last saw Mr. Pease in the autumn of 1854, he was in his eighty-eighth year, yet he still possessed the hopeful- ness and mental vigor of a man in his prime. Hale and hearty, full of interesting reminiscences of the past, he yet entered with interest into the liio of the present, and displayed a warm sympathy for all current projects calculated to render the lives of men happier."' Second was Thomas Edmondson, who in 1810 was a clerk on the Newcastle and Carlisle liailway. The tickets used for passengers were cut out of a book and had to be filled in with pen and ink for the traveller on his journev. Mr. Edmondson had the sagacitv to see that some uniform svstem of suitabk' ticket for railway passengers was wanted, and set his wits to work along with a Mr. lUaylock, a watchmaker, and the result was the invention of the tifhet printlini, coin^cciitirr niiiiiln'riini iii Lancashire. In a lecture " On Modern Inventions," delivered W t .jBMi The Railwnj and the Locomotive. 53 J, the " Our 11 the otives small ct and on^j; at r more ice, ami 1 which Smih'S H54, he lopcful- heurty, •ed with a warm le lives of a clerk used for ith pen had the cket for k alons was the ,;(,((•/"'"'• ways on and ^vas vl in an PrcstoU' delivered by Principal Edmondson in Treston (about forty-live years atw.iuil \vrit;'s mens follnws ; — "Thou mentions (Jeo. lirniUliaw (if ' IJradsh.iw's Kailw ;iy t niid-'." as (in,.> of the "Tliree ( Irlcbrated <^>\i:ikors.' I'crhaiw til, 111 may n..t know that (ico. l^radsh.iw ili.-(l ..f cholora, at Christiania, Norway, whil.-t ent'UK't'd in compiliiii,' his ( "oiitinpiital liailway (Juiile. I hapiiemnl to be at "iif time in Christiania, ami liein^- inf'^rnuMJ that his ^,'rave was in a cemetery in one nf tlif suburlis of that city, I went t>< visit his tnmb and took a sketch of its sllrp'llnliill^'s. Ceo. I'.ra.lshaw was invited and expected to be present at a supi)er (my informant being one of the party), and next mornin^' lie succumbed to that ter- rible disease." 64 Railways and Other Ways. CIIAPTEIl 111. KAKLY ENGLISH tJOODS MANAGEllS. ]^liEYIOUS to the opening of railways, several of the first ^oods managers had been connected with the canal carrying trade, as Braithwaitc I'oole, Samuel Salt and others ; hence they were already fairly con\er.sant with the goods traflic of the country, and were able at once to pro[)Ose and adopt suitable rates of freight for general merchandise to be conveyed on railways, and for still further developing, to a vast and almost inilimited extent, the trade of the country which existed, but up to thnt time was in a somewhat dormant state for want of better and quicker means of transporting it from place to place in the land. Some of tlu' early railway directors made great and costly mistakes in a})pointing unsuital)le men to high positions as nmnagers of the lines : but these directors soon found that they must depend upon the increase of the goods trallic for the payment of dividends, and to do this tiny must, for goods managers, have men with level heads, sound judgment and great experience, and that to find such nun, tiny must look up the oflicials of the old carriers, as I'ickford i^- Co., John llargreaves, Chaplin \- Ilorne, and nu'U from the ]>uke of Ihidgewater, Leeds and Livirpcol, Trent and ^lersey, and other canals. The position of goods manager (or general freight agent, as called on this side the Atlantic) is one of the most important in connection with railways. lie jiossesses a power overthemerchan- dise trallic of the country, which if carekssly used may involve liis comi»nny and the [lublic in enormous losses, or, on the other i^ Kdrhj Eih/llsli Goods Mamujcrs. 55 Laiid, he limy, h\ his care, skill iuul judicious maiiiij^'iincnt, foKtir and ('iicoiu-it;^fr tradf, and hciielit his eoiupaiiy and the pnhlic a thousand I'uld. lUlAlTIIWAllK I'OOI.i: OF LIVKIU'OOI-. l'"(ir sovcral years 1 saw much of Mr. l\)ole, nieetinf; him monthly at the (ioods ^Fanai^ers' Conference, over which hody he tlitu i>residt(l, and occasionally havinj; to consult him on freight matters in connection with our two respective railways. On the 21st October, 1848, a testimonial was presented U) ^Ir. Poole by the members of the Ihiilway (ioods ]\[anagers' Conference, as a token of the <,aeat esteem in which he was held by them, and as an acknowlcdi^ment of his valuable services as nr'niiiKitor and, for some time, honorary secretary of those useful meetin;j;s. ^Tr. I'oole was considcrid as thr principal goods manager of the ijondon and North Western llaiUvay, and consulting nuinager of the Caledonian and some other railways. He was a man of jdeasing address and ha[ipy turn of mind, and always infused into tli<.' goods managers' meetings a genial feeling, which was very necessary among many conllicting elements, arising from ditt'ereiit rejireseiitatives of comi)eting lines. In 18.V2, Mr. I'oole publi^lled a very us(\ liailvxiijs (tnd Other W diiys (^f ra[)id transit would hardly excite attention, when men think nothing much of taking a. journey of ;{,0()l) miles without stopping over by the way, and when young ladies run round the world in seventy or eighty days. In iHoU a number of the Liverpool shareholders of tlie Grand Trunk llailway sent Mr. Poole to Canada to inspect and re[)()rt on its management and future prospeets. Mr. Poole made a close inspection of all parts of the line, its trallic, capabilities, etc., and collected an innnonse amount of statistics in reference to the Canadian and L'nited Stati's trade ; and afterwards, for some weeks, ran through the United States at the )'ate of 500 miles a day. beating his London record by some thousands of miles. ]\Ir. Poole made a long report to thi> Liverpool gentlemen, but I do not think it was ever published, as we never saw it at this side of the Atlantic. ^Ir. Poole dedicated his work, already spoken of, to the ij^lit for he largo )ns, and freight When a it-boiiiul e was to I gettnifT ills came in much ees, and Hid hack tt'd by a me, was ed on by ■iit would [)f taking way, and )r eighty lie ( I rand id report le a close etc., aiid M' to the for some 3 miles a iles. ^Ir. but I do this side if. )f, to the " MU JAMi;^ AI.Ll'OiM". Eiii'hf Kiii/llMh GoO(h Miii}(itif)')i. 67 floods inan!i<,'orH, mid in liis introductory iiddrcs.s to tliciii he miido tlif follo\vin<» very scMisiblc renmrks : — " \Vc are on}»aj4(!d in n most lionourahlr and even holy cauHO, in toiling' for the mutual henrlit of our fellow creatures, many of whoso families arc prohahly di'i)endent to a s^'eat extent on our exertions ; and hy a friendly alliance \\v can promote the welfare of all parties concerned. The interests of railway companies with the })ul)lii' in ^'eneral are closely i(h'ntilied : every induce- ment, therefore, to encourai^e reeii)rocal accommoihition should ho held out. The more dieaply and ([uickly ;,'oods are transmitti'(l from one place to another, the more extensively will they he carried; and the more ^oods the puhlic .send by railways, the less will be the rates charj^ed." SIK .lA.MI.S Al.l.l'Oltr. '' \N hell lii'.irtH wlicisi' tnitli was pri'voii, ]j'\\\v lliiiic ari' l.iid in i-arMi, Tliuiv aliuulil a wivatli lie wnvi-n, To tell tlio Wdil.l their worth." The following letter, by the jiuthor, appeared in the Toronto ^'ll'>h,\ August 1:5th, l.S!)2 :— "One of Mn^dand's ;^'reatest railway pioneers has recently passed away, and though many obitmiry notices of his di'ath and brief sketches of his character have appeared in the papers, they liave scarcely done him that justice which liis Ion*,' life of useful- ness deserves. From JHls to iS'/.i, during whieh time the writer attended monthly conferences of the l-lnglish railway -')ods managers, be had fre(pjent opportiuiities of meeting Mr. Allport. then in the prime of manhood, and a most energetic i.iilway man, whose advice and counsel were tilways listened to with j,'reat respect by his brother railway colleagues. Mr. Allport was tlum manager of the goods and passenger friifiic of the York, Newcastle .V- Berwick Kailway; and afterwards ^m .'8 Hailivdi/s find Other Wdyn. ^'encml inaimRor of the Slicnicld line. In l.sna he was jiiipoiiitoa to tliG same poHltiou on the Mi railway of twenty miles. The tliinl-clasH convcyaucL's on this '•oacl were wiuaro, opni \k)\ch, with sidca four feet hi<^h and no statfl. Passcnj^'crs were exposed to rain, .snow anil bun. When a passenger wanted a ticket, he asked for A " STAND- re " to Fleetwood or other station. Tn time Parliament made laws tli;it railway companies should run at least one tliird-elas.s train over their lines daily, and that the ehar^'e to passen,'j;ers sliould he one penny each per mile, the earria^'es to have seats and he eoveri'd in ; l)ut Parliament nuide no provision for the speed of third-elass trains or the style of the earriiij^e to he used. In March, 1872, the railway world of the old country was startled hy the announcemer-it that the Midland Doard, at the ur^'i'ut request of Mr. Allport, its i,'eneral manager, had decided to run tliird-elass carriages hy all trains, a decision which staf^'gert'd the directors of other companies, hut which was hailed with delight hy the general pul)lic, particularly the industrial classes. In course of time other companies adopted the same regulation. An improvement in the style of third-class carriages rapidly took place. They were furnished with comfortahle, cushioned seats, and large, pleasant looking windows, while the outward appearance of the third-class carriages on the Midhind was uj)<>n ;i par with those of the lirst-class. The second-class carriages were finally given up. Mr. All])ort visited the Tnitcd States and Canada many years ago, at which time he made an arrangement with the cek'hrnted ^Ir. Pullman to introduce his drawing room and sleeping cars upon the Midland Jlaihvay, and they have long been running hetweeii London, Liverpool, Manchester, Glasgow and Edinburgh. Mr. Allport retired from active service in IMBO, i^ CO ItaUvujs and Ot/wi' Wuj/s. Avlii'ii the directors and siiarelioldcrs of the l\ridl!ind lliiihva}' lujido liiiii a piX'Kcnt of I'll), 000 and a])point('d him a director of the c()iui)any. hi May, iH.sl, the (^Hieeii conferred ui)on yiv. Allport the honour of kiii;.htliood. Sir James died on the 2«)th of April, IHU'I, at the good old age of Hi, Ho will lonj; he rememlu'red and his name revered for the valuahle asHiHtance rendered hy him in connection with the llaihvay Servants' Orplianage. The Derhy and Chesterlield li'rporh'r, in its ol)ituary of Sir James Allport, says: — 'Sir .lames, like a great many other imignates of the railway world, was the arcliitect of his own fortune. As a railway manager, we assert, without fear of contra- diction, that he had no equal, whether judged l)y the henelit which his ride conferred on the piihlic at large, or on the Midland shareholders in [)articular. ' ' If there is one part of my puhiic life,' Sir James remarked to a friend, 'on which I look hack with more satisfaction than anything else, it is with rciference to tlie hoon we have conferred on Ihird-clasH passengers. 1 luive ftdt saddened to see third-class p-assengers shunted on a siding in cold and hitter weather, in a train containing amongst others many lightly-clad women and ciiildren, i'o)- the eonveii'enci! of allowing the more comfortahle and warndyclad lh's< class train i)asst'ngers to pass them. 1 lia\e ev( n known third-class trains to he shunted into a siding to allow express freight trains to jiasH. When the rich man travels or he lies in hed all day, his capital renniins undiminished and perhaps his income tlows on the same. Jiut when a poor man travels he has not only to })ay his fare hut to sink his capital, lor his time is his capital, and if lie now consumes live hours instead of tin in making a journey, he has saved live hours of time for useful labour, useful to himself, his family and to society.' Kuril/ EiKjflxJi GooJii M(irK((jr)\ Gl In 1H81 tliG passcnj^ers conveyed on nil the raihvnys of the United Kinj^'doin, exclusive of season and periodieal tickets, were ah under : — Number of I'ilHStMll^t'rS. First and second class lOi. Iv tl lose W ho Knew him well, hurimr mv eonf.'rence (lavs Mr. Salt did not often attind the (i. W. nu'etin;j;s. ]fo was a Ljreat statistical authority. In the title page of one of his works he ([uote:? the following: — "(live me the facts, without the long and tedious details, which only tend to i)U//le and perplex thr mind." He wrote and puhlished several useful hooks, as '• Statistics and Calculations," " Facts and l''igures,"' '* llailway Commercial Information." The top pages of one of his works was adorned with proverhs and wise sayings from the Ihhle, Dr. I-'rankJin and himself. These we)'e a source of some merriment among the olhce boys at Manchester. In Mr. Salt's ahsi'nce, one of the clerks would call out, " A place for I'verything, and everything in its place ; " a, voice tVom another [)art of the warehouse would call out " Salt," and so ou. Though this was doiu' in joke, it. after all, nnist have done good, as it tended to rivet these proverhs in the memories of the hnys. The hooks of Mr. Salt will always W useful as regards matters of reference in connection with the early railwavs of I'.ugland and the I'nited States. Mr. Salt wa-a" Fellow of the Statistical Society of London " and ordinary arid honorary nuinher of other U>arned societies. rilO.MAS KAY. I have a pleasant recollection of ^Fr. Kay. assistant to ^fr. Salt, and successor to that gentlennin. y\\\ Kav occasion ivlly r (14 J{i'ou«,'liton was ^'oods nnina;j;er of the i'last Lancashire Kaihvay when I held the like position on tiic North Stall'ordshiro llailway, and 1 nu-t him nearly every month, for a period of two or three years, at the meetings of the "^oods nianii^u-rs ; he after- wai'ds held important positions on Irish and Ln;j;lish railways, and was also, at one time, the general manager of a Welsh railway. Old Canadian (ireat Western ollicers will rememher that Mr. lUoui^diton lirst came to this country with the lion. Mr. Childers, tlun [)resident of the (i. \V. it., ou a tour of inspection, and ahout si.K months afterwards he (]\rr. B.) came out as General Maini^'er of the (ireat Western Lailway, at a lar<,'e salary. This oi'tice he held until that road mer;;ed into the Grand Trunk Ihiilway. Mr. J5rouj;hton was a mini of ^'reat ahility and extensive experience, lie was of rather an excitahle natun , auil of stron-; will power. After leavinjj; the (ireat Western llailway ^[r. brou;.;hton was en;,'a^fed on .\merican railways, with liead- (piarters princi[)ally at Chicago, ^^r. V,. was well versed in Heraldry. 1 rememher his <,dvin;; a very interesting lecture upon the subject at Hamilton. Mr. l5rou;^diton"sdeath was a sad ono. On June 3rd, lHsj>, he took a walk out on his farm at Eastwood, and, not returning, search was nnule for him, when ho was found in an unconscious state in one of his iields, and never rallied Imt died nixt in')..iini'. I Kurbf Kvijli'-'h Goods MdVdrjers, 65 e Mr. ' step, Sorth- .) sit ion 3jishiro rdshiro I of two c uftcr- lilwuys, Wi'lsh T recolloct the names of several other of the earlv unods mana^'er.s, hrief sketclies of whom I should WVv to have ^'ivcii, liiit I have not sunicit'nt data. There was \V. L. Xewcomho of llic York, Newcastle and i?* rwick. who had previously been a carrier by road and ra 1, and in isfJH became general <,'oods and mineral mana.i^cr of the >ri(lland. Mr. Walklate of Birmingham, a man of sterling' worth and ^'reat ability, who was {roods and mineral mana^'er of the >[idliind for upwards of twenty years. Another was ^fr. Ormandy of faverpool, cattle manarfer of tlie London and North-Western, a very importairc position. iT that on. Ml"- pection, (leneral This Trunk 6 ' WlW d Wllil 66 lialhvat/s awl Other ^y<|'J> { IIAI'Ti:!; I\ C ■iiii; KMJi.isH i;aii.\v.\v ('m:.\i;in(; ihmsk, ILKAIIlNd llol'SKS lor Hiinks Iki.I existed loii^' l.el'ore tl 10 Itiiilwiiv Clearin}^ House was estahlislied. in IHII.says Mr. I WW- Mr. I''. S. WilliaiuH in his work "Our Iron Koads," netli Morrison, ciiief .luditor of, what was then, the lionduii iind liirniin<^hani llailway, nnnh.' a jiroposal to its jui si(h nt, (i. ('. (llynn, Ksq., tlnit the Cleaiiii'^ Jlouso system used in hanking' nnd coacliin;,' should he e\tend<'d to railways. In Isl-J live companies a.L,'reeil to it. in Imk; there were forty-six such companies, and in IH.")!) the ' llailway C'learin^^ Ai;t ' was passed, wiii(di (h'lined the [jowers of the ni'W estahlishmi'iit." The ninuher of persons employed at the llailway Clearinj^ House in IHl;} was six ; in IKiil, when Mr. hawson was ap|)()inted secretary, it rose to six hundred ; in iHs;} tli< nunihcr t)f the .stall of clerks and (»ther eiui)loyees of all kinds was 'J, 100. Krnneth Morrison, as his name would su;4;j;est, was a Scotch- nnm. wlmiii I icneinher well, havin.L,' met him frecpiently at the goods nnina;4eis' confi rences, ami ealleil upon him occasionally at the Clearing' House in London. My recollections of him are all of a ploasiii;^' nature ; lus was of a (piiet, ploddin;^', unohtrusive diypotjiticMi ; he never dictated, but f^avi- his opinions calmly and with sound judgment. His advice was always listi'iied to with profound res[teet hy the i^oods managers at their monthly ineetiiif^s, wliicli Mr. ^^orrison ;^enerally attended. Mr. Morrison was made for his position ; no one could have been betti-r adapted for carryin;^ out successfully his ^Mf^antic undertaking, tin.' value of which to Knglish railways cannot be Hi n, K ^tHUsh liuil fol "•''// C(,'„ '' ''» l"»ini(Is, s))il] lUV,/ II, >use. \\"rk IkkI f " •'^'"niioiint and '»^«, anr] j,o„,.,. ,, J'l.-Uiy u.iv the fj,I <>^''tT.s (|„u|)t(.,| f|„. I f>V(i]Vv)lil ■^*' I'l'^I'licts wl (■ Wli Id to '■'*"'"«iv companies, ^vl "n<,'iii;illv hoi lOllcsfy (,r jj "• "I|(|( !•/;,[ )'>11!(.,J t)„,(.| llll.h- i »■'",;;, and lllDf SI ^'■"■'"^'Jf'HI.s,, )„,,,, ics ; '^vnralI. •^•'incoftln. •;"-^''' ^" 'I I'i^' /.ond x'caiif "^^"^f«''IJth,.ir,lonl.tand o)i la ilw '■ Mr. A/ 'Uhf '^ n "1- II A ••"«<-' VMIlisllcl f, """>^' tlio oti orover, '■'^"t "/•/•„ id, |„ J, ".^' ('"Mipain ; i '"■'•' •"! ]l,.„j llf "•I'iu;i\- (•] t-'"k }».)t(. of ';;''v.-il.iahic.a(li„„,t,,,, III a tar- i\('r /' •"■''i;,'U liii ^^■••i« that of t] t'S. 1""|HT iiiiica-c aiHl and 't' ninninn- ^f <'iv(iifi„,, i\ 'i''ii the CJ, Ma-; [Oils "IS, ropes, ,^.,._ .Vnon "'•"""•'•'»-(% als,, J, o ni(. ouia.j.s of tjj •.•iiin^' If oust' .St0(dv Slil/ Ion I l'> 'iniihi/ i<'rf,,)ii,^r^va.s ti ^•••'P'n;,' trarkofaJI '■,/ liort 1 ■/'■''/^s• '■•v. 'ftt of introd JJios. i'li.'ii \s I J 'I "lost important iicin nith irpaii- '"1'1"''"'(-'n.sos, wl 'I' N. S. I '^"f' iiandrd t] le r »'('npts. th '• onlv I K'ni t'V "'V \\vi\ \Voilld I '^■<''» ullou,,! loiv d mdi I'l-otcctcd I iav(. I i.'ail- oad.(i '111 a OV.l' (o ■■' nu'i'o th Tl '^'•'^'on w),s „„„j^ wvr I' ( J''<1 noted fr >y liuv and '•••'" ■^'•••'•vcdont H' carlv f'li'ii ; thcv (Ood.v ■"" t^i^' thro„-l n-asonahl c I rate ^vant('d t maiiftiri f"'P'i';ir resorts, h O H('(. "^'^ I-'ii^dand of '■' «oniouha( IclK '■'^ »t ditn.rt.nt t '""^'^' ^''<'y fon.ui it :';"•';'' ^'>-J^ I'iace. and <'^vns „nd cH llt'C it's. '■""I Scthind ^'■'^«»''v <" In.id ti »";inih|i()n 'f .ill thv tl iVrd, "'.V Went, of ^'"' i}fH and Ofhrr Win/a. Itiit whiii tlicy is,i>\ tlin-c tlic (,)urtii liiid tied, I think, to Stir- liiii,',(>ii iiccomit of a cuscM)!' clioltTii liiiviiij,' been reported at I'crtli. Itiit tlif (i. M.'s were not to licdiivtii liy any reports of cholt'ra ; they licld tlicir conft rtiicc at the lidtcl iircjiarcd for the (^)ue('n and enjoyed all the i^ood tliin;^'s providrd f'lr Her Majesty and Kuite, and drank the (^diecn's health with thi'ee times three and one elieer more. Mr. Morri-on would oceasionally put a eurh upon this per- amhulatin;,' system of tln' (i. M.'s, stating' that thr (ieneral Alaini^'ei's and I'risidents were apt to make remarks ahout it. 'I'lien the (i. M.'s would decidi' to coniiiu' tlii'ir miH-tin^^s to London only : this woi'.ld last for a few months, wlicn anothei' desire would sprin.L,' up to run nff to Hull. Bristol, I'.diidtur^^h or the Lakes. Oiiee. 1 rcmemhcr. it was decided to ^'o to Windermere. ]5ut it would mvir lia\o done to say so in the eonfereiico minutes ; so Kendal was lixni upon. Hut JJraithwaite I'oole four chairman t said, as we wi it IcaN in;^', " Itememher, <;entlemen, that Keiulal lUclllS W ni(l( ruici'e llowevt'r. the author thinks that this eluin<.^in;^' of the place of meetin;.,' oceasiomilly was attended with ^^ooil i-esults, as it enahlcd the {^'oods niana^'ers to heconie conversant with each l'\ "F it was smt to every niana^v and railway snpcrintcndcnt in the l'. S. 'I lu! paiii|tlilft contained nnudi valuaMc information, l)ut it did not result in anythiiiL,' hein^r done; towards establishing' a liailway dealing; i louse, altliou;j;h some of its su^'j^'estions and [)rincij)les liiivc: sinee been carried out l»y special lines of ditlerent railway assoj.'iations, hut no ^^lueral Railway Clearin^j; lloust has yet l»(.H'n furiiied. 1 am of the opinion that railways of this continent have snlTered from want of a well-or^'anized ('learin;4' House, particularly in thai of a proper system of takint^ nott> of, and •har^'in;^' for, the mileaj^'o and deinurraj^e of roUinij; stocdv. Only recently 1 ri!a. ^l■ars .i;,'o 1 heard of frei;^dit cars ^oin.n' '"it- '''i^' ne\('r eomiu;^ hack, havin<^ been sniashed up in some wreck. A railway suixr- intendent once told me that a freij^dit car arrived at a station on iiis lino which, for some peculiarity about it, was reco>^Mu"/od as bcloii^'iiijj; to his company ; hut the car was shining' in a new di'ess, liaviuu' luen re-painted, re-numbered, and even /•'-///('//w/' w ii;i>u (Arjia; .ioinu;i;. I niicc visited London to ^dve evidence in an arbitration (■a.su hetsveen the North Stat^'ordshire and the London and Nortli- SBHB m^' .f ?"i*yy., " f. i i ff ii irrm 70 Jinil ii'iiijx iiin I (Hi,. ir ' //■'<• WrsttTii Kiiilsviiy ( 'ompiiiiit'S, mikI took with iiir mm li isli ciiltlf Johltur ;iiiil M Cuiiilit rliuiil cuilwiiy man to assist in oiii- case, wliicli was one MS to cattle ti'allif luiwccn tin; two Companies. The < 'innherhiinl mm, a lui,'. powerfnl fellow, had an iteliin;^' desire to >ho\\ his Hkill in the Mit ot' wrestling' amon^ the Cockneys, while tlir Irishman wms very d(!sirous of iMvin;^' an exhihition with his shelalMh, or dancing' Mn Iri^h ji^'. I was told that the ariutration would not coiiu' oil for thfre days. Now, how I was to keep the men in sij^dit for so loin; a time was somewhat of a pn/./le. However, in takinj^ them ronnd to sec; tiie " lions" dnrin;.^ the day and to Astley's or somo otln-r theatre Mt nij^lit, I manMt^ed to keep my 'Ve on them" until the thirl ni-'ht, when thev contrived to olndi' my vii^ilance and disapiieMr, I conclude(| that I should not see the men a'Min in London, hut thev turned un hv day- li;4ht noxt morniu:; with phi/,es much the worse for the ni^dit's ailventures. The Cumhi-rland iiimu li.id li;id many a wrestle with j)rofessionals, whiK; the Irishman had left many impressioiih upon the head> of tho-e with whom he Inid done hattle with InV shelalah. Hoth seemed well satisfied with the skill they had heen aide to show the Co(d, n ciiAi'Ti:!; V. Illi; KAILWAV MAMA, IMV ''<|| scheme, the moiiu nt it came out, thousands applied for allotments of slnires, and were ready to piiy down the lust (Ufposit of from one pound to four pounds per ■'ll.'ire. I'uriii;^ the inaniii an occasional hurles(pie scliemo came out. riie author rememhers that he and two or three acquiu'ntiincos, lor the fim of the thiii},', issued a prospectus of a railway from aoiuu unknown seaport, to Home out-of-the-way place over hill .0^. \^^> Tv% IMAGE EVALUATION TEST TARGET (MT-S) // 7 ^ % ,/l%^ ^. fev ii m y. 1.0 ^•A5 IIP 1 25 „. ijim 2.2 : iij£ 2.0 I.I 1.8 1.25 1.4 1.6 6" ^ ^ V. (? /i 'ci^l e: c^. VJ C? A / ///, Photographic Sciences Corporation iV ^^ ^V cF ;^^ \\ ! lii1ill 74 Raihvays and Other Ways. to count every man, woman and child which went over the bridge going south ; the number of course was put down as the probable passenger traffic over the projected Hne, while Cooper was counting all the people who crossed the ferry at Fleetwood, as well as those who left by steamers. Then the road was to pass by, or through, Pilling Moss, at which place peat (or turf, as called there) was cut for fuel ; the carrying of this was to be a source of much revenue. Then stone for building purposes was to be carried by tens of thousands of tons, and a large income was to be derived from excursion trains, which, in summer time, were to convey passengers by thousands to the salt water. Cooper and I then summed up our statistics, and made the railway pay 5 per cent, dividend the first year. We then handed our document to the parson, who scanned it over with a sharp eye, and said, "Ah ! very good ; but then you know there is the usual expected increase of traffic to be added after the line opens," and with one dash of his pen, made the line pay 7 j per cent.* Now Cooper and I thought that in all conscience, we had done quite enough in making the scheme pay 5 per cent., and we stared at each other, our lips quivering for a laugh, and we retired as soon as possible to have it out. This was the only projected line in which 1 was allotted some shares, and by the time the scheme was fairly afloat the smash came, and the scrip was not worth the paper on which it was printed. The above may be taken as a fair example of the mode in which most of the thousand and one schemes were got up ; imagination was the main ingredient in their construction. * Our scheme contemplated a direct line from Fleetwood to Lancaster, but I find that the same object has since been attained by a railway being built from Fleetwood to Garstang, there joining the London & North We'tern, and so on to Lancaster. The Raihvay Mania, 1S4.5. 75 Dr. Samuel Smiles, in his " Life of George Stephenson," when sjDeaking of the railway mania, says : — " The intlnence which landlords had formerly brought to bear upon Parliament in resisting railways when called for by the public necessities, was now employed to carry measures of a far different kind, originated by cupidity, knavery and folly. But these gentlemen had discovered by this time that railways were as a golden mine to them. They sat at railway boards, sdling to themselves their own land at their own price, and paying themselves with the money of the unfortunate shareholders. Others used the railway mania as a convenient and, to themselves, comparatively inex- pensive mode of purchasing constituencies. It was strongly suspected that honorable members adopted what Yankee legisla- tors call ' log-rolling,' that is, ' You help me to roll my log, and I help you to roll yours.' " AN INCIDENT OF THE RAILWAY MANIA — HOW A SECRET WAS DISCOVERED. Strange things took place during the railway mania. Specu- lators tried to find out what King Hudson and his satellites were about to do next, and the man who could, by foul means or fair, worm out a secret, saw gold waiting to be drawn into his coffers. The following case was related to me, many years after the mania, by the actor himself, as follows : " One night in '45, there arrived at B station two railway presidents, and asked R for the use of his office for a time, which was granted. The gentlemen then locked themselves in the office for an hour or two. When they came out, E went in and found the fioor covered with bits of paper. These he carefully picked up ; then, with paste- brush and a large sheet of paper, set to work fitting each scrap of paper to its fellow scrap, and after a night's work had a read- able document before him, which proved to be an agreement which the two presidents had entered into in reference to some 7G Raihuays and Other Ways. scheme of speculation tliey were about to enter on. 11 and his friends took advantage of this secret, and entered into the specuhation on their own account, and made money by it." Sl'ECUI-ATIONS FOR TIIK CHURCH. To satisfy conscience, which was apt to bother professed religious men, they gave part of the proceeds of their specula- tions to the church. A Doctor W , in my hearing, said : I, have bought such and such railway scrij) ; and whatever I make out of the operation I will give to my church."' A VISIT TO TiiK :mi;tiioi'olis in 18-15. During the height of the railway mania, I went up to London to give e^•ideuce before a committee of the House of Commons, on a projected railway. Our solicitor had chartered the Craven Hotel in the Strand for his large number of witnesses, and for whom it was fairly an open house, free of cost to them. Among the gentlemen were some old topers who had a great time of it ; they revelled in champagne, and never knew when they had had enough. We had to wait a fortnight before our bill came on. In the meantime the lions of the great city were seen to perfection. The committee rooms and lobby of the House of Commons pre- sented such a scene as had nevov been seen before, and may never be seen again. All the rooms were crowded, gigantic maps were nailed upon the walls ; the maps had fiery red lines upon them, crossing vallej's, rivers and hills. The map for our line was thirty feet in length. Then there were long tables covered with documents of every possible description, Avith members of Parliament sitting in judgment upon the various plans, and listening to the long harangues for and against the different schemes. Engineers, land surveyors, lawyers, councillors, etc., were seen here, there and everywhere. In the rooms and lobbies The Railway Mania, ISJ^n 77 many familiar and noted faces were observable, as Lord Broiip;ham, Palmerston, Peel, Gladstone, Russell, Disraeli, Dan O'Connell, King Hudson, George Stephenson, etc. As an instance of the way in which money was spent, I name the following. One day Mr. S. P. Bidder and I were walk- ing along the lobby of the House of Commons, when a lawyer rushed up to Mr. Bidder and said : " You are just the man I want to give evidence about some railway points and crossings in om' committee room," and he almost carried ^[r. Bidder into the room in question. I, in the meantime, sauntered about until that gentleman returned, say, in about fifteen minutes, when he showed me a cheque for twenty pounds, which he had received for his brief services. I conclude this account of my visit to London, by stating that we got our bill safe through the committee, and returned with flying colours, and the line was afterwards made, and now forms a portion of, one of the great English railways. KING HUDSON. Any account of the railway mania would be incomplete if it failed to give a sketch of the leading man, who figured so much in the great swindling speculations. About him, Mr. F. Williams says: "George Hudson was born in 1800, and served his apprenticeship in the ancient City of York, and subsequently carried on business there as a linen draper, and became a man of considerable pro^^erty. ' The happiest part of my life,' Mr. Hudson said, * was when I stood behind the counter and used the yard measure in my own shop; my ruin was having a fortune left me. I had one of the snuggest businesses in York, and turned over my thirty thousand pounds a year, when a relation died and left me a goodish fortune. It was the very worst thing which ■»»«««B»«iii 78 Raihuays and Other Waijii. \ i i 1 ' ?:!.;?■ :'U ever happened to mc. It let me into railways and to all my misfortunes since.' Mr. Hudson's iirst railway scheme was a line hetween York, Leeds and London, and he was made the chairman of the hoard of directors, and he had the satisfaction of seeing it opened on May 2!), 1839, and on the first of July, 1840, trains ran through from York to London. This made ]\[r. Hudson very popular, and the people called the railway * Hudson's Line.' Other great undertakings followed. Ever active, vigorous and energetic, his capacity for husiness was singular ; and it may without dispute he asserted, that up to a particular period of his history, his efforts were highly advantageous to the railways with which he was connected." " ^[r. Hudson's name hecarae an authority on railway speculation, and the confidence reposed in him was unbounded. In two days he obtained approval of forty railway bills, involv- ing the expenditure of £10,000,000 stg. He was looked upon with feelings of admiration and wonder, as one whose magic touch turned everything into gold. His achievement in the viev/ of thousands was the fact that he had made £100,000 in one day, and he was deified because he enabled others to be successful too." * The truth is,' said a writer of that time, ' Mr. Hudson is neither better nor worse than the morality of 1845. He rose to wealth and importance at an immoral period ; he was the creature of an immoral system ; he was elevated into the dicta- torship of railway speculation in an unwholesome ferment of popular cupidity, pervading all ranks and conditions of men ; and whatever may be the hue of the error he committed, it is rather too much to expect of him that he should be purer than his time or his associates.' " During the height of the mania, the mere rumour that Mr. Hudson was going to take hold of a scheme, was quite sufficient 'Jlie Raihcay Munia, icS'^-T. 79 to send tlie shares up witli a rush. I remember one line the scrip of which stood at i'l per share when Hudson joined the directorship, and in three or four days the stock went up to I' 40 per share. In October, 1845, the mania began to have a downward tendency. People began to shake their heads, and to say that the top of the specuhition had been reached, and they had an inclina- tion rather to sell than to buy ; for two or three weeks attempts were made to bolster up the grand gambling swindle, and scrip rose and fell in price. I have an old share list of the time before me, from which I make a few extracts of the prices of shares of a few of the lines. Amount Selling Railway Paid Price. Bolton, Wiwan & Liverpool, per share £4 i;4U Trent Valley " " 2 17 Midland £40 shares " " G 2r. West Ridin" Union " " 2 12 These and other figures show the enormous gains which came to the directors of the varied schemes and to those to whom allotments of scrip were made. Its demoralizing effect upon all classes was terrible and made hosts of defaulters. Clerks who were receiving salaries of i'BO or £100 per annum would reason thus : "Here am I serving a whole year for the paltry salary of £'100, while my near neighbour, by a lucky stroke of railway speculation, makes his 1,000 pounds in one day." . When the great crash came, and scrip went down, down every minute of the day, men groaned, and went about with ' blanched cheeks ; thousands upon thousands were ruined, many committed suicide. Directors and speculators ran off to the 80 Railways and Other Watjn, Continent. The scene was described by a noted writer, in imitation of the well-known words of the poet : "Oil ! luuny a stag latohlithe and brave, Forlorn, ' mounts the ocean wave ' ; And many a ' letter ' has l)eun torn, And countlefis scrip to trunks be borne ; And many an antler'd head lies low, Which whilome made a glorious show And many a fast coach now ' crawls slow ' I ill' 1 ' r;. ■ ;. ■■V ■■ ■"!/. C.KOl'P OF usr,o. Hen'ry Baim-v J AMES HaRDMAX, W ALTKK ShAM.V, tl m wij mil tra eaJ MvLEs Pknnixgton. Reminiscencea of Early Days of 0. T. R. 81 < • . ; » CHAPTER VI. » . V REMINISCENCES OF THE EARLY DAYS OF THE GRAND THINK RAILWAY. A START FOR CANADA. IN July, 1853, I sailed from Liverpool with ray wife and family by the auxiliary screw steamer and full-rigged sailing ship ^arah Sdiuh for Quebec. James Hardman, John Roberts and I came out on a live years' engagement with Mr. S. P. Bidder, General Manager of the Grand Trunk Railway of Canada, and under the auspices of Peto, Brassey,* Betts and Jackson, the noted railway ■ ontractors and builders of the Victoria Bridge, and G.T.R. Easl jf Toronto. Jas. Hardman was auditor of the North Staffordshire Railway for five years, during which time I was its go Vi manager. Mr. H. was afterwards auditor on the Grand Trunk Ri 'Iway about nine years. JOHN ROBERTS. ♦ When I first knew Mr. Roberts he was goods manager of the Chester & Birkenhead Railway ; during a period of five . ^ — _ — ; — •) ♦ The name and fame of Thomas Bras.sey will endure as loni? as railways exi-tt. He was a man of invincible character ; no work was too great for him to grapple with. He went at it at oucj ; he was nove. discouraged, never lost heart— viaducts might crumble down— tunnels cave in and Hoods destroy the work of months, they did not disturb his temper ; he merely said "go at it again." His motto was " for- ward"— rocks vanished, forests were laid low, valleys crossed and mountains pene- trated at the approach of his grand army of English navvies. I well remember Thomas Braisey, seeing him at the opening of several of the early English railways, where he was wont to appear surrounded by his gallant a' my 6 NO TON- 82 Railways and Other Ways. years I met him monthly at the goods managers meetings. We had also business arrangements together in the movement of flints to the Staffordshire Potteries. For two or more years Mr. Roberts had charge of the freight traffic on the Portland division of the Grand Trunk Railway. Mr. R. was a ruddy-faced Englishman of convivial dispo- sition — a good singer, especially some of the old Jacobite songs^ as ** Wha'll be king but Charlie," " Come o'er the heather, come altogither," which made him a great favourite among Scotch- men, and led to his having many invitations to join a jovial company of them at Boston, where " hot Scotch " and '* barley bree" were always plentiful and freely indulged in, and of course with the usual results — my old friend did not improve by these kindly meant invitations. Mr. Roberts retired from the G. T. R. and returned to England in 1855 or 185G. The following six articles by the author, in this and the three succeeding chapters, appeared in the Toronto Glohc on the dates mentioned. With some slight verbal alterations and corrections they are reproduced here as they were originally printed. - No. 1. — Some Interesting Rcnii)iiscenccs of Canada'' s Great Road. From the Globe, January 2l8t, 1888. A great mistake in the building of railways was that of making them of different gauges, such as the two that existed in England for many years and caused many a tug of war among engineers, the fight being known as " The battle of the gauges." of navvies, who loved him as a father. I last saw and had the pleasure of a shake of the hand of Mr. Brassey on his visit to Canada in 1854 or 1855. Lord Brassey, M,P. for many years, was his father's right hand man in the large railway contracts. He is noted for his valuable writings on trade and commerce, and in particular one on " Works and Wages." The pleasant descriptive writings of the late lamented Lady Brassey will long be regarded with great interest by all readers. Her " Round the World in the Yacht Sunbeam" is a gem of the first quality and those who have not read it have a great literary feast in store. Reminiscences of Early Days of G. T. R. 83 It was therefore not strange that Canada should have fallen irto a similar error in fixing upon a five feet six inch gauge, while four feet eight and a half inches had heen adopted generally in the United States. Still the Canadian gauge was probably the best if our big neighbours had adopted the same. I know that early locomotive drivers used to like the 5 ft. 6 gauge, giving as one reason that there was more room about the machinery of the engine and it was easier to get at. The 4 ft. 8o- gauge was really that of the old coach, carriage and stage waggon of the olden time, and the same came to be adopted on the first tram or horse railways, such as that on which Geo. Stephenson ran his first locomotive. THE GAUGE. As respects the 5 ft. 6 gauge I am inclined to think that the idea of it originated in Portland, Me., at about the same time that the St. Lawrence & Atlantic Eailway was in progress from Montreal to Island Pond, Yt., and the Atlantic & St. Lawrence was in progress from Portland to Island Pond ; the first section of the latter, 11 miles, was opened on July 4, 1848, and the first of the former road from Longueuil to St. Hyacinthe, 30 miles, was opened on December 27, 1848. On visiting Portland in 1853 I was curious to inquire into the history of the 5 ft. G in. gauge, and was informed that it had been adopted in order to make Portland the terminus of the Canadian roads, and prevent the trade going past them to Boston. This only shows how short sighted even the most intelligent of men sometimes are. The vast cost of changing to an uniform gauge, the loss in rolling stock, the blockade and delays to^ freight, the expense of the transhipment, etc., must have been nearly enough to double the whole gauge of the country. mm 84 Railways and Other Ways. Luckily for the Canadian Pacific Railway it was saved from this huge blunder. The Ohio gauge was formerly 4 ft. 10 in., but I suppose it has been altered since. A Cincinnati gentle- man once told me how it originated. Said he : — " A number of gentlemen met to project the first Railway in Ohio, when they found that some man had built a locomotive, the gauge of which, by accident, was made 4 ft. 10 in., and these gentlemen bought that locomotive, and it was the origin of the Ohio gauge." The gentleman learnedly observed that " an inch or two in a railway gauge made no difference." EARLY DIRECTORS. Of the first chief officers of the Grand Trunk, President the Hon. John Ross, Vice-President Benjamin Holmes, Secretary, General Manager and about ten of the first Canadian directors, three only are now living, viz., Sir A. T. Gait,* Mr. James Beaty,! and the Hon. James Ferrier,| the latter respected veteran being still a member of the Board. (January, 1888.) I ! i) 1 t i SIR CUSACK RONEY. The first Secretary of the Grand Trunk was in early life con- nected with the press. Afterwards he was secretary of the Eastern Counties Railway, from which he retired in 1851, and, along with that prince of contractors, Mr. Dargan, took a very prominent part in organizing and carrying out the Dublin * Sir Alexander T. Gait died at Montreal on September 19th, 1893, being the last of the early directors of the Grand Trunk Railway. The life of Sir Alexander fills a large space in Canadian history for the past half century. He was the first in Parliament to advocate a Confederation of the liritish North American Provinces, and stood prominently forward as one of its most zealous and active fathers. t Mr. James Beaty died early in 1892. He will long be remembered as the Editor and Proprietor of the Toronto Leader newspaper. J The Hon. Jas. Ferrier died on May 30th, 1888. (See further for a sketch of his life.) Reminiscences of Early Days of G. T. R. 85 exhibition of 1853. In the first stages of this undertaking Mr. Eoney visited the Continent for the purpose of securing the co-operation of the principal manufacturing countries of Europe, on which occasion he had an interviviW with Napoleon, then the Prince-President of France. For these varied and valuable services the honour of knighthood was conferred upon Mr. Cusack Eoney by the Lord-Lieutenant of Ireland. Sir Cusack had much to do in consultation with members of Government in reference to the different Grand Trunk bills brought before Parliament, and during the session of 1853-54 might often have been seen seated near the Speaker of the House, Sir Cusack being allowed that special privilege. His round, smiling face was pleasant to look upon. He was at home among the reporters of the press, and he and Lady Eoney were general favourites among the citizens of Montreal, Quebec and Toronto. 1^ > 1 S. p. BIDDEE, FIRST GENERAL MANAGER. The first General Manager of the G. T. E. was a brother of George Bidder, once known throughout Europe, the United States and Canada as The Wonderful Calculation Boy, but who afterwards became a railway engineer second only to Eobert Stephenson in celebrity. S. P. Bidder was brought ui> as an engineer under his brother and the Stephensons. One of his early works was the construction of the iron wharves at Blackwall, London. Afterwards he was engineer for eight years for the Preston & Wyre Eailway, Harbor and Dock Company ; and then General Manager of the North Staffordshire Eailway and Trent and Mersey Canal Navigation Co., from which he retired in 1853 to assume the management of the Grand Trunk Eailway of Canada. 86 Railways and Other Ways. ^' M Mr. Bidder was a thorough railway man, and, from having had large bodies of men under him from time to time in the con- struction of public works, had acquired great power and con- trol over them. He worked hard to make the Grand Trunk a success, but he had great difficulties to contend with. An early mistake, which gave great trouble to the managers of the Grand Trunk, was the introduction of a number of the six-wheeled rigid English locomotives, with- out the American swivel " Bogie." These engines, though well enough adapted for the smooth-finished, slightly- curved English roads, were unsuited to the Canadian railway, with its sharp curves and new, rough road-bed, 40 miles of which was run over the first winter without being ballasted, and had to be closed for some time when the spring thaw set in. Then the break at Montreal before the Victoria Bridge was built had to be overcome by barges, steamboats and sleighs, to take over freight and passengers ; and twice a year there was an entire stoppage of traffic from one to three weeks. On one occasion a number of passengers, along with cheery old Lecompte, the G. T. R. teamster (well known in Montreal at the time as bandmaster of his own band), with a number of sleighs, were crossing the ice bridge to Longueuil, when the whole field of ice, many square miles in extent, began to move, but it fortunately stopped again after going some distance, and all escaped in safety except one gentleman, a Mr. Sanderson, who died on the ice from excitement and exhaustion. Mr. Bidder was of a genial disposition and well liked. He came to Canada on a five years' engagement. When the time expired he returned to England. On leaving he was presented with a magnificent dinner service of plate, value $3,000, subscribed for by his friends, the directors, Reminiscences of Early Days of G. T. R. 87 officers and 1,200 men from every department of the Grand Trmik Eailway. On the occasion of his farewell address he said : — '* There is nothing, gentlemen, in which perfect har- mony and good feeling between employees are so necessary as in the working of a railway. The safety of the passengers and the success of the road depend chiefly upon them, and the superintendents, I am sure, will give me credit for never having missed an opportunity of calling their attention to the import- ance of unity and harmony always existing between them and their subordinates. There is nothing more likely to create a bad feeling amongst those engaged on great undertakings than departmental recriminations. These should be avoided in every possible way. Managers, superintendents, locomotive foremen and the men under them should go hand in hand in everything, and feel that the success of the one is necessary to the advantage of the other. Every man should be taught to feel that he is cared for by his superior and that his good conduct will be noticed and rewarded. These are the principles, gentlemen, I have always endeavoured to inculcate, and I hope they will take deep root in the management of the Grand Trunk road, for where discord reigns no man can manage a railway with either satisfaction to the public, himself, or the company he serves. I know my worthy successor, Mr. Walter Shanly, fully concurs with me in this belief, and will do all in his power to secure that harmony of action so essential to produce the results which you are all striving to accomplish, viz., to make the Grand Trunk railway a dividend-paying concern." Mr. Bidder visited this country again two or three years afterwards on business connected with the Welland Railway, find he telegraphed to me to meet him at the Suspension Bridge and spend Sunday with him at the Falls. On my ;arrival at the Monteagle House on a Saturday evenihg, I S li 1 ■ i: 4 '5 Ii 88 Railways and Other Ways. found Mr. Bidder and another middle-aged gentleman both smoking cigars and chatting very pleasantly together. Mr. Bidder introduced me to Mr. Brontere O'Brien, who I found had recently returned from exile and was on his way to see his old friend, Thos. D'Arcy McGee, at Montreal, where he (Mr. O'Brien) had a great reception. The meeting of Mr. Bidder and Mr. O'Brien at this quiet place, where the voice only of the great Falls was heard, struck me as a curious coincidence, for I remembered that after the O'Brien insurrection in Ireland the Government offered a reward of £500 sterling for his appre- hension, and that he was taken on an Irish railway by a guard (conductor), who was afterwards afraid of his life and came over to England, and Mr. Bidder (then the manager of the North Staffordshire Eailway) gave him a job as guard on that line. But every one soon knew that he was the man that took Brontere O'Brien, and for a time the guard was lionized, but he seemed to have a constant fear that some dav he would be assassinated, which had such an effect upon the poor fellow as to cause his death two or three years afterwa 'ds. Of course this incident in lue's chapter was not alluded to by Mr. Bidder, and he and Mr. O'Brien had a long chat about Canada and its progress as a great country and with a great future before it. No. 2. — Richard Trevithich, the Father of the Locomotive. From the Toronto Globe, Feb., 1888. Towards the end of the last century and the beginning of the present one, a steam engine to run over the common roads began to be written and talked about among scientific men. Samuel Smiles, in his life of George Stephenson, says that Richard Trevithick, a captain in a Cornish tin-mine, constructed the first steam carriage and exhibited it in London in 1804* I Reminiscences of Early Days of G. T, R. 89 Sir Humphrey Davy took great interest in the invention and called it, " Trevithick's dragon." Coleridge relates that whilst the vehicle was proceeding along the road towards the port of Plymouth at the top of its f^peed, and had just carried away a portion of the rails of a gentleman's garden, Andrew Vivian (who was riding on the machine) descried ahead of him a closed toll-gate and called out to Trevithick to slacken speed. He immediately shut off steam,but the momentum was so great that the carriage proceeded some distance, coming dead up, however, just on the right side of the gate, which was opened like lightning by the toll-keeper. "What have us got to pay here?" asked Vivian. The poor toll- man, trembling in every limb, his teeth chattering in his head, essayed to reply, " Na-na-na-na" — . "What have us got to pay, I say?" " No-noth-nothing to pay, my de-dear Mr. D 1. Do drive on as fast as you can ! Nothing to pay !" Trevithick shortly afterwards made the first locomotive which was tried on Merthyr-Tydvil Railway in South Wales. A son of this inventor, F. H. Trevithick, was the first locomotive superintendent of the Grand Trunk Eailway. He was a gentleman of great practical experience as a mechanic and engineer, and had been connected with the building of locomotives and railways from their commencement. He was a man of method, and introduced some valuable rules and regulations into the com- pany's workshops. He retired early from the service. A BEAR STORY. One day Superintendent Martin was inspecting the Quebec and Richmond line when he received a telegram from the Vice- President which read as follows : — " Send me two black bears by first train." On getting this rather astonishing message Mr. Martin thus soliloquized : — " Strange order — well this is a pretty 90 Railiuaya and Other Ways. wild country and there may be black bears about — still they are not as plentiful as black berries and cannot be seen at every nook and corner — I suppose the V. P. is going to give a feast and bear meat is to be the staple commodity. Still I should have thought that one bear would surely have been enough for that, but railway magnates are noted for roasting oxen whole and the V.P. wishes to change the roast this time." Mr. Martin, being a bit of a wag and fond of a joke, replied as under : — " No black bears in sight ; shall I get up a hunting expedition and send scouts out?" The reply came, "No; I want two black bass; you can get them in Quebec market." SUPERINTENDENT F- WOULD MAKE HIS LINE PAY. An engineer and superintendent of the G. T. R. thought he had " struck oil" when he rented out all the stations on the Quebec and Eichmond district as drinking saloons. "When the facts came to the General Manager's ears he at once started for the whiskey dispensing line, and peremptorily ordered the keepers of the saloons to "shut up instanter." All except one did so, but Chaudiere stood out, put himself in a state of siege, gave battle and did not give in until the station doors and windows were taken out and the building partially unroofed. When Supt. F was remonstrated with he said (with a slightly nasal twang), "Well, he guessed he would make his line pay." A TERRIBLE CALAMITY. Railways and great public undertakings are rarely long without some terrible event. One of the first serious calamities in connection with the Grand Trunk was the' bursting of the boiler of a new car ferry steamer just as she was leaving Longueuil one summer's day with a great number of passengers. The shock was terrific, and a large number of passengers — men, ■women and children — were killed or drowned. The captain was '! V »i > Reminiscences of Early Days of 0. T. R. 91 on the hurricane deck when the explosion took place and was hurled amid thousands of splinters of wood and iron one hundred feet in the air and fell back into the river. He was picked out alive, but a mass of bruises and broken bones ; yet he recovered, to the astonishment of the medical faculty, and was walking about Longueuil three months afterwards. Mr. P. H. Carter (one of the oldest officers of the Grand Trunk and still in its employ in the freight department at Toronto) was on board the boat at the time and escaped without any serious injury, while a friend, who had come with Mr. Carter from the Maritime Provinces, was killed. I refer to this sad event more particularly to relate the graphic manner in which the explosion was described to the writer by a French Canadian cabman. I was about leaving the G.T.R. offices in Little St. James street, Montreal, on the day in question, when a cabman rushed up in great excitement and called out: — " Grond Tronc steam- boat blow up at Longueuil — was on Jacques Cartier wharf — (nearly three miles away) — heard great noise — felt shake — saw steam big as cathedral !" THE BURNING OF THE BOOTS. On one occasion the Grand Trunk officers had arranged to hold a conference at the Victoria hotel, Point Levis. Nearly all went down on the previous day, but I only got there on the morning of the day of meeting. On reaching the hotel I found the place in great confusion, guests were running about, some in slippers and some in stocking-feet, all calling in stentorian voices for their boots, but nobody could give any account of them until a servant went to replenish the large box stove in the hall, when she saw the fragments of a boot. On exhibiting it to the guests, one of them, using a rather strong expression, said : *' That's a part of my ten dollar boots with cork soles." The boots had all been put in the stove during the night. d^ imf' !)2 llailwaya and Other Ways. The whole party, shod with extemporary 8lii)pers, old brogans, then adjourned to Quebec, where there was a boom in boots, the like of which has not been seen in the ancient capital since. A drunken crank who had done the mischief was discovered some time afterwards. WALTKR SHANLY, CHIEF ENOJNEEll AND GENERAL MANAGER. Tn looking round at this date one misses a great number of the early staff of the Grand Trunk. Among those still actively engaged in their various duties and professions are as under : — Mr. Walter Shanly, M.P., who is too well known and appreciated by the people of Canada to need any panegyric from me, except to say that he is one of "nature's noblemen" and that he was always honoured and respected by those who served under him, and one whose name and fame will ever be associated with most of the great public works of the Dominion. JAMES STEPHENSON. Some thirty years ago I remember a smooth-faced youth of pleasing address and of a cheerful disposition, who was, I think, hrst an operator on the Grand Trunk Co.'s telegraph. This was James Stephenson, who by steady habits, industry and persever- ance, step by step, through the various grades of ofidce, has risen to his present proud position as the worthy and popular superintendent of Canada's great trunk road. J. B. JONES. The writer and Mr. J. B. Jones came out to Canada in the old historic ocean steamship Sarah Sands,* one of the pioneers * I think it was during the Crimean war that the Sarah Sands, with troops on board, took fire en route, and the soldiers for many hours fought the fire until jReminiacencea of Early Days of 0. T. R. 93 of the St Lawrence route. ^Er. Jones was first my assistant in the freight management, and for the next twenty years filled the various agencies of the company with great credit at Toronto, London, Detroit and ^Montreal, when he retired to join the Dominion Line Steamship Company as its Western freight and passenger agent at Toronto, where ho still remains. Mr. Jones commenced his railway career on tlie North Staffordshire Railway, England, in 1848, and was agent at Tutbury station, near which was the famous ruins of Tutbury Castle. CORNELIUS JUDGE. Mr. Judge succeeded Mv. Jones as my assistant in the general freight business, and retired from it in 1862, to accept that of manager for Allans, Rao & Co.'s steamship lino at Quebec, which position he has faithfully filled for the past twenty-six years.* On Mr. Judge's retirement from the G.T.R., the officers and friends presented him with a handsome testimonial as a mark of their great esteem and respect. \m4 II. C. BOURLIER. H. C. Bourlier, who for the last sixteen years has so successfully represented the Allan Line at Toronto as its general western passenger agent, was one of the early officers of the Grand Trunk, first at Point Levis (Quebec), and for many years the station master at Toronto. When the line opened from Port Levis to St Thomas (now a part of the Intercolonial), 48 miles, in 1855, Mr. Bourlier took nearly all the woodwork of the ship was destroyed, but they succeeded in reaching shore in safety without the loss of a single man, leaving the old ship a mere iron shell. *1894. — Mr. Judge is still in his old position. 94 liailwaya and Other Ways. charge of it. Ho was manager, agent and conductor all in one, and ho can toll some humorous anecdotes in reference to his little road. The first winter he was fairly frozen out and had to shut up for three or four months. Mr. B. dubbed his road " the Tommy Cod Line" from the large quantity of that little fat-bellied fish he Ubed to carry. The fish are caught by the bushel below Quebec, and may be seen at this time of the year on every fish stand in the Province. Mr. Bourlier says thuy never refused traffic on his road, even when they had only one passenger car on. Butter, eggs, fish, vegetables, sheep, calves and passengers — all went into the car together, a perfectly happy family. No one ever grumbled or threatened to ** write to the Times.'* M|» i I i ♦ ' I i ' 1 01 1 i 1 i I^P'' " f .4^:i-'- '■ yrf ■ . . f - W ^ ' ' ^ ■ .' .,- ■ -i- |g:|3yy ;4iv; f,,;;, ;. *. -"^ fcivl ;■> '' ? «|HBRHB^P^CT^^^^^^mr ■■1 r ■■ r J •;< .. *■ ,» -■ ;."•■' «- "' ^■" ^ A 'fe^SIHi-^HBwife. j^ s^ ^^^m ' ■- -■m^"^: - ^Mi;^ 'i: ■ A* ■J" f"."'' 1 ^^^I'^EJ'-^^- ■ '^^- m^^^^^^f- ^^Sm^-'jm: '':, I'flV'' ' - --4^ itfib I^^^^B^H "('* *' \ EG«AKT^T?.tN«. THE VICTORIA BRIDGE, MONTKEAI.. MEDAL IN COMMEMORATIONl OF OPENING OF THE BRIDGE, i860. The Victoria Bridge and More Reminiscences. 95 . CHAPTER VII. THE VICTORIA BRIDGE AND MORE REMINISCENCES. THE VICTORIA BRIDGE. rpHERE perhaps never was an undertaking so beset with diffi- X culties as that of the building of the Victoria Bridge at i\[ontreal. The contractors had to contend with a roaring rapid, two miles wide, shoves of ice from three to seven feet in thickness and from fifteen to twenty square miles in extent, coming along slow but sure with a pressure of millions of tons, like the mighty glaciers of the Alps. I do not propose to attempt any description of this wonder- ful work, it having been so ably done by others, but merely relate one circumstance in its history. Before building a coffer-dam wherein to erect a stone pier it was necessary to put down above the site of the pier certain mooring cribs to hold barges and steamboats in position while the building of the coffer-dam was in progress. One winter a large staff of men and horses were employed on the ice cutting holes through it, and putting down wooden cribs which were weighted with heavy blocks of stone. This ^Ya3 done to save time in spring, but when the ice shove came it cleared away all the cribs as if they had been so much match wood, and carried the stone from the cribs into the very spot where the coffer-dam was to be erected. Thus the whole winter's work, instead of being of any advantage, was attended with a very heavy loss, both in time . 'P 5 ; t { i n 1 lif^^ 1 ; i i ^ I 1m: . : 1 i .=. ! i y i t j - i ' 1 • 96 Railways and Other Ways. and money, for in spring new cribs had to be put down, and the stones strewn over the bottom of the river had to be fished up one by one before the building of the coffer-dam could be commenced. No. 3. — A. M. Ross, Engineer of the Victoria Bridge . From the Toronto Globe, Feb. 18, 1888. The engineer of the Victoria Bridge, A. M. Eoss, had been connected with many railway and great public works in the Old Country before he visited this country. He came to Canada on behalf of English capitalists in 1852. On arrival at Quebec he met the late Hon. John Young, Chief Commissioner of Public Works. It was then that Mr. Young pointed out to Mr. Eoss the importance of bridging the St. Lawrence. The two gentle- men afterwards went to Montreal to inspect the locality for a bridge, and Mr. Eoss su' sted an " iron tubular bridge," and returned to England in the fall of 1852 and carried with him soundings and plans of the bridge as designed and located by him. In August, 1853, a complimentary dinner was given to Eobert Stephenson at Montreal. On that occasion he said : — ** I cannot sit down without referring to the all important subject of a bridge over your magnificent river. Abundance of information was brought to me in England by my esteemed friend Eoss during the last visit he paid to that country, so that I was able to get a good notion of what the bridge was to be before I came out here. The first idea was certainly rather startling. I had been here 25 years before, and the St. Lawrence seemed to me like the sea, and I certainly never thought of bridging it." On the same occasion he said : " I assure you I appreciate your kindness most amply, and one of the proudest days of my The Victoria Bridge and More Reminiscences. 07 life will be that when I was called on to confer with the engiijeers of the Grand Trunk Railway on bridging the St. Lawrence." It will be seen from this that while Robert Stephenson was the consulting engineer for the great work, to Alex. M. Ross must be given the credit of being the suggester, planner and designer of the Victoria Bridge. Mr. Ross was a man of genius and of great eminence in his profession. He was one of few words, of rather a sombre disposition, but when among friends could throw off this reserve and be as cheerful as anyone.* Mr. James Hodges, the bridge builder for the contractors, with his clever staff of engineers, pulled well together with Mr. Ross, and spent many hundreds of days md nights in discuss'.ng the "ways and means" of carrying o.it this gigantic under- taking.! Robert Stephenson died before the bridge was opened, and a relative of his, a George R. Stephenson, attempted to rob Mr. Ross of his well-earned fame as the projector and designer • To show tVitt my remarks in reference to the late Mr. Ross were appreciated, I may state that I received letters of thanks from Mr. John Ross and Miss C. Ross, son and daughter of A. M. Ross. The one from J, R. reads as follows : — Manchester, England, March 28, 1888. My Dear Sib,— I have just seen your article in the Toronto Ghhe of Feb. IS, giving an account of the Victoria Bridge at Montreal, and I feel that I must at once write and thank you most cordially for the exceedingly kind way in which you speak of my father and his just claims. It is comforting that there are some who know and believe the truth. My mother wishes to join me in my thanks to you and believe me, Yours very truly, John Ross. M. Pennington, Esq., Toronto. t The following particulars respecting the Victoria Bridge may be interesting and useful for r6fer3nc9 : Loigth, nearly 2 miles; number of piers, 24; number of iron tubes, 25 ; width central span, 330 feet ; width side spans, 242 feet ; width piers, 18 feet ; material of piers, blue limestone ; quantity in each, 8,000 tons ; total weight of piers, 222,000 tons; height of tubes, 22 feet ; width of tubes, 16 feet ; total weight of tubes, 10,400 tons ; height from water, 60 feet ; cost of bridge, $7, 00*0,000. Engi neers : A. M. Ross, Robert Stephenson. Builders : Messrs. Peto, Brassey, Betts and Jackson, under the superintendence of Mr, James Hodges. 7 .*■ I r«8 Railways and Other Ways. of the bridge. The late Hon. John Young came nobly to the front m defending A. M. Eoss from this unwarranted charge, but the mischief was done. The attack referred to had a painful effect upon the mind of Mr. Eoss and was one main cause which led to his death shortly afterwards. Eobert Stephenson was too much of a gentleman to aggran- dise himself at the expense of his fellow engineers, but he had passed away, and the voice which would have saved poor Eoss was hushed forever. The stone for the first pier of the Victoria Bridge was laid July 22, 1854, by Sir Cusack Eoney, along with A'^ice-President Holmes, Mr. James Hodges, A. M. Eoss, C.E., and other gentle- men, who were also joined by Lady Eoney, Mrs. Hodges and Mrs. Maitland, each taking the trowel and assisting in preparing the mortar-bed for the first stone in the first pier of the great undertaking. FIRST CROSSING OF VICTORIA BRIDGE. On November 24, 1859, Vice-President Blackwell, Hon. G. E. Cartier, Attorney-General, James Hodges, A. M. Eoss, Walter Shanly, Major Campbell, Messrs. Gzowski, Mac- l)herson, Forsyth, Captain Ehodes and others, were the first to cross the Victoria Bridge. Mr. Blackwell was on his way to England to attend the Grand Trunk meeting when he was able to report himself as coming " via Victoria Bridge." On August 25, 1860, the last stone was laid and the last rivet driven by the young Prince of Wales, on which occasion a grand banquet was held near the Bridge, and addresses given by the Prince, the Duke of Newcastle, Mr. Blackwell, Mr. A. M. Eoss, Mr. Hodges and others. To commemorate this event Mr. Blackwell had a medal prepared by J. S. Wyon, chief engraver of Her Majesty's seals, a TIlc Victoria Bridge and More licminiscences. 00 gold one of which was presented to the Prince of Wales and a bronze one to each of the officers of the G.T.R. One of the latter is in my possession. It bears a fine impression in relief of the Prince as he then was, with the Prince's Feather on the reverse side, and the words, " Welcome, Albert Edward, Prince of Wales." " Visited Canada and Inaugurated the Victoria Bridge, 18(50." A NOVEL THERM0:\rETER. The Victoria Bridge consists of 12 double iron tubes and one centre tube ; about 2 inches of space between each section is left for expansion and contraction, the tube being placed on rollers, for it must be observed that the great bridge never rests — it is constantly on the move. When the temperature sinks to 20 below zero, 24 to 30 inches of this massive structure actually disappear from view, to be restored again in full when the summer sun sends up ihe thermometer to 90 in the shade. The late Mr. T. D. King, of Montreal, one of the early officers of the G.T.ll., a lover of art and science, took advantage of this contraction and expansion in the tubes, and made the big bridge register its own movements. He erected a frame- work with a scale of degrees upon it, which rested on the stone- work of the first pier of the Bridge, alongside a section of the iron tubes, and Mr. King was wont to tell his friends that the Victoria Bridge showed so many degrees above or below zero, as the case might be. THE BOULDER MONUMENT. The traveller on leaving the Montreal side of the Victoria Bridge going east may have observed, on his left, a huge boulder placed upon a cut-stone mason work surrounded with a picket fence. This massive stone and many like it, which may be 100 Railways and Other Ways. |l [ I i i 11 seen cropping out of the ground in Queen's Park, Toronto, and other parts of Ontario and Quebec, geologists say liave been carried imbedded in thick ribbed ice from distant regions during the ghacial period. The boulder in question was dug up in the vicinity of the Bridge and weighed about 30 tons. On the 2nd of December, 1850, the ceremony of lifting it to its place was done in the presence of the Anglican Bishop, the Rev. Canon Leach, LL.D., the Rev. Mr. Ellegood, B.A., and other clergymen, also James Hodges and all the workmen of the Victoria Bridge as well as the principal officers of the Grand Trunk Railway. The boulder bears this inscription : — " To preserve from desecration the remains of G,000 immigrants who died from ship-fever in 1847 and '48. This monument is erected by workmen in the employment of Messrs. Peto, Brassey & Betts engaged in the construction of the Victoria Bridge, 1859." The Bishop made some remarks appropriate to the occasion. The Rev. Mr. Ellegood said prayer, and Rev. Dr. Leach gave some particulars of that great affliction. The stone is of intense hardness, and those who cut the facing for the inscriptions said it was the hardest they had ever chiseled. This monument, while it commemorates the poor victims from a distant land, tells of the goodness of heart of the bridge- builders, who, in their multitudinous duties, had respect to, and did not forget, the poor immigrants whose ashes rest below. It was a noble deed and will be as imperishable as the piers of the Victoria Bridge. ■ Mi ' THE MOOSE DEKR. When the Grand Trunk opened to Portland, that part of the boundary line where the road enters Vermont was quite The Victoria Bridge and More tieminiscences. 101 unsettled and in its native wilderness. A large moose deer which inhabited that part of the country had evidently watched the invasion of ** Puffing Billy " into his territory with some degree of vexation, and had come to a determination to put a stop to it. One morning as the driver of a locomotive approached the boundary line he descried an immense moose deer, with huge antlers down, coming at full tilt for the engine, but too late to prevent a collision with the animal. The loco- motive was thrown off the track without doing much damage, and moose was suddenly converted into venison.* The trainmen and others feasted on venison for many days. The writer tried hard to get the antlers as trophies, but a Vermont adventurer was *' in at the death " and walked oil with the prize. I FRAUDULENT FREIGHT CLAIMS. One of the most troublesome things in connection with the working of a railroad, particularly in the freight department, is that of claims for loss or damage. Public companies are not ?;;' * It may be suggested that this subject would be a fine one for an historic painting illustrative of " The Early Days of the Grand Trunk Kailway." It is questionable if such an event ever happened before. A word picture : Scene— A wilder- ness in all its natural grandeur — To the left a wild primeval fore»t of maple, spruce, pine and hemlock trees with a thick underground of bush and creeping plants — To the right a calm, still, small lake, its surface decorated here and there with water lilies, .and a covey of wild ducks floating along in search of their prey. In the centre a single railway track, with a locomotive and cars rushing along, approaching up the track, in an opposite direction, is feen coming at full speed an enormous moose deer, its antlers lowered ready to meet, in deadly combat, its new enemy, the locomotive, + Iliver du Loup Junction, Que., Jan. 15. — A wing-plough special on the Temis- couata Railway to-day sighted and ran down two beautiful moose half a mile north of Edmunston, N.B. Engineer King, on engine 3, relates a most exciting hunt. The moose came on the track about 100 yards ahead of his engine. The track being old and fairly high banks of snow on either side, they took the track. He gave chase at full speed, and only after an exciting chase of half a mile did he overtake them. They ran beautifully. The first one he struck suffered a broken bg, and was thrown from the track, but escaped to the woods on three legs. The other was not so fortunate. It was badly injured, though it still had vitality enough to run, but was captured by Koadmaster McEwan and brought to Edmunston station.— Empire, 16th January, 1894. H ^ V 1 "i 1 1 . h 102 Railways and Other Wayn. supposed to have any souls and are therefore fair game to be plucked without mere}'. It is well known that when an accident hapjiens, a lot of harpies generally rusli to the spot to buy up the claims. As an illustrauion of a freight claim, I give THE detective's STORY. One day a man called at the freight office m Montreal and produced a shipping note of a sewing machine from the States. On referring to the books it was found that some one had called for the machine, paid the freight and receipted for it and taken it away. The man was supposed to bo a carter, but he could not be found. The owner claimed $70 for the machine and demanded it or the money and came often about it, telling a pitiful tale, how he and his family were suffering for want of it. The company's detective. Smith, thought there was something wrong about the affair and started to trace the machine back from its point of shipment, which he found to be a small village in Massachusetts. There he ascertained that the claimant was well known, and that it was equally known that the man never had what we understood as a sewing machine, but that he had a stitching ma- chine, such as he used in his trade of boot and shoe maker. Armed with this information Detective Smith returned, went direct to the claimant's house and there, sure enough, he found the man working away with the identical machine before him. The man had stolen his own machine and then made a claim for it. Before steps could be taken to bring him to account he was off" to the States. A DANIEL COME TO JUDGMENT. During a severe snow blockade of three or four days the station and freight shed at Point Levis were destroyed by fire, TIlc Victoria Bridge and More Remini8ccnce/i. 103 along with a lot of freight waiting to he Hhipped forward for which a number of claims were made. The company's solicitor resisted these claims on the ground that trains were prevented from running by stress of weather, over which they had no control. The judge asked: — "Did you run any trains during the alleged blockade ? " "Yes; we did get passenger trains through with great difficulty." Judge — " Oh, then it was only a question of putting on another horse." Solicitor — " We had not got another horse (locomotive) ; they were all engaged hauling the passenger trains." Judge — " That was j'our business," and gave judgment for the plaintiff. If! 104 Railways and Other Way a. 1: i il 1! ' CHAPTER VIII. THE PICKFOKDS OF CANADA. No. 4- — Messrs. Hendrie and Shedden. From the Toronto Globe, March 24, 1888. FOR a century or more before the inauguration of railways, Pick- ford & Co. were the principal carriers in the Old Country, and their name is still " familiar as household words." They carried merchandise by canal-boats, stage-waggons, carts and vans between London, Birmingham, Manchester, Liverpool and other places. The van was run on the turnpike roads at a quick speed, and took small parcels and the more valuable freight. " Pickford's van " was as well known and as popular as the old stage coaches. When railway trains began to run, the old carriers saw that their occupation, like Othello's, would soon be gone, and they put themselves in the way of doing the terminal work for the railway companies, more particularly the collection and delivery of freight in London and other large cities, and this business in a short time became immense, requiring thousands of men and horses to do the service. Some thirty-two years ago, about the time that the Grand Trunk railroad was opened from Montreal to Toronto, two intelligent and enterprising young Scotchmen called at the office of the Grand Trunk Railway in Montreal to see Mr. S. P. Bidder^ General Manager, and the author, when they stated that they had commenced a railway cartage agency in Hamilton and i i I' ! li !■ I n! ( ^-3- The Pid-forch of dnuida. 105 London ; that their object was to collect nnd deliver freight in the townH and cities for the riiihvays in Canada, similar to what was done by Pickford iV Co. in the Old Country ; that they in fact aimed to be "the Tickfords of Canada." These young men were Mr. \Vm. Ilendrie and Mr. John Shedden, who had the sagacity to see that an important adjunct of the great Canadian railways would be an elUcient and well-managed cartage system. Mr. Wm. Hendrie came to Canada in 1854, and was for a time in the general freight office of the Great Western Railway at Hamilton. Previous to that he had been employed on railways in Scotland. Mr. John Shedden, for some time before coming to Canada, was, although a very young man, a railway contractor in Pennsylvania and Virginia. In 1855, Messrs. Hendrie k Shedden commenced the cartage agency for the Great Western Hailway, by auangement with Mr. C. J. Brydgcs, its managing director. In 185G, when the Grand Trunk opened from Mont- real to Toronto, the cartage system was introduced upon that line. Hendrie k Shedden opened oflices in th 'ififerent cities, where orders could be left and inquiries made. more suitable waggon, or lorry, for moving heavy merchandise was introduced, instead of the little, inconvenient, cramped-up carts of the past. Each waggon was provided with a good waterproof cover to keep goods dry. A uniform blank shipping note, with duplicate stubs in blank form, was given to the merchants.* This was a most * By favour of Mr. R. L. >;elles, G. T. R. freijjhfc agent at Toronto, I am able to Hhow the vast importance of an uniform Rystem shipping note, from the fact, that dnrinj,' the year 1893, ;iUo,400 Hhippinj,' notes were issued at the Grand Trunk freight station, Toronto, alone. For future reference, the shijujing notes, numbered consecu- tively, are stitched and paper-bound. The number of volumes for the past year was 1299. t ■Tl J I ) ' i:„..i ] 1i' lOG Railiuays and Other Ways. needful reform and an important thing for the railway com- panies, and came as a blessing to the shipping clerk, who had to decipher these mystic documents by gaslight or an oil lamp. Previous to this time, with a few exceptions by large merchants, shipping notes used to be made out on the first scrap of paper that presented itself, and of all colors and all shapes, viz., frag- ments of old songs, old envelopes, corners of newspapers, mostly written in pencil and often illegible. One of these ancient legends I have now before me. It is dated March 16, 1857, and reads as follows : — " Received from Thos. Clarkson, Toronto, 4 brls. flour, * Merchants' mills,' balance of lot, for Janes & Oliver, Montreal," written in pencil. On the back of it is printed a well-known and popular sacred hymn with many Scriptural references. It may be asked, was this done as an act of irrever- ence, or was it doae for the benefit of the railway shipping clerk ? As I happened to know the consignor and consignees well, I can give them credit for the latter. Great changes from eld habits or customs, which happen to clash with some existing interest, have generally to run the gaunt- let of opposition, and the cartage agency was no exception to this rule, and they (Hendrie & Shedden) came in for their full share of it. Public meetings were held to denounce the system, physical force was appealed to, a riot took place in Montreal, Mr. Sheddeu's stables were set on fire once ou twice, and his life was threatened. Hendrie & Shedden from time to time jointly, and afterwards separately, imported a superior class of draught horses into the Province, and at this day their powerful and brightly harnessed teams with steady drivers are seen and admired in Montreal, Toronto and other cities of the Dominion, as well as in parts of Michigan and Illinois. They (Hendrie & Shedden) were together for several years, but finally dissolved partnership and arranged for a division of WW ■ 1 3} , ii *' 'i ■ 1 ; 1 "1 i 1 I II JOHN SHEDDEN, The P id-fords of Canada. 107 territory, Mr. Shedden mainly acting for the Grand Trunk and Mr. Hendrie for the Great Western. Both became eminent contractors for the building of railways and other public works. JOHN SHEDDEN. Among those built by Mr. Shedden were the Union Station and Grand Trunk elevator, Toronto, the latter being erected twice, the lirst one having been burned down. He also built the Toronto, Grey & Bruce (narrow gauge), and the Toronto & Nipissing, of which he became president. On May IG, 1873, he, with a num- ber of citizens from Toronto, went up the T. & N. road to attend a land sale of Mr. Shedden' s. On returning, he got out of the car at Cannington station, and on attempting to get in again, while the train was in motion, his foot slipped at an opening in the station platform, and he fell between the car and the plat- form and was crushed to death. He was 48 years of age, and — strange fatality — only two days previous to this Mr. Shedden's nephew, Wm. H. Paton, a promising young man of 25, was drowned in Stoney Lake. A monument in the form of a massive granite obelisk to their memory may be seen in the Necropolis Cemetery, Toronto. Since this sad event the agency has been successfully con- tinued by the Shedden Co. (limited), under the management of i\rr. Hugh Paton, of Montreal, and the superintendence of AFr. C. INIcKenzie, of Toronto. • ' WM. HENDIUE. , « .. , . * Mr. Wm. Hendrie, in addition to the cartage agency — as already named — became a large contractor. One of his early undertakings was the laying of the water pipes for the Hamilton water-works. At the recent 30th anniversary supper, given by Hendrie & Co. to their employees, to which Adam Brown, M. P., ^M m I : t i' 108 Raihuays and Other Ways. ' 1 I \ ■ ! ' I' ■ j i t ; :iil was invited, he — in responding to the " Parliament of the Do- minion" — made some interesting remarks in reference to Mr. Hendrie's early career. Speaking of the Hamilton water-works he (Mr. Brown) said that "there w^as not a leak in any of the pipes for seven years after they were put down." * Among the railways built by Messrs. Hendrie k Co. were the Wellington, Grey & Bruce, the Hamilton & Northwestern, and other lines in Canada and the State of Michigan. Mr. W. Hendrie is a director of several banks and other monetary institutions, and was recently elected vice-president of the Hamilton & Northwestern Eaihvay. At the supper already referred to, Mr. Thos. McBride, super- intendent for Hendrie & Co. at Hamilton, in speaking of Mr. Wm. Hendrie, of Hamilton, and of his brother, Mr. Geo. Hendrie, of Detroit, said that some 2,500 to 3,000 men were in the employment of the firm. It will be remembered that when the Government were about closing with the syndicate for the construction of the Canadian Pacific Railway, Mr. William Hendrie ai-'d other capitalists came forward and made a bold bid for the great undertaking on terms far below those offered by the other com- pany, and to show that they (Hendrie and party) meant what they said, deposited $200,000 as a guarantee of good faith. Perhaps no figures could be given which will be better understood as to the enormous increase of trade in the Province * Adam Brown, the present Post Master of Hamilton, Ontario, should not be forgotten in these records, as one of Canada's zealous and active railway pioneers. I remember his great exertions, along with other gentlemen of Hamilton, some 25 or 30 years ago, to provide railway facilities for the counties of Wellington, Grey and Bruce. Many were the hard battles fought by Mr. Brown and his colleagues in favor of railways of the established gauge against the advocates of the narrow gauge, as well as to secure bonuses to assist in the construction of the former. The inhabit- ants of the counties referred to are under a debt of gratitude to Mr. Brown, who spent his time and means in their cause and did so much to open up their fine and fertile country, which had previously been retarded for lack of the means of transporting its products to the marts of commerce. The Pickfords of Canada. 109 than that of a comparison of the railway cartage a<:];ency in Toronto 30 years ago with that of the present day, the statistics of whicii have been kindly furnished me by Mr. W. Wilkie, manager for Hendrie & Co. ; Mr. C. Mackenzie, superintendent for the Shedden Company, and Mr. W. Walker, superintendent for the Dominion Transport Company, all of Toronto. Average number of horses kept constantly employed in collection and delivery of freight for all the railways in the City of Toronto : — 1857— Hendrie & Shedden 28 1888- Hendrie & Co 100 .... " —Shedden Company 138 '• —Dominion Transport Co. (C. P.R.) 74 .... 312 28 This is, ot course, exclusive of horses employed by city expresses, of which the number is legion, and which had no existence at all 30 years ago. If f 1 1^ no Railways and Other Ways. CHAPTEll IX. i: -i I SKKTCHES AND FURTHER REMIXISCHN("E8. No. -J. — Bciijdinitt I[()J»ii's, First Vicc-Prasident. From thi; Toronto Globe, April 7, 188S. ONE of the earliest men connected with the Grand Trunk R;iiL way was Mr. Benjauiin Hohnes, who took an active part in its organization and became its first Vice-President. Ho was well known as an able financier and had previously been manager of the Bank of Montreal. He was a man of great determination of character, an energetic public speaker and often took a prominent part in Parliamentary elections. ^Iv. Holmes continued in office as Vice-President of the G.T.Pi. for four or five years. On retiring he was appointed Collector of Customs for the port of Montreal, which office he retained until his death. The writer well remembers that event, as he was close by the Custom-house when it occurred, and on going into the collector's oftice saw Mr. Holmes sitting in his chair with pen in hand and unfinished manuscript before him, but the vital spark had fled — the collector had died at his post. Mr. Holmes was succeeded by Mr. T. E. Blackwell, a civil engineer of note, from the Old Country. He was one of the true English type, genial, affable and pleasant to all who came in contact with him. He was fond of scientific investigations, particularly of geology and meteorology. With a view of becoming thoroughly acquainted with the Canadian climate, he Sketches and Further lieminisccnces. Ill had dail}' weather reports sent him from all the stations on the G.T.Pi., and he is fairly entitled to be classed as one of the earliest of *' weather probs." ' i THE FLYING FERRY. Mr. Blackwell had noticed in his travels a mode of crossing some European rivers by means of a rope or chain secured to an anchor or post up and in the middle of the stream, the other end of the rope being attached to a boat two-thirds of the distance from its bow : the boat is then carried across by the force of the current and is brought back again by simply changing the position of the rone to two-thirds from the bow, the boat being made to sa oitl' 'r way. To carry out a simil.r plan for crossing the St. Clar- River at Point Edward (Sarnia),]\Ir. Blackwell had a largo l)r.iTo built to take over a train of freight cars at one time ; to this barge was attached a strong chain cable about 1,000 fett in length, the other end of the cable being secured to an immense anchor (such as was in use on the Great Eastern steamship); this was sunk in the middle of the river at the ou'if^t of Lake Huron, a slip or dock being made at each side the river for the barge to take and receive cars. The plan worked very well in ordinary weather, but if a strong wind set in up the river a tidal wave was formed up the lake and the current in the river, for the time, was reversed, while a strong wind from the north made the current so rapid that the barge fairly flew across, and it became a source of danger to passing vessels. Tliis mode of crossing was finally abandoned, and steam-power used to take the barge between Point Edward and Port Huron. From the immense size of the craft it got the title of the " Great Eastern of the Lakes." 112 Raikuays and Other Ways. Mr. Blackwc41 retired from the company in 18G1 or '62, on account of his health failing, and died shortly afterwards. The probable cause of his death was an injury to his spine from a railway accident in England before he came to Canada. t: LIEUT. -COL. BAILEY. Mr. Henry Bailey came to Canada with Mr. S. P. Bidder in 1853, as his secretary. The former wrote and spoke the French language fluently, which made him of great service to the General Manager. Shortly afterwards Mr. Bailey was appointed assistant manager of tlie G.T.E. Though Mr. Bailey was not originally a railway man, he, by his energy and perseverance, soon made himself thoroughly conversant with railway manage- ment ; and when he presided at the superintendents' conferences he always impressed upon them the importance of making good rules and seeing that they were carried out, and it is doubtless to this that may be ascribed the comparative freedom from serious accidents on the road during the early years of its existence. Mr. Bailey was in the employ of the Company for about twenty years, part of the time as superintendent of the Portland district.* At the time when it was considered advisable for every Canadian railway man to become a soldier, Mr. Bailey took an active part with Mr. Brydges and Mr. Hickson in the formntion of the Grand Trunk Brigade, and Mr. Bailey was appointed Lieutenant-Colonel of the regiment. When the Grand Trunk Railway opened, old travellers were wont to relate their experience of travel by " flood and field " in the olden time ; how they were hauled up the St. Lawrence in batteaux or flat-bottomed boats ; or, if in winter, what journeys they had from Montreal to Toronto, over snow, corduroy or mud * Mr . Bailey died at Brighton, England, in June, 1892. Sketches and Further Meminiacences. 113 roads, a week or more in transit. Now we may compare early railway travel with the jiresent ; in the former, there was no cosy Pullman or Wagner car, where a man could go to bed, dream away his time and wake up at daybreak to find himself at his journey's end. In going from Montreal to Toronto the travel- ler had to sit bolt upright for sixteen or eighteen hours, until every bone in his body ached and each particular bone seemed to have had a quarrel with its fellow-bone — all feeling as if they had been engaged in a pitched battle. Once on a night ride to (Quebec, when the late Sir Allan McNab and several members of Parliament were on board the train, the thermometer was 40° below zero. The intense cold congealed the oil in the tail lamp, and it went out over and over again and had to be brought in'o the car to be thawed. The stove in the middle of the car was kept at red heat and all the passengers huddled round it, yet were almost perished with cold, and to finish up were landed in a snow bank at 4 o'clock in the morning two miles from Point Levis station. At that time the trains were run much slower, and railway men were only learning the art of fighting snow. During the Mason and Slidell trouble, when troops came out from England in midwinter, one of the regiments, in a train drawn by two or three locomotives, left Montreal on a Monday morning and did not reach Toronto until the Saturday following. The Grand Trunk people had to supply the soldiers with rations at nearly every station. THE SLEEPING-CAR. When sleeping-cars began to be talked about, the superin- tendents of the G. T. R. met in solemn conclave to consider the advisability of putting on sleeping-cars, and it seems strange at this time for me to report that there was a strong objection to 8 I ; 111 Railways and Other Ways. \ HI Ml their introduction, mainly, as they said, on account of such cars having recently hoen put on some of the American roads, wliich had l)een infested hy l)ad characters. Finally the matter was compromised hy introducing,' henches or hunks the whole length of the car, without any curtains or divisions, and only one rug and small pillow for each passenger. When one entered one of these cars at midnight, one saw a medley of dark, grotesque-look- ing objects, with arms and legs sticking up in much "admired disorder," looking as if the passengers had been shovelled into the car. Improvements in the sleeping-car were made from time to time, until the Pullman car made its appearance in all its glory, and as each of the cars was in charge of a smart conductor, the hugboar as to the morality question was effectually quashed, and the traveller found himself as comfortable and as much protected as if he were in a lirst-class hotel. No. 0. — IhiUars (tiid CcntH versus £ s. d. From tho Toronto Glob.;, May 12, l.S8«. In 1853, when the Grand Trunk Ilailway was opened from Montreal to Portland, Canada had decided to abandon what was termed Halifax currency', viz., pounds, shillings and pence, and to adopt the American system of dollars and cents. One of the first documents of any magnitude in which the new currency was introduced was the large freight tariff' of the G. T. li., made out by the writer and circulated in the fall of 1853. He remem- bers that there was a good deal of objection to it, particularly among some of the French Canadians, who looked upon it as an innovation, preferring to talk and deal in pounds, shillings and pence, and it was many years before the latter method was quite abandoned. Sketches and Further lieminiscences. 115 ig That tliG Dominion should liave been saved from adoptii the Old Country system of pounds, shillinj^'s and poneo stevlinj^ was a most fortunate thing for railway men and Canadian car- riers generally, and they, above all others, have good reason to be thankful for it ; for if ingenuity had done its best it eould not have devised a scheme of currency more complicated than that of English sterling money, coupled with its ton weight of 2,240 lbs. To illustrate this from a railway shipping point of view, I would ask some of our school pupils to work out the fol- lowing little sum and see how many ligures it tttkcs to give the answer, viz. : — John Thomas is forwarding 1 tons 17 cwts. 3 qrs. 10 lbs. of fish from Toronto to Guelph, the rate of freight of which is to be 8s. 9d. per ton of 2,2 10 lbs., what amount in sterling money will behave to pay? Then put the problem into decimals and for purposes nf this calculation take the Eng- lish shilling as equal to 24 cents and the penny at 2 cents, and the question will read as follows : — What will 10,967 lbs. come to at 1) 375-1,000 cents per 100 lbs.? Both calculations will give the same results in value. The simplicity' of the latter system over the former, as respects the time taken and the figures used, will be seen at a glance. It will be found that it requires about 98 figures to show the amount in sterling and only 38 figures in decimal currency, and the latter would only require 11 ligures if the fractions of 375-1,000 were dispensed with, which would be done in nearly all freight transactions. Such calculations as the first given were what the early Eng- lish shipping clerk had to make often after 7 p.m.. perhaps 50 of them all different. There were experts who adopted methods of their own for making quick calculations, but the ordinary calcu- lator could not do them in any reasonable time, and in a year or two a clever fellow, after many months of hard work, made a ponderous ready reckoner to assist the clerks. The subject ot m I ( i i I i < \ t 1 IIG liailivaya and Other Ways. introducinrr decimal currency into England liaH often been dis- cussed, but there have always arisen a thounand things to oppose it, among which are prejudice, the dislike of change and the imitation of anything American. Then there is the imaginary golden charm which seems to iioat round about the very words pounds sterling, that it is something more solid and real than any other currency, so that another century may pass before any change is made. Still, one would have thought that the Colonies, such as Australia, New Zealand, etc., would have adopted decimal currency, the same as the Dominion of Canada. EARLY ENGLISH RAILWAYS. In bringing these reminisi js of the earl}' days of the Grand Trunk to a close, it may perhaps not be out of place, but may be of some interest, to make a few remarks in reference to the early management of some English railways, as compared with those of the Dominion of Canada. When some of the first English roads were opened, the most unfit and imlikely men were appointed as general managers. Directors then thought that any one could run a railway. A few incidents which occurred upon roads with which I was connected in those early times will give a faint idea of the style of some of the men who were put on to govern these important undertakings. No. 1 had been a sea captair vho had been wont to rule his crew with a rod of iron ; he sw 'ke a trooper and tried this on the j)assengers who travelled uy his railway, as much as to say : " I am Sir Oracle ; when I speak, let no dog bark." On one occasion he insulted a well-known peer, and the directors had to call the manager to account and finally to pension him off. No. 2 had been a stock-jobber ; he was a nice, smooth-faced gentleman, a regular Cockney, with a lisp ; he was perfectly liarmless as a man, good-natured and well liked. One day when r; **.tfiai**T-J* n 31tW|ri.Wt-'«S*»*-'^'**^-^HKii^,..j Sketches (ind Further Reminisce luas. 117 I went to consult him I found him experimenting with a rat-trap, and he explained to mo how when the rat wvnt into the tnip *' itth hack wath hrokcn." We had a porter named John Brown. Ho was rather a character in his way, fond of quoting from Byron, Shakespeare and the Bible, but John was fond of beer as well. One day the (leneral Manager went into the porter's room and found John drunk and lying on the tioor asleep. Manager gave John a kick, when he opened his eyes and said : " 1 do not feel in a fit position to speak to tliee on the present occasion ; come at some more convenient season and I will talk to thee ;" then closed his eyes and went to sleep again. Manager thought for a moment, then said : " God bleth mo, the manth mad." A shipping clerk had been neglecting his duties, and the manager went to the otlice to reprimand him and said : " I tell you wath it ith, Wilthon, you arc a careleth, good-for-nothing hoy, and I will — ("Wilson's little dog just Lhen ran in) — poor little fellow; good dog," patting it with his In.nd. and manager quietly marched out of the oliice, being perfectly vanquished by the little cur, who thus saved its master from punishment at that time. No. 3 was a Polish refugee, (5 feet 3 or 4 inches in height ; had been a military man ; he was sent by the London directors to cut down the salaries of a general manager and a marine sur- veyor, and after making the places too hot to hold them, to take the management of both himself. This he soon did. It may be mentioned that the marine surveyor had a great number of men under him engaged in improving the harbor, and he was in the habit of inspecting them through a telescope at a distance of two miles ; this was much pleasanter than being amongst the men, wading about in mud boots. One day the Polish manager had a bright idea, and he said ■to Superintendent Cooper : " I will make this road pay " (so far it had barely paid expenses). " What will you do ? " said Cooper. Hi '' i \l ^ ^ f i t 118 Railways and Other Ways. Manager : " The receipts are now about £700 per week. I will at once make them f 1,400 by doubling the fares ; " and he tried it for one week, when the receipts went down to i*300. No. 4 manager was a little dandy sort of a man, who had been a share broker. He was a model man for order, so far as appearances went, but if a document got into his office it was lost forever. For fun, the clerks used to ask him for papers, and he would tell them he could find them in a minute, but always told them to " look in again." He was not like the captain already mentioned. On the contrary, he had great reverence for lords and the nobility. The clerks knowing thia failing, would run and tell him when a lord was in the train, and the little manager would rush out of his office into the station and begin to bow and scrape before his lordship, but he was greatly taken down one day when a certain lord asked the manager if he belonged to the hotel. Of course his lordship took the manager for a waiter. No. 5 had been a decent clerk in an accountant's ofiice, but to be launched from that to the position of general manager of a railway was too much for him. He soon got into drinking habits. One morning he came to me in a half-inebriated state and said : " Mr. Pennington, I find the men are not sufficiently respectful to their superior oflicers. Come with me and we'll give them a lesson." The first man we met wan my foreman, Bob Snape- The manager said : " Look here. Bob, v/heneveryou see me, Mr. Peninngton, or any superior officer of the company, acknowledge the same by touching your hat — thus," taking off his own hat and making a bow to Bob. This farce was played for a couple of hours on a public wharf, in full vie>v of a number of the towns- people, who went off in a roar of laughter. The poor fellow's term of office soon expired. In time, directors found that it was necessary to have men Led ad as ^as rs, ;he eat lis- m\ ion vas the 3ok but. )f a its. id: tful I a ,pe- Vlr. Age hat pie II s- w's lea wii 1 . i' iiii V'\ l|i!|l ...I'^^-^-o Sketches and Further Beminiscence^. 119 of ability and general experience to manage their railways ; that they were as important as generals in an army or iSIinisters of State ; that they (the general managers) had the power to make or mar the trade of a country ; and that the blunder of a manager, through his self-will, ignorance or folly, might result in the loss of tens of thousands to the company he served. The directors then began to select for general managers men from the ranks, particularly from among the freightmen — those who had to build up dividends and engage in the battle of hard work, such as the Eboralls, the Cawkwells, the Allports, and others of the same class. CANADIAN GKNERAL :\IANAGERS. As Canadian railways commenced at a much later period, directors had the experience of time to guide them, and thus escaped the infliction of inelhcient managers. I think all who have watched the i)rogress of the railways in the Dominion will agree with me in this. Canada has been well served by its rail- way men. I need only refer to a few of the names to insure a general assent to this assertion. In preceding chapters I have spoken of General Managers Bidder and Shanly, the early men of the Grand Trunk, but I must go back nearly 40 years to refer to one who, I think, I am right in saying was the first general manager of a railway in Canada, and that was a gentleman still amongst us, an honored and respected citizen of Toronto, viz., the veteran Col. Gzowski,* who when a young man had the management of the St. Lawrence »!^' Atlantic Kaihvay some years before that road became a portion of the Grand Trunk. Col. Gzowski's name must always be associated with the building of a large portion of the western sections of that line as well as other important public works in the Dominion. # Now Sir Casirair Gziiwski. 120 Railways and Other Ways. i i! ii ^ ¥ .! 1 j ^ '1 1 : * i 1 1 Mr. C. J. Brydges, whose name among railway men is " as familiar as household words," had his first experience on English railways. He came to Canada in 1853 as Managing Director of the Great Western Railway, which post he held for ten years, and then became Managing Director of the Grand Trunk for about the same period. He was afterwards appointed as Commissioner of the Intercolonial and other roads by Government. For some years he represented the Hudson Bay Company as Land Commissioner. Mr. Brydges has been well characterized as the ** Napoleon of Railways." Mr. James Tillinghast was one of the early managers of the Northern Railway, since which he has occupied different positions of trust under the Vanderbilts on the New York Central & Hud- son River Railway, and for some years he has been the active vice-president of that wealthy road. The late lamented Col. F. Cumberland will long be remem- bered as one of the early railway pioneers of Canada, and the able manager of the Northern Railway for a quarter of a century. Mr. A. Fell, who as a boy rose from the ranks in the freight department of the London & Northwestern Railway at Liverpool, was one of the early men on the Buffalo & Lake Huron road, first as general freight agent, then as manager, and for some years he has held a high position on one of the railroads running from Buffalo. THOMAS SWINYARD. ^Ir. Thomas Swinyard was connected with the London & North-Western Railway, the largest concern in England, from early youth, and became secretary to the General Manager of that line. On Mr. Brydges' retirement from the Great Western Railway in 1862, Mr. Swinyard succeeded him as General Manager which position he successfully held for many years. He was also for the same period the active president of the Detroit i J^UK^^^^^u^a^y Sketches and Further Reminiscences, 121 & ^lihviHikoo llailway. Some time after his retirement he was appointed General Manaf^er of the Dominion Telegraph Company, then Vice-President and finally President, which office he still holds. He was also employed by the Dominion Government as Special Commissioner to take over the Prince Edward Island Railway from the Local Government and reorganize the road. Recently ho has been connected with the management of an American railway. He now resides in New York. JOSEPH IIICKSON. Mr. Joseph Hickson, the present General ^[anager of the Grand Trunk Railway, has probably had more varied experience than any other railway man, having passed through and been an active worker in almost every department on railways in England as well as in Canada. It is twenty-six years since his arrival at jMontreal, during which time he has been successively auditor, accountant and treasurer, secretary, and finally Gen- eral Manager. Mr. Hickson has seen the old gauge changed from end to end, a mighty undertaking of itself. The mileage has risen from 1,200 to 4,000 or 5,000 miles, and the very statistics of cars, stations, locomotives, agencies, employees, etc., etc., read like a chapter of some work of fiction. Mr. Hickson has had the {^[ood sense, when he drew other rail- ways into the arms of the Grand Trunk, to stick to the old stafi' if they were good men, thus surrounding himself with willing, able and experienced officers, by which he has been able to ex- ercise his "one-man power " with skill and judgment, and also to keep pace with his younger big brother, the C. P. R., alongside of him.* t«* i I * In 1890 Mr. Hickson received the honor of knighthood from the Queen. On January Ist, 1891, Sir Joseph retired from the management of the G. T. 11., after twenty-nine years of active service, and was succeeded by Mr. L. J. Seargeant, whc, for go many years, had occupied the important post of traHic manager for th" Company, 122 Raihvays and Other Ways. ;i 1 CHAPTER X. TESTIMONIALS AND PRESENTATIONS. THE several matters in this chapter might perhaps have been placed more fitly elsewhere ; hut for certain reasons I wished to reproduce my letters to the Globe substantially as they were first printed, and I was unwilling to disarrange their order by the introduction of new material, although aptly pertaining to the subjects treated of. I quote Mr. Bidder's letter, not because it is addressed to myself, but to show the fine spirit and high sense of duty which always animated the man. S. V. BIDDER S FAREWELL LETTER. My Dear Sir G. T. Ii. Offices, Montreal, 18th December, 1857. I have to inform you that after the first of January all letters, hitherto sent to me, must be addressed to Mr. Walter Shanly, who takes upon himself the duties of general manager, and also those of chief engineer. In thus announcing my ofticial separation, I cannot allow this opportunity to pass without assuring you that I shall ever revert, with pleasure, to our past connection in the development of one of the grandest schemes ever devised for the improve- ment of a country ; and in thus leaving, I feel it a duty I owe to you to express my thanks for the valuable assistance I have :it all times received at j'our hands. Testimonials and PrescntdtivriH. 123 It will be gratifying for you to know that in my Rucccssor you will have a gentleman from whom you will receive every kindness and consideration compatible with his duties to the Company, in the future working of this important railway. Heartily wishing you every prosperity, Believe me, dear sir. Yours faithfully, M. Pennington, I^. P- Bidder. Freight Manager, Grank Trunk Bailway, Montreal. :^ mi PRESENTATION TO WALTER SHANLY. On the retirement of Mr. Walter Shanly from the position of General Traffic Manager of the G. T. R., a number of the chief officers of the Company entertained him at dinner at the St. Lawrence Hall, Montreal, and, on proposing his health, the fol- lowing address was presented to him : — To Walter Shanly, Esq., late General Traffic Manager of the Grand Trunk Railway Company of Canada : — We, the undersigned officers and men in the service of the Grand Trunk Railway Company, deepl_y regret that you have thought fit to retire from the high and important office of General Traffic Manager ; and it is only in deference to your ex- press desire, that we adopt this simple and unostentatious method of recording the sentiments of affection and esteem with which we regard you. W^e feel that the character of the man we address demands that we abstain from a single expression which could be con sidered either adulatory or exaggerated. 124 i!BBl I ! i Raihvaya and Other Way8. ! Ill I I i It is moflt gratifying to us to know that, although no longer connected with the Company, your interest in the welfare and success in this great Province line will remain unabated. We beg to express our grateful sense of the kindness and con- sideration which you have invariably shown to all who have been employed under you ; and with mingled feelings of admiration and regret we tender you this very inadequate offering, in testi- mony of our sincere respect and regard. Mr. Shanly replied as follows : — Mr. P^Uiott and my other kind friends, — I have difficulty in finding words wherein to thank you for this very complimentary address, or to express how highly I value this written evidence of your esteem ; and when I remember that it does not emanate from yourselves alone, but that you are assembled here this evening as the representatives of many of your associates, whom circumstances have prevented from attending, as also of nearly 3,000 warm-hearted workingmen, I feel, as I have a right to feel, very proud indeed ; I shall ever treasure this handsome document as a precious record of the good-will of my fellow- labourers in an arduous undertaking, and as evidence of the existence, between all classes of the Company's servants, of that spirit of unanimity and cordiality which is so indispensable to success in railway working. My gratification at receiving so numerously signed and so handsomely decorated an address, too, is not a little increased when I call to mind that the signatures it bears are not those only of persons from every parish and township on the line of the Grand Trunk from Riviere du Loup to Sarnia and London, but that the United States also are rep- resented in it, for I trust to be able to recognize in its ample pages many familiar names from Maine, Vermont and New Hampshire in the East, and Michigan in the West. My appre- ciation of the value I place upon this handsome testimonial Test ivwn laid and rrcsentdiUniH. 125 cannot 1)0 better expressed thiin in the words you, Mr. KUiott.hiive just used in presontinr; it to mo, when speaking; of the price to be put on tlie esteem of one's fellowmen. It will ever be more highly prized by me than " ^'old and precious stones." The address is handsomely bound in morocco silver mounted and is inscribed : I'RKSKXTKK TO WALTKU SHANLY, II Y Throe Thousand Mon of the Grand Triiuk Railwity Ciinipiiny of Cimiidii. June, 1802. IN MKMOUIVM OK Tiri", I-ATK W. K. MlIU OF nFTKOIT. Mr. Muir's name has been frequently mentioned in these pages, and always in terras of ai)preciation and esteem. When his death was announced I sent the following letter — dated June 24th, 1892 — to the Toronto Glohf, and reproduce it here as a sincere, if inadequate, tribute to his memory : As an old olhcer who served under Mr. Muir when that gentleman was general manager of the Great Western Kailway of Canada, I cannot allow the sad event of his death to pass without offering a humble but sincere tribute to his memory. Mr. Muir was one of nature's noblemen, one who had the interests of his employees at heart, and was always willing to lend a helping hand. Like most eminent railway men of the past half century, Mr. Muir rose from the ranks, and by zeal for the company he served and sheer ability he gained the top of railway position. Mr. Muir commenced his railway career as a boy on Scottish railways some fifty years ago, and after passing through the various grades of office there ho came out to Canada and entered the service of the Great Western Hallway under the late Mr. C. J. Brydges as superintendent of the road. m IP! 1 * I I ' 120 Railways arid Other Ways. An incident in Mr. Muir's life will be long remembered, forming as it does a sad chapter in the annals of the old Great Western. On the evening of March 12tb, 1857, Mr. Muir started from Toronto, by train, for Hamilton, taking his place in the last car and the last seat with his back to the engine. On nearing the Desjardius bridge he heard a crash and without looking back made a rush for the door of the car, jumped out and landed safely on the track just as the whole train tumbled int J the abyss and frozen river below, killing and wounding the great bulk of the passengers and men in charge of the train.* For many years Mr. Muir was the general superintendent of the Detroit & Milwaukee Railroad. Also for a time he held the same position on the Michigan Central. When ]\Ir. Swin- yard retired from the services of the G. W. R., Mr. Muir once more returned to that road and became its General Manager. In 1H73 he retired from the service and became General ^Tauager of the Canada Southern. In a few years he gave up railway life with all its hard work and became President of the Eureka Iron Company, Detroit, whore he was able to get some rest to the end of his days. Mr. Muir, though not an engineer, was as much at home amongst the locomotives or the laying and grading of the tracks ♦ A nit'inentc of this sad event may be seen iii the Burlington Cemetery, Hamil- ton, Ontario, in the form of a marble column upon the top of which stands a very pretty model of a locomotive. One side o." the monument bears the f v)llo\ving inscription : IN MEMOllY OF Alexander Rurnfield an he retired fro)u the service and returned to l^ngland, since wliicli time he has repre- sented the interests of many English gentlemen who wei-e hond- holders of American railways, and also acted as president of one U.S. road. ^fr. Price will long he rememberud as a genial, jileasant, alfahlc I'higlishman. lie was a general favourite in Western Canada, and his smiling face has heen nnich missed by his many friends at Hamilton, as well as by ollicers and other employees of the old Groat Western. On Mr. Price's retirement from the company, the ollicers, employees and his friends presented him with a gold watch and chain and a set of (hamond ear-rings for Mrs. I'rice, along svith an address signed by 450 employees and a hirge album contain- ing their photographs. Mr. Price has an ollice at No. 5 Winchester street, Londoji, I'i.C., and represents the English Association of American Pond and Share Holders (Limited). "Sly old friend. Thus. JJell, of Leamington, Ihigland, writing me in October, 'J)3, says : " IMr. Price had, for years, a serious ailment, but is now (piite well. Me has become quite an authority on American railways." i i 128 liailvxiys and Other Ways. CHAPTER XL THREE NIGHTS IN THE CARS-DIFFICULTIES OF WINTER TRAVEL. Thick cloiuJa ascend, in whose capacious womb A vapoury d*-luKe liea, to enow conjjeiiled ; Heavy they roll their Heecy world along, And the sky saddens with the gathering storm. — Thomson. THE following deseription, by the author, of a trip from Montreal to Toronto, is taken from the Toronto Globf and is now given to illustrate the trouble which the G.T.li. sometimes liiul in the early days of its existence. The article was after- wards coi)ied into several English papers. A HAD STAHT. I'Frinn my Diary.) MoNTUEAL, March \), 18(11). The night is fine and mild, as I arrive at Honaventure street station, and there seems every prospect of slipping through to Toronto between the snow-storms ; but a friend, by way of consolation, slightly whispers to me that the barometer is falling. This is ominous, and I am afraid tells of ills to come. I notice that the train is not " made up " as is usual at 8.15 p.m. On enciuiring the cause, I am informed that about 4 miles west the axle of a car of a passenger train is broken, and that a " truck " has just been sent out to replace the damaged one, and that the only available sleeping-car is with that train. So after Three Nights in the Car^. 129 some time, wu all went into an ordinary first-class car, and at 10 p.m. make a start ; but only run out to the Tanneries Junction, where we have to wait the arrival of the disabled train. The time is spent as pleasantly as possible, mainly by the amusing talk of a funny Englishman, of the kind that ia " Wont to set the table in .i roar ; " and, like Mark Tapley, is jolly under all circumstances ; for, as he says, " what's the use of complaining when you can't help it," and recommends all to make themselves as happy as possible ; and thus the time whiles away until 2 a.m., when 'vo get the sleeping cars and make a fresh start. " THE HEAUTn-UL SNOW." As we pass along, I notice that the train runs ])etween two walls of snow, varying from four to twelve feet in height, and that the country presents one plain of pure white, with no fences visible, broken only by trees which look all branches, their trunks being buried in the deep snow, with here and there a cottage emerging from the surface, having the appearance of being stunted in its growth, giving a strange aspect to the winter landscape. The thought of a sudden thaw, with heavy rain, cannot be contemplated without a shudder, as the rapid meliing of this bed of solid snow, compressed from ten or twelve feet to about five or six feet, over hundreds of miles of country would produce Hoods of a terrible magnitude. TUE SLEEPING-CAR. There is the usual making up of beds and fixing upon berths, and one by one creep inider nice clean sheets, and are soon playing all kinds of tunes upon the nasal organ, and dream not of the morrow. y i ir 1 1 130 Raihvaya and Other Ways. March 10. — At dawn of day we are at Prescott, and a soft snow is falling:;, which gradually increases to a storm hy the time we reach Brockville. This continues until we arrive at a point three miles east of Gananof|ue, where we come suddenly to a stand. STUCK IN TFIK SNOW. Now the storm ra^es with terrific fury ; the snow comes sweeping over the plain, gritty and blinding as the sands of the desert ; it flies in eddies and whirlpools ; it rushes round stumps of trees, pelting the cars, penetrating every corner and crevice of the intricate parts of the locomotive ; it chokes up axle-l)oxe8, throws up embankments, creates all kinds of architectural forms, and buries the railway track out of sight. ANOTHER IRON HORSE. A freight train from the P'ast arrives, and the engine, being detached, comes to our help ; and now commences a hard struggle of pushing behind and hauling in front ; and for two hours this is kept up, with men all the time plying the shovel to keep the wheels clear, but it is labour in vain ; for as fast as the snow is thrown out it comes back again, and the two locomotives puff and scream, and their driving wheels fly round, but no progress is made ; and the work is at last abandoned as utterly hopeless. Our engine, along with the conductor, then start for Gananoque for relief, and the freight engine struggles for some time to get back, but is fairly beaten, and dies in harness. STOCK OF PROVISIONS IS TAKEN. The train containing upwards of 150 passengers is now left alone. It is noon and we are yet without breakfast, having calculated upon getting that meal at Kingston, distant 20 miles. Each passenger begins to look into his or her larder, and many Jhree Nights in the Gars. 1.31 were the lonj]; faces that were made on findinrr such Hcanty siippHos ; one musters a few sandwiches, another a few apples or an orange, or a few crackers. Two VKNTl'RFS. The conductor relates his adventures — how, when hi' left us, tlio enj^iue only f^'ot a mile from us and then stuck fast in a snow-hank — how he then hattled his way to (ianauo(|Ue and tele^'raphed to Kin^^'ston for food and assistance, and how a train started from Kiuf^ston on the previous ni^ht, hut stuck in the snow three or four miles west of (lananotpie, and that slei«;hs were; sent out to hrin;^' in the supplies and convey them to us ; and he further j^daddened us l)y the news that three locomotives and a snow-plouj^di were then on their way from Kingston to haul us out of this place. TUK sNow-iM,orr;n. Soon a series of ^^histle8 are heard and three engines and a snow-plough arrive ; and after many hard pulls we are on the move again, and go on with slight interruptions to Kingston, arriving there at G p.m. Here the Grand Trunk Company, with great liherality, has provided a free dinner for all the passengers, and full justice is done to it. Three Nijhts in the Carti. llWt Kingston Ih k'ft at I) p.m., und liiivinj:; Rettled down in a ('loan, fresh, cotnl'ortalilt! H^.-opin;,' car, wo think our trouhlcH are over and so go to Hleep. " CflANOK CAUH ! " March 12, 2 a.m.— ThcHo were the words that diHtiirhed us in our jih-asant dreams of home, and they were found to pro- ceed from the strong hmgs of the sleeping-cnr conchictor. Wo jiopout our lieadsand enrpiire the " reason why," and are told that about three miles ahead, near Grafton, there are two engines otf the track. There is now a general mul'tling-u]) — rolling children in rugs, and other preparations for a night nuircii through the snow. We reach the point of obstruction and there leave the cars, form a long procession in Indian lile, and thus hobble through the snow, meeting as we go another similar procession on march to take possession of the cars just vacated by us. We jiass the two engines ; they are abreast of I'jich other, blocking up the whole track most eU'ectually. I5y 1 a. m. we (tnco more make a start and go on without any furtlur trouble, arriv- ing at Toronto at 11 a. m. — sixty-two hours after we left Montreal. Here we re(|uire some washing, polishing and brush- ing up to make us i)resentable to the denizens of the fair city of Toronto. 1 1 0% l.'id Raiiwai/a and (Jlhcr Wnyn. CTTAT'TEn XII. KAULY RAILWAY AND STKAMIiOAT OFKICpniS. THROUOII nilJ. 01' I.ADINil SYSTKM — I'OIITLAND ST^.AMnOATS. OX tlio opi'iiiiifj; of the (r. I'. It. to Portland, a tliroii^'h lino from tlienco to Boston was formed witli the Portland i^: JJoston Steam Packet Company. I have a pleasant recollection of its mana;j;ers : Mr. Kimhals, Secretary ; ('i'i)t. Coylo, Commodore of the lleet: L. Billin<,'s. agent at Portland, and Mr. Joseph IJrooks, af^ent at lioston. I was wont to call them " The Cheeryhle IJrothers," tliey were such a comfortahle, (piaint and genial sort of men ; and they did much to clear away any eohwehs of English prejudice which we. as new comers, might have had against " down easters." The managers used to dine tog((ther daily on hoard the steamer ])romptly at noon; and when down at Portland I occasionally joined them, one item in the hill of fare heing " clam chowder " cooked to perfection, " a dainty dish to set hofore a king." The company was its own insurer, and its hoats liad run, nightly, for, I think, ahout twenty years without an accident of any moment : hut one night, when I. S. ^Fillar, our Portland agent, and I were on hoard, going to Boston, the pilot of one of the steamers somehow lost his head, and caused a collision hetween our l)oat and the sister hoat, on its way from Boston to Portland. It took place on the Atlantic Ocean some ten or fifteen miles from land, all the timhers of our hoat were cut through near the paddle-wheel, except a very thin plank, which saved us from going to the hottom of the sea; the how of the other hoat was smashed to atoms, hut the bulkhead, Kdrif/ Riiibi'dii and Sffdmlmit OlJiiu^'s. \:\7 n \vnlortii.;lit coniimitnu'iii, navcd lior from sinking'. ^^iUly jokon were pasHcd upon mo iifti-rwiirdH as l)i'in White Afoinitains. He had his own way of working the road, and none knew better how to do it. Mr. Corser was a regular attender at the CI. T. I'. OlVicers' Conference, and fraternized famously ^vith the English and Canadian management. Ht; was a great believer in the " ^^aine Liquor Law," and his example had a marked elVect upon the employees, by whom he was much respected and beloved. I never saw a drunk(>n man in his district. On ^^r. Corser's retirement from the services of the Grand Trunk, ho was appointed to a position in the United States customs depart- ment at Portland. 138 Railways and Other Ways. I. S. MII.I.VU. Mr. Arillar, now rcsidinj^' at Montreal, is a son of the " Em- erald Isle." When 1 came to Canada in 1853, he was a clerk on the (1. T. ]{. at Lon[i;nenil ; shortly iil'terwards he went to Port- land as freij^ht agent, and when Mr. lloherts left the company, Mr. Millar wa.s ap[)ointed to succeed hira, as ronto to (Uielph, Mr. Christie was appointed superintendent of the Western Division, which otlice he retained for !> or 10 years. No one worked harder or could have done more to develop tlie trallic of the country. "Siv. C. S. (now Sir Casimir) Gzowski had the highest opinion of his worth, and it was that gentleman who gave Afr. Christie the ap[)ointment on the St. Lawrence k Atlantic llailway, wlien he (Sir Casimir) was the Chief I'lngineer and General Superintendent ol that road. In tlie Annual l[ei)ort of the 'J'oronto Board of Trade for 1H('»(), its editor, Erastus Wiman, then commercial reporter of the Globe, said : " We liear of but one opinion as to the elUciency Earl J R(tiJn'(ii/ dvd Steamhoat OfJicerK. M\d of ^[r. Cliristio, :-iui)('rinten(lent of the Westt;rn Section, who has (lone the host that could he done with the res(nirces iit his com- mand." In ISIM, Mr. Christie went to ^Montreal to take charj^e of til*, "''eisht department tliere. hut immediately after he was taken suddenly sick of heart disease, which causi'd his death in a few days, much re^^^-etted hy all the ollicers and em[)loyees of the (r. T. H. A tahlet to his memory nuiv he seen in Mount lloyal Cemetery at Montreal. .1. S. MARTIN. Grand Trunk vetcranH, now livinc,', will remember stout, cosy, genial Superintendriit ^lartin. lie could not have heen taken as helon/^ini,' a good tenor singer and a famous mimic, and these advantages, whi(d» would have nnide liis fortune on the stage, and his gentlenninly manner, made him a grtat favourite at social parties, to which he haiid hivisiou. Mr. Stark, a careful, shrewd husiness man, carried on the two departments very Kuccessi'ullv for uuinv years. WIT.TJAM KIN'iiSldliD, ('. E. For a short time Mr. King.^ford was Resident Engineer and Superintendent of the Western Division of the (J. T. !(., l>ut early retired from it to assume a contract (or " "^[aintenanco-of-Way." In l.i(;r» he puhlished a work on " Tls ' anadian Canals : their History anct, which will no donhl In' hiiipU'd down ivh lui heirloom to his (IfMcenihintM. Eiirhj Rtiilwini (ivd St((()tihintf Ofjicrvs. 141 versity of f»)iiceii'.s ColU'Ki', Kinj^'ston, coiifi'iTcil on liim tlic lu)n. degree of LL.J). S. T. WKItKTKIl. Mr. WobstiT was stiition aj^'Mit at C'oaticook. Mastcrn Town- sliips, when the railway opciu'd. He was ai'tcrwaids aiipointrd as Suixrintt'iKUMit of the Montreal \- Kin^'ston Division, He was an industrious and hard-workin<^ otlicer; lie almost lived on the cars. Thi-re were no sleepini; cars in those days, hut anyone making a night journey to Toronto at that time and hapitening to look into the hag;^'age car would most likely have seen little ^\'el)ster curled up on an improvised hindi, ready to he called up on any emergency. On leaving the (i T. I!, after ten or eleven years' service, ^fl■. Webster removed to Chicago, and for some years conducted a througli hooking agency for freight to iMu-ope. Tui; Ai.i.w mm: ani' i.iiVNi> iiifNK I'lii; i'1oni:i;ks oi iiim NOHTH-WKST ( MIKVINO IliVDi:. The Hudson Uay ('om[iany foriuei-ly got their .-upplies of clothing, hoots and shoes, teas, gunpowder and other ijoods, not only for their own (»tli(H'rs ann and we will give you our encourageuK^nt and support. ^Ir. Ileitli left the comjjany on his return fro n his western trip. I, therefore, ex[)lained the matter to Mr. Shanly and he highly approved of the plan, and jointly with the lati' Sir Hugh Allan, a suitable form of through bill of huiing for rail and steam- EiirJii Railway and Steamhoat Officevs. 143 ship was (Irinvii out, and our western aj^'cnts inHtnietcd to Htart the Hyytem. The first contriu-t was one of " IJox Meats" from Cincin- nati to Liverpool, for wliich a throui^di hill of ladinj; was ^iven l)y the G. T. 11. a<^ents at Cincinnati ; i\[essrs. Taylor \' Jirother, ('hiea<,'0 (."C' ^[ilwaukee a<,'entH, were the next to ^'ive throuj^'h hills of ladin«;f. The Ih'st outward thi*ou<:;h hookint^ was one of crockery for Iluntinj^ton vV Brooks of Cineiiniati. For three or four years, the (irand Trunk and Allan line had a monopoly of the thrcn<;h husiness, and it was the hest payin<^ one they t^vei- luid. Throut.di hillinp; at^encies j^'radnally sprang up as that of .1. D. Hayes, who afterwards hecame secretary of the " VAnr Line," and S. T. Wehster, who was formerly one of the early superiu- tend(^nts of the Grand Trunk Ihiilway. This then is the ori^'in of the throuf^di hill of ladin*,' system, which has <^rown to he hy far the lar<^'est husiness ])etween the I'nited States, the hoiuinion of Canada and Great liritain. Every steamship now leavinj^ the Atlantic and St. Lawrence 1 orts is to a «ireat extent loaded with cargo which comes under the throuK!li;V >fA('!>ONAI,(>, Ol (IIICAOO, East-hound and export-frei<^ltt a<^ent for the " Nickel Tlate Line " at Chicago, who represented the Great \\'esteru and other 11-4 liaUivaijs and Otlicr }r«//.s. railwajH at Chicago for many yoars as l'iUro[)L'un ii^^riit, Iian had more geiicriil oxpfrit'iieo in tlio HhiiJnicnts of freight on through rail and ocean l)ills of hiding than any other agent in the United States. Mr. Macdonald has, through my old friend, Mr. G. B. kindly furnished nie with elahorate statements of L'S. Sprig freight on through hills of iadin;% which passed thiough his agency from the years 1871 to 1871) incdusiye. These show the large gnnvth of the through system up to that time, and it has continued to increase yearly eyer since. I have only room for the grand totals of tons shipi)cd during tlie periods named — Chicago to Europe from 1871 to 1875 (tiye years i : Id sua] Kills, iit tuns. liuston IC)').:02 Now Vol k 1M7,7!M l*..ltl;iH(l Moiitiviil |{i I'l iltiiiinre U8,2<)3 14,4:52 liliuU'liihiii lr):j,H!H 085,112 Shipment of freight through Michigan Central and (I real Western IJailways to Kurojje from A[)ril 1st, 187(), March ;ilst, 1871); from Chicago a)id Milwaukee, i3r)8,")('.2 tons. rui', (ti;i(iiNAi()K ov ruKorou i;ijj,s ok laiuno. The following article ai)peared in the (yinciiniati Kiujiiircr, Novend)er Uth, LS.V.) : " We hav(^ already stated the formal o[)ening of the Detroit and Sarnia hranch of the (irand Trunk Ihiilvvay ^vill take place on Monday next, when through trains \yill leaye Hetroit direct for Portland, the running time heing thirty-six hours. In view of this, and the importance of the direct connection hetween this city and Detroit, and thence to Portland, Mr. J. Ilarduian, ■I Etirhj Rallwaij and Shitnihodt Ojjicrr,^. u; i< r rionernl Ticket ^fanaj^'er of tlio rirand Trunk llailwiiv, and Mi\ >f. pL'Hninj:;ton, (loueral Frt-i^'lit NEana.ivr, arrived in tlie city yesterday niorninf^ for the [jurpose of making the ac(]uaintancc of our husiness men, and postin;^ them in rei^'ard to the advan- tai^'es of tlio new route; in connection with the Montreal and I'orthmd line of Hteamslups. The aj,'<'nts will remain in town until Monday. The j,'reat advantaj,'e of this route, to importers, is the facilities wiiich it olTers in brin;j;in;^' ^'oods direct fnuu Liverpool to Cincinnati, in hond, with oidy two transhipments between these two extreme points, or between I^iverpool and (.'hicai^o and 8t. Louis. In order that our merchants may know what the cost of direct shi[)ments will be, wo ^;ive below the rates for three classes of importations from Liverpool to the points named, including wbarfaj^'e, customs, bondin;^ and all char|j;es except Marine Insurance : i(ATi;s UK n;r.i(iiiT \\\ roiMi.AM'. Dry Goods, Por 40 Cubic foet. Froia Liveriionl to Detroit !?'Jl !)0 Cliifiv'o 24 ;V.J Quiiicy . 27 'J8 (lulena .... . 21) 20 Milw.uikec , . 2") oo IJiirliiii^toii . . 27 '.18 l)ul)H<|UO . . . . 2'.> 20 Cinciiiiiiiti . 24 ;;;5 St. lidiiis . . . . 2t; 7t) Crockery, Hanlwnrt?, Iron ill I5.1IS, I'tr. , Vt 2,000 ll).s. I'ur 2,0 815 H2 2'.t 20 1!) 47 :J4 07 2;{ J 2 .'{(-) 2'.t 20 of) ;(0 42 25 (I!) 34 07 2:{ 12 .'Jo 2!» 25 55 2!» 2;5 V.) 47 [i'2 Ho 21 !»0 , he has to renuirk that, from ti .le to time, more than one indiviihial hiis sprung' ni) ehiimin<^ io he father of tliis very important measure, hut the extract from tlie ('iiiciiiiKiti l-.tiijiiirrr sets aside any such chiim ; hut, f neces- sary, tarill's in the author's possession, as well as documents in the archives of the (Irand Trunk Uailway and the Alliin line of steanishii)s, could l)e [)roduced in verilication of iiis statements. It is oidv fair tluit " honour should he f,'iven to wliom honour is d due. noHKirr iu:i,r, Among Canada's early railway pioneers, I nnist not for^^et gonial, pU-asant, humorous Itohert IJell, mnnajj;er of the I'rescott iV iJylown (Ottawa; Uailway, who must have passed throu^'h siichanordal in huildinj^ a railway as no nnin in all railway history ever i»assed throu;;h. It would re({uire many chai»ters to ttdl the story, hut 1 can only refer to two or three incidi'uts connected with it, as told me l)y Mr. Bell himself. After gettini^' his track laid within threi- or four miles of Uytown, he found himself stuck for wtint of rails ; the I'. S: \i. Company's cotl'ers had lonj^ heen empty and there was no chance of raisin}^ any more funds. Then some of tlie people of IJytown jeered at Mr. Hell and pointed the linear of scorn at him ; said he had f,'ot to " the end of his tether," and was stuck in the hackwoods with iiis railway without a terminus. This raised the ire of the nuina<^er, and, lik'' the emi}j;rant crossing; the plains to California in th(! early days, who, when his wai^'f^on broke ay," whiidi were often shaken in his faee, accompanied hy some suidi words us " pay me what thou owest." In time tiie trallic on the r. iV Ji. line improved and all the notes were redeetned at par. One winter's day, Mr. I'mII run me iiji from I'lescott to llytown on a loeomoti\e at .M) miles an hour, nnil ov( r that wooden tracdv ; and I freely confess that 1 was mi^dity ;.'lail when we ^ot throui^h in safity without paying' a sudden visit into the liackwoods. Kor Honic years ^^r. l>ell was a meniher of Parliament — T think hefoie Coul'idcration -and he was a vej-y useful mend)er, particularly in all nnittc rs connected with railway hills and dt'veloi>in^ the means of transportation throii^diout the country. TJie late llohert llell was a hrother of Mr. .lohn I'.ell. i.f ht'lleville, who tor more than tln' third of a century ha> held the hij^di position of Chief Solicitor for the (Irand Trunk llail.vuy om[iany. i! «ia i t { I'll'l 1 ^s Jidilwui/H ni)(l Oilier \Vnyn. CUAITKK XIU. DIKKOTOltS AM> MAN'A(JKI{.S OF (i.T. It. HON. .r((iiN iioss, iiusT I'I!i>ii>i:nt ok uii. tiius'i) think i;\ii,w\v. rillll'', iiiiiiu' of till lion, .lolm llo-is must iilwiiys Ixt iiMsociafrd -L with tilt; or;j;iiMi/.,itiou of tin' (liiiinl Tniiik Ituilwuy iiiid tho biiildiii;,' of tliu N'ictoi'iii Drid^^i!. Mr. Koss, tliu tlu'ii (lovenior- (iciicnil, Lord Ml^'iii, Sir l''rimcis lliii<-ks, Sir ('usimir (l/.owski, Sir A. T. (ialt, Sir (ico. ('artier, iloii. .lolm N'omiv^ Ifoii. .lames l*'erricr, l*!ii;;iiu!ers T. ('. Keefer and Wulti'r Sliaiily. and some others, wcH'e the nioviiij^ spirits in pushing' those j^rand enter- prises, \vhi(di have (lone more to advanet* the interests of ('anada, and createil more wealth for its people, than all othor outerprisos comhined. The folIoNvim^ brief sket(di of Mv. Ilos-,' life is, in jiait. eon- donsed from '\h)\-';^\i\\'H ('ihlniih,! (''IikkHiiuh (iSd'i); Mr. Iloss was horn in tho comity of Antrim, Ireland, on tlie 10th Mai'ch. iSlS, and jit the tender a^'o of three months omharke(l at IJell'ast with his parents for (^)iehi'('. Voim^; Koss remained umler the care of his mude, at Hiockville, until he was tlii'ee years of a}^e. His education was dt-rived ehielly from the distiiet school. As a juvenile, youn^,' Koss was (diielly remarkable for the case and e\pi;dition with whi(di he disijatcdied his lessons. At the a^'<' of si\te(.'n he hecaino a stmUint-at law. I'pou attainiiij^ his majority, in \H',\\), Mr. Koss was called to tho l)ar, and eiiltrcd at once upon tlu! business of lifo. In a short time he became noted as a practitioner in ti»o courts, if is Di reef urn oml Mdinh/t'm of 0. T. li. UM pdliticiil ciircrr, cxtciKliiij,' over iiniiiy ycnrs, foiiiiH it \\\\'\ny cliiijitcr ill tlic liistorv of Cuiiutiii. In IH.VJ Mr. IIoh.s whh sent t(» I'ill^'lilinl to sil|>ri-iiit('ll(| the ('oiM|il(tioii of till' ColitriK'ts for till) coiiHtnictioii of tlio (iniiid Trunk Uiiilwav, iifttrwurtU lioldiu^ the oHicf of |li(! first i>rt'Hi(l('nt of the coniininy. With the aid of li» WHS one o f tl u! (.'iirlv Mr. (afti rwiinlH Sin A. T. (ialt. \vl directors, and otlicrs, who wrrc eanu'st in their disire to promote to the utnioHt the interests of the eoiintry, so far as those were ciipiihlo of expansion hy tlie eouii)aratively new Hcieuee of com- prehensive and rapiil inter-eommiujieatioii, Mr. Ilo.ss took a prominent |p:iit in siiMii'in^; the construetioii of the Victoria lU'id^'e, one of the wonders of the eiii^ineiirin^' art, and, to the honour of Canadii, without a rival in the Wi»rld. Iletiirninj,' to Canada in Im,"):J, Mr. Itoss received the appointment of Attoniev- (ieiieral and, in the followiii;.^ year, he was eh cted S[H'aker of the Le^^iHliitive Council. In lH."i,s lie was appointed lleceiver-(ien- eral and, on his rcsi^'ni'tioii of that ollii-e, ho hecame, a few days later, in August of the ^allle year, President of the I'Wocu- tive Council, a position wliitdi he retained until his rutirj-ment from olticial piihlic lite. He continued to l»e a niemhcr t»f the liC^islativo Council of ('((per Canada until Confederation, when he was maaratively short one, hut it was full of enterprise, indeavour and ^ood work. A iiionunient to his memory may ho seen in St. dames' Cemetery. Toronto ; hut his iiKtst eiidiirinf^ monument will he found in the ^'reat piildie undertaking's with which liis name is so intimately associated. Tiir. HON. .i\Mi:s rHuniKU W as horn at if. si lire til V'O tland. ill IMOO. He came to Montreal in 1H21. I'or a shoit time he was a cUrk i n a s tori IMAGE EVALUATION TEST TARGET (MT-3) V '^o y &?/ 1.0 LI 1.25 'S^«||p 112.5 :^: IK Si IIIM iW 2.2 1.8 U III 1.6 6" .^W yf '^1 e". ^A <$>. ej />^ ^^ % V'' % *&. /A Photographic Sciences Corporation 33 WEST MAIN STREET WEBSTER, NY. 14S80 (716) 872-4503 V ^v % v Railways and Other Ways, I heard that on Mr. Keith's return home he was appomted to a good position in Glasgow, in connection with the Clyde Trust. On Mr. Eeith's retirement from the service of the G. T. Pi., Mr. Walter Shanly, at the urgent request of the directors and chief officers of the Company, once more assumed the position of General Manager. A TESTBIONIAL. One day Mr. Cheney, of the Express Company, called at the G. T. R. office, Montreal, and informed Assistant General Mana- ger Bailey that a large, strange-looking packing-case had arrived from the United States, addressed to Mr. George Eeith, and would he, Mr. B., come and take a look at it. Mr. B. went and had the case opened, when it was found to contain a monster tin tray with tin gohlets to match, in size as large as I have some- times seen used in the play when the King drinks to Hamlet. These wore being sent to Mr. Tleith as a testimonial from some of his ironical American friends. Mr. Bailey stopped the delivery of the things to Mr. Eeith, and that gentleman was never informed of the arrival of the Yankee testimonial. The large tin tray might have been seen figuring as a floor protector for a box stove in the Audit Office of the Grand Trunk Eailway for many a day afterwards, while Mr. Bailey stored away the goblets in his museum of relics, to be shown in distant ages as curious souvenirs of the early Grand Trunk. SIR JOSEPH HICKSON. To the few remarks already made in this work in reference to Sir Joseph Hickson, ex-General Manager of the Grand Trunk Eailway, I now add some further details relating to that gentle- man's remarkable and even phenomenal career. Mr. Hickson commenced railway work when a boy in one of the offices of the York, Newcastle & Berwick Eailway, at ^ifllj. I i Directors and Managers of G. T. B. 153 Newcastle-on-Tyne, in 1847. He bad before tbis been, for a sbort time, employed witb tbe great carrying firm of Cbaplin, Home & Carver, and, before bis engagement witb tbem, witb a relative wbo was doing a large business in transporting traffic along tbe old " Chevy Cbase " road, between England and Scotland. Subsequent to 1847 be went to tbe i\raryport & Car- lisle Railway as agent at Carlisle. In 1851 be joined tbe Man- cbester, Sheffield & Lincolnshire l\ailway at ]\rancbester, where be became assistant to tbe General Manager. While thus en- gaged, Mr. Hickson attracted the notice of Mr. (now Sir) Edward Watkin, then Commissioner, and afterwards President of the Grand Trunk Railway of Canada; a gentleman who has dis- tinguished himself in connection witb so many important rail- way and public enterprises, and, as a member of the British Parliament. Mr. Hickson was appointed by him to the position of Chief Accountant of the Grand Trunk in December, 1H61, and afterwards became Secretary and Treasurer of the Company. These varied, responsible and important positions Mr. Hickson held, with very satisfactory results, until tbe resignation of Mr. C. J. Brj^dges as Managing Director of the Grand Trunk Railway in 1874, when he was appointed to succeed him as General Manager of the system, which position he or ly resigned in 1890. A history of tbe Grand Trunk Railway in the interval between these dates would show marvellous extension and improvements. A great part of tbe line was then of tbe old 'gauge, 5 feet 6 inches ; it was all changed in a year or two. The mileage of the road was 1,389 miles ; it ended at Portland on tbe Atlantic, and at Detroit in tbe West. Railway after railway was added to the system, which was extended to Chicago in tbe West, to tbe great lakes in the North, and through the Central Vermont Rail- road, practically to Boston, in tbe East. Tbe mileage had in- creased to about 4,300 miles, with a controlling interest in another ( j :!MlliiJI ■III ; ■ I 154 Railways and Other Ways. 1,000 miles. The revenue had risen from $10,300,000 in 1874 to nearly $25,000,000 in 1890. A large portion of the distance between Hamilton and Montreal, nearly 400 miles, had been laid with a second line of rails, and the groat tunnel under the St. Clair lliver had, practically, been completed. It is not easy to realize the labour and anxiety which any man charged with the chief responsibility of controlling, operating and conducting the negotiations necessarily carried on, during these sixteen years, in connection with such a vast and constantly expanding system must have undergone. When Sir Joseph Hickson visited England in 1881, under the instructions of the Grand Trunk directors, so highly appre- ciated was his constant and untiring devotion to the interests of the proprietors, that they presented him with gold and silver plate to the value of £2,500 sterling. Sir Joseph was married in 1869 to Catherine, daughter of the late Andrew Dow of Montreal, and they have three sons and three daughters living. Sir Joseph Hickson, notwithstanding his arduous duties for upwards of forty years, was not allowed to altogether rest upon his oars, for in 1892 he was appointed chairman of a royal com- mission on the liquor traffic, which is still pursuing its investi- gations (December, 1893). LEWIS JAMES 8EARGEANT. The following extract is taken from the Port Huron Daily Times, Tunnel Opening Edition, September 19th, 1891 : '* Mr. L. J. Seargeant, who succeeded Sir Joseph Hickson as General Manager of the Grand Trunk Eailway, was born at Trowbridge, Wiltshire, England, and from an early age has been connected with railways. His English career was associated witli the largest of British railway systems, the Great Western, 1 1 I J WW 4 i 1 L Directors and Managers of G. T. li. 155 his earliest experience of railway construction and management having been in connection with the South Wales Railway, a Great Western affiliated line, which promoted the development of Milford Haven as an international port, move particularly in connection with American commerce. On the amalgamation of the South Wales with the Great Western llailway Company, Mr. Soargeant was the recipient of a substantial doucenr from tlu- proprietors in recognition of his services, and the Great Western Board appointed him Superintendent of the South Wales division. Early, further promotions followed. INIr. Seargeant was appointed chief officer of the South Devon, and subsequently of the Cornwall & West Cornwall Railways, which together constituted a compact system between Exeter and Penzance. Upon Mr. Seargeant devolved the duties of General Manager, Secretary, and Secretary of the Joint Committees of the Great Western, Bristol & Exeter, South Devon & Cornwall Com- panies. He was also official representative of those interests before parliamentary committees. The success of Mr. Sear- geant's management of these properties was evidenced by largely increased dividends. Upon the resignation of his several offices in 1874 to come to Canada, Mr. Seargeant received evidence of the highest consideration and friendship, chief among which was an intrinsically valuable presentation from a large number of directors and officers of the companies with which he was con- nected, and of men serving under him. Mr. Seargeant arrived in Montreal in 1874 to join the staff of the Grand Trunk Company, of which he to-day has the general management, and was appointed to the office of Vice-President of the Executive Council, Sir Joseph (then Mr.) Hickson, being the President. He also became Vice-President of the Chicago & Grand Trunk Piailway Company and other affiliated lines, while his position on the parent road was that of Traffic Manager, he being the first gen- i^ ^ ! II 'I ill l! : 1 mm 1 l! ■■ i 1 i 1 i.ii I i 156 Bdiliuaya and Other Ways. tleman to hold such an office on this continent, ^fr. Seargeant's services to the Grand Trunk have heen many and important. He conducted with marked ability the various arbitrations which secured to that railway a fair share of the through American traffic, and which forms no inconsiderable part of its total business. He was instrumental in forming the ' Central Traffic Association ' of the Western American lines, and has represented the Grand Trunk at meetings of the Board of Presidents in New York in the absence of the late General Manager, Sir Joseph Hickson. Mr. Seargeant, it may be added, is a member of the Vice-Presidents' Committee of the same organization. In his official intercourse with representatives of other trunk lines he has strongly advocated the division of traffic between the rail- ways interested, instead of an insane competition, which can only be hurtful to all concerned, including the public." I may add by way of further testimony to Mr. Seargeant's worth and ability, the following extract from Director Hubbard's address at the annual Grand Trunk meeting, 189'2 : " I must say I have not found a director here who is not as anxious as you are to keep expenditure down to the last farthing. We are all of the same mind, yet instead of working together as we ought to do, and instead of creating good feeling amongst ourselves, unpleasant observations are continually made at these meetings. Tliese reports go out verbatim, and they are read by the officials, and discouragement exists because there is no con- fidence placed in those who work for us. Then, with regard to our General Manager, I am told that if you go to Exeter and South Devon they will tell you what they think of Mr. Seargeant. Well, I can tell you what the opinion is. I was chairman of the South Devon Railway — Mr. Seargeant was General Manager when I was there — and the opinion everyone has is, that we have at the head of our road a man thoroughly devoted to its interests mTpif J.,, w I' ill* 1 " 1 ill ' , 1 \ i 1 f \ ; ' ■ ) 1 I'iiF W. WAIN WRIGHT 1 ' Sfi' Directors and Maaagera of G. T. Ji. 157 m and capable of establishing it on a better basis than evi r before." ^VILLIA]^1 WAINWIUGHT. " Mr. Wainwright, a native of England, was born on April 30th, 1810. At eighteen years of age he entered the services of the Manchester, Shellield & Lincolnshire Kaihvay as a junior clerk in the chief accountant's ollice. He was afterwards secre- tary to the general manager of the same line. In 1802 ^[r. Wainwright came to ^Eontreal and for a yoar served as senior clerk in the accountant's otKce of the Grand Trunk Railway ; then he was appointed secretary to the Managin^^ Dn'cctor, and in that capacity continued for three years. We next find him filling the office of senior clerk in the managing director's department, and taking charge of the car nc i ' ^age. Thus jjassed six years more , and then Mr. Wainwright became G aeral Passenger Agent of the Grand Trunk system. As such he was widely kuown and gave great satisfaction, as well to his colleagues and superiors as to the public that had dealings with him He remained in that position for upwards of eight years, until in May, 1881, he received the appointment of Assistant General Manager, the duties of which he still ably discharges. Mr. W. was also General Manager of the North Shore Railway from April, 1883, until the transfer to the Canadian Pacific Eailway." I am indebted for the above particulars to Rose's "Canadian Biography." It will thus be seen that Mr. Wainwright has had more than thirty years of steady, uninterrupted service in the Grand Trunk, and has passed with credit through nearly every departiiient of official work, in which he must have acquired a knowledge of railway management equal to that of the most noted men of the kind in any countrj'. , i i 1 158 Railways and Other Ways. EDMUND .VRAGGE. Biographies of Canadian railway managers, particularly those of the G. T. K., since its opening, now forty years ago, would form many interesting volumes, not only of railway history, but of characteristic scenes and sketches of notable events in many lands, and of men who have made their mark in the world during the last half century, a period which will be commemo- rated throughout all time, as one big with great inventions and remarkable discoveries. In illustration of the above observations a brief account of the railway life of Mr. Edmund Wragge, Local Manager of the Grand Trunk Railway at Toronto, may be given, from which it will be seen that his career has been a very eventful one, full of interest as showing the different positions he has held and the important engineering and other works he has been engaged in for about thirty-eight years in England, the Cape of Good Hope, Costa Eica, and the Dominion of Canada. Mr. Wragge was born in Worcestershire, England, in 1837. He was educated at Rossall. In 1854 he became a pupil of Messrs. Fox, Henderson & Co., at their works, Smethwick, near Birmingham. In 1859 he was appointed District Engineer on the Cape Town & Wellington Railway, Cape of Good Hope, and remained in that position until 1862, when he returned to England. In 1863 he was employed as an Assistant Engi- neer on the London, Chatham & Dover Railway. In 1864 he was appointed Resident Engineer in charge of the Victoria and Battersea Improvements, which works were carried out for the London, Chatham & Dover, London, Brighton & South Coast, and London & South Western Railways by Mr. Wragge, under the late Sir Charles Fox, who was Chief Engineer. These works included the widening of the existing Victoria J i in' m . !'■■ I I ^% ll i t % ■^■^ M! I 1 iil^ i I c^ Directors and Managers of 0. T. E. 159 Bridge over the Thames, which was widened from 30 feet to 132 feet 6 inches, being now wide enough for 10 Hnes of rails, and is, probably, still, the widest bridge in the world for its length, nearly 1,000 feet. In 18G7-8 and part of '69 Mr. "Wragge was in practice in London as a Civil Engineer, during which time, among other employments, he was Engineer of the Waterloo & Whitehall Eailway, and went to Costa Uica to make a survey of a line of railway from the Atlantic to the Pacific for the Govern- ment of that countrv. In September, 1869, he arrived in Canada as Chief Engineer of the Toronto, Grey & Bruce and Toronto & Nipissing Railways (his friend Sir Charles Fox, together with his son, now Sir Douglas Eox, being the Consulting Engineer), and in such capacity constructed the line of the former railway from Toronto to Owen Sound, and from Orangeville to Teeswater, a total mile- age of 191 miles, and of the Toronto & Nipissing Railway, 80 miles. After these lines were completed Mr. Wragge was (in 1875) appointed General Manager, as well as Chief Engineer, of the Toronto, Grey & Bruce Railway. It will be remembered that both of these railways were originally constructed on the narrow gauge system of 8 ft. G in. In 1880-'81 Mr. Wragge changed them to 4 ft. 8| in., to which gauge the Grand Trunk and Great Western had shortly before been changed from their original gauge of 5 ft. 6 in. In 1883 the Toronto, Grey & Bruce was leased to the Ontario & Quebec Railway Company and became a part of the Canadian Pacific system, after which Mr. Wragge was offered and accepted the position of Local Manager of the Grand Trunk Railway Company at Toronto, an office which he has so long and so satisfactorily filled and w4iich he still retains (1894). Mr. Wragge was elected a member of the Institution of Civil Engineers of England (M. Inst. C. E.) in January, 1870, "iift -,f -!ii ■rfr ^mSrrrMj^^ln SS 1 I Wlii III Ij 160 Railways and Other Ways. and a member of the Canadian Society of Civil Engineers (M. Can. Soc. C. E.) at its inception in 1887. MAJOR JAMES STEPHENSON. Mr. Stephenson was born in June, 1837, at Lancaster, Eng- land; the following particulars of his eminently successful career I take from Rose's "Canadian Biography" (Ed., 1888), to which very useful work I have already had occasion to acknowledge my indebtedness : *' Early in life he came to Canada, and in 1855 he obtained a situation in the British American Telegraph Company, and in the following year, on the amalgamation of that company with the Montreal Telegraph Company, he was offered a position on the Grand Trunk Railway and severed his connection with his former employers. It was at the Don Station, Toronto, that, in 1856, he made his delmt in the new calling which was henceforth to be the business of his life. Two months later the G. T. R. was opened between Montreal and Toronto. To have been a railway man at that date makes good his title to the rank of veteran The first duties that were intrusted to Mr. Stephenson were those of Ticket Clerk and Operator, but in 1858 he succeeded to the agency of the station. In 1860 he was appointed Train Despatcher ; in 1862, Divisional Telegraph Superintendent and Agent at Belleville; in 1864, Assistant Superintendent, and in June, 1881, General Passenger Agent. But the promotion of Mr. Stephenson did not stop here, for in July, 1884, the Company recognizing his great ability, he was promoted, to the satisfaction of his colleagues and the public, to the responsible position of General Superintendent which (1888) he still holds. Mr. Stephenson is a true Briton, and was not the man to look on inactive, when in 1866 Canada was the victim of unprovoked attack from the Fenian element of the United States. f 5 , nil. fli n. i I u ^ k h\ Ip ^. 111-, Director.^ and Managers of G. T. R. 161 He buckled on his armour with thousands of other l)rave men to meet and repel the invaders. He was quickly raised to the rank of Captain, and in March, 18(57, had earned his majority. In 1871 he retired, retaining his rank. His certificates of qualifi- cation are dated, second class, ]\Iarch, 1807 ; first class, May, 1867. He married on Sep., 1866, Agnes Frances, eldest daughter of the late Captain liichard Arnold of Toronto. In private life Mr. Stephenson is much respected and has many friends." Since the above was written Mr. Stephenson has been still further promoted ; in April, 1892, he was appointed General Superintendent of the whole of the Grand Trunk system of rail- ways in Canada and that portion in the United States north of the St. Clair and Niagara rivers, the length of territory under his supervision being 3,350 miles. It is a question whether any one railway superintendent in the world has such an extended length of road under his command as Major Stejihenson. Director Hubbard in his speech at the Annual Meeting of the Grand Trunk Railway, 1892, from which I have already quoted, made the following well-deserved references to Mr. Stephenson and Mr. Wallis, another efficient officer of the Company : " I am sorry to hear such remarks as have been made at this meeting in relation to our officers that we have met in Canada, and who deserve your confidence. One gentleman says our affairs have been grossly mismanaged. Now, I am sure of this, that I knew none of the officers, except the General Manager, until I went out there, but I can speak of all the offi- cers you have in Canada in the highest terms. We have Mr. Stephenson, Superintendent of the line, who has undertaken additional duties, a gentleman occupying a position of great responsibility, who discharges his work well and in the interest of the Company. Then there is Mr. Wallis, Mechanical Super- intendent, who has our interest at heart, and when we met and 11 i' ■^ !! II 162 Railways and Other Ways. considered how could we reduce the expenditure, he frankly met us and suggested everything in his power." Mr. Stephenson, like myself, is a native of the quaint old historic town of Lancaster,* with its massive and time-honoured castle. Nothing can be more imposing than the aspect which the fine old memorial of feudal power and baronial magnificence presents to the stranger as he ascends the slope which leads from the principal thoroughfare of the town direct to the frown- ing gateway of the hoary castle, over which stands the statue of "Old John o'Gaunt — Time-honoured Lancaster." Charles Dickens, in his story of " The Lazy Tour of Two Idle Apprentices," imagines a bridal chamber in the King's Arms Hotel, Lancaster, and says: " 'I have heard there is a good old inn at Lancaster, established in a good old house : an inn where they give you bride-cake every day after dinner,' said Thomas Idle. 'Let us eat bride-cake without the trouble of being married, or of knowing anybody in that ridiculous dilemma.' Mr. Good- child, with a lover's sigh, assented. Mr. Goodchild concedes Lancaster to be a pleasant place — a place dropped in the midst of a charming landscape — a place with a fine ancient fragment of a castle — a place of lovely walks — a place possessing staid old houses richly fitted with old Honduras mahogany." Here then, at this old town, Mr. Stephenson and I, though at long periods apart, passed our boyhood days and had many a pleasant ramble on the banks of the bonny river Lune, catch- ing sea crabs on its shores, or having a duck in its briny flood when the tide came in. * Sir Richard Owen, the greatest living authority on Comparative Anatomy, was a native of Lancaster. I remember attending a lecture of Sir Richard's, when from a single fossil bone dug up in some country, he chalked upon a blackboard the gigantic bird, the " Dinornis," fifteen feet in height, which once stalked the earth. Directors and Managers of 0. T. li. 163 It would be hard to find any country in the world where the hardy sons and daughters of Lancashire have not their repre- sentatives- A VICE-ROYAL LANCASHIRE RECEPTION. Shortly after the late Governor-General of this Dominion, Lord Stanley of Preston,* came to Canada, he and Lady Stanley, by request, gave a reception at Alderman Hallam'sf residence, Toronto, to the " Lads and Lasses of Lacashire," and many were the greetings and in various dialects spoken, for in Lanca- shire the dialects differ considerably at points twenty to thirty miles apart. Selections from Tim Bobbin, Edward Waugh and other writers were freely quoted. The reception was strictly a temperance one, but a jollier set of Lancashire " folk " never met together. * Now the Earl of Derby. + Alderman Hallam was born at Chorley, near Preston, Lancashire, England, in 1833. He passed much of his early youthful days in Preston. It may fairly be said of him that he was his own educator. He came to Canada in 1856, and after some years of hard work he entered into business on his own account, and by pluck, steadiness and perseverance was eminently successful, and to-day the Alderman controls the largest trade in hides and wool in Toronto. The citizens must ever be under a debt of gratitude to Alderman Hallam for his philanthropic work as the founder of Toronto's Free Library, to which he has been a large contributor of books. |i I ! I I 104 Railways and Other Ways. i I i ■ I f [ \ 'r. 1 ^ CHAPTER XIV. AUDIT OFFICE-THOS. BKLL, W. J. SPICER, E. P. HANNAFORU. AUDIT OFFICE. ONE unfamiliar with the routine of railway work can have but a faint idea of the magnitude of the audit business con- nected with the Grand Trunk Railway. The kind of work is very similar to that of the English Railway Clearing House already referred to in this book. The vast number of documents in conneetion with the freight and passenger departments com- ing in daily would be enough to bewilder the most ingenious as to the ways and means of distributing them among the officers and clerks, so as to bring the greatest order out of an apparent disorder. The G. T. R. Audit Department does not admit of passing over errors however trifling — the accounts must be absolutely correct. Once deviate from this principle and there would be an end to all discipline and to correctness in book- keeping. A travelling auditor once told me that on examining the books at a small country station, he found a shortage of five cents in balancing up. The agen t, a new man, said : " Oh, that is easily made right," put his hand into his pocket and hauled out five cents, which he handed to the auditor, saying: " There, that squares us up." But the auditor explained that that was not the way the Audit Department conducted its business. When it is considered that the Audit Department has to keep separate accounts for each leased line — audit, scrutinize and reduce to a focus the returns from upwards of five hundred Audit O^ce. lGr> local stations ; check and keep track of the business of freight and passengers between the Grand Trunk and foreign roads, as Avell as ocean steamships, with a thousand other things, it will be seen that the work assumes tremendous proportions, such, one would think, as to deter an accountant, however skilled, from attempting to grapple with so formidable a task. J. FRED. WALKKR, TRAFFIC AUDITOR, and his industrious staff, consisting of one hundred and fifty officers and clerks, including many ladies, by division of labour and reducing the complicated work to a complete system, matured only through long years of experience, are able to bring order out of chaos, and to present to the management, directors and shareholders every half year, a concise statement in dollars and cents of the traffic over the great Canadian iron road, which the most unprofessional can easily understand and appreciate (Oct- 1892). OBITUARY. It is with much pain and sorrow that I have to chronicle the death of Mr. J. F. Walker, on the '21st May, 1893, after a very short illness, much regretted by his numerous friends and railway associates throughout the Dominion, as well as by the whole body of Canadian Masons, of whom five hundred accom- panied his remains to their last resting place in Mount Royal Cemetery. A brother Mason, speaking of Mr. Walker, says : " He was prominent in Masonic circles, occupying high positions in the various bodies, in every case, I believe, by the unanimous vote of his brethren." Mr. Walker was born in Brantford, Ont., in 1842. He joined the Detroit & Milwaukee Railway Stores Department •nm r* IH ; I I 16G Railways and Other Ways. under Mr. James McMillan (now Senator of Michigan), in 1858, went to the Grand Trunk Railway Stores in May, 1862, and took the position of Assistant Auditor in Montreal in 1874, and that of Traffic Auditor of the G. T. R. in 1887. It will thus be seen that Mr. Walker entered the railway service when a boy of sixteen, and continued in it until his death, a period of thirty- live years. :v i ii CURIOUS BLUNDERS IN THE ACCOUNTS OF EARLY RAILWAYS. Before the existence of the English Railway Clearing House, the system of keeping accounts between one company and another was in a somewhat crude state ; railway book-keeping was new ; accountants and auditors were not always up to the mark, and some curious and rather serious blunders took place. I may mention one which came under my notice : Railway A and Railway B sent goods over each other's line and settled up their accounts monthly. B, in due course, sent an account to A; the lat- ter on examining it found that certain "back charges," or " paid outs," which should be debited to A were so charged in the first instance, but by some curious process, the details of which I cannot now remember, the accountant of B again deducted the amounts from A's account, thus cancelling the transaction. This was pointed out to the secretary of A line, who chuckled, and said: " Let B find it out ; in the meantime, as our road is poor, we will hold on to the money and keep a credit account open of the moneys in favour of B in our books." The morality of this transaction needs no comment. The blunder went on for two or three years, by which time the total amount had reached a very large sum, when B line leased A line, and the accountant of the former came down to overhaul the latter's books. On com- ing to the credit account in favour of B, he exclaimed: "What's '8. ok at m of y- id g e 3. i r i t I e i ■1 <; f'^.,.r\- £»U«MUUM^JJBI I i ' ^^rfflP^^^^^^Hn^ ^^^^^^^^^^^ •^ . ' ^ "wUf ^(^hI^^^^IIb^ y^^^^^t^^^^^^^^^^K^^^F^Bt^ 0^ -•^^^^^^^^ ^ «^««-»^ Audit Office. 167 this ? " The cat, so to speak, was then let out of the bag. B's accountant quietly passed the amount over to liis company and said never a word. THOMAS BELL, OF LEAMINGTON, ENGLAND. Mr. Bell commenced his railwav career as audit clerk on the North Union Railway (now the London & North-Western) at Preston, Lancashire. I was a clerk in the goods office at the same station from 1838 to 1840. Mr. Bell was born at Dumfries, in the south of Scotland. In a letter to me, dated November, 1892, he says : " When a youth of nineteen years of age, I came to Preston and entered the service of the N. U. R. Part of my duties as audit clerk was to check over passengers' soft paper tickets. At that time (1844) Edmondson's card system of tickets had not come into general use, and passengers had to give their names, which were written on the paper tickets. The names of most of the gentlemen travellers were either * Smith ' or ' Snooks.' These I had to enter in elaborate books at a great expense of stationery." Mr. Bell came to Canada in 1854, and for a time was a clerk in the Grand Trunk Railway Audit Office at Montreal. He had not been there long before he was attacked by that terrible disease, the cholera ; and he has always had a grateful word for those "Angels of Mercy," the Nuns of Montreal, who attended him faithfully and pulled him through during his terrible sick- ness. Mr. Bell next removed to Hamilton and passed through various grades of office in the Great Western Railway there, until Mr. C, J. Brydges gave him the important post of General Freight Agent, Mr. Bell being the first who bore that title on the Great Western Railway. This office he held for many years. Sometime after Mr. Swinyard became General Manager of that line he made Mr. Bell Treasurer for the Company, and finally \-l IGS Railways and Other Ways. he was appointed General Superintendent of the Detroit & Mil- waukee Eailway, which position he retained until the year 1872, when he resigned and returned to England. He and Mrs. Bell spent the next four years in wandering at their leisure through Europe, visiting all points of interest there. In 1876 Mr. Bell settled down amid the charming rural sceneryof Lillington, then a suburb of Leamington, in a country brimful of historic interest, and not far from the great poet's birthplace, Stratford- on-Avon. Mr. Bell has made himself useful in the local govern- ment of Lillington, and taken a praiseworthy part in the advancement of its educational institutions. Mr. and Mrs. Bell are fond of horticulture and bees, in which they have found a pleasing occupation, and here eighteen years of their lives have glided serenely by. In a letter, dated February 18th, 1890, Mr. Bell says : "We live in a delightful part of the country ; it is not hilly, but undu- lating, with splendid roads, and I can assure you I make good use of them, being fond of both riding and driving." Further be says : " Recalling old times, I sometimes wonder what changes have taken place in the Canadian freight classification WTOught by yourself, A. Fell, of the Buffalo & Lake Huron, and myself. There has recently been a great stir and fuss in this country (England) about the classification, rates, terminal charges, etc., and the l)oard of trade authorities have their hands full. But I am happy to think I am out of it all ; and instead of tariffs and special rates, I have my plants and bees and happy home to absorb my thoughts and time." Referring to the deaths of old G. T. R. and G. W. R. otlicers, such as Chas. Crookall, F. Broughton, C. J. Brydges and P. S. Stevenson, Mr. Bell says : " You say truly enough we are often reminded by the sudden death of friends that we too have to follow them and should try to be ready. There is not a day that passes without some circumstance happening that reminds me V ^^' r- J ■A\ ^p "11 ii i :1 I 'A Audit Office. 169 of my age and liability to be called hence. None of us know how soon the dread summons may come, and your quotation, ' Be yo also ready,' is appropriate to all of us, young and old." W. J. SPICER, GENERAL MANACIER. The record of many Grand Trunk and old Great Western Railway officers is so good, and so many of them have risen from office boys up to the highest position of railway rank that, in speaking of their gradual rise, one can hardly avoid the repetition of terms, owing to the similarity of their careers. In describing the career of any one individual, the same remarks are almost equally applicable to the rest. In introducing another railway manager, to whom the above observations will in particular apply, Mr. W. J. Spicer, I do so with very great pleasure, having watched his upward progress for very many years, His life is an example of what steady conduct and perseverance will do for a man, and one which any young man would do well to imitate. Mr. Spicer, on leaving school, commenced as a junior clerk with Chaplin & Home, the old and noted English carriers, in London. Afterwards he joined the Goods Department of the London, Brighton & South Coast Railway. In 1854 he left to join the Great Western Railway in Canada, his connection with that company dating from November of the same year, first serving as agent at Suspension Bridge, then at Hamilton, and still later at Detroit, where he held the position of joint agent of the Great Western and Detroit & Milwaukee Railways until 1860, when he was appointed Superintendent of the Great Western by Managing Director Brydges. In 1862 he went to Montreal with Mr. Brydges as Super- intendent of the Grand Trunk, and afterwards had charge as nil 1 11 ■ ■ ■ 1 i ! i i L. 170 Railways and Other Ways. General Superintendent of the entire line until 1884, when he was appointed General Manager of the Chicago & Grand Trunk, the Detroit, Grand Haven & Milwaukee Railways, and of the entire system of the Grand Trunk Railway Company's affiliated lines west of the St. Clair River, which position he still occupies. It will thus be seen that Mr. Spicer's railway advancement has been unique, and that it embraces a period of forty years. When Mr. Spicer was on the Canadian Grand Trunk he took a prominent part, by precept and example, in inculcating habits of strict temperance among the employees, a valuable factor in the safe working of a railway ; and no doubt Mr. Spicer's exertions were amply rewarded in the improved steadi- ness and good conduct of those under his charge. E. p. HANNAFORD, C. E. Of the early staff of Grand Trunk officers, I notice with pleasure the name of E. P. Hannaford, now Engineer in Chief. My memory turns back to 1857, when I first saw Mr. Hannaford, who had then just arrived from England. Thirty-five years, of course, has made a difference, but he is still comparatively a young man and full of vigour, and the work he has done for the Company speaks of his ability. In 1872, '73 and '74 he narrowed the gauge of the road from 5 feet 6 inches to 4 feet 8^ inches, without detaining any train more than a few hours. This great work was accomplished by personal supervision and a system so thorough that no other instance has been recorded of a distance of four hundred and twenty miles of main line having been changed in its gauge within eight hours, n,s was done between Montreal and Stratford ; and in the district east of Montreal the work was as quickly and successfully performed. i ii: i:. r. HANNAFORD. Audit O^ce. 171 Mr. Hannaford was also the Chief Engineer of the Interna- tional Bridge across the Niagara River, between Buffalo in the State of New York, and Fort Erie in the Dominion of Canada. This is the only bridge that has ever been constructed with piers founded in that river, and its success financially and as an engineering achievement has been a matter of general congra- tulation. Mr. Hannaford entered the service of the Grand Trunk Railway in 1857, being employed for a short time by the con- tractors in the work of construction. In 1858 he joined the permanent staff of the Company and worked his way, without influence, to the head of the Engineering Department. His early associations are connected with such men as the ate Mr. William Froude, and he had many years of field-work and engineering construction before he came to this country. \mmm T ■i *ii «i 172 Raihvays and Other Ways. :| '. . ' • J ' ■ '■ i HiitiiiiPi m :i -i .I; ■■■: :i :ii i ! ! t ~.iiJ CHAPTEli XV. TlIK ST. CLAIR TUNNEL. The St. Clair, at Sarnia, is the most fickle of all rivers, the strength and action of its current always varying, being entirely dependent upon which way the wind blows. Sometimes its waters rush with great fury towards Lake Erie — anon it stands still, losing all its characteristics of a river and becoming appar- ently an inlet of Lake Huron ; then, when a strong wind blows from the south, its waters turn back and make for the great lake as if loth to leave the place whence they had come. As far back as 1859 the author, then at Montreal, remembers receiving some such telegram as the following from George Holmes, agent at Point Edward, Sarnia: "A great blow from the north — an ice jam — river impassable." This kind of trouble in winter has continued more or less ever since, causing much obstruction to the traffic of the Grand Trunk Railway at that point. I have already alluded to the late Vice-President Blackwell's experiments with the "Flying Ferry" at Point Edward. Little did that gentleman dream that in the year '91, flying ferries, steam tugs and car barges would no longer be required ; that a gigantic and marvellous piece of engineering work would be accomplished in tunnelling under the great St. Clair River, and thus uniting the Dominion of Canada, at Sarnia, by a real " underground road," with the United States, at Fort Huron in the State of Michigan, and enabling the Grand Trunk Railway to run its cars on dry ground through to Chicago without any break or interruption. le at ce as to tie a be Qd ?al in ay I i ! fll I Hi i i ST. CLAIR TUNNEL. CROSS SECTION VIEW SHOWING STRATA AND CONSTRUCTION. The St. Glali' Tunnel. 173 When it is considered that the river St. Clair in its deepest spot is forty feet, and its width about half a mile, and that it forms the channel through which the great lakes, Huron, Michigan and Superior, empty their sur- plus waters into Lake Krie, it will be seen that the undertak- ing of boring and const i-ucting a tunnel under this mighty river was one of immense magnitude, and that its successful com- pletion confers on Mr. Joseph Hobson, its chief engineer, a well- earned and permanent niche in the temple of fame ; while it will iit the same time be a lasting monument to President Sir Henry W. Tyler, ex-General Manager Sir Joseph Hickson and others, who inaugurated and provided the means for carrying out a work of such incalculable value to both countries. The tunnel proper is G,026 feet in length, and, including the approaches, 11,553 feet. The time of construction wis a little over two years, and it cost in the neighbourhood oT $2,700,000. The following item, culled from a local paper, will throw some light on how the financing for the work was accomplished : " One of the largest mortgages ever placed on record in Michigan was recorded in Port Huron on August 2()th, 181)0. It amounted to $2,500,000, and was given by the St. Clair Tunnel Company to E. W. Meddaugh and Lewis James Seargeant, as trustees, to secure bonds, running fifty years and bearing five per cent, annual interest, to build yards, engine-houses, etc. This mort- gage covers all the property of the Company on both sides of the St. Clair River, and contains a provision that rents and tolls may be collected by the Grand Trunk from other railways using the tunnel." The tunnel was open for freight traffic on October 27th, and for passenger traffic, December 7th, 1891. ». *>, ■% 174 Railways and Other Ways. m JOSEPH HOBSON, C. E. During my long connection with the Great Western Kail- way I had the pleasure of seeing much of Mr. Hobson, and al- ways found him an obliging and unassuming gentleman, ever ready to listen to the wants of the freight management, which were no doubt very numerous, but he always met one's wishes to the best of his ability. Mr. Hobson is a Canadian by birth, having been born near Guelph, Ont. He was Resident Engineer for the International Bridge across the Niagara Eiver at Black Rock, Buffalo. His railway experience runs over a period of about thirty years, say from 1862, mainly in connection with the old G. W. R. and G. T. R., and for many years as Chief Engineer on the Western Division, in which he still continues. The Grand Trunk Railway Company may fairly claim that its connections, between the east and west sides of the St. Clair, Niagara and St. Lawrence Rivers, are made by four construc- tions of engineering skill vaster and grander than those of any other railway company in the world, viz.: The Victoria Tubular Bridge, the Niagara Cable Suspension Bridge, the International Bridge and the St. Clair Tunnel. SIR HENRY TYLER. fi The following particulars are taken from the Port Huron Daily Times tunnel opening edition, Sept. 19, 1891 : " Sir Henry Tyler, as President of the Grand Trunk, was the chief promoter of the great St. Clair River Tunnel. In Merrie England, Sir Henry's home and native land, he has been closely connected with great railway and engineering undertakings, and has been employed to report on various continental and colonial systems of railway. He was specially employed to inspect the railway ports of Italy, and to report on the best means of eastern \ i I i if i . ■ if (/: C u y. y. The St. Clair Tunnel. 175 W o y. V-; y. communication, and on his report the Brindisi route to India was adopted. As Chairman of the English Channel Tunnel Commission, he signed with his colleagues a formal convention in 1874, between the English and French governments, for build- ing a tunnel under the Straits of Dover, connecting France with England. Sir Hemy was a Captain of the Royal Engi- neers, and was for years a government inspector of railways in England. He was knighted for his distinguished services, and is altogether a remarkable man and a worthy successor in the long line of great English inventors, discoverers and engineers that have done so much for England's greatness. "Sir Henry Whatley Tyler, eldest son of the late John Chat- field Tyler, Esq., born, 1827 ; married, 1852, Margaret, daughter of General Sir Charles Fasley, K.CB., li.E.; was educated at the Military Academy, Woolwich ; entered the Roj'al Engineers as Lieutenant, December, 1844 ; became Captain, 1853 ; retired, 18G7 ; appointed Inspector of Railways (Board of Trade), 185B ; Chief Inspector, 1870 ; retired, 1877 ; was M. P. for Harwich, April, 1880, to November, 1885, since when he has represented Great Yarmouth ; is President Grand Trunk Railway of Canada. Residence, Pymmes Park, Edmonton." The following account of the banquet at Sarnia to celebrate the formal opening of the tunnel is condensed from the special cor- respondence of the Montreal Witness, September 23rd, 1891 : " On Saturday the guests were assembled at Sarnia to celebrate the completion and opening of a work that has cost the Company only a little less anxiety than did the great tubular Victoria Bridge which now turns its frowning piers and abutments stern- ly and triumphantly against the sweeping waters of the St. Lawrence. The railway's condition is more hopeful financially to-day than it was then. Its earning power is greater, and its prospects are more hoi^eful. •" " t l fe l m MHP lill l! ( ■(•: ^ ■1 . ■ . p» 176 Railways and Other Ways. "As each train passed through Sarnia, there were dropped one or two invited personages, and the guests swelled up to 270 when the festivity was at its height, that number having sat down to the banquet. It was a gathering of gentlemen expected to represent the commerce of Canada and of the United States. Hon. Mr. Ross, for Ontario, and Hon. Frank Smith and Hon. Mr. Vidal, representing the ParHament of Canada, were present. Mr. Seargeant, General Manager, Mr. James Stephenson, Mr. Hannaford, Mr. Herbert Wallis, Mr. Edgar, Mr. Spicer, andothers of the G.T.R. staff ably assisted Sir Henry Tyler in the recep- tion of the guests, while Mr. J. J. Lanning, Mr. Seargeant's private secretary, was the presiding genius of the banquetting arrangements. "It was inspiring to meet men from all sections of the northern and central parts of North America, to reflect upon the smiling farms and orchards through which the fast train of the Grand Trunk Railway had been running, and which in the memory of many present had been changed by the Grand Trunk Railway and other commercial aids from the trackless forest to the track- covered checkerboard of farms and gardens, with some tall chimneys of manufactories between. " It was inspiring, too, to reflect that a Canadian engineer, Mr. Josepli Hobson, had completed this tunnel. Mr. Hobson, by the way, is one who, to quote Sir Henry Tyler, had ' never been outside of Canada to profit by the advantages and educa- tion ' which Sir Henry appeared to think could not be had in Canada, a Dominion, however, from which the Shanlys went forth to complete the great Hoosac tunnel for the people of Massachusetts, and among whose sons are engineers who have proved themselves to possess the very first merit. Standing on the Canadian side the British guests mingled with the Americans, and both parties looked across the water to the United States »ped one to 270 ing sat sxpected States. lon.Mr. present. I 5on, Mr. 3 id others 2 reeep- rgeant's juetting lorthern smiling B Grand tnory of Railway ^ e track- ', me tall V ngineer, ^ Hobson, ' never . educa- ) had in ys went eople of bo have - iding on lericans, d States If wig^mmm. rfMumiUii^itmajuii jHSSff^^WSWySW^SSW The St. Clair TnniwL 177 side. It is a surging, rushing stream ; but there was no difference in the appearance of the waters — practically no difference, either in the appearance of the men of both nations, either in dress, manners, or language, except that there was here nnd there a German or a French accent, a deep nasal, a touch of Doric, era bit of Tipperary brogue to mark the origin. 'Mv. W. Kennedy, Harbour Engineer, and Mr. F. B. McNamee of Montreal were added to the guests, and Mr. Reeves, the Grand Trunk's Chicago champion, was there in the first person singular, and received very hearty welcome from his Montreal friends, as did also Mr. Porteous of the Central Vermont, whose greetings were numerous and heart}'. Sir Henry Tyler proposed ' The Gover- nor of the State of Michigan,' a toast heartily honoured. He said that the Grand Trunk Eailway ran through seven States of the Union, and while they entertained the most friendly feel- ings for all, still the State of Michigan owned one-half of the tunnel and he trusted that their relations would be entirely harmonious. He thanked them for their courteous treatment of the Grand Trunk and the friendly manner in which they had feted him on the previous evenings. **GovernorWinans responded and gave a brief resume of the State of Michigan, which, he said, he had watched for the past fifty years. From a wild territory it had advanced to the jn-oud position of the ninth in the forty- four States in point of wealth and population, and was undoubtedly destined to take a yet higher rank ere long. He hoped the tunnel now opened between Canada and his own State would be an harbinger of peace which would for ever continue. He hoped the only weapon used between the two would be ' the steel of the railway road.' He concluded by proposing the toast, * Success to the Grand Trunk Railway and St. Clair Tunnel Companies and Sir Henry Tyler," to which Sir Henry replied. 12 ii!^ mii \m\ 178 liailways and Other Ways. " Sir Henry Tyler, in his response, said that the St. Clair Tunnel Railway, hardly three miles long, and costing about $2,500,000, was no very gigantic operation, but looked ver}' small as one means of communication between the 14,000 miles of railway in Canada, costing $800,000,000, and the 165,000 miles of railway in the United States, costing $9,000,000,000. But it was the first example of a tunnel 20 feet in diameter, so constructed to carry a railway under a river on this continent or elsewhere, and as such, it was likely to be followed in other localities. Sir Henry proceeded: 'While I was considering these questions from time to time, Sir Josej)h Hickson forwarded to us in London a survey of the river by Mr. Walter Shanly, and on seeing it I at once realized that the position of the present tunnel was one that could best be utilized. Firstly, there was clay at the bottom, and on both sides of the river. Secondly, the width and depth of the river were moderate. Third- ly, it was the point w^iere the Sarnia branch of the Grand Trunk Eailway and the Chicago & Grand Trunk come to opposite sides of the river. I remembered Mr. Peter Barlow's smaller tunnel under the Thames, constructed for i;20,000 — through clay — 84 years ago, and the same principle of the shield had been employed in America, and was again being applied under the Thames, for a tunnel ten feet in diameter. The Grand Trunk board approved of the construction of a tunnel in this locality, and I suggested to Sir Joseph Hickson the employment of Mr. Hobson as the engineer.' "Sir Henry then went into a history of the tunnel difficulties, and told how hard the work had been, ending by proposing the health of Mr. Hobson. The applause with which this toast was received made the rafters ring. ^ " Mr. Hobson modestly responded, and called upon !^^r. Murphy, his assistant, who also said a few words." ;t. Clair ? about ed veiy )0 miles 165,000 )00,000. leter, so )ntinent n other sidering L'warded Shanlj', of the Firstly, e river. Third- l Trunk ipposite smaller through 3ld had applied ) Grand in this oyment culties, ing the ast was on ]\rr. I . ; ] i SICCTIONAL VIi:\V FTLL LlCNC.Tll OI- TIJXNICL i ! ^r 1^1,/ ) TUNNEL ENGINE EMERGING FROM PORTAL. The St. Clnir TmnwL 171) Tilt! following interesting sketclies of the varied railway careers of Messrs. Wright, Percy and Lanning are nniinly talu'n from tlie Toronto Mail, of March "20, 1H<)-1, and I have great pleasure in giving them a place iii these records of Grand Trunk iJaihvay i)rominent ofHcials. ItoliKRT WUIOHT. " My. Itohert Wright, the Treasurer of the Grand I'runk Kail- way, has placed his resignation in the hands of the General Mana- ger of the Company. Mr. Wright's health, under pressure of his arduous duties, hroke down at the end of last summer, and he w as forced for some months to seek a rest on the other side of the Atlantic. Not finding that speedy relief and improvement that he expected, he has returned to Canada with the object of set- tling his personal affairs and closing up his othcial duties. Mr. Wright was born at Darlington, England, on November i5th, 1843. lie entered the railway service in 1858 as a junior clerk in the accountant's oflice of theStocktcm I't Darlington Uaihvay. In 18G0 he received an appointment in the oftice of thi' assistant general manager of the Manchester, Sheffield A: Lincolnshire iiailway. In January, 18G2, ho entered the service of the Grand Trunk Company in the London office, and in a short time after iiis appointment was sent to the office of the Secretary and Treasurer of the Company in Canada. On the 1st of January, 1878, he was appointed Treasurer' of the Grand Trunk Uailway. la addition to this office, he held that of Secretarv and Treasurer of the Chicago, Detroit, and Canada Grand Trunk Junction Eaihvay, International Bridge, Montreal and Cham- plain Junction, Michigan Air Line, and Jacques Carter IJi'ion Itaihvay Company. Mr. Wright gained for himself the reputa- tion of being a hard-working and painstaking oflicer, thoroughly honourable and straightforward in all matters. It is the wish 180 Jldiliraya and Other Wai/s. I I ^ ■ of bis many friends that lio may in a very short time be restored to liis usual jjjood healtli." Of Mr. Wri^'ht, it may l)e said, he was born in a railway atmosphere and made his iirst start on the old historic road of George Stephenson, the Stockton k Darlington — the Iirst railway in the world. CnARIiES PERCY. Mr. Chas. Percy, assistant to the General Manager, has been appointed to the position of Treasure;-. He was born at Greenwich, in the County of Kent, England, in the year 184;"). The first fifteen years of his business life were spent at the railway clearing house, London. The latter four, in the office of the secretary to an association for the regulation of traffic between England and Scotland, led to his selection in 1875 as Treasurer of the Great Western Railway of Canada, whence the bondholders of the ^fidland Railway of Canada, whose affairs were very much involved, secured his services. He was thereafter charged with the management of that pro- perty, but owing to its weak financial position it then escaped the control of the interests he represented. At that period, 1878, the Grand Trunk Company was acquiring its route to Chicago, and IMr. Percy was nominated as Secretary and Treasurer of the five railway companies soon after consoli- dated, and now known as the Chicago & Grand Trunk Railway. Consequent upon the fusion of the Great Western with the Grand Trunk Railway, Mr. Percy W'as transferred in 1885 to Montreal, continuing the Secretaryship, to which office soon after was added the more arduous one he has up to this date filled. Mr. Percy continues in office for the Chicago it^ Grand Trunk and other western lines, and as a Director or as the Secretary and Treasurer attends to Grand Trunk interests in the International Bridge, the St. Clair Tunnelandother affiliations. Tin; St. Clair Tunnel. LSI Like other Euf^'lishincn ho further identified himHcU' with his adopted country by mama}j;c, and his alliance with Mi.48 ]\Iuredith, dauj^ditor of the late Ileniy Howard Meredith, of Tort Hope, connected him with one of the best known ramilies in Canada. Mr. Percy is a very popular ollicial, courteous and affable, and no better choice for Treasurer could have been made. JOSEPH JOriN LANNINO. " ^rr. Joseph John Lanning succeeds ^fr. Percy as assistant to the Cleneral Manager of theCJrand Trunk liailway. ^[r. Lanning was born in Templemore, Irehind, on the 8rd June, 1M52. He was educated at Great Yarmouth and Carlisle, I'^ngland, and at J)inidalk, Ireland. On his arrival in ]\[ontreal in June, 18158, he obtained employment with the hrm of Wm. Iliam \' 13ros., in Lemoine street. In the October following he entered the service of the Grand Trunk Railway Company, ;i . junior clerk in the store department. Iltiving rapidly actjuired a knowledge of shorthand, and his service being considered more valufible, he was transferred in November, 1870, to the office of the late C. J. IJrydges, then Managing Director ; so he has been over '1'6 years in the executive office of the Company, in this country, thus gain- ing an experience which thoroughly qualifies him for the position to which lie has just been appointed. lie is an expert shorthand writer, and has — as may readily be supposed — a thorough know- ledge of railway operations. Mr. Lanning, as private secretary, has for the last 17 years invariably accompanied the President and General Manager in their many trips over the line, and is well known to all the employees of the system between Portland, C,)uebec and Chicago. It is no exaggeration to say that next to the General Manager and Traflic Manager, no officer of the Com- pany has during that period had a more intimate knowledge of 182 Bnibcni/s and Other Ways. the policy of the Board of Management than Mr. Lanning. His promotion will be a source of satisfaction to his numerous friends in the (rrand Trunk and out of it. Mr. Lanning is a Justice of the Peace for the city and district of ^fontreal." SAMUEL R. CALLAWAY. It must strike the most casual reader who peruses this work, that nearly every individual sketched in its pages has risen to his present high position from the ranks, and has, so to speak, been the builder of his own fortune. The creation of railways in nil countries has given fine oppor- tunity for bringing out and fully developing the latent energies, and mental qualities of young men, each in his own particular profession. In illustration of the above remarks, I give a brief memoir of the railway life of ]\[r. S. Yl. Callaway, who was born De member 24th, 1850. In 18(')3 he entered the office of Mr. (now Sir Joseph) Hickson,thon Chief Accountant of the Grand Trunk Railway at Montreal, as oifice-boy at a salary of ^100 per annum. In 1805 he went as Secretary and stenographer to Mr. Grilman Cheney, ^lanager of the Canadian Express Company, and left there in 18()i) to enter the service of the Great Western Ilai.way of Canada under Mr. W. Wallace, Superintendent at London, and was sub- secpiently Private Secretary to W. K. ^NFuir, at Hamilton. Mr. Callaway retired to enter the service of the Detroit & Mil- waukee, of which railroad he was Superintendent from 1875 to 1878. Upon the absorption of tht D. & M. E. by the Great Western, Mr. Callaway was appointed General Super- intendent of the Detroit i^- Bay City Pailway, and in 1880 (leneral ^fannger oi' the Chicago iV Grand Truidc Railway and President of the Western Indiana Railways. Still higher honours waited him, for we find that in the spring of 1881 ^[r. Callaway was offered and accepted the JS" T = U-fS ffP*^™ i i ! .W i I A, ^,LAy\j'rt^ The St. Clair Tunnel. 183 Vice-Presidency and General Management of the Union Pacific Railway and allied lines of nearly 6,000 miles. In 1887 he was elected President of the Toledo, St. Louis k Kansas City Railway, which position he now holds. Mr. Callaway thoughtfully and very kindly says : " One of the most interesting features in my career has heen the friendship and confidence of Sir Joseph Ilickson, In 1863 I was office boy at $100 a year. Mr. Hickson predicted a suc- cessful career for the boy and promised to keep an eye on him. This promise was more than fulfilled seventeen years later, when Sir Joseph offered me, then a young man of but 27 years of age, the General Mar-if^ement of the Chicago cV Grand Trunk Railway, of which he (Sir Joseph Hickson) wns President." I I ^ 411 m^g^g^Bom msmmm. IHHM 184 Raihvays and Other Ways. CHAPTER XVI. t i i i GENERAL FREIGHT AGENTS (GOODS MANAGERS). " No castle is theirs, no palace great, No princely pillared hall ; But they well can laugh at the roofs of State, 'Neath the heaven which is over all. Each bares the arm for the ringing strife. That marshals the sons of soil, And the sweat drops in the battle of life Are gems to the crown of toil." WHEN the late Mr. C. J. Brydges left the services of the Great Western Eailway, in 1862, to accept the position of Managing Director of the Grand Trunk Railway, he appoint- ed several of the old G. W. R. officers to places of importance on the G. T. R., and this necessitated the retirement of many the old O, T. R. staff, who had served the Company for nine or ttu years. The author left the G. T. R. in 1803, and was succeed- ed hy Mr. F. Stratton, who had previously held positions of trust on the G. W. R. for many years. Mr. S., as the second general freight agent, did not remain long, but went west to hold a similar office on a Western Road. After leaving the Grand Trunk, Mr. Swinyard appointed the author as agent for the Great Western at Montreal, and subsequently Assistant General Freight Agent for that line, with headquarters at Hamilton. This post the authou held for about tifteen years. I General Freight Arjents. 185 p. S. STEVENSON. Mr. Stevenson commenced his railway career as agent on the Great Western Railway at Hamilton wharf, about 34 years ago. When Mr. Brydges became Managing Director of the Grand Trmik, he appointed Mr. Stevenson to the freight agency at Mont- real, and shortly afterwards he succeeded Mr. Stratton as General Freight Agent, which otlice he held for many years, until con- tinued sickness caused him to resign. Mr. Stevenson's life was one of many vicissitudes. In early life a vicious horse bit ofif his left arm. I have often heard an old friend of mine speak of this terrible event, which, I think, occurred at Ottawa. On March 12th, 1857, Mr. S. lost his first wife in the fated Desjardins Bridge accident, near Hamilton. In after years Mr. S. was afflicted with spinal complaint, which for many months confined him to a reclining position on a sofa. Daring this trouble I called upon him several times, and there I found him dashing away at his work with his immense rate-book before him and his shorthand clerk beside him. He rapidly dictated his letters with as much apparent ease as if no pains of the spine existed. Ho had an ingenious arrangement by which he could screw himself up on his sofa. This appliance, again, was the occasion of many kindly jokes. To see a man so cheerful, while aiHict«d with so many ills, was amoral tonic, and one always felt the better from a visit to the invalid. When Mr. Stevenson retired from the services of the Grand Trunk, the Company made him a very handsome cash present. Afterwards he was restored to fair health and entered into the brokerage business. He died three or four years ago. JOHN I'ORTKOrS, OF llOSTON. From the sketches of the careers of railway oOicers por- trayed in this work, it will be observed that nearly all of them, 0^ ~Jt 3S"»wWSwiw LSG Railwiiys and Other Ways. i I lii l,i as a rule, and in one respect, are somewhat like the ministers of the Methodist body, being movers. The writer, in his railway career, has changed from place to place in the Old Country and in Canada about a dozen times. But I now give the career of ^fr. John Porteous, of Boston, a gentleman who beats the record in this respect ; at the same time it must be noticed that Mr. Porteous in all his movements had one object in view, and that was to make a. step Juijltc)' .' In October, 1854, he joined the Great Western Piailway at Hamilton, Ont., as billing and cor- responding clerk in the freight department ; six months after- wards he was doing the same kind of duty at Suspension Bridge. In 1855 he was correspoliding clerk at Windsor, then promoted to the position of freight cashier and accountant at tlie same station. In November, 1857, his health giving way, he resigned and left for Scotland, but returned to Canada in July, the follow- ing year, when Mr. Brydges appointed him cashier and account- ant of the Detroit, Grand Haven & Milwaukee Railroad at Mil- waukee, Wis. In 1863 he was removed to Portland, Me., to hold a similar ollice on the Grand Trunk Railway there. On the death of ]\Ir, Graham, the Portland agent, in November of that year, ]\[r. Porteous succeeded him as freight agent at that im- portant depot. In this position he remained until April, 1876, when ^Ir. (now Sir Joseph) Hickson sent him to Phigland to establish the Grand Trunk agency at Liverpool. On Mr. Por- teous' return to ^lontreal ho was appointed assistant general freight agent of the G. T. R. on January 1st, 1877, and when the late ^[r. P. S. Stevenson resigned the general freight agency, on account of sickness, Mr. Porteous succeeded him on July 1st, 1878, being the fourth G. F.A. since the opening of the line. This position ho held until December, 1886, when he resigned to accept that of general nuuiagef of the through freight depart- ment of the Central N'ermont Railroad, with headquarters at Boston. General Freight Afierds. 187 On this occasion, tlic mercliants of Montreal entertained ^^r. Porteons at a public dinner, when he was much complimented on the manner he had conducted the Company's freight biisinesK for the past eight years, and the satisfaction he had given to the mercantile community, with many feelings of regret at his de- parture from amongst them, and hest wishes for his future prosperity. On the first of February, 1H02, 'Mr. Porteous was again further promoted to the general managership of the National Despatch Freight Line, with office at Boston, which position he still retains. He has very recently opened an agency of the N. D.F.L. at Toronto (Mavcii. 1803).' THH LATE TIIOINIAS TANDY. I remember Mr. Tandy from about the year 1808. He was then a young man in the ollice of the mechanical department of the Great Western Railway at Hamilton. "When IMr. L'roughton became general manager of the G. W. P. he took ^fr. Tandy into his office to act as corresponding clerk. On the retirement of :\[r. Arthur White, as assistant G.F..V. of the G. W.R., Mr. Tandy succeeded him, and when ^[r. G. B. Spriggs resigned the general freight agency of the G. W. R., ^Fr. Tandy was a])pointed to that office and retained it until the G. W. R. merged into the Grand Trunk, after which time he acted as general freight agent of through traflic for the Grand Trunk, with headquarters at Detroit. On the retirement of General Freight Agent Porteous from the company, ^fr. Tandy was ap[)ointed to that oftice as the fifth G. F. A., which he held until his death, which took place very suddenly on the -Ith October, 1889, at the early age of 12 years, much regretted by his many friends. Ml!. Tandy's M];:MourAL. The following tribute to the memory of Mr. Tandy is taken from the Cleveland Lnider of Nov. IHth, 1889 : jifi i 1 i t -, ^ , ' Al i 1 i 'i" ')', ■ ! 1 188 liailvjays and Other Ways. "At the meeting of the Central Traffic AsHociation at Chicago last week, the following memorial to the late General Freight Agent Tandy, of the Grand Trunk, was presented by Mr. G. B. Spriggs, chairman of the committee, and adopted by the Association : " Inasmuch as on the evening of Friday, October 4th, 1889, Thomas Tandy, then general freight agent of the Grank Trunk Railway of Canada, was surprised by swift death as he was steadily ascending the ladder of life and of fame, in the flush of health and successful achievement, his right hand grasping the rung two-thirds from the ladder's base, his face uplifted towards the zenith in earnest hope and fair expectancy of arriv- ing at the exalted and coveted goal which the masterful endeavour of this man, strong in the strength and pride of a full manhood, with efforts intelligently and skilfully directed into the channel of a laudable ambition, seemed to place within his deserving reach ; and " Inasmuch as the passing from earth of this strong soul to where 'time is not, nor days, nor months, nor years — an everlast- ing now — ' has left a gap in the ranks of the great army of his co-workers and friends, by whom will be heard no more his burst of humour and quaint conceit, his ready and abundant wit, which scintilated from his quick brain like sun-tiashes from polished brass, his sometimes wholesale sarcasm, neither sparing in modest criticism his friends, nor rending the cloak of their self-respect; and "Inasmuch as no longer will be heard the melody of song which found expression in his rich voice, tunefully sympathetic with and ever dear to his always eager listeners, nor longer will be felt the magnetism of his manly nature attracting to itself the quick response which mind gives to mind when inspiriting in- vitation indicates the pathway to fields of mutual enjoyment : and " Inasmuch as his native modesty bespoke a well-balanced i', ..4,.; j iO!i\" r.rKTox, General Freight Agentx. 1N9 mind, raakiiif:; liis life like to a pondulum vibratiii}]; botwot'ii the steps of high ambition on the one hand and lowly self-apprecia- tion on the other, and as his daily bearing, in his home regard- fnlly afYectionate ; among his friends, acceptably equipoised ; and in his l)usiness pursuits, broadly liberal and conlident : chal- lenged the admiration and esteem of all with whom he came in contact ; and as his pursuit of and familiarity with chuisic and current literature had for him its delights and allurements, rounding his life and stimulating his brain so that while pursuing his business with the untlinching exactitude of arduous require- ment a charm was imparted to his intercourse with his fellows iind a permeating grace to his epistolary correspondence seldom attained nnder the carking cares of business life ; therefore "Resolved, That in his sudden and untimely death this nsso- ciation loses one of its most brilliant members, many of us awarm jDersonal friend, and all an associate endeared by the exhibit of native humours and passions found only in a thorough man, and we hereby extend to his wife and children our heartfelt sympathy at their great and overwhelming loss. ' Yon rising moon that looks for us apain — How oft hereafter will she wax and wane ; How oft hereafter rising look for us Through this same garden— and for one in vniii.' " JOHN lURTON, OKNKRAL FRKIonT ACiENT. Mr. Burton entered the service of the CJreat "Western Railway when quite a young man, about thirty years ago. For a short time he was in the oilice of Mr. A. Irving, then the Company's Solicitor, and was afterwards a shorthand writer for General ^lanager Swinyard, at Hamilton. Subsequently he acted as Correspondent and Secretary to the several managers, Muir, Price and Commissioner Brydges. He wa^ afterwards, for pome years, engaged on railways in New York State, and this gave him a good opportunity for making him f ! jii):||: 1 i I i i ■H 100 Railways and Other W-2, to that of district freight agent, which position he now holds, with office in the Board of Trade Rooms, Toronto. From the above it will be seen that Mr. White's railway exi)erience in both countries extends over thirty-three years. Having known him for about twenty years. I can speak of him as a man of push and great energy in all business connected with the working of the freight traffic on both the Grand Trunk and old Great Western Railways. W. n. TIFFIN, ASSISTANT SFPFRTNTENDRNT, G.T.R. Owing to the numerous changes made in the staff of the Grand Trunk llailway in 1H<>2, Mr. W. R. Tiffin, assistant super- intendent, Stratford, was transferred to London, and relinquished control of the Wellington, Grey \- IJruce and Georgian Bay i^c Lake Erie sections of his old district. The employees of these ow a radii- ti this men, ntage iffolk, 150 to ihvay, le ser- aronto encral of the ailway (*)2, to ;, with ! above [\ ])()th m him if pu-ih r; of the \'estorn f of the t super- quished I Bay \- 3f these 1 t • i ! ' 1 1 ' 1 ■ ! 1 i 1 3 Mi III m te ARTHUR WIllTi:. Gcncrdl Frehjht Aipntx. 108 two l)iunclies mot in the otHces at Pahncrstcni, Satnrdny .'Vt'iiing, November I'Jtli, ami presented ^fr. Titlin with a very handsome iUuminated address and a silver tea serviec tor his wife. The address, whieh was signed l)y Messrs. II. A. Shea and II. Hynd- man, jr., of I'almerston. on hehalf of the men, set fortli the facts that Mr. Tillin was leaving a portion of the division after having l»een in eharge of it since its construction, twenty-two years liefore, and was thereby separated from some of the emi)loyies of tile road who had been under his supervision during the whole of that period, and that most tU' those present had grown up from lioyhood under him. Mr. John (^)uirlc of Kincardine and Mr. .lohn Forbes, llarriston. who made the presentation, expressed their regret in parting with one who had been so long associated with them. iNfr. Tiltin, in re[)ly, said he could never forget the kindness shown him. It had been his duty to maintain strict discipline, and after doing so for so long a period he was gratiiied to know they entertained such kindly sentiments toward himself and family. A number of other >peeches closed a very enjoyalde hour, TIIK 01, 1> (iUKAT WF.sTF.r.X UAII.WAV, The old Canadian (ireat Western was a famous railway educational institution, and will always he held in grateful remembrance by nniny who started their early career in its ol'tices and who now hold lucrative and important i)ositions on the (irand Trunk, Michigan Central, Chicago A' Alton, and other railways in Canada and the I'nited States. In the lengthy list of names, I call to mind AI.KXANIiKi; MACKAV, a bright and intelligi'iit boy who, about twenty-li\e years ago, was employed in our general freight otlices at Hamilton in copy- ing and endorsing letters, etc. After serving there some vears l.S IIM Ralli'xjs and Other Wa;i- and t^'iiinin^' the rudinieiits ol' railway oHiee froi<,'lit work, lit- was promoted to the Great Western llaihvay ollice at C'hica.yo, as an Mssistant to A. WaUiniAford, an old, trustworthy, and much esteemed a^'ent of the Compiiny in tluit prof^ressive city. At (Jhicii^o ^h\ Maekiiy soon made his m:uk and pushed Ids way to hiL,dier i)ositions until lu' reached that of ^^U'ueral freight ii}::jent of the Michigan Central llailway, which office he has helil with high Ijonour for niiiny years, and long nniy he continue in it. y\. c. hicKsoN, oi^ritu'i' i-assknci-.i; ackni'. T have mucli pleasure in referring to another old otiicer of thi; (ireat Western, vi/.., Mr. ^f. ('. hickson, whom I remcmher as tlie active station agent at IJothwell many years ago. Sirice then he lias lield dilTerent important positions on Canadian rail- ways. l'"or some vt avs he was general freight agent on the No''theni llailway, iind when that road merged into tlu> (Irand Trunk. Mr. I »ickson was ap[)ointed district passenger agent for the G.T.lt., with oflice at the I'nion Station, which po,^itio)i he still retain-:. was s an iiuch At ly to lit of lii (■.i:()i>:(«i: i;rKi)i:i r srkMc.c.s. -ti.. I fUln /• Officers, 1 ncUleiits diul Amvilut, lii; ClIAI'TKU XVll. OTHKi; OFFICKIIS, FNCIDKXTS A\|i AXKCI >( (Ti;-^. ¥ (iKo. j;ri;iii;ir si'i;iteudy rise from the lowest to the hi.Ljhest [losition in tlit freiLjht department. Mr. 0. 11. S[)ri^'^s was horn in lOn^dand in Noveinhcr is:}-!, and at theaterii Itail- wav of Canada. I' rem istlii until ISJO his career was a series 100 Uil'll irilifH (I h'l (l/licr ]V(li/H. W' : 1 of stciidily ascrndinL,' >tci"S, hciiij:^ iiromotcil from frci^'lit ii^^'nt at JIauiilton to tla-ouj^li fit-i^^'lit af^'unt, iiuil liniilly ^'oiifial frei^'lit a^cnt. Kaviiif,' tlie service on a elian^'o of inanagcmcnt. From 1S7I to ISTT hv was assistant .i^eiu'ral frci-^ht a^'ent of the Jiulti- ni(ir»' \- Ohio syhtcni, and dt-vclopod the frcii^ht hiisinoss of the Chiea,i;o hivision of that road from its openinj,' in 1874. IJut in 1M77, <»n thi' mana^'t'mcnt rotirinj^' undor wliosc rci^'ime he had 1( It in 1H70, Mr. Sjirij^j^s roturncd to the (Ircat Western Kail- way as general tratlic manat^er, with lieadiitl()- ^AVH : "They weit> written hy Mr. (Jeor^'e H. S|»ri>,'^.-i, (,f thi« city, GeniM'al Freight Anpnt of the New Vork, Chicatjo iS: St. liouis lioad. As the eulo- tfist (if his Canadian friend, Mr. HpriKk's has acliii ved special rlistinctitm hy heintf the author of resolutions which leave the l)eat«n patii of commonplace and ijive expres- sion in choicest diction to the feelings of the heirt at tiie loss which the associates and friends of Mr. Tandy sustained hy Ids death. The temlcr of reHpectful synijiathy to the fandly of tlie deceased and the enumeration of the iirilliant tpialities wiiich he possessed are e.vpresseil in lani,'uai,'e which is (piite out of the ordinary set forms \ined on 8ucli occasions, and has caused tiie resolutions to he extensively copieil in the press, Mr. SpriK'K.t is not only one of the most thoromjhly informed men in the country on railway matters, but is also possessed of literary ftbility of a hi>,'b order." y. -i y. %. 1 • < ^ ^v* Cy^ ^'2 v>^-^ c 7 /. /, a: o o o ,.,i tt) (J-i IS o * Otin I' Olj'irri's, Iiichh iifs nii'l A il'alnh s. I '.lit .i(i-i:ni 1 vM.ni; - Ai iiioi; ni "i.\^i i.iri.. Ill aiiotlit r ]»;irt of this voliiiiic I liavf .^pnkt n of railw.iy iiii/ii who liavc ilililiiil into the //(///« x (if litcratiHT, as I'oole, Salt and AiuU'rti'ii, and wiiicdi show tliat nicii, hov ever ninUitiidliioiis thrir (hitics, Miaiiv vet find sonuj time to lamhlc iiu./ tlu' liilds of >cicllCC, llctioll III' JI(IC:^y. I now >|irak of a i^cntlcnnin on this side of tht' Athintic, \i/: Joseph Taylor, who, when I lirst knew him, was a short- hand writt'i- tor (ii'iicral Maiia^^cr Swinyaril of tlie olil (ircat W'l'stirn llailway; siiiisnjiu'ntly he was chief (Icrk to the hitf W. I\. Muir, when that ^'riith man was (iciieral Nhina^'or of the (i. w. i;. Mr. Taylor [xissesscs literary ahilities of ii lii;^h order, with a particnlar heiit tor writin^^'s of a huinorous (haracter. In ls7 I he wrote a hook (Mititled, "A l''ast Life on the Modern lliL,diway," illustrated and luildislied hy llarjier liros., Ni u Ndrk. Tile work contained nnndi xaluahle infoi-niatioii in connection with railways and their mode cif wdrkiii;^, with chaiaeteri.-tic >ket{di('s of railway ol'licers, and several t^'raiihic, r(imaiiti<- and hinnoroiis talcs. Mr. Taylor on ri-tirin^' from the (I. W . II. went t>i hidroit :iiid joined the l»etroit\- Milwaukee Uailroad ('oni|iany. Ihre he nut Mr. .laiius .McMillan, " The Car-lhiildiiij^' Kin^,"' and tin two hecanie warm friends, and for ei;^diti'en years have hien (dos(dy rehitt d in all luisiiiess transactions, Mi'. Taylor holdine the position of Secretary to the Mi(dii;4an Car Company, and, like Ml'. McMillan and other ;j,-entlenian conncuded with that ^Meat iimlcrtakin^s has j.;reatly prospered. The following is a sidcctitjn from " l'a>t Lift on a ^fo(lc'nl Hiud iwav AN AI'1'(,M ATION I olt A SIHAIIoN. " TIkj following' is from a fond, •^Mishinj:; parent. >eekin^f i in- ploynient for liis innoct'nt hid, only thii'ln-tirn year.- of a^f : •200 lid'ihrdijs. mill Ut/wr Wiii/s. " ' lIc'Spt'cttMl ami hi'iii Sir, — "' Ilaiipy is the man tliat liiitli Ill's kwivvt r full of tlicin, as the Salmist says. I have ^'ot a sweet lad, he is ([iiick as litiiiin, ami is ^jniiiLj into liis ;{:{th year. At liis tinu- of litV nmst ni'ii would only Itf in llicii- -illli year — he's so k\vi( k. W lien lu; was I! liinfant lir ^MHild ^ay !.•• wonM Itc a railrodc man. lie is full of till' tlioit of a railrodi life ; and tlioii};l» I say it as should not, 1 never see a lad hoc turnips so kwi(d( in all my days, lie has wrote a verse wliieh vuns like a him : it is as follows : * I rh MiHr 1(1 I'c ;i lii/ikusinaii, if I mi'^lit 1)0 a lliiwiT ; T'l rim alniiif tin- tnj) of (.arn, AikI snt'w iii> llu' liralus.' " ' lit' also nrotc an«jtht'r him. whi(di l)e ^mIc ".* 1 h; is cute to a dct^rcc. If you want a i^'ood operator, in. • oi i.n soos i.i;.\KN I |)o a ^'ood 'iU'ii when you can, 'as the treadmill says to the Conviet," please note: lie enters on his :\:\7, and entered the >ervices of the (iri'at Western IJailway Co.. as a (derk in the audit ollice, and I'roni time to time was advanced to hi<^her poHition>^, until he was ai)pointed Auditor and (ieneral I'asst;n;^'er and Tieki't A^'ent, \\hi(di otriees he tilled with untiring' zeal and much success. He is fairly entitled to he (dassed as (tne nf Canada's early railway pionei-rs. Mr. Charlton retired from the Ci. \\ . It. service in 1^70, to accept the position of (Ieneral I'as- seneer A;^'ent of the North Missouri Kailroad, and in Isjl he was ^ifr i Of/trr ()nlc< rti, I ihiili ii/s oiiil A m nlotis. 201 I jippointi'd to ii siiniliir i»'i>itii)ii nu \\\v ( hicaj^'o >v Alton iniul. wliic-li he still I'ftaiii.s. A.i ii nulroaii ol'lieer, in lii> pai ticiihii' (]fj)artnic'nt, lie stands in tin I'lont rank-, an/•/>/■>•, and has pu>licd hi> way to his present hi^h po^t of honour hy sterling; intf^'rily and -hcrr ahility. The I 'irt ctors and Manaiji'rs of the Chicauo A Alton road have always jiaid ;4rc'at ilcfcrcncf to Mr. Charlton's iud^jnnnt and intrustrd him with almost unlimited jiowiis. Mr. ('. is fond ot lilj'ratuii' and has come in contacd with and iiijoyMl tin friendship of many notahilitics on hotli sides of the Atlantic, amoni;- whom 1 namu Sir Charles (iavin hutVy, ex-rrtinier ni' Au>tralia, and (leorj^u ■lacoi) llolyoake, of Briji^ditoii, llmjland. Mr. Charlton is a ,u(»od piiMic --pt akri', and has occasionally com* out as a warm politician. I reinrndier the i^reat assistance he I'elldered to Ml. Wittoil, ]\\< flicild and fellow (I. W. II. em[)loyoe, in 8Gc(U'in<^ that j^entleman's election as niemli' r of Parliament foi' the city of Hamilton. Mr. Charlton is a {jfieat admirer of the [loetry o\' Kolx^rt I'ro\\nin;,^ and sonic ei.Ljhtien years a;_^o he commenced tin no\(! hiif lahorioiis task of pul>lisliin<,' Urownin^f's works in tin Chica o A .Mton ofticial iJaih'oad Ciiidi'. This he carried on loi' sonit- month,-, iuit found it was too f^'reat a tax upon his lime, and he iiad to discontinue it ; still what he did had the elVect of callin;^' the -pi'cial attention of the American puhlic to r)idwnin<^''s poetry, iis iipwai"loyi'd as a cli'ik on tlii' (iicat Western itailway. His pi-oinotion was I'apid. I reiiieniber liim as chief (dork to (ieneral I'assen^^'er A^ent, Mr. •lauifs Charlton, al)oiit twenty-tive years a;;o. Shortlv after- wards yiv. I'^d^'ar was apitointcd i'istriet I'assenijer A;^'ent for th(> WoKteiii hivision, with oilier at hctroit. a)id when Mr. Charlton I'tinovcd to C'hiea;i;o to assume the (iem lal Passcin^ei- and Titdcet Aj^'enry of the Cliica.uo A Alton llailroiid. Mr. I'.d^ar siic- ceodod that i.;entlen)an as fientriil I'assfU'^i'r A'-r<'nt of the (Ireat Western and. on the ahso)'|>tion of that hue hy the ( irand Trunk, he was a[»point»(l .Assistant ( ieneral Tasseni^er .V^'ent of that road' with ol'lli'i at Toronto. In ISM| Mi'. I'.d'ja\ rcmdied the hi;.,diest hte}), hein^ pronioteil to thr (ieneral l*assen;^'er Aj^'eney lA' the ^Irand Trunk system, with oltiee at Montical. This position he li(dd with ^;reat credit until his untinuly deeease on tin l:itli April, lsed away, lie had htcn (•n;^'a'^'e(l on Canadian railways for thiity-four yi-ars, (lurinuj wliieh time he rose, step hy .-te[), from the lowest to the luyhest riiidv in his profession. M( ma.As .1. I'owr.it. I h re is the recoi'd of a uotlier suece^sf u I old 'ireat Western (■mpjoyee ; , Mr. \i(diolas ,). Power, late .\ssistant .\eeountant of the (irand Tnndc llailway in Montreal, who ha- lucn appointed to tlie po>ition reudereil Naeant hy the death of Mr, William Mdj^ar, was, like liis predei-essor. one of the employees of the (ireat Olfnr i^iJiri'V!*, litciili-iils II nil Aiiii0:{ Western Kiiilway. who ciitert'd tin (iraiid Trunk < inplov at the tiiiii' 111' till' ulisorption of rlu' t'i»nnti' road llr fiiti-rcd tin- Korvice ot'tlu; (ireut W'estcni as a rltrk in llic tVri^dit di [laituicnt (ai'l\ in lsr)S, wlu'ncc he was tian>t'rri'(d Id ihf andit diparl- nii nt, where lie losi' <^ra(hially until appointed (lemial llook- keejHi- in iMtls. ||e was ne\t niaih' Aecountant in l^u'^, and in IS7K he hiM-ame ( hid" A< fountant, with the additional eharm' of I he audit depart men I. At the time (if the fusion of the tvo r(»atls in iHSii he was removed to Montreal to take a position as .\s>i>tant Afcountant. \\hi>enger Agent, is also an eiU'rf^t'tie and eapahle str\ant. w. s. (ll,\^^•, rA^.M \>ti;i;. ^Fr, Champ's lailway caieer has Ihch a reniarkahle as Well as a suec-esful one. W'lieii (piit" a youtli he tiitereil the ot'lice ol ihjndvstout l»ak w ho was iheii Mcrctarv if the (ireat \\'estei'n ilailway at Hamilton. Here Mr. ( iiamp rt luaint d nine years under, at dilh rt'nt times, W . < . Stejihens and W . K. Hen- derson, S( t'r»,.. in tlic ( '..iii|i my- I'iii ly il.iyH. II V \\;i-* afti l-i .S.'crit.irv fur the (i W. I! at Iji. Ill lull, Kii„laiii|, tor tiUi'i'ii ur t\M-ntv Vfarn, Mi' finm (inn' tn liiiu' \ iiiti'il ( 'aiiiiiiji tliiriii'. tliix I" riu'l al iii^; Willi till' rit'^i.U'iit, Sir 'I'lii.s. I>akiii,anil hIIht I tiifitui-. .Mr. Hukcr wum ahvay-^ wci.iitiifil liy mM frii'ini-t uiul iiaiticularly liv k'ss, lie ill oaily lift' lia\iii.: lift ii cuiiiit'i'ti'il with llie iu'W^iihium iiit'?es well armed, and. as a rule, a detective has his ca^di' eye u[)on the i>ay-car Mr.Champ, as Cashifr and (leneral Cashier, has had an eipuilly lari^'e sum of money passed throu.L,d» his hands, inthpen- deiit of the amoimt from the pay-car. Many interesting' incidents mij^ht l)e related from Mr. Champ's out-look of twenty-seven years from a [)ay-car. One I may relate, as I well rinu'inlxr tlu' circmnstance. and which illustrates the innnense value of an instant of time. A Nvintow I'.scAi'i:. Karly one heeiinher mornini;, in isOii. the(i. W. II. pay- car I with Mr. Champ only partially dressed inside) stood next to some frei<;ht cai's on the main line at K'onioka .lunction ilurinjj; some shuntiiii,' that was jjfoin;.,' on. Owinj^toa hlunder (which could only i)e explained hy dia;j;rHms), a lon^' train of cattle came up at nill sjin,!, when Colin lloss, track forennm, seein^j; that a terrihie crash was inevitahle, called out in a stentorian voice — "Jump, "Slv. Champ, jump." Mr. C. did not ask the " reason why," hut sjiran^^ otV, and the next moment the |)ay-car was snnished into a thousand splinters and buried in a wreck of locomotive, frei;,d»t cars, livin'' and dead other (Jl}u:('i's, I mhlrDts (hkI Ainclxti 20." I'littlf. ''- Cliainp's <^'(»l(l wjitcli, liis clotliiii^ and n small Mini of >ncy were (Ifstrnycd in the ^^Jiu-riil \vi( ck (l.si»;ji. Mr, t'iianii) diid uncxpcctrdiy of iiniiiiuoni:i. Miiicli litli, is'.M. The sudden dciitii took his rrii-nds liy surprise, a- lie Wiis in ell., -"^v of his pay-i-iir the previous day althou.u'li not fi'elin«j; well, and was assisted h\ Paymaster j-'raser of the Northern i)i\isioii. Mr. Cliainp was well known tliroii-hout railway eindes, he liavin;j; ^'one int(» the (i. W. 11. employ forty years aj^o. lie was o\(r twenty-seven years paynnister and a)>oiit four years cashier, the latter at the time of the fusion of the (i.W. 1!. and <1. T, I!. lie was heloved and respected hy all railway employees with whom he eanie in contact, aiel thei't' was a j^enoral feidin.L,' of sorrow at his siiddni demi.-e. A widow, four sons iind three dau^diters are Kit to mourn, v\\v hein^f Mrs, Henry Heidiett, of .lohn ( iillard A d*., wiioje- sale evocers. ri i;i iii:i; i;.\i;i.v on iciujs. Tn writin;^ of events and circumstances of loiij^ a;^M», and of the nun whose faces were once so familiar, and wlm took such an active part in the working of our j.;reat national railway, one cannot hut feel somewhat saddeiutl to think that hy far the j^'reater numher of them have p.is^ed away and joined the over-increasiii;^' majority. Still it is jdeasin^' to thill that a few of tlie old stall of oflicc rs yet lemain, whose names and faces 1 knew so well from thirty to torty years aj^o, and I cannot close these reminiscences without j^'ivinu a passinj,' j^lance to them as well as to th have jfone. osr Who II, K. IMKIIli; -Mr lliteliie has had char^^e of the Htationery hu-iiiess almost from the commencement of the (irand Trunk lljiil- l>(m; Hullii'oijM II III/ (Jt/irr Wit}jM. wiiy, !Ui(l wIm'Ii it is coiisiili-n tl tlmt lie liiis in siijuily iiinvavtlH of ."iOO local stiitions, tin- j^t'iicriil orticc^, out ii^'t'iicics, etc., witli liooKs ami all kimlH of statioiiij-v, it will lie seen tlmt it !( i|uircs an atuoiint of >lvill and attention ('<|nal to tlmt ic- • luirc'l ill tilt' nmnat^'t-nunt of a larj^'c incrcantilc lioiiso. and that Mr. I!it(d:i»"s oIVicl' is no sinttciirc. I liavi' often woiidnid how many hillion- of dociniicnts Mr. Ilitchic has sent oul. To niakc a roii},di uiit-s-, I should iliiiik the ([iiantity would lie <|uitc -i;t, m;\si;i!. Aiiioii'; the few nifii now ri mainiii" of Ihc early (irand Tniiilv .--taff is .Mr. \. Krascr. He has >( ( ii Mi-' line cxtnid fioiu its hahc-lilvc 1 1'oportioii^ of 'i'.io miles to its jtrcscnt nmunitiide of l.doo or .'.,(>()() niilc^. In tli'' cxi i-cisc ')f his duties, as Travi'llin;4 .Xuditor. lie ha--, al imp' time or another, auditeil the aeeounts at eve:\ station in the (1. T. It. systi ni. In 1>>.")I he elltel'ed the Sir\ iee a- Tiliii -keelKT for .Mr. M. I awsoii, hivisioiiai Mii'dneer !>i Is.'a; 1 le was a junior ( h lerk ill tile frei;^ht otliff at Lon'_;iieil. In |s.V.» he was in (har;j;i of the freight olliec on Montreal wharl, when the hiisiness was taken to I.on;.;n« il hy terry hoats. Whin the \ ietoiia Uriil^'e was ojxned, Mr. K. wa'^ reiuovd to Point St. (.'harle.s, as l''reiL;ht ('a>hier, anil renmined there until Ist'.l, wIhu Ik was apiioiutrd I'rei'^ht ALreiit and histriet t'ashier at I'oint Le\is and (jlllehec. Mr. I'raxr relates tlmt wlied lar^e caiKa-s : atiil it was a novid and somewhat iVart'iil sii.dit to sei' tlifse f( arless Fniudi- Cauadians takf o\cr a IiousIh ad of su.'.;ar or other hulk_\ l)a(dva'.;e in a eanoe made out of a himple jiine lo^'. At an Otlier Offu-i'i's. lm'A(li)>tfi (iml A ihrilotv.f*. 201 curly lu-riod, Mr. Tihiiits, im (>ntorprisin;j; ^t'litleiimii. ]Hit on II stroiif^-l'iiilt .stoinicr. " Tlir Aictic/" anil tlitl tlic w inlt r Ci irv ■icrvit'c for llic (inin>~',\ or '7 I, Mr. mow Sii- .lo^epln llickson, appointed Ml'. I'la^er as 'rrnvellin;^ Auditor I'oi- tlir (i. '1'. II., in uliirli he continuid up to is'.d, wluii lie was further promoted to that of Tavnuister, .^till retainin;^ the .'\uditin;4 of accounts at princi- pal stations West of Toronto, which i>ositions he still occupies. Mr. I laser was always a ([uiet, ;j;ood-temperi(| fdlow. and thoM;^di he has " jdodded the e\-en tfUoi' of hi- way '" on tin- rou'j;h and smooth i)atiis of the (irand Trunk for ahont thirty- ri^jht years, time has dealt knidly with him, toiKdiiiiL; him with a Very ;.;;( ntlr hand, so ijiat he is still enai)led to attend to his hi^!:hly 'e-iion-iltk- dutiis with much of the u-ual ennu'N df youth. \i.\.iiii; WAi.ir.i, II. \ 1 iciiieiuher that !h( lati' Major Wily started liis railway career at Portland, Me., as i lerk with Mr. I. S. Millar, who at that tiiiii was a^'cnt f(>r the ( iiaiid Ti'unk Ilailway there. This was ahoiit thirty-three yenrsa^o. I often heard Mi. Millar spiak in \( rv lii^jh terms of the ahility of youn^' Wily, and as one likely to make his nuirk on railways : and in this opinion Mr. Millar was nul mistaken. In after years Mr. Wily was promoted to dilTereiit rt'sponsihle oftices on the (Irand Trunk, as a^'ent at Point lid- ward Sarnia*. Travelliuuj .\uditor, ete.. and he. for the la>t ten years, has had the su[)rrintendeiie( of the lai'^t) freij^ht depart ment of the (i.T.l!. at Montreal, including tlu' businosH connected with the shippiuf,' interests at the whar\ cs there, the whole re- (piirin;^ an pos.ses.s. amount of skill, encr'^v and intelli'jencu whi(di f eW IMAGE EVALUATION TEST TARGET (MT-3) 1.0 I.I ^ff ilia IIIIM :. |j|||3.2 ■-' m Z2 IIM M " 1.25 1.4 1.6 ^ 6" — ► ^^^ ^m 'ej ($> ■#■ ■■>■ (fj o / M Photographic Sciences Corporation 23 WEST MAIN STREET WEBSTER, N.Y. 14580 (716) 872-4503 '\ \ ^^ ^9) .V 4^ o m, '- 6^ <> h tf €<'. 208 Railimys and Other Ways. 1 i '"" " i i ■ ! i i i ' 1 1 i . Mr. Wily was born in Halifax, N.S., on March 5, 1837. He was the eldest son of Col. Wily, who was at that time attached to the r)'3rd liegiment, then stationed at Halifax. He moved to Montreal with his parents when quite a lad, and was one of the boys at Captain Dutton's Academy. Major Wily was one of the first members of the old Montreal llifle liangers. He afterwards was Major in the Grand Trunk Piities,was stationed at Sarnia during the Fenian troubles of 18GG, and was much beloved by his comrades in the ranks of our citizen- soldiers. Major Wily was one of the civilian veterans who turned out during the lliel insurrection. The Major's death took place rather suddenly, on October 27th, 1892, in his 56th year. He has left a wife to mourn his loss. He has also one brother, Mr. Arthur Wily,who is attached to the Toronto offices of the Grand Trunk Railway. At a meeting of the Montreal Corn Exchange Association Mr. Edgar Judge paid a high tribute to the memory of the late Major AVily and moved a resolution expressing the kindliest feel- ings of the Board, sorrow at the great loss of so useful a public officer, and deep sympathy for Mrs. Wily, his bereaved wife. MAJOR ROBT. L. NELLES. The following details are taken from the llev. Dr. W. Cochrane's " Men of Canada :" Mr. Nelles was born on March 7, 1842, near York, County of Haldimand, Ont. His father, who was extensively engaged in lumbering and farming on the Grand River, died when he was of tender age, so his education and training were entirely under the supervision of his mother and his uncle, the late Michael Har- court, M.P., father of the Hon. Richard Harcourt, now Provincial Treasurer of Ontario. After completing his education, Mr. Other 0ffi.ccr8, Incidents and Anecdotes, 209 Nelles spent a few years on the farm before entering upon busi- ness life. He was married on January 9th, 1802, to Agnes Thorburn> daughter of the late James Thorburn. In the same year he en- tered the service of the Buffalo & Lake Huron Railway Co., (now part of the Grand Trunk Railway) and has remained with theCom- pany ever since, occupying positions of trust in the service at dif- ferent points, until, from Caledonia, he was appointed traffic agent at Brantford. In 1887 he succeeded Mr. Jno. W. Loud, as freight agent of the G.T.R. at Toronto, that point being now the centre shipping and receiving depot ot freight formerly done at different stations by five separate railway companies, viz., the Grand Trunk, the Great Western, the Northern, the Nipissing, and the Midland. Mr. Nelles' s character as a freight manager stands high in Western Canada, being well known and much appreciated by the mercantile community. He has been connected with the active militia since the " Mason and Slidell " or Trent diffi- culty, and was in active service during the Fenian trouble. At present he holds the position of Major in the 37th Battalion under Lieut-Col. Davis. GEORGE S. 8PENCE. I remember Mr. Spence as far back as 1859. He was then a young man and employed as freight checker on the Grand Trunk at Toronto. At that time the whole of the freight busi- ness of the Company was done in the small brick warehouse, situated on the margin of Lake Ontario, at Queen's Wharf. This building was afterwards used by the Toronto, Grey & Bruce Railway, and subsequently by the C.P.R. The G.T.R. agent at that time (1859) was Mr. J. B. Jones, who with five clerks and 14 . >' ') 210 Railways and Other Ways. twenty-five checkers and porters attended to the freight business at Torcwito. Mr. Spence was from time to time promoted to higher posi- tions ; in 1864 as cashier and in 1871 as chief clerk, with charge of the accounts and the staff of clerks under him. The latter number had then risen to fourteen or fifteen, among whom was Mr. William Whyte.* In 1872 Mr. Spence was appointed freight agent at Toronto, which he held up to 1876, when he was transferred to Montreal, in charge of the freight accounts there. In 1883 we find him as travelling auditor over a portion of the old G.W.R. and W.G. & B., with headquarters at Toronto. In 1884 he was appointed to take charge of the freight accounts of the Grand Trunk at Toronto, in which position he still remains. Mr. Spence says the fusions of the Great Western in 1882 and the Northern in 1888 added vastly to the freight traflic at Toronto, so that the staff now required to conduct the immense business consists of M. E. L. Nelles, the agent, and some seventy- five officers and clerks and about one hundred and ninety checkers and porters. It will be seen that Mr. Spence has had thirty-five years of active railway service in many different de- partments ; and his quiet disposition and steady habits have brought him down to the present time almost as vigorous now as in the days of his youth. Mr. Spence considers that comparing the Toronto freight traffic of the G.T.R. for 1859 with that of 1894, the latter has increased fourteen times over the former. It must, however, be remembered that in 1859 the G.T.R. consisted of a single road, *Mr. Whyte subsequently became Grand Trunk freight agent, first at London, then at Toronto, also assistant superintendent. He aftervrards joined the Canadian Pacific Railway, and for some years has held the high position of general superinten- dent of the Western Division of the C.F.K. at Winnipeg. Other Oncers Incidents and Anecdotes. 211 while now it consists of five amalgamated or leased lines, includ- ing the old Great Western with all its branches. THOMAS DOW. It may be said of Mr. Dow that he was born for a railway life, as he began his career in "The land of the mountain and the flood" in 1849, then only fourteen years of age, as a boy clerk at a small station on the old Edinboro' k Glasgow Ilaihvay, and after serving at three different stations, including Waverley station, Edinboro', he in 1853 embarked for Canada, arriving just in time to get an appointment on the Great Western Railway, then preparing for its opening. Mr. Dow's first post was that of a clerk at St. Catharines, and afterwards he was removed to Niagara Falls (Suspension Bridge). We next find him promoted to the position of cashier at the thriving station of Hamilton, and then to that of chief clerk to General Freight Agent G. B. Spriggs. At this time the author had charge of the local freight traffic of the G.W.R., and, being in the same office, saw much of Mr. Dow, and can bear testimony, if any were needed, to Mr. D.'s ability as a correspondent and first-class accountant. He afterwards acted as station agent for short periods at Sarnia, Paris and Guelph, thus gaining great experience in the various duties per- taining to railway work. For the last twenty-two years Mr. Dow has been the active agent and representative of the Great Western and subsequently of the Grand Trunk Railway at Windsor, which important position he still holds. THE PANTS AND THE MAIL BAG. Mr. Dow's reminiscences of the early days of the old Great Western Railway are replete with interest. He can tell some funny stories of those times. He says when the road opened the .; '*V ! I tid I "I ■ ■41 ' n\ ■■ m iWirr »f fie' p. nr-. !~ i 212 Bailways and Other Ways. country west of London was a wilderness of forest. Trains were few and very irregular. At small wayside stations the night mail train did not stop ; it merely slackened speed, and the station master in charg e threw the mail bag into the baggage car. One moonlight summer night an agent at one of the way- stations felt sleepy, and being a light sleeper, he thought he might as well go to bed, trusting to the sound of the whistle to rouse him up, when he could draw on his pants and rush out in time to throw the mail bag to the train. But it was a warm night and the sleeper played music on the nasal organ, and dreamed of anything but noisy trains. Lo, a roaring whistle sounds in his ears ; he jumps up, in a bewildered state of mind, seizes both pants and mail bag and rushing on the platform in his night clothes throws his pants into the open door of the bag- gage car, retaining the mail hag in his hand. Then for a moment he looks on the moving train, when, to his astonishment, he just discerns a pair of pants held out by a mysterious hand from the baggage-car door. This leads him to see what he holds in his hand, and then, to his horror, he spies the mail bag, his old pants having gone on to represent Her Majesty's mail. There were no instantaneous photo men in those days, but had there been one and he could have taken a " snap shot " at that station man's phiz., photo man's fortune would have been made. What the Postal authorities said, when they received an ancient pair of pants instead of the mail bag, and how their risible facul- ties were set in motion thereby, Thos. Dow sayeth not. II • FORCE OF HABIT. Mr. N. Weatherston tells another anecdote of the old G.W.R. He says there was a station master who had done night duty only, for a long time and had got so accustomed to it that he failed to distinguish that there was any difference between the Other Offi-cera, Incidents (tnd Anecdotes. 213 W.R. duty at he the n running of night and day trains, so far as the company's rules and regulations were concerned. The night train had to show a light when approaching and passing a station. One day the nighi man was put on day duty, and when the noon train passed he reported the conductor as having passed his station n-ithout showing/ a light. JOHN SMITH, EX-DOMINION EMIGRATION AGENT, HAMILTON, ONT. Among the very few old faces which loom up to one's mem- ory is that of my old friend, Mr. John Smith, who as a hoy com- menced his carrying career on the Duke of Bridgewater's Canal in Manchester, at a time when Railways were in their infancy. He left Manchester for Liverpool to take charge of the shipping department at the Duke's Dock, and afterwards conducted the joint agency of the Duke's and the Birkenhead, Lancashire & Cheshire Railway Lines. From Liverpool he was removed to Birmingham on the opening of the Great Western Railway from Oxford to Birmingham, whence he emigrated to Canada in 1854, joining the Great Western Railway under ^Ir. Brydges as agent for the Lake and Rail through traffic, in which he took a promi- nent part for four years, retiring from the service in 1858 to enter into business on his own account as Lake Carrier and Gen- eral Produce Merchant, conducting one of the largest businesses in Western Canada, being known as the " Barley King." On re- tiring from business he was appointed Grain Inspector by the Dominion Government, still keeping up his connection with railways as an advocate of branch lines and a promoter of muni- cipal bonuses for their construction. In 1874 he was appointed Dominion Immigration Agent by the late Hon. Alexander Mackenzie. In 1892, on the abolish- ment of the Agency, he was retired and placed upon the super- annuation list. But Mr. Smith could not rest upon his oars for we find him Ji • .■' Iti Mill ^^iiillt ; i iii m il 214 liaihvays and Other Ways. again once more returning to his first love, and as active as ever, having joined the National Despatch Fast Freight Line in con- nection with the Ontario Agency, with offices in Toronto. WM. OliR, GENERAL FllEIGHT AGENT," DULUTH, SOUTH SHORE AND ATLANTIC RAILWAY. The wanderings and movements of railway men are some- thing phenomenal. I am led to this remark, by scanning over a sketch of the railway adventures of my old friend, Wm. Orr. A brief account of his journeyings from one country to another and of his varied experience on Scottish, Canadian, and United States railways will be interesting. Mr. Orr began railway life on the Caledonian road, in Scot- land, some tliirty-five years ago. He came out to Canada in 186B, and had charge of a section of the freight department of the Great Western Railway ; but in a year or two he once more returned to Scotland to occupy his old position as Chief Clerk to the General Superintendent of the Caledonian. In a few months he was appointed Superintendent of the Scottish Central Railway, with office at Perth. This position he held for a few years, when a strong desire seized him to cross the Atlantic again, and in 1870 or '71 we find him in Toronto as Superintendent of one of the then Narrow Gauge roads. In two years he joined the Canada Southern Railway, as its Travelling Freight Agent, and removed to Buffalo, N.Y. In 1880 he became chief assistant to the General Freight Agent of that line. I-n 1883 he became Secretary of the the Middle and Western States Freight Associa- tion. For a short time he was the commercial agent at Chicago for the Wabash Railway, and, in 1887, he was appointed General Freight Agent for the Duluth, South Shore & Atlantic Railway, with head-quarters at Marquette, Mich., which position he still retains ; but he tells me that his department is about to be re- moved to the progressive and thriving city of Duluth, at the head of Lake Superior. i » Dominion Government Railwaifs. 215 CHAPTER XVIII. DOMINION GOVERNMENT RAILWAYS. 1?^^, THE Canadian Government Railways are made up of two divi- sions, the Intercolonial Division having a length of 1,141 miles, and the Prince Edward Island Division 210 miles, making a total of 1,354 miles. They are under the control of the Department of Railways and Canals, at the head of which is a Cabinet Minister, the Honorable John Haggart ; and Mr. Collingwood Schreiber is Deputy Minister and Chief Engineer. Mr. J)avid Pottinger is General I^lanager of the Government Ri'ilways. l^Iy reason for introducing the Government Railways in my book is that the Intercolonial was constructed under the com- missionership of Mr. C. J. Brydges, then General Manager of the Grand Trunk Railway, and fi-om the time it was first opened for traffic as a through line in 1876, its connection was neces- sarily with the Grand Trunk at Riviere du Loup, and its business, therefore, closely identified with the latter road. The Intercolonial Railway was constructed with a view of giving rail connections between the several Provinces of the Dominion of Canada. It, at first, had its western terminus at Riviere du Loup, but it was found to be in the interest both of the Intercolonial and Grand Trunk that the former should extend to Levis, opposite Quebec ; and to attain that end the Grand Trunk disposed of the section of their line from Levis to Riviere du Loup to the Government of Canada. ; . . lii ill I I 1 ■l' ! ! ' ' 1 I ;i' I i I lii ■ ;r. 216 Baihvays and Other Ways. The Intercolonial therefore now commences at the eastern terminus of the Grand Trunk, at Levis, opposite Quebec, both roads arriving at and dei)arting from the same station. It then winds its iron way eastward, following the valley of the St. Lawrence, passing Cacouna, one of Canada's favorite summer resorts, and touching at Riraouski, the point at which Her Majes- ty's mails and passengers are landed during the summer season ^rom the Ocean Mail Steamers ; and on reaching Sto. Flavie, it crosses the Gaspo Peninsula, following the beautiful valley of the Metapedia and Restigouche to the Bale des Chaleurs, upon the shores of which, in close proximity to the Railway, may be seen " Dalhousie," one of Canada's lovely watering places, and passing through Moncton, has seaport termini at St. John, Point du Chene, Halifax, Pictou, Mulgrave and Sydney, the latter being its most eastern terminus. At Point du Chene and Pictou it connects with the Prince Edward Island Division by steamer. Halifax, one of its termini, is the winter port of Canada for the Ocean Mail Steamers, and a considerable traffic is done at this point both in ocean borne passengers and freight. The European mails are here despatched and landed during the winter* being usually put through by special train with great des- patch ; and a large interchange of traffic is conducted over this road between the several provinces, extending from ocean to ocean, the Intercolonial being an important link in the Trans- continental Railways. To the tourist and pleasure-seeker the Intercolonial Railway has many attractions, as game of all kinds abounds along its route. Those who carry a gun or rifle and are fond of a forest life have the opportunity of bringing down moose, caribou, bear, wild geese, brant, ducks and partridges ; while the rivers, lakes and ocean along the line teem with fish, from the tiny smelt to the white whale, including herring in shoals, the jolly fat tommy- cod, istern both then e St. mmer fajes- sason ie, it 3f the 1 the seen ssing it clu )eing ou it imer. r the this pean nter> des- this Ln to ;ans- Iway y its orest }ear, I and the cod, 1 Iji' I Dominion Oovei'nment liailwdijii. 217 l)ass, speckled trout, hiilihiit, Hiilinon, tiiladi, bi^ stur<];t'on and fat porpoise, so that the lisliorinan can have his choice ; and if twenty-pounders are too small a (ish, he can go in for hi^Kt'i* ^amo and to some extent imitate tin? " (liant Anf:;ler :" " His rod was mado .)f ii .sturdy oak, Hia line >\ Civblo which in .sturnis neor broke, His hook ho hiitod with .i drii^'oii'd liiil, And ,sjU upon a rock and boh'd for whale." As a field for the artist the [ntorcolonial may he said to stand at the head of all railways for its variety of scenery in river, lake, bay, gulf, island, mountain, valley, forest and ocean. Since the intercolonial was first put in Deration the traffic has developed surpi-isingly, it having incren sod nearly three-fold, and it forms one of the most important lines of truKsportation in Canada. Tilt" chief officers of the several departmt;.ts of the Interco- lonial are men of practical experience, who have passed through the different grades of railway work, havinc,' .^on their present responsible positions by their own industry. DAVID POTTING ER. The public arc apt to think that Government officials usually gain their appointments by patronage alone, without much regard to the fitness of the men for the particular posi- tions they are selected to fulfil ; but this has certainly not been the case with Mr. David Pottinger, as will be seen from the brief sketch of his railway career. He has risen, step by step, from that of a freight clerk to his present high rank as General INFanager of Government Railways, and that by his own intrinsic merit* steadiness and perseverance; and it may fairly be said of him, as was said of the late Sir James Allport, " He was the architect of his own fortune." l*« I .:Jf .'•; '■f ' 1 ■:n i 1-' 1 , ■'" 'l- ^ J, If 1' { - i ' 218 Railways and Other Ways. Mr. Pottinger was borr in the town of Pictou, Nova Scotia, October 7th, 1843. He was educated in Pictou Academy, and entered the railway service in 1863 as a clerk in the freight office of the Nova Scotia Railway at Halifax, where he continued until May, 1871, when he was appointed cashier of the same railway, and served as cashier until November, 1872, when the office was abolished by the amalgamation of the Nova Scotia Railway with the Intercolonial Railway. From November, 1872, to August, 1874, he was station master of the Intercolonial Railway at Halifax. In August, 1874, he was removed to Moncton, New Brunswick, the headquarters of the Intercolonial, and appointed general storekeeper of the Railway, in which position he con- tinued until February, 1879, when he was appointed Chief Superintendent. He occupied this position until December 1st, 1892, when he was appointed General Manager of Government Railways, which position he still occupies. THE FOREST FIRE OF MIRAMICHI, N. B. Though not in any way connected with the subject in hand, one cannot pass over that portion of the Intercolonial Railway in the neighborhood of Miramichi without reverting to the terrible forest fire of October, 1825. It was talked about in England when the author was a boy. In speaking of it, W. Kilby Reynolds, in his book, " An Intercolonial Outing," says : — "Briefly stated, the Miramichi fire was one of the greatest of which the world has any record. It swept over the country, from the head waters of the St. John River, in a sheet of flame one hundred miles broad, and burned all before it in an area of more than four thousand square miles, four hundred miles of which was settled country. It will never be known how many lives were lost. Cooney says there were one hundred and sixty, r t ' Scotia, ly, and it office id until ail way, ice was ly with August, way at a, New pointed he con- l Chief •er 1st, rnment I hand, way in lerrible ngland :, ''An reatest Duntry, I flame irea of dies of many sixty, rv i i' (. 1 ; ■ i ' ii'' ? II ■'- ■{ 1 'f 1 W ^* ' 1 ' ^ f'; j ; : ]■ 1 ■ : . t : ^^^^^B j. ^^^* ' ■ 1 1 ^ j 4 ' 1 1 ; ■ i ^1 1 1 ^^U I { 1 i 1 ^^U i i Dominion Government Railways. 219 1 but as many who perished in the woods were strangers without kindred to trace their disappearance, the estimate is undoubtedly a low one. The fire destroyed about a million dollars worth of property, including six hundred houses and nearly nine hundred head of cattle. The light of it was seen as far as the Magdalen Islands, and its cinders were, by the fury of the hurricane, scat- tered over the streets of Halifax." N. WEATHERSTON. Mr. Weatherston is a native of Scotland, and a son of Mr. John Weatherston, a narrative of whose railway life is given in this work. The son bids fair to equal, if not to surpass, the railroad record of the father. As a youth he entered the service of the North British Railway Co., more than forty years ago, and he remembers selling tickets at Kelso Station, Scotland, to parties going to the first Great Exhibition held in London in 1861. He also assisted in the goods department on the same line Early in 1854 he was transferred to Hawick and had charge of the goods office there. In the autumn of the same year he decided upon emigrating to Canada, his parents having been settled there for two years. In January, 1855, he entered the services of the Great Western Railway of Canada, and was at first a clerk at Windsor station. In a short time he was removed to Dundas, in charge of the freight trathc there. In 1857 the late W. K. Muir was appointed Traflic Superintendent of the G. W. R. and he choose Mr. Weatherston for his chief clerk. Mr. Weatherston was afterwards appointed G.W.R. agent at Guelph, which office he successfully filled until 18(55, when Gen- eral Manager Swinyard gave him the important post of freight and passenger agent in the City of Toronto, which he held with high honour for seven years. He resigned the Toronto agency in 1872 to accept the position of General Superintendent Hi i f ji 1 1 1 ii II 1 1 1 i kk 1 ' K 220 Railways and Other Ways. of the Toronto, Grey & Bruce Railway, which he retained for three years, leaving it in 1875 to embark in the grain trade. On this occasion, to mark the high esteem in which he was held by the directors and employees of the company, his friends and the merchants doing business on the line, he was presented through the President of the Company, with a splendid gold watch and chain costing $300, and a purse containing a large sum of money, a testimonial unprecedented, when it is consid- ered that Mr. W. had only been three years in the service. Like most railway men who have been brought up on railways, Mr. W. had an itching desire to return to the old fold again, for in 1881 he was induced to accept the management of the Grand Junction Eailway (Belleville and Peterboro'), which he held until that road was sold to the Grand Trunk, when he accepted a sum of money in lieu of a new railway appointment. Once more he went into the grain trade and continued at that until 1889, when he entered the service of the Dominion Government as Western Freight and Passenger Agent for the Intercolonial Rail- way of Canada, with headquarters at Toronto, which post he now holds. Mr. Weatherston, like many of his colleagues of the Grand Trunk and Great Western Railways, commenced his railway career at the foot of the hill, and, step by step, by years of hard work, at length gained the summit, and can now look back with some degree of satisfaction to the struggles endured, since by them victory was achieved. Mr. Weatherston is still actively engaged in railway work, but it is of a more peaceful nature, free from the responsibility of moving trains, such as that which applies to railway superintendents, who, to some extent like the medical profession, are liable to be called upon at any moment, night or day, and obliged to rush off by special express to some scene of grave casualty hundreds of miles from home. Of this Dominion Government Railways. 221 Mr. Weatherston has had his full share, and it was quite time to take a rest from those head-exciting labours . In a talk with my old colleague of the G. W. R., he re- marked that, " Few railway men in the higher ranks have had outside business experience. My experience in the grain trade has enabled me to do much better for the railway than I other- wise could have done. The nature of my business kept me in touch with the railways, so that when I returned to the * old love,' I did not feel the least bit rusty." Mr. Weatherston is Second Vice-President (1893) of the Association of General Freight Agents of Canada, also a member of the Canadian Ticket Agents' Association, in which he has been an office-holder. He is also a zealous and useful member of the Toronto Board of Trade. Mr. W. has been actively engaged in promoting trade between Canada and the West Indies in con- nection with the Intercolonial Railway. This trade has now assumed large proportions, particularly in the Province of Ontario, and mainly through his efforts. m n't '?!■ 1 Wh- m.'i iW I I -i ' m t i ■J { I 1 I fc -li III i] 1. ! !S i ■ Ikk^te-. A^ 222 Railwdiis and Other Ways. CHAPTER XIX. THE STATION AGENT AND THE CONDUCTOR. THE LYING AGENT. SME of the most unlikely men were put on as agents on the early railways. I remember one, Sidney Abbot, a cock- ney, who was appointed agent at Preston, England, at a salary of eighty pounds sterling per annum. On my introduction to him he asked me to go round the town with him to look for a house. I showed him several cottages, the rent of which I thought would come within his means, but he pooh-poohed the idea and said he wanted a large house where he could keep four or five servants. On my hinting that his salary would i.i.rr'ly meet that, he replied that his salary was mere pocket money, and he had plenty of means. I began to think that I had got in company with some lord in disguise. Another day he said he was about taking a large contract from the Preston corpora- tion to build a sea wall and had to see the officials again in the afternoon. On his return from his second alleged visit to the corporation he informed me that he had completed the contract. I said to him, •* Where are you to build the sea wall ?" and he replied, " On the moor." The moor was about two miles from the river and fifteen miles from the sea. I then found that Abbot was the greatest liar I had ever met. I and others wrote to him on business matters frequently, but we never got any replies. One day I asked one of his porters if he knew what on earth became of our correspondence, " Oh," he said, "Abbot The Station Agent and the Conductor. 223 throws your letters into the fire, and says that's the way to answer correspondence." The agent's term of office soon expired. THE HAPPY AOENT. Another cockney was put on at a rather important station where the freight husiness was large, and the agent soon got all the office work into " sixes and sevens," when he was re- moved to Leigh station, near a quiet rural village. The little river Blyth ran along side the station, a nice rippling trout stream, famous as one of Izaak Walton's favorite resorts. Most of the trains passed the station without stopping, so the agent had little to do except to lower the " all right " semaphore signal and let the trains pass. When the agent reached the station he was so delighted at the change he was making from the perplexing and worrying life he had had at Burslem, that he out with his flute and played " Happy Land." A local rhymester thus parodied Henry Russell's song — " I'm afloat — I'm afloat," (Leigh is pronounced Lee) : SONG OF THE HAPPY STATION AGENT. I'm at Leigh — I'm at Leigh, where the traffic is small. And there's little to look for but waggons of coal. Down, down with the signal, let the train hurry by, I'm at Leigh — I'm at Leigh, and I laugh till I cry. No abstracts to bother, no Scotchman* to suit, I've little to do but to fish or to shoot. I fear not the Audit, I heed not its law. While in a few minutes a balance can show. Quick, quick with my rod and throw in a line And I'll warrant a famous big trout shall be mine. Drop the semaphore down, let the train hurry by, I'm at Leigh — I'm at Leigh, and I laugh till I cry. * Referring to the Manager of the Railway Clearing House. ^1*1 2J ■^- > !i' i i i • — ': : f 224 Raikuays and Other Ways. THE SWELL STATION MASTER. Mr. Mosely, once well known in England as manager for Pickford & Co., the celebrated carriers, became General ^lanager of the Eastern Counties Railway. On one occasion he paid a visit to one of the stations on his line, when he saw on the plat- form a tall young man dressed in the pink of fashion — shiny silk hat, patent-leather boots, immense shirt-cuffs and front, immaculate kids, slender cane in hand, curly ringlets hanging down his back — and as he strutted about he looked the embodi- ment of self-importance. Mr. Mosely was unknown to any one at the station, and he asked a porter who that was, pointing to the young man. ** Oh, that's the station master," said the porter. Mr. Mosely then went up to the young man and said, "When does the next train leave for London?" The swell replied in the most supercilious tone, " Aw, doncht know ; ask the porter." Mosely then said, " My name's Mosely. I want you to send a telegram to our office in London." The swell's attitude at once fell below zero and he hurried off to the telegraph office. " Now," said Mosely, " write the message : * Send John Brooks down to this station to take charge at once ' "; and then Mr. Mosely left the young man to meditate on the drama of " Pride shall have a fall." THE STATION MASTER. The duties of a station master, particularly at a small sta- tion, are often varied ; he may have charge of the ticket and goods office, the telegraph, the semaphore signals, and the switches. His occupation therefore is somewhat confining to one spot ; still he will generally find time for gardening and the cultivation of flowers ; or, if situated on the banks of some river or trout stream, in the Old Country usually carefully preserved, The Station Agent and the Conductor, 225 lie will generally, if a civil and obliging fellow, get permission to Hsli in the preserved waters. Some are experts in sketching and oil i)ainting. One station master, I remember, tilled his office windows with transparencies of mountain views. Some station masters make the grounds about the place gems of beauty, and are noted for their knowledge of horticulture, and in the exhibits of rare plants and flowers they are able to compete with professional gardeners. The station master is a sort of little king in the vicinity of his little palace, and one who is referred to on matters of public interest. He knows all that is going on in the outside world ; he hears the telegraph chatter, chatter, all day long, if he cares to listen to its never-ceasing voice, telling somebody hundreds of miles away of political events, who's in and who's out, that wheat is up and corn is down, and a hundred other things. Most station masters have hobbies of some kind. One may be a geologist, hunting fossils and relics of by-gone age-s ; another will have a love for natural history and be a collector of birds and insects. One, I recollect, with his jack-knife cut curious chains out of oak and plaster-stone, which would have compared favorably with the products of Japanese or Chinese art. On the Churnet Valley division of the North Staffordshire Railway there is a pretty little Elizabethan style of cottage and station, named Bosley. It is beautifully situated on the banks of the Eiver Dane, a charming stream at the foot of Cloud Mountain. '• I climb the Cloud— the Mountain Cloud, In heather dressed or murky shroud, And looking o'er the broad champaign, I ken the cottage by the Dane. " The old grey church among the tombs, The ancient yew, like funeral plumes, Its branches waving to and fro. O'er those who sleep in peace below." 15 i' p m «f«< \i r; I 111 i ■ 1 ' » 1 i y t: i ; 22G Raihvays and Other Ways. FRANCIS ALIBON. The present station master at Bosley had served his time to some trade which he found was affecting his health. He therefore put himself in training for the position of a station master, and after a time was appointed to Bosley station, where (with the exception of a short removal to another station) he has been ever since the line opened, about forty-five years ago ; and he is now the oldest employee on the N.S.R. Some years ago Mr. Alison, being somewhat of a musician, took it into his head to make a violin, and as he succeeded to his satisfaction and enjoyed the work, he continued to fill up all his spare time from his railway duties in the making of violins, and up to the end of 1893 he had made forty or fifty. Mr. A.'s son, my nephew, writing to me recently, said he had been on a visit to his father at Bosley, and when there he saw hanging in the little cottage, twenty- five new fiddles all in a row. Mr. Alison is now in his seventy-sixth or seventy-seventh year, and may still be seen polishing and varnishing his violins with all the earnestness of youth. LADIES AS STATION AGENTS. Some forty years ago employment for females was mainly confined to domestic service, attending in stores (shops), or working in cotton or other factories. To see a girl acting as a book-keeper was quite uncommon and looked upon with some degree of wonder as an innovation upon existing customs. Now lady book-keepers are numerous, particularly upon this continent. Other work for females has sprung up, as teaching in public schools, telegraph and telephone operating, short-hand and typewriting, post office work, ornamental work, painting, and a variety of other light and pleasant occupations. But this beneficent change has not been brought about without much grumbling, and many objections being made to 1 1! .if.. , 1 ■-'•*«■ iii^s^^Si^ifc- The Station Agent and the Conductor. 227 i . i 1 ! 1 girls being so employed. A married lady said : " The girls com- peted with young men, thereby bringing down wages, which pre- vented the men from marrying, as they could not earn enough to keep a wife." Well, this may be true to some extent, but surely it is not the girls' fault, but rather that of their employers, who take advantage of the weaker sex by cutting down their wages. The remedy rests with the girls themselves, and they are fast finding this out. That girls can do work of the kind named, quite as well as men if not better, there is not a shadow of doubt, and they should be fairly remunerated for it. Some years ago I visited the Treasury Department at Washington, where a great number of ladies were employed as book-keepers. I was then shown and allowed to examine some of their ponderous ledgers and other books, and I must say that the writing and figures, for neatness and clearness, could not be excelled by the most accom- plished accountant. On the Grand Trunk Railway there are three or four ladies who hold positions as station agents. One, I remember, when very young commenced learning railway office work by assisting her father, who was then agent at a western station. When her father died she succeeded him as station agent and has held the office ever since, and proved herself capable of attending to all the duties pertaining to it. The lady's way-bills and other documents are made out in a plain, round, business-like hamd and will compare favorably with those of any other agent on the line. THE CONDUCTOR. Of the conductor or guard, as called in England, much in- teresting information might be given did space permit. They are an intelligent and responsible body of railway employees. They see humanity in all its varted phases and are experts in physiog- nomy. In their daily duties they have to use much forbear- '. t 1 i 22.S Ji3r)il ; postage, stationery and printing, ^371) ; the three latter were for supplies and work for more than a month. Taking the above amount for salaries as a fair average for each month, it makes the total for the year the small sum of $i,2G0, which proves that this largo association is worked up^n the most economical principles, and therein lies the secret of its great success. During the month of April seven deaths occurred, princi- pally from accidents, and $18,000 was paid. In the last decade the order, it will he seen, has disbursed nearly one million and a-quarter dollars among the families of its i; ubers. How many hearts must have been soothed and cheered in their hours of deep affliction, by this beneficent insti- tution, those who have felt its friendliness alone can tell. Unlike ordinary life insurance companies, the Order pays the full amount of the life policy in case a member by loss of limb, eyesight or any other cause is disabled from following his duties as a railway conductor. Mr. Hill says his average assessment for the past two years has been three dollars per month, for which he has a life policy of three thousand dollars, as well as all the above named privileges. BY THE PIECE AND NOT BY WEIGHT. Alderman Hallam relates the following : Some years ago I was travelling on the cars from Hamilton to London. As soon as we got out of Hamilton the conductor came around to collect the tickets for Dundas and punch others. In two seats which faced each other there sat a lady and four children, with sundry bundles of wraps and satchels. The conductor, who was a solid, good-natured man, asked the lady for her ticket. She turned up her sweet little face. r'!'- iiH w I ' ( i 1 ' 1 : I - [ ; ■ ' .1 ■If ■ i 1 i . \ 1 i - J' 1 1 j .i i ' J! V-* 2.S0 Railways and Other Ways. and smiling, handed him the ticket. It was punched and handed back. " Are these children yours ?" said the conductor to the lady. " Yes, they are my children," replied the lady. " Have you a ticket for that little girl ?" asked the conduc- tor. " I have no ticket. The conductor on the other section was a gentleman, and never asked me for a ticket for the chil- dren." The conductor replied, " He may be a gentleman, but he did not do h.is dut}^ to the Comjpany, and I wish to have the money or a ticket for the little girl, who is over ten years old." The lady began using her persuasive powers in the nicest way possible, but the conductor was immovable and demanded the ticket or the money, and when she found that the conductor would not be put off she began to show temper and cry and asked the conductor how much it was. " Four dollars," was the reply. Still she showed no signs of paying the money. The conductor said she had better hurry up and either give him the money or the ticket, or she or her little girl would have to get off at the next station. At this remark the lady's eyes flashed fire and she said : "You are not a father of any children, or you would never have said that my little girl must get off in a strange land, all alone ! " She excitedly put her hand in her pocket and pulled out her purse and reluctantly handed him the four dollars. In doing so she said : " Do you see that big fat man over there ? " " Yes, what of him ?" " Why he weighs more than I and my four chil- dren put together." '* That may be, madam," he replied, " but the Company does not carry passengers by weight; it carries tLem only by the piece." Many kind traits in the characters of conductors might be mentioned. On one occasion, when travelling between The Station Agent and the Conductor. 231 Boston and Portland, the conductor of the train showed a gentle- man (who sat next to me) a beautiful bouquet of tlowers which he was taking to a sick person. The gentleman afterwards told me that the conductor seemed to take the greatest pleasure in doing some act of kindness, especially to the poor and friendless; and the beam of satisfaction in his face certainly gave one that impression. A good, genial, cheerful fellow was Conductor Mose, in the early days of the Grand Trunk. Old residents of Quebec will remember him as the " Fat Conductor " between Montreal and Quebec. Mose was a Cockney by birth. I think he had been on a railway in the old country and came out to Canada under the auspices of one of the G. T. R. Directors. Notwithstanding his Falstaff proportions, he was a conductor for many years, and afterwards station master at Point Levis. After being for nearly a decade in Canada, Mose went on a visit to see his friends in the Old Country. Mose did not seem to have enjoyed his long looked-for visit, for on his re- turn, when relating his experience, he said : " You know I went still full of old reminiscences of my youthful days, but I found most of my friends married and with lots of children. They seemed cold and frigid as the snows of Quebec and would say, * Ah, how are you, old fellow, glad to see you,' and that was all. All the pleasant associations of early days had gone out of them. One Sunday I went to visit a rich friend living in a nice, liower- surrounded residence in the suburbs of London. So far as the good things for eating and drinking were concerned there was plenty, but, like my host, I had to look grave and sit bolt-upright in my chair and make no allusion to j'outhful times. I was glad to get back again to the city." One day, S. P. Bidder, (who had then retired from the G. T. R.) was crossing London Bridge, when he found Mose standing still on the bridge, evidently in a " brown study," wondering when and where he should go next. Mr. 1 1 1 \m m 1 i i : 1 ■ i .IK i ■ 1 ; .1 r i ■ : 1 ■ ; ). ii' i ;i !. t > "i i 1 ■1 1 1 : 1 i ' ! :, : i 1 i .. i j ii 1 1 i i I u 1:1 ^ 'J '; ! 1 ■ L_ .It iii Railways and Other Ways. Bidder roused Mose from his meditations by giving him a good shake and saying, ** Hello, Mose." The latter, much astonished, told Mr. Bidder that he was sick of London and was making ready to return to Canada, preferring the summer heat and win- ter cold of Quebec to the smoky atmosphere of old London. When going over the Quebec & Richmond Railway some two years ago, I asked a French habitant (who sat next me) if he remembered Mose, the fat Conductor. " Certainement," said he, " he vas de grandest shentleman I ever did see — his face vas always full of great big smiles." A loving tribute to thy memory, good old Mose. " Take him for all in all I shall not look upon his like again." WM. K. SNIDER. The name of Conductor Snider has, in Quebec and Ontario, become ** as familiar as household words," as the earnest and popular Evangelical Preacher. He has from time to time occu- pied the pulpits of the largest Methodist churches and public halls from Windsor to Montreal. He was born on the 1st March, 1852, was educated at the public schools and Walker's Academy, at Guelph. At a very early age he commenced his railway career as a newsboy on the late Great Western Railway, and has occupied the positions of brakesman, baggageman, freight train conductor, and for many years past that of passenger conductor, all of which he filled with satisfaction to the railway company and pleasure to the travelling public. Mr. Snider is a fluent speaker and his style is much like that of some of the best leaders in the Salvation Army. He lets no opportunity pass, both in public and in private, of telling the good old story of ** peace on earth, good will to men." He is a strong temperance advocate on true teetotal principles. : '1 1 a good onished, making md win- m. ly some t me) if it," said face vas I'* r Ontario, est and le oceu- l public at the t a very y on the itions of >r many le filled i to the ach like e lets no lling the He is a li < . It i ) I ifiit ■f i -i i i hi i 1 h JOHN WEATHERSTON, Diligent Lives. -I'M) CHAPTER XX. DILIGENT LIVES. JOHN WEATHEKSTON. ME. WEATHEESTON'S career as a railway man is full of interest. In 183o, when thirty-one years of age, he com- menced his first work on the Normanton & Leeds Eailway, which was then being built by the famous George Stephenson, with whom Mr. W. was on intimate terms, and at one time Mr. S. presented him with a rule, covered with all sorts of mathematical calcula- tions, which he much prizes. In 1838 he superintended the lay- ing of the first rails into Euston Square station, London. In 1840 he was engaged in the same kind of work into the old City of York. In 1841 he was driving piles for the high-level bridge at Newcastle-on-Tyne, and in the following year was doing the same service for the building of the Eoyal Border Victoria Bridge at Berwick-on-Tweed. He afterwards entered the service of the London & South Western Railway Co., and held a respon- sible position in the head office. In 1852 he was induced to come out to Canada with Mr. C. J. Brydges, Managing Director of the Great Western Eailway, then in course of construction. Mr. Brydges appointed him Track Superintendent, a position he held for twenty-fi!ve years. Among other great undertakings in which Mr. W. was an active factor, may be mentioned that of laying down a third rail on the G. W. R., so as to admit of the American narrow gauge cars passing over the G. W. R. ; but the greatest achievement by far was changing the whole gauge \ ^.'^ Pi i' I 234 Railways and Other Ways. of the G. W. R. from its original one of 5ft. 6in. to the American one of 4ft. 8|^in., and this was done without the stoppage of a single train. Mr. W. left the service of the Great Western in 1877, and for some years was engaged on the Michigan Central Railway. After leaving that company he, on his own account, built eighty miles of railway for Mr. William Hendrie, from Gay- lord to Mackinac in Michigan. When this was completed he went to Montreal and entered the service of the Dominion Government as Road Superintendent of the North Shore Railway ; and when the Canadian Pacific took the road over, Mr. W. continued with the latter company as Track Superintendent between Montreal and Sudbury. While fulfilling the duties of this position he met with an accident, which almost cut him off. It was at Calumet on the C.P.R. A loose wheel threw two cars off the track and over an embankment. Mr. Weatherston was in one of the cars, and was badly hurt. The flesh was torn off his face, exposing the bone ; and besides receiving other internal injuries, his spine was severely injured. At this time he was four score years of age and was .laid up for nearly a year ; but fought through it and in spite of the doctor's predictions that he must die, he once more stood forth a man of vigour, fully prepared for new and even greater feats in the railway world. After this he removed to Hamilton, the city which had so long been his former home, and purchased a residence there ; and he now seemed likely to rest upon his oars. He was a shareholder and a director of the Hamilton & Dundas Railway, which was at a very low ebb and had not been paying for some years. Mr. W. complained much about this, and said the road was eaten up in expenses. The direc- tors felt worried and in sheer despair said : " Take the road your- self, Mr. Weatherston, and see what you can make of it." "I will," said h^. A lease was at once made out for a term of years, and M . ws.iput in possession. At this time the road was much Diligent Lives. 235 1 ^-' run down and the first thing the lessee did was to put the line in good working order. He then set himself to reforming the management by undertaking the whole thing himself and, as the Hamilton Spectator said, in its able sketch of Mr. Weatherston's career which appeared in its columns on August 2l8t, 1890, and to which I am indebted for most of the above details, " he be- came general manager, freight and passenger agent, chief engineer, locomotive and track superintendent, ticket clerk, cashier, book- keeper and paymaster," assisted only by his son, then quite a boy. Mr. W. fairly lifted the little railway out of chaos and made money for himself and for the company. "When the lease expired, in July, 1890, the directors were so well satisfied with his work that they wanted him to renew the lease. This he declined, but agreed to continue on until other arrangements were made. When he retired from the service he was in his eighty- seventh year and had been engaged on railways for fifty-five years. When I called upon him last fall I found him looking about the same as he did thirty years ago ; his hair and beard were only slightly tinged with the frost of age, and, as he said, he was by no means disabled for work, only he thought it was about time to give up active employment. Mr. Weatherston was born on the 31st January, 1804, in the border county of Berwickshire, Scotland. In early life he was employed as a surveyor and land- scape gardener on the estate of the Duke of Roxburghe. His love of horticulture still continued. Like George Stephenson, he was fond of flow^ers, and knew how to cultivate them ; and amid his many duties he found time, by rising with the sun.tofollow up his favorite pursuit. His garden at the corner of Victoria Avenue and the track at Hamilton, was a marvel of beauty. Travellers in the cars, as they passed the locality, gave many an admiring glance to the charming spot, particularly when the roses were in If. r\ ■ m% i i ,mm 236 Raihuays and Other Ways. full bloom. About thirty years ago I remember Mr. W. used to exhibit his flowers at the annual horticulture show in Hamilton, and, as an amateur, cleared off nearly all the prizes ; so much so, that in time he ceased competing in order to give some chance to others. Many old residents of Ontario will remember Mr. G. Lowe Eeid, the eflficient and popular Chief Engineer of the G.W.K. from its commencement, and who held the position for twenty-four years. In 1890 Mr. Reid wrote Mr. Weatherston from Brighton, England, and from his letter the following extracts are made : " Although it is seventeen years since I left Canada, I have by no means forgotten you. I have been constantly informed of your movements and enterprise. I have heard with great pleasure of your very successful career and of the substantial position you have attained since you left the G.W.R. Indeed, I suppose you are the only survivor of the chief track and bridge inspectors whom I left on the line when I returned to England in December, 1872. I was myself particularly fortunate in having as my chief practical helper such a reliable and efficient assistant as yourself. I rejoice in your well-earned prosperity and pray that you may still have a good many years of tranquil enjoyment in the autumn of your long and useful life." Mr. Weatherston, now in his ninetieth year, is still hale and hearty, living with his wife and the younger branches of his family ; and at this time of the year (June, 1893,) he may be seen in the early morning among his floral companions, as in the days of his youth ; and he bids fair to see the advent of the next century. THE IRISH BOY. The following narrative is given to show how trust, steadi- ness and energy, if persevered in,- are sure to lead to success : Dilvjent Lives. 237 In 18o2 and '53, 1. M. Grant, secretary to Sir Cusack Roney, in connection with the Dublin Exhibition, employed an Irish boy to run messages and other work. Shortly afterwards Mr. Grant came to Canada as assistant secretary in the Grand Trunk Railway service. One day the same identical message boy pre- sented himself before Mr. Grant at Montreal, to that gentleman's great astonishment. The boy, Mr. Grant found, had started out from Ireland alone, and managed somehow to make his way to Canada and hunt him up. Superintendent Martin was at that time living as a bachelor in an upper room of the station at Longueuil, or Richmond, and he engaged the boy, James ]\[urphy, to attend him, at the same time telling him to try and improve himself by attending a night school, and to learn telegraphing. The boy's education was then very limited. He improved, how- ever, very rapidly and soon acted as clerk and operator at Rich- mond, and afterward became station agent at Richmond Junction, a position which he retained until a few years ago, when he was appointed Collector of Customs at Richmond. One of the first things that James Murphy did, as soon as he was able, was, at his own expense, to bring out from Ireland his parents and other members of his family. Many years ago his friends in Richmond and Melbourne were so pleased with his management and attention that as a mark of their esteem they presented him with a gold watch and chain valued at three hun- dred dollars. JOHN MILLER GRANT. My introducing a short notice of Mr. Grant here, may seem out of place, as regards time and position, but I feel sure that he must be glad to hear of the success of his old protege (James Murphy) the Irish Boy, of forty years ago. Very few of the G.T.R. early staff of officers now remain, ■'i'*, ; 1 m M , il ll ll'- 1 '- f.; i*! ll!! i • ■ ?iii !■ 1 ; . 4 ' ■; !l ii L ^U • ■I 288 Mailivaya and Other Ways. but amonpf the few, I may mention Mr. Henshaw, one of the Grand Trunk Pay-masters, who is a brother-in-law of !Mr. Grant. Mr. H. informs me that that gentleman is still living in London, England. When Sir Cusack Roney resigned the Grand Trunk Railway Secretaryship, Mr. Grant succeeded him. and was for many years the General Secretary for the Company in London, after- wards retiring to go into the brokerage business. Going into a bookseller's store in Toronto, very recently, a very old relic was put into my hands, which proved to be a Notman photograph of a service of plate, bearing the following inscription : — " Presented to John Miller Grant, Secretary in Canada to the Grand Trunk Railway Company, on the occasion of his leaving the Province, by his brother officers and others as a mark of their esteem and respect. — May, 1860." The author has much pleasure in adding the above brief record of an old friend of the early days of the Grand Trunk. THE FRENCH CANADIAN. Before the opening of the Victoria Bridge, Longueuil was an important station of the G.T.R. In summer, freight and passengers were taken over the river by steam ferry boats, and in winter in sleighs over the ice bridge, and the latter means of transit, as already related, was one of some peril and risk. A large staif of men was kept at Longueuil in charge of Foreman Louis Payette, a French-Canadian, a better man than whom could not have been found for that position. He spoke the two languages and knew how to deal with and govern men, and Louis always did his work well. One winter, I remember, the freight shed was surrounded with huge masses of ice, and Diligent Lives. 239 inside the building tliere was two feet of water, arising from an unusual ice-shove in the River St. Lawrence. Much damage was done to freight, mainly English dry-goods via Portland, but nothing more could have been done than Payette and his men did in the emergency. About the time the Victoria Bridge was opened, Louis Payette left the service of the Company to accept the position of prison warden for the jail of Montreal, which he retained until his death last year, a period of more than thirty years. A few months before his death I paid him a visit. He was then reclining on a sofa, weak but without pain, and it pleased him to talk over old times and the men of the early days of the Grand Trunk. (1892.) '^i'?l'! lA ! 2K) ! Railways and Other Wtn/s. > CHAPTER XXI. THOMAS COOK, THE FAMOUS TOURIST AGENT. " The good begun by thoo shall onward flow, In many a wider stream, and onward grow The seed, that in these few and tloeting hours, Thy hands unwearied and unsjjaring *ow. Shall deck thy grave with amaranthine flowers, And yield the fruits divine in heaven's immortal bowers.' AMONG the notable men which the early Temiierance move- ment brought to t)ie front, such as John Bright, the states- man, John Cassells, the London publisher, and others, may be named Thomas Cook, the world-renowned originator and manager of tourists' trips, who has done far move than any other man to develop the railway and steamship system all over the world. In early life Mr. Cook was a popular Temperance speaker. The author had the pleasure of hearing him several times about fifty-five years ago. Mr. Cook was a writer of considerable liter- ary ability. In 1844 he edited and published the National Temperance Magazine. A copy of the first volume is in my pos- session. Thomas Cook was born in 1808, at Melborne, in Derbyshire. He began to earn his living at ten years of age as a market boy at Derby. He was afterwards apprenticed i:o a wood-turner, and in 1832 he set up in business for himself at Market Harborough, as a wood-turner and cabinet maker, Tt was in that town that he first prominently associated himself with the Temperance cause, of which he was an ardent friend throughout his subse- quent life. it Thomas Cook, the famous Tourist Agent. 241 He was in the habit of attending Temperance meetings in Leicester and neighboring towns and villages. In the spring of 1841, whilst walking from Market Harborough to Leicester to attend a Temperance meeting the thought occurred to him that it might be possible to carry at a cheap rate a number of tee- totalers from Leicester to Loughborough. He accordingly made arrangements with the railway company for the proposed excur- sion. The distance was only 1\\ miles, and the reduced fare for the return journey was one shilling. The experiment was an unqualified success ; 570 passengers joined in th3 excursion. From this small beginning sprang the great system of tours which at the present time encircles the globe. Trips from Leicester to Liverpool were followed by trips to the Isle of Man and Dublin — a daring project in those days, but nevertheless a decidedly popular innovation. Scotland and Wales were next laid under tribute to this Napoleon of travel. Mr. Cook generally issued a guide for his cheap trips, and the author, when on the North Stafifordshire Railway, remembers furnishing Mr. C. with some descriptive sketches of points of interest on that portion of the N. S. E. over which the Welsh excursion train had to pass. Thomas Cook died at Leicester, England, on July 19th, 1892, aged 84 years. The Manchester Weeldy Times, in its obit- uary notice, said : — " As showing the immense development of his system and the progress made by the firm of which he was the head, we may state that in 1865 the whole imsonnel of the business consisted of himself, his son, Mr. John M. Cook, two assistants, and one messenger, and the total receipts for that year were not quite £20,000. In 1890 the firm had in operation 80,348 different series of tickets, giving travelling facilities over 1,823,959 miles of railways, oceans and rivers, with 350,000 mi^s of the railway and steamboat communications of the globe. li IC il I I '!:! > L 1 ! 1 i if 1 1 242 Railivays and Other Ways. During that year 3,262,159 tickets were issued. To regulate the business and to conduct it in all parts of the globe the firm had 45 distinct banking accounts, 84 offices worked by a salaried staff, 85 agencies, and a staff of 1,714 permanent salaried mem- bers. There were, in addition, 978 persons, chiefly Arabs, for "working the business in Egypt and Palestine, making a total of 2,692 employees of the firm." The Derby and Chesterfield Reporter of July 22nd, 1892, eaid : — "The personally-conducted trips to Palestine were com- menced in 1808, and later came the Indian tours and the voyage round the world. The Prince of Wales's two sons travelled in the Holy Land under arrangements confided to Messrs. Thomas Cook & Son ; while in the military expeditions in Egypt inesti- mable public service was rendered by the firm. When the relief expedition was despatched to Khartoum in the vain hope of sav- ing the heroic Gordon, Messrs. Cook were entrusted with the duty of conveying troops and stores, and in the accomplishment of this task they had twenty -eight steamers running between Egypt and England, 13,000 railway trucks at their disposal, twenty-seven steamers and G50 sailing vessels on the Nile. They had also in their employment 5,000 fellahs in Lower Egypt. A very large proportion of the pleasure and the comfort and the cheapness of modern travelling is undeniably due to the energy, the integrity, and the resourcefulness of the late Mr. Thomas Cook, and he will long be remembered as an upright, single-minded, public-spirited citizen, who, so far as his organ- isation of travelling is concerned, may be pronounced to have been practically a man of genius." In addition to the great services rendered to society in all countries by Thomas Cook's achievement in introducing cheap and safe travelling to all parts of the world, which entitles him Thomas Cook, the famous Tourist Agent. 243 to be classed as a public benefactor, he will long be remombered in the Midland Counties of England for his many kindly acts of benevolence and his liberal help to an Orphan Asylum and many other kindred institutions. ALL ABOARD FOR JERUSALEM. When the author started his railway career in the year 1830, he little dreamt that in the year 1893 he would be able to read of the opening of a railway in Palestine, the " Garden of the Lord," the " Glory of all lands," Below is an account of this notable event taken from the Halifrr-, N.S., Herald oi March 4th, 1893. The Jafifa & Jerusalem Railroad has been formally opened, writes United States Consul Selah Merrill to the state depart- ment. The event was celebrated on the part of the Mohamme- dans by an address from one of their priests of high rank in Jerusalem, after which three sheep were slaughtered on the plat- form as a kind of propitiatory sacrilice, and on the part of the company it was celebrated by a dinner given in the evening under the tents at the Jerusalem station. The greatest popular interest was manifested in this event, and for the first time in its history Jerusalem showed a little of the life and bustle which characterizes cities in the western world. The road just completed, the first ever built in Palestine and Syria, is a little over 53 miles long, 30 miles of which are on the plain land, and the remaining 23 in the mountains. There are no tunnels on the road, the builders preferring to go around bluffs that might be tunnelled rather than to bore through them. There are at least five deep cuttinora among the hills and three or four iron bridges. The steepest grade is 2 percent., or about 100 feet to the mile. 'M in |l':l 'i; m , ) \ 1 i '■ \ . f 1 > \ ^ t. ih :' ; ; i ; ; ■■■ 1 ■ ; 1- ! 244 Railways and Other Ways. The track is narrow gauge, exactly one meter in length. Be- tween Jaffa and Jerusalem, not including these, there are five stations. For the station in Jerusalem, which is one mile from the city, a little more than 8^ acres of land were purchased at a very high price — not less than $25,000 — land which thirty years ago was sold for $1 per acre. This station is 2,476 feet above the level of the station at Jaffa, and the exact length of the road is 86|^ kilometers, or 536-10 miles. The cost of the road is not far from $2,000,000. The company was organized in 1890, and the concession was obtained in that year, three years being allowed for the construction of the road, but the builders completed it in 2|^ years. French money built the road, and the principal owners reside in Paris, where also is the headquarters of the company. Besides the peasants of the country, the builders employed in the construction of the road 300 Italians and a large number of Algerines and Egyptians. The men who did most of the stone work — blasting through hills, laying walls to support embank- ments and cutting stone for stations and bridges — were from Bethlehem and the nearest neighboring village to it, called Beit Jala, men whose ancestors have been stonecutters from ancient times.* "the impudence of steam." Tom Hood's Dream More than Verified. Godfrey of Boulogne and thou Richard, lion-hearted king, Candidly inform us .low, Did you ever ? No, you never Could have fancied such a thinj^, * Joppa, formerly called Japhe, and now Jaffa, a city and port of Palestine, situ- ated on a rocky eminence on the Mediterranean coast, north-west of Jerusalem. It ia one of the moat ancient aeaports in the world. — Bannister's " Holy Land." ! . Thomas Gooh, the famous Tourist Agent Never such vociferations Entered your imaginations As the ensuing : u A ., *' ^^8® her, stop her ' " ' Any gentleman for Joppa ? " Mascus. Mascus ? " Ticket, please, sir ! " Tyre or S.don ? " "Stop her, ease her ! " Jerusalem, 'lem, 'lem "-«' Shur ! Shur t '• ^^ Do you go on to Egypt, sir ? " .. V P**/"'/^ ,^^''' ^^^ land of Pharaoh ? " " BaTk hef • " f. «?"■? • , ^^^^'» ^«^ C!airo ? " ' ' WW : ^,**,"'^ *'^®*''' «ld file ! " What gent or lady's for the Nile - Nn^riT"^' '"'' Thebes ! Thebes I sir !" i>ow, where s that party for Engedi ? " Pilgrims holy, red-cross knights. Had you e'er the least idea, i^ven 111 your wildest flights, \vu * ®'®*"^ *^"P ^^ "^"dea ? What next marvel time will show ^^ it IS diflicult to say, " w"/^',' perchance, to Jericho- Only sixpence all the way ! " tabs ;n Solyma may ply— Tis a not unlikely tale- And from Dan the tourist hie tnto Beershebaby "rail". 245 "Steady •a 'Si •« ~ 3 m'stmM ; 1 1 . i • PI' 246 Railways and Other Ways. CHAPTER XXII. RAILWAY MANAGEMENT. IN another part of this work I have referred to some of the earliest railway managers in the Old Country who, as a rule, were unfit for such responsible duties ; but they soon gave way to a better class of men, taken mainlv from among the old canal agents who had had much experience in the carrying trade of the country. Railway managers, at the present day in all coun- tries, are a body of practical men in real earnest, whose intiuence is felt far and wide. There is a popular idea that a railway manager's position is a sort of sinecure ; that he is one who rides about in his private car, and has an annual pass over all lines on the continent, with power to come and go here, there and everywhere whenever the desire seizes him. There never was a greater mistake. A rail- way manager's life is one of never-ceasing occupation and excite- ment, that of one who burns the midnight oil and does not sleep upon a bed of roses ; who has to " work — work — work while the cock is crowing aloof," and who is liable to be freely assailed by the wail of the ever-complaining public, or the grumbles of far-off shareholders coming like the rumblings of distant thunder. Then the electric telegraph keeps its vigilant eye upon him and follows him like a spectre wherever he goes. Once, when travel- ling with a general manager, he exclaimed, " Oh, if only for a few hours, one could get beyond the reach of the telegraph ? " Another manager said " it would be an agreeable change to retire, and take charge of a railway level crossing and hold up a Railway Management 247 flag when the trains went past." Goods managers or general freight agents, above all others, are fair game for many a kick from dissatisfied shippers, who try to worry you into the giving of an exclusive special rate for themselves ; also for a large class of fault-finders who question your policy and judgment. Upon this question I can Bi^eakfedhu/ly, having had some half a cen- tury's experience in the business. In 1845, at the fag-end of the railway mania, it was my business to call upon a gentleman in Manchester who was a large shareholder in the railway upon which I was employed, and whose immense railway speculations had got him the title of " second railway king." At the time I called upon Mr. T , he was not in the best of tempers, as railway shares and scrip had a downward tendency, and I came in opportunely as one upon whom he could vent his wrath ; and this he did in most unmeasured terms, accusing me and the other officers of our railway of every kind of mismanagement under the sun. I defended myself as well as I could, told him I had always done my duty for the interest of the company. " Yes," said he, *' did you ever know a man when he was drunk admit that he was drunk? " I saw it was of no use having further talk with the rabid gentleman, and bid him good-day. I have already spoken of the importance and great respon- sibility of the men who have the movement of the merchandise traffic of a country. Their brain duties are most arduous ; they cannot, like those in any other profession, leave their business in the office ; it goes with them to their homes and worries them in their dreams. In the early days of the Grand Trunk, some of my time was taken up in replying to pamphlets and English letters attacking our management. One writer criticising our merchandise class- ification, said, " to think that the Grand Trunk Goods Manager should have left out *Divi-Divi' in his classification ! " Poole I m ii'; i! 248 Hailwaya and Other Ways. i ^^fc^^^^i ■i iiMim describes this article as being " like a pea-shell curled up, filled with yellow powder, and a few dark brown seeds, used in tanning, and imported from Maracaibo and Savanilla, chiefly into Liverpool and London." In order to answer that objection, I went around among some Canadian tanners and asked each one if he knew anything of " Divi-Divi." One said he " never heard of such a chap ; " another said he never heard of the article, that he used hemlock bark in tanning. This occurred thirty-four years ago. At the present day " Divi-Divi ' ' may, to some extent, be used in tanning leather, but it does not appear to have gained sufficient importance to call for its insertion in the Canadian freight classification. '"HE ' '^RO-RATA" question. Numerous arc the discussions which have taken place in most countries upon the above knotty question during the last half century. It has cl. -e My iix the Parliaments of England and Canada as well as in the Legislature of the United States. About twenty years ago the subject came up before a committee of the House of Commons at Ottawa, and I attended to give evidence, when I pointed out a fact which is generally lost sight of when the pro-rata question is under discussion, viz.: that the terminal expenses (which include station buildings, side tracks, switches, crossings, semaphore signals, the telegraph, storage, handling, weighing, loading, shunting, billing, etc.) were the same upon a ton of freight going 50 miles as they were upon a ton of freight going 500 miles ; nay, in most cases, terminals might only apply in the latter case to the forwarding or receiving station, while in the former case they would apply to both. On through freight, that is freight passing from road A over road B and on to C road, the terminal expenses on B were nearly if not quite nil. Anyone will at once see, that to cover these terminal expenses, short distance freight necessitates far higher rates Railway Management. 249 than that over long lengths of road, or what is termed, " through freight," and that to charge the same rate per ton per mile over short distances as that for long distances was neither reasonable nor just. FREIGHT RATES. In December, 1893, the following item appeared in the Toronto Empire, credited to the Philadelphia Press : — The decline that has taken place in freight rates in this country during the past twenty-eight years is made plain in the following figures from the report of the Chicago, Milwaukee and St. Paul railway, which show the average rate per ton per mile received for freight by that company in the years named : w Cents. Cents. 1865 4.11 1880 1.70 1866 . . . 3.76 1881 1882 . 1 70 1867 3.94 1.48 1868 3.49 1883 1.39 1869 3.10 1884 1.29 1870 2.82 1885 1.28 1871 2.50 1886 1.17 1872 2.43 1887 1.09 1873 2.50 1888 1.006 1874 2.38 1889 1.059 1875 2.10 1890 995 1876 2.04 1891 1.003 1877 2.08 1892 1.026 1878 2,80 1893 1.026 1879 1.72 The above figures are very startling, showing a gradual downward tendency of freight rates from 1865 to 1890, after which a slight re-action took place. Similar reductions have no doubt taken place upon other roads on this continent and give a reason why many of them do not pay, and why some have passed into the hands of Eeceivers. ! i "^ ■ 1 1 liri ! ■" ■ ; 1 1 • iN Jill i 1 : wfT * J. ■■:! * - i ! il . 250 Railways and Other Ways. While the average rate is given, it does not give any idea at what rate the great bulk of heavj' freight is carried, such as coal, iron, grain, flour and other staple articles. According to freight tariffs, groceries, dry-goods and general merchandise are charged, as per classification, at from two to five cents per ton per mile, and they probably constitute twenty-five per cent, of the whole of the freight traffic, and these higher rates do much to increase the average, but this does not represent the figure at which the seventy-five per cent, of heavy freight is conveyed and the rate instead of being one and a quarter cents per ton per mile, will only be about three-quarters of a cent per ton per mile, a rate which barely pays running expenses. Then it must be remembered that the movement of produce is most irregular, much more being shipped at one season of the year than the other, and to accommodate it at busy seasons necessitates a large stock of railway plant (cars and locomotives) to be kept in readiness for it ; while during the slack season thousands of freight cars are laid up in sidings earning nothing and suffering decay from the sun and rain more than if they were at work and in motion. Further, heavy freight as a rule, is a one ?ya?/ traffic ; that is, a great proportion of the cars have to be returned empty. Let any one examine a west-bound freight train and he will find from fifty to seventy-five per cent, of the cars empty, and the cost of hauling them back is nearly as much as when running them loaded. In the early days of the Grand Trunk Railway the question of freight rates was very fully discussed by its managers, including all departments, the object being to fix upon a minimum rate for produce in full train loads for long distances ; and after carefully ( i , .ill :: , ■ Ijjlj^^^^ Railway Management. 'lo\ considering the question of expenses, as locomotive-power, Avear and tear of cars, maintenance of way, agencies, return of empty cars and other minor charges, it was not deemed desirable to go below one cent per ton per mile, for freight in train loads for distances of 500 miles and ui)wards, and though this rate would do little more than pay expenses, it was worth encouraging with a view of developing a general merchandise traffic at more remunerative rates. LOW PRICE OF WHEAT, SPRING OF ISO-t. A farmer living near a market at the present price of wheat hardly pays expenses, then what must be the position of the farmer who resides 500 or 1,000 miles from a market. His case must indeed be deplorable. Does it not seem most important that a settler should select a farm as near a market as possible, though he may have to give a much higher figure for the land, as the cost of moving his pro- duce to market is of far greater consequence than anything else. A DISTANCE LIMIT. It will be seen, at a glance, when the price of wheat is low, as at present, there is a limit to the distance at which it can be carried, so as to give any profit to the farmer or the Railway Company. Under such circumstances would it not be advisable, as often suggested, that a farmer residing at a great distance from a market should turn his attention more to producing other products rather than wheat, such as cheese, butter, eggs, poultry, live stock, etc., as such articles are not affected by freight ^ m 1 i ' [• ' i [' i: j i • , ■ 1 i; 252 Raihvays and Other Ways. rates to anything like the same extent as wheat, as the following illustrations will show : A car with 600 bushels of wheat leaves a station 500 miles west of a principal market, on reaching that point its value is 6 J cents per bushel, say 0300 00 Leas freight at 16 cents per bushel 75 00 $225 00 The freight being 25 per cent, on the market value. A car containing 30,000 lbs. of cheese leaves the same station, on reaching the market its value is $3,000 00 Less freight at 50 cents per 100 lbs. . . 160 OO $2,850 00 Freight being 5 per cent, on the market value. Wheat only is named, but the market will equally apply to corn or other grain. 1 i 1 i i If i I I ■ . . ,-™'^ .->■. lii tf?i^; le A. ■^i^^^^^^^^^itmimm An Order of Merit for Heroic Deeds. 253 CHAPTER XXIII. ''W-: AN ORDER OF MERIT FOR HEROIC DEEDS. A COLLECTION of heroic incidents in which railway employees have distinguished themselves would be a most interesting record, telling of feats of valour not surpassed by those of soldiers who have gained the Victoria Cross for remarkable acts of bravery. As an illustration, T ^ive the details of two or three cases which came under my own observation many years ago. I am not aware whether the Humane Society takes note of such cases, but have no doubt it would do so if they were brought before its notice. It seems only right that the Government of a country should have some order of merit, or badge of honour, to be awarded to railway men for acts of courage in risking their own lives to save the lives of passengers under their charge. How often have we heard of engine drivers sticking to their posts when apparent death was before them ; and surely such noble fellows are worthy of sometliing more than a mere money reward. SIR JOSEPH HICKSON's OPINION. In reply to an enquiry I made of Sir Joseph Hickson, on the above question, he answered as follows : " I do not know of any ' Order of Merit ' which is conferred upon railway -e vants in England ; but I do know that some companies have recognized, by money grants, in some cases, acts of bravery and forethought. I think your suggestion a very good one." i^^ I ■ < ' I ■ ';, 4' ■'li,- 1 . , r ( 1 ■. ; 1 ■: .C| ! , ( i i^^ IL:. ;t iii- 254 Railways and Other Waya, A PASSENGER TRAIN WITHOUT AN ENGINE DRIVER. Preston station was close to the mouth of a tunnel, beyond which were coal sidings and engines constantly moving and shunting waggons of coal. One day a locomotive superintendent was standing on the platform at the station when he saw coming along at a great and unusual speed, a passenger train, and, to his horror, he saw that the engine had neither driver nor fireman on board. The superintendent tcok in the situation in a moment, placed himself at the edge of the platform ; on came the rushing train and when the engine got opposite to him, he made one flying leap, secured a footing upon the locomotive and quickly reversed the engine, and before the train had got through the tunnel he had full control of the runaway, thus saving the train from wreck and a terrible loss of life to the passengers. When the people on the platform saw the train coming back in safety to the station, they cheered and hurrahed the locomotive superintendent, and the newspapers of the day gave him columns of praise ; but no badge of honor ever decorated his breast. It was afterwards ascertained that the engine driver and his fire- man had (at a station three miles from Preston) gone into a tavern to have a drink, and while there the engine started oft' without them. This curious prank of locomotives running oflf on their own account did happen sometimes in the early railway days, as shown in my account of the *' Castle,'' but not being posted in mechan- ics, I cannot explain how it occurs. To show that locomotives still run away, the following incident, reported in the London Daily Telegraph of Oct. 3, 1893, is recorded here : " A driver and fireman on the Great Southern & Western Railway, of Ireland, shut off steam yesterday and left the locomotive on an incline while they went into a public house. The engine started off, ^Mt^ iiiiiliiiijjHilililllll An Order of Merit for Heroic Deedff. :;)r» and going through Cork at forty miles an hour did not stop until near Queonstown. Extraordinary as it may scorn, no damage was done." THOMAS HUNT. I have an impression that the actor in the case of the "train without a driver," was Mr. Hunt, with whom communication has recently been made. He says : " My memory is not very clear as to the runaway engine through Preston northwards, yet the incident may have happened and I may have thought so little about it as to allow it to pass from my recollection. I was the only locomotive superintendent at Preston from early in 1H39 to Aug. 1851, and if Mr. Pennington's remembrance of the incident is correct, I must have had a hand in it." This enquiry has brought out two other remarkable incidents which prove Mr. Hunt to have been a man of prompt action and invincible courage, and that in cases when a terrible death threat- ened him. I give the story of one of these incidents in his own words. Writing from Egerton Mount, Heaton Chapel, England, he says : "A goods engine arrived at Preston from Carlisle (I was then locomotive superintendent of the engines working the Lancaster & Carlisle Raihvay), and having discharged its train at the warehouse, a spare driver was put on it to prepare it for a trip down to the Ribble to fetch up empty waggons, and, without any special reason for doing so, I accompanied the engine down to the riverside siding where, the waggons not being ready, we had to wait some time during which I, the driver and fireman left the engine ajid interested ourselves in observing what was going on there. During this interval I observed puffs of steam, at first very slight, escaping from underneath the barrel of the boiler of the engine, which at the moment I thought insignificant ; but, on further observation, the puffs increased in volume and frequency, and being about fifty yards HP :m^ 256 Railways and Other Ways. 1 1 1 tei m i • r M i ■■ i I from the engine I walked up to and looked under the boiler and saw steam escaping between the joints of the clothing. I had not then the slightest idea of the cause, especially as I saw steam escaping slightly from the safety valve. However the quantity of steam escaping from underneath the boiler increased and I then went to the footplate end of the engine and saw that the index finger of the spring balance of the safety valve was at the bottom of the groove, which of course meant that the safety valve was fast ! How I get onto the footplate and unscrewed the nut of the spring balance, I don't know ; but immediately I gave the valve relief the steam escaped with a roar which brought every one in the immediate neighbourhood to the engine, and there bting clouds of steam about they could not see me on the footplate and thought that an accident to me had been the cause of the escap'^. How- ever the steam soon cleared away and the escape from underneath the barrel ceased. On examination into the cause of this I found that the pivot on the safety valve had got slightly out of the centre of the valve and canted it off its face, thus allowing steam to escape at will. How and when this originated was never known. The clothing was removed from tho boiler and the seam of the centre ring of plates forming the barrel underneath the boiler was found to have slipped, that is, the outer lap of the plote had moved on the inner lap one-sixteenth inch. Of course it is mere conjec- ture as to the moment the explosion would have taken place had I not relieved the valve, but there can be no doubt it would have been immediate, and as there were man}"- workmen about, the consequences would have been serious." THE RUNAWAY GOODS WAGGONS. On the Stoke and Burton Division of the North Staffordshire Railway there was a very heavy grade (I think one in ninety) commencing close to Stoke-upon-Trent Station and extending An Order of Merit for Heroic Deeds. 257 upwards of two miles. Near the top of the grade was a tunnel and at the mouth of the latter there was a switch connecting the up with the down rails. One day a portion of a long goods train going up the grade broke loose from the rest when in the tunnel, owing to the breaking of a coupling, and the liberated waggons then started to run back with no one on board. The engine driver and his fireman took in the situation at orce, uncoupled the balance of the train, crossed the switch on the doicu line, and gave pursuit after the run-away waggons, the speed of which was increasing every moment. After chasing them for a mile, the engine got alongside the escaping waggons, which by this time had attained a speed of fifty miles an hour ; one of the men then jumped from the engine on to one of the flying waggons, put on the brake, scrambled from one waggon to the other, putting on brake after brake, and before they reached the station at Stoke he had them under control and brought them to a stand without the slightest damage. Had the waggons not have been stopped, a terrible calamity was inevitable, for at the foot of the grade was a sharp curve and a row of cottages, and the waggons running at fifty or sixty miles an hour, must have crushed into these cottages with the force of cannon balls from a heavy battery. A BRAVE ACT- -" there's I'OODER IN." One night, long ago, three boatmen were sleeping in a canal boat in a carrier's warehouse at Kendal, Westmoreland, when they were aroused by the cry of " fire," and rushing up remem- bered that there was a stage-waggon, loaded with gunpowder, standing in the shed ; and by the time they got out of the cabin, the upper floor, right over the gunpowder (which was merely covered over with a tarpaulin) was in tiaraes and sparks falling all round. The three boatmen did not hesitate a moment, but made 17 m rt j I" i ' " 1 1f' '■ ' i '' "" ' ( j ' : i M ' vim iil f i ' ■ 1 1 li L iL,^ A, 258 Railways and Other Ways. for the waggon, seized hold of it, and seemed to be endowed with super-human strength, for they drew the wagon out of the ware- house into a place of safety. Crowds of the town's people hnd come down to see the fire, but soon got a hint that there was powder in the building and all of them ran off to a man, crying out as they ran, " there' spooder in f there's pooder in .'" It may be asked, how were these three brave fellows rewarded for prob- able saving the town of Kendal from destruction ? " Oh, tell it not in Gath, publish it not in the streets of Askelon." One lib- eral soul in Kendal gave the three men ten shillings (: it eighty cents each). The author (only a boy at the time) felt indignant and wrote his first letter to a newspaper, calling attention to the matter, but nothing more was done. A BROWN-STOUT BATH. Though it is foreign to the subject in hand, I am tempted to relate an anecdote about this fire. After the town's people had been assured that there was no more '* pooder" in the build- ing they camn down to assist in extinguishing the tire. Among them was a little dandy style of a man, whom everybody knew on account of the prominent position he took upon all public occasions, such as elections, town meetings, etc. As a talker he was a great man, but repudiated the idea of working with his hands. In the burning warehouse was a hogshead of porter standing, head up. The man in question being little, mounted on the top of the porter hogshead, where all the people could see him. Perched on this point of eminence, and with much gesticu- lation he gave his orders, calling out " men do this," " men do that," " throw water," when, lo and behold, the head of the cask gave way and down went the little man up to his neck in porter. with «rare- I had e was rying , may prob- tell it le lib- [; -it wrote latter. pted to people I build- A.mong knew public ker he ith his porter ounted uld see esticu- en do e cask porter. ii I • i: 1 : ^'1! SEE PAOF IBl. ALDERMAN IIALLAM. ■ftU - ' . ;^s:-v^nv .j^vAiJTJ^ma An Order of Merit for Heroic Deeds. 269 from which there arose a cohimn of froth, casting an halo of glory round his head through which his astonished face was just visible. It was said that this comical event almost paralyzed the people from doing any more work in putting out the fire, as they had to lie down and laugh, get up, lie down again and still laugh on. " Let them now laugh who never laugh'd before. And they who always laugh'd, laugh now the more. UrLl !■: J,SS- 260 Baihvaya and Other Ways. 1 \1 CHAPTER XXIV. RAILWAY CELEBRATIONS. THE BOSTON RAILROAD JUBILEE. " Now let us haste those bonds to knit, And in the work bo handy, That we may blend ' God save the Queen,' AVith ' Yankee Doodle Dandy !' " THE above inscription was placed under the full-length por- traits of President Fillmore and Lord Elgin, which hung across Dover Street, Boston, during its celebrated Eailway Jubilee, September 17th, 18th, and 19th, 1851. This Jubilee was to commemorate the union of Boston and Montreal in bands of iron, and is now historical. The event was considered of sufficient importance, by the Boston committee of the City Council, to warrant the publication of a book of 300 pages, giving a detailed account of the celebra- tion, its decorations, festivities, speeches, etc., etc., from which I have culled a few extracts which may be of interest, even at the present day. The festival was remarkable from the number of notabilities who attended and took part in the proceedings, among whom were : President Fillmore ; Lord Elgin, Governor-General of British North America ; Hon. Jno. F. Crampton, the British Charge d' Affaires at Washington ; Hon. Daniel Webster, Secretary of State, Washington; Sir Allan McNab, M.P.P.; the Hon Joseph Howe, Provincial Secretary of Nova Scotia ; Hon. F. Hincks, Inspector General ; Hon. E. P. Tache, Receiver General ; Hon. Raihvay CeUhrations. 261 Jos. Bourret, Chief Commissioner of Public Works ; Hon. J. H. Price, Commissioner of Crown Lands ; Hon. Lewis T. Drura- mond, Solicitor General for Lower Canada ; Hon. J. Sandfield Macdonald, Solicitor General for Upper Canada ; Hon. Hamilton H. Killaly, Assistant Commissioner of Public Works ; Governor Boutwell, of Massachusetts ;Hon. Edward Everett, Boston; Hon. Josiah Quincy; Hon. Robert C. Winthrop ; His Honor Jno. P. Bige- low. Mayor of Boston ; Hon. N. F. Belleau, Mayor of Quebec ; Hon. Charles Wilson, Mayor of Montreal ; Hon. Jno. G. Bowes, Mayor of Toronto; Rev. E. Ryerson, D. D., Chief Superintendent of Education in Canada West ; Hon. Wm. Morris, M.L.C.; George Brown, Esq., M.P.P. ; Robt. Bell, M.P.P., of Canada ; Alderman Magill, Hamilton ; Ben. Holmes, Esq., M.P.P. ; Judge T. C. Aylwin, Montreal ; Hon. John Molson, President of the Cham- plain & St. Lawrence Railway ; The Rev. Dr. Beecher, and his son. Rev. Edward Beecher; Rev. J. Jenkins, of Montreal; Thos. and W. H. Merritt, of St. Catharines. Among the many features of interest at the Jubilee was the monster procession consisting of guests, visitors and officials in carriages, school children in scores of decorated waggons, trades of all kinds with emblems of their art, military corps, benevolent and other societies and numerous bands of music with banners, English, Canadian and American, of all kinds. The procession took two hours to pass any given point, and was 3^ miles in length. The mottoes, generally run across the streets, which were seen along the line of route were much admired, and a few are here given. " Grand Railroad Jubilee, September 17th, 18th, 19th, ISrjl." •• The Canadas and the Great West." '■ '! i I* i \ IH 1 ;■ 1: i i ■ Ife hi lliHi 262 Railways and Other Ways. *' Welcome Canadians." " England and America," Perpetual Peace. The Queen, — the President. " " Our guests from the British Soil, We bid them welcome To Yankee Land.' " Hon. Joseph Howe and the Colonial Railroads." " Canada, New Brunswick and Nova Scotia, united hy Railway." '* Montreal and Boston— United We Prosper." A PLEASING INCIDENT. Miss Paxton, representing Massachusetts, was escorted to the carriage containing Lord Elgin, to whom she presented a fine bouquet, with this address :— " Massachusetts welcomes to the hospitality of her metro- polis, with cordial salutation, the distinguished Chief Magistrate of Her Majesty's Provinces in North America." To this his Lordship replied in substance as follows : — '* I shall preserve this as a token of the kindness and hospi- tality of the State of Massachusetts and the City of Boston, and also as a valued memorial of the fair representative of the State." On Lord Elgin's arrival at Boston, Mayor Bigelow tendered to him a public welcome and said : — '* We recognize you, not only as the ruler of extensive and important provinces, l)ut as the principal representative on this continent of the venerated land of our ancestors. It is told of Samoset, the Indian Chief, that his first salutation to the Pil- grims at Plymouth, was ' Welcome, welcome, Englishmen.' '* Our festival may be considered, in some sort, as the cele- bration of a conjugal union between Canada and the Ocean. We can dispense with the golden ring, which was used in the Railway Celebrations. 263 espousals of Venice with the waters of the Adriatic ; for this union is effected by bands of iron, which at once attest its perpetuity and strength." In replying, Lord Elgin said : — ** I am quite overcome by this kind and cordial reception ; but gentlemen, I have been travelling all day, and my throat is so full of dust that you will excuse me if I do not attempt to follow the Mayor in his most eloquent address. " But there is one thing he has said, which I cannot allow to pass unnoticed. He has suggested that we should consider this celebration the ' conjugal union of the Canadas with the Ocean.' Whatever may be my object in coming to Boston, I assure you, Sir, that I do not come to ' forbid the banns.' " A great banquet was held in a gorgeous Pavilion erected on the Common. The tables comfortably accommodated 3,000 per- sons. Interesting speches were made by President Fillmore, Lord Elgin, Mayor Bigelow, Hon. Daniel Webster, Governor Boutwell, Hon. Francis Hincks, Hon. Charles M. Conrad, Hon. Joseph Howe, Hon. Edward Everett, Hon. Josiah Qaincy and others. I have only space to give a few brief extracts from the speeches made. The President, who was laboring under a slight indisposition, said : " I meet you as citizens of Boston. On this festive occasion we know no party distinction. Xaj', more, we scarcely know a national distinction. There are gathered at this board the Briton and the American, living under different laws, but thank God, representing two of the freest nations under the sun. The asperity that was engendered by the revolution which separ- ated us from our mother country, I am happy to say, has long since disappeared, and we meet like brethren of the same family. fSTr w^m l^^;||!ft ;^lli ! : isl l\ 1 i : lJ 1 • a 264 Hallways and Other Ways. Speaking the same language, and enjoying the same religion — are we not one ? " I trust, fellow citizens, that the unfortunate necessity which compels me to leave you thus early on this occasion, will induce no one to leave the table on my account. I trust partic- ularly that his Lordship, the Governor-General of Canada, will remain with you." Lord Elgin rose and said : ** One single word. I should have felt it my bounden duty to follow the President of the United States out of this room, if he had not interposed to prevent me from doing so. But I do not forget that while I am on the territory of the United States, I am under his authority. As, therefore, he has imposed upon me his commands to remain with you, most certainly I shall remain. And I must say that I never received an order, which more completely jumped with my own wishes." Lord Elgin responded to the sentiment, " The health of Her Majesty, the Queen," in a most interesting and somewhat amus- ing speech, from which a few extracts only can be given. " Gentlemen, as I have the honour to address a company which consists, in the greater part, of persons who live under different institutions from myself, perhaps I may be permitted to observe that we British subjects, honour and respect our Queen, not only beause of her exemplary character, her many public and private virtues, and the singular tact and firmness which has enabled her to secure the well-being of her own people, and to promote cordiality and good will among the nations of the earth, but also because we recognize, in the constitutional and heredi- tary throne upon which she is seated, the symbol of our national unity, and the type of the continuity of our existence as a people. " Allow me, gentlemen, as there seems to be in America some little misconception on these points, to observe, thrt we, Railway Celebrations. 2(55 monarchists thouf];h we be, enjoy the advantages of self-govern- ment, of popular elections, of deliberate assemblies, with their attendant blessings of caucuses, stump orators, lobbyings and log- rolling — and I am not sure but we sometimes have a little pipe laying almo8t,if not altogether, in equal perfection with yourselves. I must own, gentlemen, that I was exceedingly amused the other day, when one of the gentlemen who did me the honour to visit me in Toronto, bearing the invitation of the corporation of the City of Boston, observed to me, with the utmost gravity, that he had been delighted to find upon entering our Legislative Assem- bly at Toronto, that there was quite as much liberty of speech there as in any body of the kind he had ever visited. I could not help thinking, that if my kind friend would only favour us with his company in Canada for a few weeks, we should be able to demonstrate, to his entire satisfaction, that the tongue is quite as * unruly ' a ' member ' on the north side of the line as on this side. " I find from the most authentic records, that the citizens of Boston were altogether carried away by panic when it was first proposed to build a railway from Boston to Providence, under the apprehension that they themselves, their wives and their children,their stores, and their goods, and all thjy possessed, would be swallowed up bodily by New York. " I hope that Boston has wholly recovered from that panic. I think it is some evidence of it, that she has laid out fifty millions in railways since that time. I give you, gentlemen, * Prosperity to the trade and the City of Boston.' " The Hon. Edward Everett, ex-Governor of Massachusetts, made a most eloquent speech, concluding as follows, — " I do not know, Sir {turning to Lord Elgin), but in this way, from the kindly seeds which have been sown this week, in your visit to Boston, and that of the distinguished gentlemen who have pre- •J u \ : \ i ii j ) 1 1 1 i ^ ^ Mk.^1. ».iik!>^ i 266 Railivays and Other Ways. ceded and accompanied you, our children and grandchildren, as long as this great Anglo-Saxon race shall occupy the continent, may reap a harvest worth all the cost which has devolved on this generation." Hon. Joseph Howe, Provincial Secretary of Nova Scotia (the old man eloquent), made a famous speech, concluding thus : " I hope. Sir, that many years will not pass away before you are invited to a railroad celebration on British soil, and this I promise you, — that when that day comes, even if our railroads should not be as long as yours, the festival shall be as long, and the welcome as cordial." Mayor Bigelow's address at the banquet was a burst of eloquence, from which I give a few pearls " at random strung." ** This meeting is held to celebrate the triumphs of the arts of peace ; to rejoice in the result of enterprises which tend to culti- vate good will among men, to promote their material interests, and augment the sum of human happiness." " Boston takes occasion, in this presence, to acknowledge with honest pride, that her founders were Britons. We claim as New Englanders, that the history of the British people, until a comparatively recent period, is our history, — that the poets, statesmen, philosophers, patriots, and warriors, — in a word, the myriads of the good and great, who for many centuries contri- buted to the happiness and glory of the British Isles, were the brethren, the fellow-countrymen of our ancestors." " Hills have been cut in sunder, valleys have been tilled up, and running waters have been spanned, to facilitate the commun- ication with every section of the land. Our iron pathways are our rivers, and they more than compensate for deficiency of naturn 1 channels. They follow the routes, and terminate at the e points, indicated by our judgment or wishes. They allo^ i velocity of transit of which no water courses admit ; they aio Railway Celebrationa, 2fJ7 never frozen by the winter's blast, nor is their passage dangerous in autumnal storms." The Mayor closed with the following peroration, — " To- morrow our festival will have • terminated ; our tents of Jubilee will be struck, and many of you will be far away on your return to your pleasant homes. But to-day you are our honoured guests. I bid you welcome, rulers and ruled, statesmen, scholars, soldiers, farmers, mechanics and merchants. Welcome ! ye from the banks of the Ottawa, the Chaudiere, the St. Lawrence, the Ni- agara, and the St. John. Welcome ! from the shores of Erie, Ontario, Huron, Michigan and Superior. Welcome ! from the borders of the Penobscot, Kennebec, Connecticut, Hudson, Dele- ware, Susquehaunah, and Potomac, — the waters of the Sunny South, and of the valley of the Mississippi, and her tributaries. Welcome ! from every city, town and hamlet which is here represented. Welcome ! Englishmen, Scotchmen, Irishmen, Frenchmen, Germans and Americans. Welcome ! thrice welcome ! are you all to the Pilgrim City, and the Pilgrim Feast !" Several addresses were presented to Mayor 13igelow and the City Council of Boston, viz : — Ist, by the Canadian Ministers, through the Hon. Francis Hincks ; 2nd, by Mayor Wilson hnd the Corporation of Montreal ; 3rd, by Mayor Bowes and tlie Cor- poration of Toronto ; 4th, by the citizens of Toronto, signed by Alex. Manning, A. M. Clark, Fred. Perkins and fifty-two others. This address closed with the following beautiful sentiment : '* The destinies of the world for good or for ill, for peace or for war, are suspended in the united hands of the two great nations to which we respectively belong ; and we sincerely pray that the sentiments of fraternal regard with which we have felt inspired during the celebration of your great festival may be perpetual, and that peace and happiness under the joint influence of our respective rulers may forever pervade the earth." !i mw! i r. I ! m 'iC)8 Railways and Other Ways. RAILROADS IN THE NEW ENGLAND STATES. The ]!«ew Eiif^land States made early and rapid progress in developing her railroad system. The first road was the Boston & Worcester partially opened in April, 1834, and the Boston and Providence in June the same year. In September, 1851, the railroads in operation were as under : — Maine 281 miles. New Mfimpshire 455 " Vermont J36G " Massachusetts 1142 " Pihodc Island 50 Connecticut 551 ** 2845 And 5t)7 miles in course of construction. 1 ■■ ; A GRAND TRUNK CELEBRATION. In November 185(), ^fontrcal was a scene of gaiety and splendour, the occasion being the celebration of the opening of the Grand Trunk Railway from Montreal to Toronto and Strat- ford. The streets were crowded with thousands of visitors from all parts of Canada and the United States ; there were balls, military parades, trade and society processions, torch-light marches, firework illuminations, etc. The Mayors of Boston, Cleveland, and Portland, '* hobnob- bed " with the Mayors of ;.[ontreal and Toronto. The Governor- General of Canada fraternized with the Governor oi the State of Maine. A large workshop, newly built by the Grand Trunk, at Point St Charles, was turned into a gorgeous banquet hall, with seating accommodation for 4,400 guest?, all of which was filled. Railway Celebrations. 269 Speeches were made by the Governor -General, the Governor of Maine, General Sir William Eyre and other notabilities. The Mayor, in his address, said that in 1839 there were only 15 miles of railway in Canada ; in 1849, 50 miles ; and in 185(>, 850 miles. The Montreal Herald, in describing the banquet hall, said that the table cloth was close upon one mile in length. In winding up the banquet, a Chicago editor made an elo- quent and soul-stirring speech, which will be read with interest at the present day, and is well worth preserving. A copy of it, taken from the Montreal Herald oi November 13th, 1850, is here- with given. " After the regular toasts had been disposed of quite a call was made for representatives of the Western commercial cities. C. Davidson, commercial editor of the Chicacfo Daili/ TriUiine, ])eiug reporting near the stand, was called up and said : — *' The scenes of this occasion, here in the banquet hall, and elsewhere, the ' gay dance of bounding beauty's train,' the warm pressure of the hand which has been extended to welcome us, makes this an era in the life of each of us. We cannot be insensible to the generous and cordial festal and fraternal feel- ings with which we have been greeted in the heart of British American Empire. We have been made to forget that we are in a foreign land. With accents of our own native speech to speak us greetings, with t'mes of welcome that bear favored sounds to our ears, we have b°en made to feel the truth of the maxim that one touch of nature makes all the world of kin. We feel that we are among neighbours and kindred. Many of us have, separ- ately and as strangers, traversed your country, floated on your St. Lawrence, amid its inspiring scenery, which has, to some extent, realized the grand impressions which swelled the soul of Jacques Cartier, when in the balmy month of May of 1535, he i Pi 1 H 1 1 .' 1 ' i , !!.' ■ 270 Railways and Other Ways. glided down the stream, and first gazed on the wonders of your country, and of your still overshading IVfount Royal. " We have, many of us, trodden your thronged streets, and ■walked beneath the shadows of your mighty cathedral, and have realized in your city that monument which Anglo-Saxon genius never fails to rear on every arena of its exertion. " We know your history and have watched your stages of development in transition since, a feeble colony, j'ou first began to subdue the wilderness and triumph over the severities of climate, until this j'our hour of expanded and prosperous growth ! Of your frontier perils, when your soil was yet warm with the footprints of the Mohawk, your woods rang with the Huron's war whoop, and your clear skies tinged with the smoke of the Iroquois' wigwam — and your streams, which now throb with the ceaseless stir of steam, and cloud up with the white sails of commerce, were disturbed only by the plash of the Indian's paddle, or the soft cadences of the voyageur's evening song. Part of the school- boy impressions, which have woven themselves into imperishable memories of our hearts, are those which commemorate the hero- ism of Wolfe and the chivalry of Montcalm. But these remi- niscences, which thus throng the mind, belong to the past and are committed to the keeping of history. Our feelings and our busi- ness are with the present, lovingly as we might linger over the past. " In the glow of this banqueting hour, and in the warmth of our welcome, we foretaste, as we hope, a nearer and closer inti- mac3' of the Northwest and the Canadas. Nature had already indicated the identity of interest and feeling which should exist between you and us, in those island seas and magnificent streams which traverse and border upon your country and ours. In such facilities of intercourse, she bade us strike a fellowship of com- merce and alliance of fraternity. The city of Chicago, for which Railway Celebrations. 271 I speak, rears a rapid and marvellous prosperity on the shore of waters which on their way to the ocean, sweep heneath the sha- dows of your own Montreal — breezes, laden with the perfumes of distant prairies, there swell the sails of a commerce which bears you the products of innumerable prairie acres, now smiling with the rewards of industry and teaming with the evidences of advancing civilization. The instincts of business men here and in the states, with the sagacity worthy of their parent stock, dis- cerned where the mart of commerce must take its eastern way, and capital has already struck out the path. The severity of Northern climates has been obviated, and steam has triumphed over space. A continuous chain of iron ways makes Montreal harbor but 32 hours distant fiom the piers of Chicago. " To-day, therefore, this communication, commemorated in this brilliant banquet, inaugurates an era in the relations of Chicago with you, and concerns us personally in your own pros- perity. You have signalized to us this union with you by a warmth, a generosity and splendour of hospitality which must live forever in the memory of our hearts. The few hours of time which separate you and us leaves Montreal no longer a stranger to Chicago. The Red Cross of St. George and the Stars and Stripes will tloat together in our respective harbors, and the strains of ' God Save the Queen' may, we hope, mingle not in- harmoniouslv with the notes of ' Yankee Doodle ' among Ameri- can and Canadian tars. "We feel that our interests are mutual, and our hearts should 1 kindred. We hope that in our com- niinglement of cordial courtesies we foresee a more direct, kindly, and general intercourse beteen the two queen cities of tlio North. The Reciprocity Treaty, fortunately and opportunely, promotes and encourages a commercial, and, to some extent, a social inti- macy which will intertwine more closely the interests of the regions of the lakes, and of the St. Lawrence, etc., as one of the fiii ^f in '- H ^* I'. \ li ■ Hi i rX- ■' 1' , I- • ii i i 'ii' ' § i||| .1 ' f 1 *' ' ' i ( ■.'_, j ;f n:i 272 Railways and Other Ways. great commercial ports of the West, Chicago is deeply interested in the moral and material benefits of such an intercourse. Her commercial and business men will necessarily more and more mingle and establish relations with your business men ; such relations necessitate and nurture those kinds instincts and sen- timents which take their form in the amenities and courtesies of life. It will be the pride and the pleasure of the city of Chicago to cultivate, extend and perpetuate with your olden city, such relations as these. I know I speak the voice of her citizens here, and of that larger mass of her citizens at home, when I offer you the sentiment to which they will all respond : ' The continued prosperity of Montreal.' " THE GEORGE STEPHENSON CENTENARY. This event was celebrated with great eclat at Newcastle-on- Tyne, on June i)th, 1881, to do honour to the memory of "the Father of Railways," when, says Mr. H. C. Knight, in his interest- ing story of " The Rocket," " There was a great procession of modern railway engines, which started from the Central Railway Station, and proceeded amidst the cheers of thousands, to Wylan, George Stephenson's birthplace, eight miles distant. These engines, sixteen in number, were the finest modern science could construct. On reaching Wylan, they were placed for exhibi- tion along with five old original locomotives, namely, the Killing- worth (the first that Stephenson ever made), the Hatton Colliery engine, the old Darlington engine, No. 1 Locomotive from Dar- lington, and Stephenson's old " Victor " from the North-Eastern Railway. A special train followed, carrying the Ma^'ors of Newcastle and other towns, with many persons of local celebrity. Opposite George Stephenson's birthplace it stopped : the Mayor of New- castle alighted with his friends, and in honour of the day planted Mi Railway Celebrations. 273 an oak-tree. The next event was a procession of members of the corporation, public bodies, trade societies, and workmen of New- castle, Jarrow and South Shields, together with the miners of Northumberland, some 40,000 altogether." DIRECTORS AND OFFICERS OF THE G.T.R, IN 1856. The following list of Grand Trunk Railway Directors, Officers, Agents and Contractors appeared in the Montreal IL'rald of November 13th, 1856. President — Hon. John Ross. Vice-President — Benj. Holmes, Esq. London Directors. — Thos. Baring, Esq., M.P.P.; George Carr Glynn, Esq., M.P.P.; W. Hollaston Blake, Esq.; Kirkman D. Hodgson, Esq. CamuUiin Directors. — James Beaty, Esq.; Hons. F. Lemieux, William Cayley, Sir Allan McNab, Peter McGill, L. T. Drum- mond ; G. Crawford, Esq., M.P.P.; W. H. Ponton, Esq.; E. F. Whittemore, Esq.; John Rose, Esq., Q.C. Directors in Portlund, as stipulated in the Lease of the Atlantic and St. Lawrence Road. — W. John Smith, President ; John B. Brown ; John M. Wood; C. E. Barrett; J. S. Little; Phineas Barnes ; Hon. G. J. Shepley ; James L. Farmer ; Rufus E. Wood ; Solomon H. Chandler. M CONTRACTORS nEP.\RTMENT. Contractors for the Road from Trois Pistoles to Toronto, in- cluding the Victoria Bridge : Messrs. Peto, Brassey, Betts and Jackson. Affcnts : — At Montreal, James Hodges ; Point Levi, James Reekie ; Brockville, W. Ellis ; Gananoque, R. Crawford ; Kingston, F. J. Rowan ; Port Hope to Toronto, Geo. Tate ; Contractors from Toronto to Sarnia, Messrs. Gzowski, Holton, Gait and McPherson. 18 \1 V ; i • 1 t ■ 1 1 1 1 ■1 ^ ' ■■ ■ ' '•' ^ > I ' «li i i ( ■ 1 1 j ' 3 f 1, ' ^ * i i. 27^ Bailwaya and Other Ways. Engineers' Department. — A. M. Eoss, Chief Engineer ; Wm. Betts, Secretary to Chief Engineer ; Samuel Keefer, Assistant Engineer; \V. Shanly, ditto ditto, Toronto ; W. Kingsford, Superin- tendent, Toronto ; F. H. Trevithiek, Locomotive Superintendent ; R. Wingate, Resident Engineer, Point Levi ; S. S. Bennett, Resident Engineer, Portland; D. Stark, Resident Engineer and Manager, Island Pond. Managers Dejxirtment. — S. P. Bidder, General Manager ; Henry Baily, Assistant to ditto ; M. Pennington, Goods Man- ager ; James Hardman, Traffic Auditor. Superintendents. — S. T. Corser, Portland ; S. T. Webster, Point Levi ; L S. Martin, Brockville ; G. W. Purkis, Superinten- dent of Telegraphs, Montreal ; W. S. McKenzie, Locomotive Superintendent. Secretary's Office. — Sir C. P. Roney, Secretary in London ; John M. Grant, Assistant Secretary, Montreal ; W. H. A. Davies, Accountant ; Charles E. Barrett, Treasurer, Portland. Paymasters. — S. B. Haskell, Portland ; D. Davidson, Long- ueuil. Agents. — G. A. Holmes, Montreal Depot; J. S. Millar, Port- land ; Geo. Dartnell, Travelling Agent. SENATOR JAMES MCMILLAN, OF MICHIGAN. About 80 years ago I remember a youth in Hamilton named James McMillan, a son of Mr. McMillan, a Scotchman, who for more than 20 years was the popular wood agent for the Great Western Railway. James went to Detroit and was appointed as purchasing agent for the Detroit and Milwaukee Railroad, which position he held for some years. In 1864 he and three others organized the Michigan Car Company with a capital of S20,000. Its success and progress was very rapid and it did an immense business. Very recently the Michigan Car Company and a rival concern, the Peninsular Car Company of Detroit, joined hands ; .1 . . ( Railway Celebrations. 275 and now the consolidation of the corporation consists of the fol- lowing companies: — Tlie Michigan Car Company, the Detroit Car Wheel Company, the Detroit Pipe and Foundry Company, the Michigan Forge and Iron Company and the PeninKular Car Company. This is the comhined daily capacity : One hundred freight cars. Two hundred tons of castings. Eight hundred car wheels. One hundred tons of cast-iron pipes. One hundred and fifty car axles. One hundred and fifty tons of har iron. The capital stock of the corporation is S8, 000,000, and r),()00 men are on the pay roll. James McMillan is chairman ; Col- onel Frank J. Hecker, President ; Joseph Taylor, Secretary. Mr. McMillan is at the head of perhaps forty corporations. His friends estimate that he is worth six million dollars. It is pleasing to find that he is, while in life, doing some good with his money. His generosity is spontaneous and un- affected, and his heart for suffering mankind is so hig that he practically built and now largely supports a magnificent and faultless free hospital, bearing the name of his beloved daughter. When the Michigan Car Company started business a box car sold for about ?ltt> Ul. ^.. Raihvaya — Their History. 277 His first great success was the opening of the Stockton and Darlington Railway on September 27th 1825; his next the opening of the Liverpool and Manchester Railway on the inth September, 1830. F. S. Williams, in his "Our Iron Roads," in describing the opening of the Stockton and Darlington line says, "The train moved oflf at the rate of from ten to twelve miles an hour, with a weight of eighty tons, with one engine — ' No. 1 ' — driven by George Stephenson himself; after it six waggons, loaded with coals and flour ; then a covered coach containing directors and proprietors ; next twenty-one coal waggons, fitted up for pas- sengers with which they were crammed ; and lastly, six more waggons loaded with coals. Off started the procession, with a horseman at its head with a flag, but George Stephenson soon told the horseman to get out of his way, and put on the speed to fifteen miles an hour." No. 1 Engine cost only i"500. V THE LIVKRl'OOL AND MANCHESTEU RAII-WAY. The Stockton and Darlington Railway was undoubtedly the pioneer of these great undertakings, but it was the Liverpool and Manchester Railway which set the whole civilized world in com- motion and gave a stimulus to railway enterprise. The public opening of the railway took place on the l/)th September, 1830. Eiglit locomotives had been constructed by the Messrs. Stephenson and placed upon the line. The whole of them had been repeatedly tried, and with success, weeks before. The completion of the work was justly regarded as u great national event and was celebrated accordingly. The Duke of AVellington, then Prime Minister, Sir Robert Peel, Secretary of State, Mr. Huskisson, one of the members for Liverpool and an a 278 Railways and Other Ways. oaniest supporter of the project from its commencement, were present, together with a large number of distinguished person- ages. The " Northumbrian " engine took the lead of the procession and was followed by the other locomotives and their trains, which accommodated about 000 persons.* At Parkside, seventeen miles from Liverjwol, the engines stopped to take in water. Here a deplorable accident occurred to one of the most distinguished of the illustrious visitors pre- sent, which threw a deep shadow over the subsequent proceedings of tne day. The *' Northumbrian " with the carriage containing the Duke of Wellington, was drawn up on one line, in order that the whole of the trains might pass in review before him and his party on the other. Mr. Huskisson had, unhappily, alighted from the carriage, and was standing on the opposite road, along which the ** Rocket " engine was observed rapidly coming up. At this moment the Duke of Wellington, between whom and Mr. Huskisson some coolness had existed, made a sign of recognition, and held out his hand. A hurried but friendly grasp was given, and before it was loosened there was a general cry from the by- standers of " Get in, get in." Flurried and confused Mr. Huskisson endeavoured to get round the open door of the carriage which projected over the opposite rail ; but in doing so he was struck down by the " Rocket " and falling with his leg doubled 1. 2. 3. 4. 5. 6. 7. 8. The enginefl with which the line was opened were the following : The "Northumbrian," driven by George Stephenson. The "Phoenix," by Robert StepnenBon. The " North Star," by Robert Stephenson, senior (brother of George). The "Rocket," by Joseph Locke. The " Dart," by Thomas L. Gooch. The "Comet," by WiUiam Allcard. The "Arrow," by Frederick Swan wick. The " Meteor," by Anthony Harding. (S. Smiles' Life of George Stephenson.) lyi k i^M^ Raihuays — Their History. 270 across the rail, the limh was instantly crushed. His first words, on being raised, were : " I have met my death," which unhappily proved too true, for he expired that same evening in the neighbouring parsonage of Eecles. A tablet to his memory may still be seen at Parkside opposite the spot where he met his death. Lord brouoham's tribute to the constructors of the railway. " When I saw." said he, ** the dithculties of space, as it were, overcome ; when I beheld a kind of miracle exhibited before my astonished eyes ; when I surveyed masses pierced through on which it was before hardl}' possible for man or beast to plant the sole of the foot, now covered with a road and bearing heavy waggons, laden not only with innumerable passengers, but with merchandise of the largest bulk and heaviest weight ; when I fsaw valleys made practicable by the bridges of ample height and length which spanned them ; saw the steam railways traversing the water at a distance of sixty or seventy feet perpendicular height ; saw the rocks excavated and the gigantic power of man penetrating through miles of the solid mass, and gaining a great, a lasting, an almost perennial conquest over the powers of nature by his skill and industry ; when I contemplated all this, was it possible for me to avoid the reflections which crowded into my mind not to praise man's great success ; not in admiration of the genius and perseverance he had displayed, or even of the courage he had shown in setting himself against the obstacles that matter offered to his course — no ! but the melancholy reflection that these prodigious efforts of the human race — so fruitful of praise, but so much more fruitful of lasting blessing to mankind — have forced a tear from my eye by that unhappy casualty which deprived me of a friend and you of a representative ? " w iiili''^' iii 1 ^ k. ^ . A ylk i^ jA 280 Bdilwaya and Other Ways. KAKIiY RAIIiUOADH IN THK INITHD HTATEH. A section of 14 miles of the Baltimore and Ohio Railway was completed in 1830 and opened for traffic. It was worked by horso power. In the next year a locomotive engine, the first of American manufacture, was placed on this line. In the same year an English engine, weighing six tons, was obtained for the Mohawk and Hudson, l)ut this proving destructive to the per- manent way, an engine of American make, weighing only three tons, was substituted in its place.* In 1882, the South Carolina Railway was opened, also the New York 6i Harlem, and the Camden \- Amboy, in New Jersey. The Boston ».Vr Lowell, in the State of Massachusetts, was commenced in 1831, and the Boston Sc Providence, and Boston ^r Worcester, in the fol- lowing year. These three roads were completed in 1835. All these schemes were crude and ill-judged. (Trout's " Railways of Canada.") THE FIllHT RAILWAY IN TIIK I'ROVINCK OF QIEBEC. In 1836 the first attempt at working a railway in Canada was made. The St. Lawrence iV Champlain (now the Montreal & Champlain), was opened in that year. The rails were of wood> with ilat bars of iron spiked on them ; and from the tendency of this class of rail to curl or bend upwards as the wheels passed over it, it became known as the " snake rail." The first loco- motive used on the line was sent from Europe, accompanied by an engineer, who, for some unexplained reason, had it caged up and secreted from public view. The trial trip was made by moonlight in the presence of a few interested parties, and it is ♦A comparison— The weight of the Locomotive, now in use (1892) for hauling trains through the St. Clair Tunnel at Sarnia, when in actual service, is found to be approximately one hundred lont. Railivaya — Their li istory. 281 not described as a success. Several attempts Wv^re made to get the ** Kitten " — for such was the nick-name api)lied to this pioL^eer locomotive — to run to St. John, but in vain ; the enj^ine proved refractory and horses were substituted for it. It is related, however, that a practical en^^ineer bein^' called in from the United States, the engine, which was thought to be hope- lessly unmanageable, was pronounced in good order, refpiiring only " plenty of wood and water." This opinion proved correct, for after a little practice the " extraordinary rate of speed of twenty miles per hour was obtained."* ONTARIO S FIIIST HAILWAY, 18r>;{. " Forty years ago to-day," says the Toronto Empire, of May 3, 18!)3, " the first railroad in Ontario was opened. It was then called the Ontario, Simcoc & Huron. Later on it became the Northern, and to-day it is part of the great system controlled by the Grand Trunk, and taps all the choicest agricultural and picturesque portions of the northern part of Ontario. " The late F. C. Capreol was the chief promoter of the road, his object being to control the trathc, both passenger and freight, of lakes Ontario, Simcoe and Huron. The locomotive that drew out several filled passenger coaches from Brock street station on that memorable morning of May ICth, 18.5.'}, was constructed at James Good's foundry, on the corner of Yonge and Queen streets, and was transported to the starting point on *A great change in railway 8|>eecl has taken place since the days of the " Kitten," ai will be seen from the following incident : I am at Toronto, two miles from the Union Station. It is 7.30 a. m., August 7, 18<.)2 ; a ring is heard at my door ; my son has arrived from Montreal by the (irand Trunk ; he savs he " came by No. 5 Express, timed to leave Montreal at 10.1-5 p. m., but the train did not leave until 11 p. m., yet arrived on time in Toronto." Deducting refreshments and other stops, which would exceed one hotir, it made the actual running time fifty miles an hour, and as my son said, " it did not seem anything extraordinary or unusual, so smoothly did the train ikim along." 'iiii 282 Railways and Other Ways. a moval)lo track, over a week being consumed in the undertaking. The train carried its passengers to Belle Ewart, that being as far as the roadway was safely cinistructed. It was a long dreary journey both going and returning;. There are surviving now not more tiian half a score of persons who attended the opening ceremonies." 111? , 'I 1 III nil A T.OTTERY AND AN OLD RAILWAY SCHEME. The Northern was not the first railway promoted by Mr. Capreol. The following curious advertisement appeared in the Vppi'r CdUddii iiazcitt', of December 24th, 1840: '* Notice is hereby given that Frederick Chase Capreol, of the City of Toronto, in the Province of Upper Canada, will apply in the next session of the Legislature for leave to bring in a bill to authorize him to construct a substantia), railroad, with all the necessary station houses, entrances, itc, &c., for the speedy conveyance of goods and passengers between Kingston and Mo'itreal, and to raise the funds for the same by way of lottery, to carry it into effect as soon as possible. " Toronto, 27th March, 1840." * From iiie Empire of August 15th, I8i>3, I take the following short sketch of UICHARD BOND, who enjoyed the distinction of being Canada's tirst locomotive engnieer : " One of the pioneer railroad constructors in America passed away on Sunday, in the person of Mr. Richard Bond, who hud been living with his daughter, Mrs. Atkinson, at 32 Sheridan avenue, Toronto. Mr. Bond, who was in his 82nd year, came to this country from Chorley, Lancashire, England, in 1852, to build the St. Andrew's it (Quebec Railway in New Brunswick. 1 i i 1 i M i , , i_ Railways — Their History. 283 He was the first man to run a locomotive in British North America. Two years later he came to Upper Canada and superintended the construction of the first bridge on the Great ^Vestern llailway. It spanned the Kumber '*iver. Mr. Bond did some work in the Old Country also, having when there last, inspected the construction of the great Grimsby docks. He left three sons and three daughters." iii 1 ! It! H(( iiiH-lfiiriin^ 284 Kaikvays and Other Ways. CHAPTER XXVI. <;. T. K. AND C. P. K. SYSTEMS. TIIK (iR.VNI) TRINK RAII.WAY SYSTEM. THE following concise summary of the lines now included in the Grand Trunk system in Canada, in addition to the Grand Trunk proper, is taken from the Port Huron Daily Times, Tunnel Opening Edition, 1800 : Quebec Branch. Three Uivers Branch. Rouse's Point Branch. Hemmingford Branch. Montreal k Champlain Junction Ry. Beauharnois Junction Ry. Jacques Cartier Union Ry. Kingston liranch. Gait Branch. Waterloo Bninch. London & St. Mary's Branch. Midland Hailwav. Northern Kailway. Northern \' Pacilic Junction Ry. Hamilton iV Northwestern Ity. Great Western Railway. Wellingto:., Grey \' liruce Ry. London, Huron iV Bruce Ry. Brantford, Norfolk, ife Port Burwell Ry. Ufled in ! Grand Tunnel ! I 1 c x^ C/3 /2 !l G. T. R. and C. P. R. Systems. 285 Welland Railway- Grand Trunk, Georfijian Bay iV' Lake Erie lly. Buffalo Sc Lake Huron Jiy. Brantford Branch. Petroliti Branch. Peter])orou{:;li it (Jhemong Lake Ry. Cohourg it Harwood Jiranch. Tlie total mileage of the railways in Canada owned, leased or operated hy the Grand Trunk Company is a,t8G miles. In the United States the lines leased hy the Crrand Trunk Company and operated hy it, are : Atlantic it St. Lawrence Ry. Lewiston it Auhurn Ry. Norway Branch. Champlain it St. Lawrence Ry. United States it Canada Ry. Chicago, Detroit it Canada Grand Trunk Junction Ry. Michigan Air Line Ry. The total mileage of these is 800 miles. The lines in the states of Michigan, Indiana and Illinois, controlled and operated in harmony with the Grand Trunk, hut under separate management, namely : Chicago it Grand Trunk Ry. Grand Trunk Junction Ry. Detroit, Grand Haven it Milwaukee Ry. Toledo, Saginaw it Muskegon liy. Cincinnati, Saginaw it Mackinaw R}-, Aggregate, ()7() miles. The Grand Trunk system therefore comprises in the United States and Canada, 4,172 miles of railway. It also controls a line of steamers running' hetwcen Milwaukee and Grand Haven. The Grand Trunk C\)inpany are owners of the hoats which have performed the car ferry service hetween Fort Gratiot and -\ HI 1 I. ■ S.) t V 'I > 280 Railways and Other Ways. Point Edward, and between Detroit and Windsor. They also liold a controlling interest in the International Bridge across the Niagara River, near Buffalo, and are lessees of the Suspension Bridge crossing the same river below the Falls. By arrangements with the Central Vermont Railroad and its connections, the traffic of the Grand Trunk Main Line has access to Boston and New England points. The Great Western Section of the Grand Trunk has through connection via the Niagara frontier with the New York Central ; West Shore ; New York, Lake Erie cV Western ; ])elaware, Lackawanna Sc Western ; Lehigh Valley ^r Rome ; Watertown & Ogdensburg Railroads. .\t ])etroit it connects with the Wabash Railroad and the Detroit, Lansing I'v: Northern Railway, and at Hamburg Junction with the Toledo, Ann Arbor \- North Michigan Railway. The St. Clair Tunnel constitutes the central link between the two divisions of the Grnnd Trunk system East and W^est of the St. Clair and Detroit rivers. GR.\ND TUUNK RAILWAY PAY ROLL. '• We employ in Canada on Grand Trunk property, no fewer than about 20,000 people, of whom, roughly, one-third are in the traffic department, one-third in the mechanical department, and one-third in the way and works department — that is to say, 0,000 and 7,000 in each of these departments. The pay rolls amounted for the year 1H<)2 to t'l, 700,000 sterling, and in 1H!)3 to t'1,733,000, or i?8,432,000." (Sir Henry W. Tyler, at the half- yearly meeting, April 30, 1894.) THE CANADIAN PACIFIC RAILWAY. For the following brief sketch of the C. P. R.'s history I am indebted to "The New Highway to the (hient," kindly furnished me by ^Fr. \V. R. Callaway, its popular District Passenger Agent : G. T. li. and G. P. 11 Syatemtt. 2.S7 «< 'I fewer in the (lit, and , 0,000 rolls n IH1»3 lie half- •y I am tnishecl L\gent : The Canadian Pacific liailway Company was or;,'anized early in IHHl, and immediately entered into a contract with the Government to complete the )ine within ten years. "The railway system of Eastern Canada had already advanced far up the Ottawa \'alley, attracted mainly by the rapidly ^,'row- ing traftic from the piiie forests, and it waa from a point of con- nection with this system that the Canadian Pacilic Kailwav had to be carried through to the Pacific coast, a distance of two thousand five hundred and fifty miles. Of this, the (rovernment had under construction one section of four hundred and twenty- five miles between Lake Superior and Winnipeg, and another of two hundred and thirteen miles from Burrard Inlet, on the Pacific coast, eastward to Kamloops Lake in liritish Columbia. The company undertook the building of the remaining nineteen hundred and twenty miles, and for this it was to receive from the Government a number of valuable privileges and immunities, and twenty-five million dollars in money and twenty-live million acres , of agricultural land. The two sections of the railway already under construction were to be finished by the Government, and together with a brancli line of sixty-five miles already in opera- tion from Winnipeg southward to the boundary of the United States, were to l)e given to the company, in addition to its sub- sidies in money and lands ; and the entire railway, when com- pleted, waa to remain the property of the company. " With these liberal subventions the company set about its task most vigorously. While the engineers were exploring the more difficult and less known section from the Ottawa River to and around Ijake Superior, and marking out a line for the navvies, work was commenced at Winnipeg and pushed westward across the prairies, where one hundred and sixty miles of the railway were completed before the end of the first year. I >uring the second year the rails advanced four huiiilred and fifty miles. The i\ Ilh 1 < '■1 1 iiti i 288 Hailwuys and Other Ways. end of the third year found them at the summit of the Rocky Mountains, and the fourth in the Selkirks, nearly a thousand and fifty miles from Winnipeg;. ** Wliile such rapid prof^ress was bein{» made west of Winni- peg, the rails advancing at an average rate of more than three miles each working day for months in succession, and sometimes five and even six miles in a day, armies of men with all modern appliances and thousands of tons of dynamite were breaking down the harriers of hard and tough Laurentian and Huronian rocks, and pushing the line through the forests nor'.h and east of Lake Superior with such energy that Eastern Canada and the Canadian North-West were united by a continuous railway early in 188"). " The Government section from the Pacific coast eastward had meanwhile reached Kamloops Lake, and there the company took up the work and carried it on to a connection with the line advancing westward across the Rockies and the Selkirks. The forces working towards each other met at Craigellachie, in Eagle Pass, in the Gold or Columbian range of mountains, and there, on a wt't morning, the 7th of November, 1885, the last rail was laid in the main line of the Canadian Pacific Railway." CANAOIVN l'A(UFie UAILWAY, 18»:i ANO 18^. Comparative receipts and expenditure for the past two years : IH'JS. IS'.K'l. rii8stMi«ors 8 r),55(),;{lU 40 9 5,050,204 90 Freight 18,330,540 10 12,073,075 3H Mails 4H3,{)'i2 58 4!U{,134 4!l ExproHs 302,259 34 333,075 3!> Parlor and sloopin^,' cars 331,202 73 380,470 10 Tek'uTaph and iniscoUanoous 1,405,110 53 1,422,457 18 Total ^21, 400.351 77 «i2O,O02,ai7 44 Expenst'H 12,080,004 21 18.220,001 30 Net earnings I?8,420,347 50 ^,741,4H5 05 G. T. R. and C. P. II S>/stems. 28!) Mileage* .e roj^d •),327 Milenge Oi other roads worked 77<* Mileage under coiistrv Uioii 11 r> A WINTKR JOrilN'KY FUOM WINNH'Hd. When the first talk was lioard about buildiiif^ a railway around the rock-bound shores of Lake Superior to Fort Garry, and over the almost unlimited extent of prairie, and on tiirough the mighty Rocky Mountains, and still on to British Columbia, grave men shook their heads and said " it can't be done," and *' if a railway was ever made, it could never be worked in winter, and if a train was sent out, it and its passengers would bo heard of no more until the melting of the snows in spring." The following cutting from the Mtnttmil Star of January 18, 18t)8, shows how futile were the prognostications of the ici»e men of 20 years ago, and what was done even in mid-winter, and that one of the severest during the last half century. The occa- sion, wliich called forth this remarkable railway run, was a sad one, viz : that of Mr. Montagu Allan going from Winnip*. g to ^Fontreal to attend his lamented brother's funeral : " Mr. H. Montagu Allan arrived :n town this morning from Winnipeg, having come on by C. P. H. special. Ilis train made remarkably good time for this season of the year, having covered the distance from Winnipeg to Montreal, 112;") miles, in 451 hours, pn average of 3l;\ miles an hour. Between Winnipeg and Fort William the average time made was 'd't miles an hour." THK I'UOVINCK OF MANITOUA. A correspondent of the Tin-onto Glohr, March 4, 1893, gives the following description of the Prairie Province, its resources and possibilities : " ]iy many Manitoba is considered a small section of country situated somewhere " out west," and where the climate is too 19 .1 m NIlii' } I f *!S • 290 Railways and Other Ways. severe to even think about. It will pay anyone who is really anxious to know sonaething of this young province to take a map of North America and closely study the location and extent of Manitoba. It is as nearly as possible the exact centre of the North American continent. By the Canadian Pacific railway, Winnipeg, the capital of the province is 1,424 miles from Mont- real, the Atlantic seaport, and 1,4H2 miles from Vancouver on the Pacific. The area of Manitoba is 110,021 square miles, ci^ual to about 74,000,000 acres. The southern boundary is the 4!Hh parallel of latitude, and, by examining a map of the world, you will observe that Manitoba lies further south than England, Ire- land, JJelgiura or Holland. The general feature of the country is that of a broad, rolling prairie. In contemplating the bewilder- ing extent of this realm of prairie, many have pictured it in their minds as a dreary, lonesome expanse of a dead sea level. Noth- ing can be more erroneous. The country, though termed prairie, is by no means a treeless plain, devoid of hills and other topo- graphical features pleasing to the eye. The surface varies from a gently undulating to a high-rolling prairie ; and belts of hills, several hundred feet in height, and clad in forests of the evergreen spruce, pino, oak, elm, birch and poplar, while bluffs of timber dot the undulating surface of the plains. " Scattered throughout the province there are numerous rivers and small lakes, whilst in the eastern boundary and in the northern and northwestern parts there are such large bodies of waters as the Lake of the Woods, 1,500 square miles in extent; Lake Winnipeg, 280 miles long, and containing 8,500 square miles; Lake Winnipegosis, 1,1)30 square miles, and Lake Mani- toba, with an area of 1,900 square miles. Winnipeg, the capital, is about 400 miles from Fort William and Port Arthur on Lake Superior, from which points vessels proceed direct to the Atlan- tic tidewater at Montreal. 0. T. R. and C. P. R. SynkmH. 201 "In 1881 there were about 27 '> inileK of railway in tlie Province ; in 18!)1 there were about l,:J7o miles of railway. Increawe in trn years, 1,100 milea." AN INlIDKNT OF TIIK NOllTH-WKST. When Mr. IJeith and I were at St. I'aul, Miini., in June, 185!), we found that the principal talk at the hoteln, at the time, was that of tloatinp a steam packet fiom the Minnesota river to the lied iUver of the North, and news of the event was anxiously looked for. It raay be remarked that the Minnesota river empties itself into the Mississii)pi a few miles below Minne- apolis. It was said that the Minnesota and lied rivers took their rise near each other, between which tiiero were certain shallow lakes or ponds, and that in sprin<,' time the waters rose sulVici- ently to tloat a vessel from one river to the other. We heard, afterwards, that the experiment was a failure, and that the steamer was finally taken to pieces, carried across to the Ited liiver and then put together again ; and that, I believe, was the first steam-boat that navigated the lied River of the North. HOW PATRICK SWOUDS FOINI* IIIMSI.F.r TKHKITOUV. IN TIIK NOUTH-Wi:STi;itN Old residents of Canada will remember Swoids' Hotel, at (Quebec and at Toronto, the latter of which was ultimately developed into the present Ihie (^lueen's Hotel. Swords' Hotel was a favorite resort of the Members of Parliament and when that angust body alternated between the two cities, Mr. Swords followed in its wake. He once told me how he came to the North- West and Canada, which must have been somewhat of a romantic nature. He said that when a boy he went on board a ship in the port of Liverpool, I think, or London, and boy-like wanted to see what a ship was like below decks. He explored it thoroughly, and rvJ ■.%. %.. IMAGE EVALUATION TEST TARGET (MT-3) 1.0 I.I 1.25 te _ t50 '"" ^ IIIIIM |Z2 2.0 U III 1.6 A" O m ^ /a ^>. Wa ^.^' V Photographic Sciences Corporation \ * /. P THE LONG LIFE OF A LOCOJlOTIVi;. In another part of this work I have referred to Mr. F. Trevithick, the first locomotive superintendent of tlie Grand Trunk Railway ; previously he had been locomotive superinten- dent of the London & North-Western Railway Works at Crewe. " In 1847," Mr. C. J. B. Cooke says, *' Trevithick constructed an engine now well known in locomotive history. It was called the Cornwall, and had single driving wheels, 8 ft. G in. in diameter." The peculiar features introduced in this engine it is un- . necessary to explain. Mr. Cooke continues : *' The * Cornwall ' as originally con- structed, was not a success, and it was subsequently re-built at Crewe. It is still running (1893) on the London & North- Western Railway, although not able to work main line express trains of the present day." |H' i|i^/^ If t '1 il^^^ ^Wffn' \ ':1^-\. ^ 1 ■. % ' * ' T i ,:tf . lliiti:: , ■ 't ■ -:i: • i, |||||; . 1 f - n ''i< 302 Eailivays and Other Ways. ACCIDENTS — STVGE COACHES VS. RAILWAYS, When an accident happens upon a railway it is sometimes terrible in its results and people are apt to run oS with the idea that travel by railway is both risky and dangerous ; but if they will compare it with the stage-coaching times they will find that the accidents by the old mode of conveyance were enormously more in proportion to the number of passengers carried than by railways. The author has a vivid recollection of two stage coach up-sets in one weeh, occuring near his father's residence in England, and of seeing unfortunate passengers carried by on stretchers, with shattered limbs and perli ips in a dying state. In the old coaching days, before railways and telegraphs, news travelled slowly, and the news of many a coach mis-hap seldom spread further than the immediate neighbourhood where the accident took place ; while at the present time a railway accident happening to-day is known all over the globe to-morrow. The author would here remark, that he has travelled more or less on railways for sixty years, and, for one half the time, his journeys were from ten to twenty thousand miles per annum, yet he was never in a railroad accident ! THE SUN AND THE LOCOMOTIVE BY GEO. STEPHENSON.* " One Sunday when Dr. Buckland and Mr. Stephenson had just returned from church, they were standing together on the terrace near the Hall, and observed in the distance a railway train flashing along, throwing behind it a long hne of white steam. ' Now Buckland,' said Mr. Sephenson, * I have a poser for you. Can you tell me what is the power that is driving that train ?' ' Well,' said the othc^ , ' I suppose it is one of your big engines.' * But what drives the engine ? ' * Oh, very likely a canny Newcastle driver.' 'What do you say to the light of the sun?' •Samuel Smiles' life of Geo. Stephenson. Some Railway Statistics. 303 sometimes th the idea but if they ill find that enormously :ied than by if two stage ■'s residence trried by on dying state, raphs, news -hap seldom d where the way accident row. avelled more alf the time, 3 per annum, NSON.* )henson had ther on the e a railway ne of white lave a poser driving that of your big ikely a canny of the sun?' How can that be?' asked the Doctor. ' It is nothing else,' said the engineer ; * it is light bottled up in the earth for tens of thou- sands of years — light absorbed by plants and vegetables being necessary for the condensation of carbon during the process of their growth, if it be not carbon in another form, and now, after being buried in the earth for long ages in fields of coal, that latent light is again brought forth and liberated, made to work as in that locomotive, for great human purposes.' " The idea was certainly a most striking and original one ; like a fiash of light, it illuminated in an instant an entire field of w science. THE LOCOMOTIVE AND THE ENGLISH LAKES. One summer's day, long before railways had penetrated the English Lake region, my brother, a friend and I made a pilgrim- age on foot, from Kendal to Windermere to get our first view of that charming lake among the hills, and to spend a day sailing over its crystal waters. This incident calls to one's mind the celebrated sonnets written by Wordsworth when he heard that the Lake region was going to be invaded by " Puffing Billy " and railway coaches. I give one of the Sonnets on the projected Ken dal & Windermere Railway. " Is there no nook of English ground secure From rash assault ? Schemes of retirement sown In youth, and mid the busy world kept pure As when their earlier flowers of hope were blown, Must perish ; — how can they this blight endure 1 And must he, too, the ruthless change bemoan, Who scorns a false utilitarian lure Mid his paternal tields at random thrown ? Baffle the threat, bright scene from Orrest head Given to the pausing traveller's rapturous glance ; Plead for thy peace, thou beautiful romance Of nature ; and, if human hearts be dead, Speak, passing Winds ; ye Torrents, with your strong And constant voice, protest against the wrong." October 12th, 1844). m- 1 i 1 ■a i 1 ''^- • 304 Railways and Other Ways. The Hon. Edward Everett, in his famous speech at the Bos- ton Eailway Jubilee, referred to the above as follows : — ** Mr. Wordsworth was a kind-hearted man, as well as a most distinguished poet, but he was entirely mistaken as it seems to me, in this matter. The quiet of a few spots may be disturbed ; but a hundred quiet spots are rendered accessible. The bustle of the station house may take the place of the Druidical silence of some shady dell ; but, Gracious Heavens ! Sir, how many of those verdant arches, entwisted by the hand of God in our path- less woods, are opened to the grateful worship of man by these means of communication. "How little of rural beauty j'ou lose, even in a country of comparativelj' narrow dimensions like England — how less than little in a country so vast as this — by works of this description. You lose a little strip along the line of the road, which partially changes its character ; while, as the compensation, you bring all this rural beauty, — ' The warbling woodland, the resounding shore. The power of groves, the garniture of fields,' within the reach, not of a score of luxurious tourists, but of the great mass of the population, who have senses and tastes as keen as the keenest, and who but for your railways and steamers would have gone to their graves and the sooner for the privation, without ever having caught a glimpse of the most magnificent and beautiful spectacle which nature presents to the eye of man — that a glorious combing wave, a quarter of a mile long, as it comes swelling and breasting towards the shore, till its soft green ridge bursts into a crest of snow, and settles and dies along the whispering sands !" RISEN FROM THE RANKS. In perusing the many sketches of railway men in this work, it will be noticed that nearly all of them have risen from the t the Bo8- as a most seems to listurbed ; 3 bustle of silence of many of our path- by these jountry of less than ascription. partially bring all but of tlie as as keen steamers privation, agnificent ye of man )ng, as it soft green along the this work, Irom the ■i ^l 1 !l ■i !fli , 11 ' ' 81 i H i' I ' i. \ ' f ' i i ■; ■f ; ii l! . [iu.u ■ i mmm SIR \V. C. VAN HORNE. I Some Railway Statistics. 305 ranks, and I now give from McClure's Magazine for January, 1894, a list of a number of men in the United States, who, from the most humble beginnings, have risen to the highest eminence in railway positions. " The best engineman has been a fireman ; the best con- ductors are made of brakemen ; the best officials are promoted from the ranks. Mr. John M. Toucey, General Manager of the New York Central, was once a trainman. President Newell, of the Jjake Shore, used to carry a chain in an engineering corps on the Illinois Central. President Clark, of the Mobile & Ohio, was a section man, afterwards a fireman. Another man who drove grade stakes is President Blockstand, of the Alton. Allen Manvill, the late president of " the largest road on earth," was a storehouse clerk. President Van Home,* of the Canadian Pacific, kept time on the Illinois Central. A man named Town, who used to twist brake-wheels on the Burlington, is now Vice- President Town, of the Southern Pacific. President Smith, of the Louisville & Nashville, was a telegraph operator. Marvin Hughitt, of the Chicago & North\v'estern, began as a telegraph messenger boy. President Clark, of the Union Pacific, used to ♦ SiK William Van Horne.— The high honour of Knighthood was conferred upon Mr. Van Home by the Queen, on Her Majesty's birthday, 1894. The following sketch of Sir William Van Home's unique railway career is taken from the Toronto Mail of May 28th: "He was born in Will county, Illinois, in February, 1841. Thirty-two years ago he entered the service of the Illinois Central Railway as a tele- graph operator at Chicago. Subsequently he served the Michigan Central in several capacities. From 1866 to 1872 he was connected with the Chicago ti, Alton Railway as train despatcher, superintendent of telegraphs, and assistant superintendent of the railway. In 1872 he became General Superintendent of the St. Louis, Kansas & Northern Railway. From 1874 to 1878 he was General Manager of the Southern Min- nesota line, being President of the company from December, 1877, to December, 1879. From October, 1878, till December, 1879, he was also General Superintendent of the Chicago & Alton Railway. In 1880 Mr. Van Horne became General Superintendent of the Chicago, Milwaukee & St. Paul Railway, and remained in this position for two years. It wa? in 1882 that Mr. Van Horne joined the Canadian Pacific Railway as manager, and it was in 1885, under his able direction, that the last spike was driven in that road at Eagle Pass by Sir Donald Smith. In 1884 the Manager was made Vice-President ; and on August 7, 1888, he was appointed the supreme head of the great corporation." 20 J.I !, h'" fi H I! r 306 Hallways and Other Ways. c}»eck freight and push a truck on the Omaha platform. The Illinois Central, I believe, has turned out more great men than any other road. President Jeffrey, of the Denver & Rio Grande, began in the Central shops, at 45 cents a day." RAILWAY COMPETITION. Competition is popularly said to be the life of trade, but if the maxim was reversed to that of the death of trade, it would be nearer the mark. A person who starts a new business and appears to be doing fairly well in it, is sure to be followed by a competitor, and one or both soon go to the wall. No undertakings have suffered so much as those of railways by a reckless competition. No sooner was the Liverpool & Manchester Railway opened than a fight began between it and the canals. I remember, at one time, raw cotton was car ed from Liverpool to Manchester at sixpence per ton, which, of course, did not pay for handling. Then, as soon as two railways ran between two important points, a war of rates at once broke out, each cutting his neighbour's throat and his own at the same time — a sort of dual suicide, while the public looked on, laughed and shared the spoil, at the cost of the unfortunate shareholders. After much fighting terms would be come to, and all would for a time be serene, to break out again in fresh quarters upon the loosening of some screw in the agreement. Railways, on this continent, have suffered more than those in Great Britain from ruinous competition. Many remedies have been tried and state laws enacted to prevent cutting of freight rates and passenger fares, but none have been very suc- cessful. The subject is one beset with many difficulties, but still it is one which Companies should successfully grapple with. Some Railway Statiatics. 807 The different schemes for preventing competition may be enumerated as under : 1. When there are two or more roads running between competing points, they shall be operated by one management. 2. An agreement between competing companies shall be entered into, fixing rates and fares, and a severe penalty levied upon any company for a breach of the agreement. 3. The earnings of all roads running between competing points to be put into one purse, and divided among those lines interested, upon some scale to be agreed upon. 4. Each company shall deduc^i 50 per cent, of its gross earnings of freight and passengers conveyed between competing points, depositing the remaining 50 per cent, in a common purse, the latter amount to be divided between the roads in the agree- ment upon some equitable scale. COMMENTS. ON THE ABOVE SCHEMES. 1. This may be looked upon as impracticable without a general amalgamation of all the Companies concerned. 2. This system, though often tried, is liable to be broken in some way by drawbacks in tonnage or rates, almost impossible to discover as long as the contractor and shipper keep faith with each other. 3. The one purse system for all the earnings seems to be defective, as a question might arise as to who is to carry the freight. One Company might say, why bother about the freight as long as we get a share of the earnings, whether we carry the freight or not ; and between the Companies the traffic might be neglected. 4. Any system to be successful must deal fairly with all, and each Company must have an interest in securing all the j'f f .'I li^ 308 Railways and Other Ways. freight it can, and this can only be done by deducting a certain per centage from the gross earnings for working expenses, and depositing the balance in a common purse for division among those Companies under the agreement. I name 50 per cent, in each case, but that is a matter for consideration. This seems to be the only feasible scheme, as it gives each Company an interest in conveying all the freight it can, and as it participates in the purse earnings, it removes the temptation to cut rates, since by doing this, it would be doing an injury to itself. It is no gain to a country that its great powers for trans- porting merchandise from one locality to another, should be an unremunerative one to its projectors. It may, apparently, by low rates of freight, be a public benefit in reducing the price of food, clothing and other things, but such benefits are more than counterbalanced by a loss to thousands who have invested their money in railways, and they have a fair and legitimate claim for some consideration from the community. Governments are greatly responsible for much of reckless railway competition, inasmuch as they granted charters to com- panies for the building of parallel lines of road when there was not traffic enough to support already existing lines ; but there is another powerful factor of competition looming in the distant horizon, like the cloud no bigger than a man's hand. I refer to the Electric Motor Railway. At present this new power is mainly confined to towns and cities and their surburbs, but it is threatening to creep along the highways and byways all over the country, tapping its local traffic at every point. The cost of these electric roads is insignificant when compared with the cost of the locomotive railway. The road bed of the electric line is already made; no deep cuttings to excavate, and few bridges to build. Railway companies would do well to hoist the caution signal ; there is danger ahead ! ! ! ilJl il ivi:ii;:u, Canal, River, Lake and Ocean Sailing Craft. 309 I a certain CHAPTER XXVIII. CANAL, RIVER, LAKE AND OCEAN SAILING CRAFT. FREIGHT TRAFFIC ON THE GREAT LAKES." THE following account of the freight traffic on the lakes is taken from the Toronto Globe of Sept. 20th, 1893 : *' The vessel traffic passing through the Detroit River is greater than passes any other point in the world. In the year 1889 it was 36,203,606 tons. The last census of the United States shows that during the 234 days of navigation of 1890 there were carried on the great lakes in the United States foreign trade 2,003,047 tons of cargo and in the domestic trade of the United States 28,295,959 tons of freight. These figures throw a flood of light on the nature of the traffic on the lakes. It is largely domestic business — that is, exchanges of commodities between United States ports. The vast bulk of it is repre- sented in the traffic between Buffalo at one end of the system and Chicago and Duluth at the other, with the intermediate . towns taking an exceedingly prominent part in the rivalry. The traffic eastward is largely grain, lumber and iron ore ; that west- ward is largely coal. The grain for export is bound either for Montreal or New York, that for domestic consumption is absorb- ed proportionately by all the lake ports along the route. The lumber is almost all for domestic consumption — for Detroit, Toledo, Cleveland, Sandusky, Erie and Buffalo. These are all depots for interior towns, such as Pittsburg, Newark and Cincin- nati, and for the populous country south of Lake Erie. The iron ore is in demand to a greater or less extent in all of the cities .1 i m , !■• 310 Railways and Other Ways. mentioned, and the extent of this traffic may be estimated when it is stated that from the Lake Superior region alone 7,000,000 long tons of ore are annually shipped. Of the westward-bound traffic coal is the main article. It is shipped from all the Lake Erie ports, Buffalo, Ashtabula, Cleveland, etc., which are nearest the coal areas." ! -J THE GREAT CHAIN OF INLAND LAKES. Heiyht Lemith. Breadth. above the Sea. Superior 355 miles. 160 miles. 600 feet. Huron, with Georgian Bay 280 " 190 " 678 " Saint Clair 20 " 25 *' 570 " Erie 240 " 80 '* 565 " Ontario 180 " 65 " 232 " Michigan 320 " 80 " 678 " THE FIRST CANADIAN CANAL. i ' n i .1 H-. i "The Chambly, the first Canadian Canal, 11^ miles in length, was constructed to overcome the Chambly Rapids, which run almost interruptedly from St. John's to Chambly, the dif- ference of level being 74 feet. The work was commenced 1st Oct., 1831, but owing to financial troubles was not completed until the 17th Nov., 1843, when the canal was opened for naviga- gation. This difficulty being removed the route is open from the Saint Lawrence, by the Richelieu river at Sorel, to Chambly, thence by the Chambly Canal to Saint John's, through Lake Champlain to "Whitehall, and thence by the New York & Champ- lain Canal, 67 miles, to Waterford on the Hudson River, distant from New York, 153 miles, thus forming a water navigation be- tween Montreal and Quebec and New York." — Kingsford's "Can- adian Canals." U-ii I ill.tl; Canal, River, Lake and Ocean Sailing Craft. 311 THE ST. LAWRENCE CANALH. These very important works, the hnks which connect the western lakes through the Saint Lawrence with the seaboard at Montreal, are as follows : — Feet. 1. 2. 3. The Lachine Canal, 5 locks, mean rise 44? The Beauhamois Canal, 9 locks, mean rise 82h " " " 48' \ n »« »' 4 2 " " " '.'.'.'.'.'.'.'.'. 11^ 3 " " " 15^ The Cornwall / Farren's Pt. ' ^ \ Rapide Plat ' 00 a Miles. Lonj;{th 8;r " ii:- 11.. 4< ^ g < Iroquois \ ? -^ i Junction [ ^ I. Gallops j Including for comparison the Wolland canal, 27 locks*330 " Fall on portions of the St. Lawrence, not requiring locks 15| Height of Lake Erie above Montreal harbour 55l| — (Kingsford's "Canadian Canals," 1865.) 7^ 43^ 28 :i THE FIRST STEA:M]}0AT. Attempts to sail boats by steam power were made soon after James Watt'sf inventions and discoveries, in connection with the steam engine, were made known. Chambers's Information for the People says : " We do not consider it of the least moment to mention how or by whom steam propulsion was first discover- ed ; the merit of this and every other great invention is alone due to the person who brought it into practical use." "In 1807 Fulton introduced the use of steam-propelled vessels on the Hudson, between New York and Albany. In 1812 Bell introduced a similar mode of steam navigation on the Clyde ^Another canal between Lakes Erie and Ontario has since been built deeper and with larger locks, admitting vessels of 1,500 tons. f James Watt was born at Greenock, in Scotland, June 19th, 1736, and died on the 25tfa of August, 1819. >• 'tl S! i •ift 5 in •I 'ill 312 Bailwaya and Other Ways. at Glasgow ; and two or three years afterwards steamboats were common on British rivers, and on the sea around the coasts." Mr. Fulton's steamer, referred to in the above, was the " Clermont," " which " (quoting from Dr. Fleming's paper) " was launched on the Hudson in 1807. She was built by Mr. Fulton in conjunction with Mr. Livingston. She was 130 feet long with a breadth of 16^ feet. Her engines were made in England. She attained a speed of five miles an hour. She proved a practical success, and carried goods and passengers between New York and Albany for some years. If we have the best grounds for stating that to Canada is due the honour of sending to sea the pioneer ocean steamship, we must acknow- ledge that in the United States was produced the first steamboat in the world, regularly and continuously engaged in the passenger traffic." FIRST STEAMBOAT IN CANADA. ** The first steamboat that ran between Quebec and Montreal appears to have been built in 1809, by Mr. John Molson, well known as the father of steamboat ent^^rprise on the St. Law- rence." " Upper Canada was only a little later in availing itself of the facilities of steamboat navigation. The * Frontenac,' the first Lake Ontario steamer, was not built till 1816. She cost ii'15,000, which is nearly three times as much as any other boat on that lake cost for the next decade."* Upon the same subject. Dr. Fleming says : ** Two years after the steamer * Clermont ' made her trial trip on the Hud- son, the first steamboat appeared on the St. Lawrence." Dr. Fleming ,as indebted to Dr. S. E. Dawson for the following inter- esting details : "On November 3, 1809, the steamer * Accommo- dation,' carrying ten passengers, left Montreal on Wednesday, at two o'clock in the afternoon, and arrived at Quebec on a Satur- •J: M, &. E. Trout's "Railways of Canada." Canal, IHver, Lake and Ocean Sailing Craft. 313 day, at eight o'clock in the morning. She anchored every night, and that practice was continued for many years on the St. Lawrence." << THE JOHN O GAUNT. The progress and Rpread of steam navigation, in its early days, must have been slow, for, as a small boy, I remember the first steamer which entered the seaport town of Lancaster, England, say nearly seventy years ago. The sensation the event produced was quite sufficient to rivet it upon my memory. It was announced that on a certain day the steamer " John O'Gaunt," from Liverpool would arrive at Lancaster, and fully 10,000 people from all parts of the country flocked in to see the wonderful > hip. Among the crowd on the wharf stood a woman who kept a " turnpike " (toll gate) on the highway, and near a fat, jolly, humorous man, one Bob Harrison, a bailiff. When the steamer sailed up to the wharf the woman cried out, in perfect astonishment, "Why deary me its got wheels." " Yes mam," said Bob, with all the gravity of a judge. ** Its made to go by land or water, it'll be coming through your turnpike one of these days — you'll not know what to charge it." " Nooa," said the woman, " we've nout sich as that queer looking thing set down in our toll tables." EARLY OCEAN STEAMSHU'S. "The 'Savannah,' 350 tons burden, was built in New York in 1818. She was rigged as a sailing vessel, steam apparently being used chiefly as an auxiliary, in calms or with light or head wind. Her total cost was about $50,000, including engines and all rigging. She carried 75 tons of coal and 25 cords of wood. Moses Eogers was her captain, and Stevens Rogers, the first officer, or sailing master as he was called. The * Savannah " i .■ I Y I I 111 in. . I ii \ -ill H -.^ !' i ! li^i;' ^i' m ■3' Mi 314 Railways and Other Ways. sailed from New York on March 28, 1819. The voyage to Liver- pool was made in 22 days, 14 of the 22 under steam. She then visited several of the continental ports of Europe before return- ing to the United States. Pecuniary troubles coming upon her owners the * Savannah ' was sold. Her engines were removed and she ran between New York and Savannah, as a sailing packet for several years. She ran ashore on Long Island and went to pieces in 1822, a few months after the death of her commander." — {Buffalo Illustrated Express, of Dec. 4, 1892, which gave a sketch of the "Savannah.") The " Savannah " would seem to have been the first vessel to have made use of steam, as a propelling power, in crossing the Atlantic, but she was a full-rigged sailing ship and entirely independent of steam, and she only made use of that on a part of the voyage ; still she is entitled to all honour and credit for her bold venture, and to take her place as one of the earliest attempts at ocean steam navigation. THE " ROYAL WILLIAM." Fourteen years now passed before we hear anything more of ocean steam navigation. Then we turn to Canada and find that a steamship was built at Quebec, the " Eoyal William," which made a complete passage from that port to London, wholly under steam. For the story of that memorable event I am indebted to Dr. Saniord Fleming, who, on December 17, 1892, read a very interesting paper before the Canadian Institute at Toronto on Ocean Steam Navigation, Early Steamboats, etc., from which I make the following extracts : '* 1. The first steamship to cross the Atlantic was built by a joint stock company at the yard of Campbell & Black in Quebec in 1830-31. 2. The designer of the ship and superintendent of its construction was Mr. James Goudie, born in Quebec, 1809, and ii ill MMHIMmilH e to Liver- She then re return- upon her moved and packet for i went to nmander." ich gave a first vessel n crossing id entirely n a part of jdit for her 5t attempts ng more of find that a .m," which holly under indebted to read a very Toronto on m which I built by a in Quebec adent of its , 1809, and Canal, River, Lake and Ocean Sailing Craft. 315 died 1892. 3. The ship was launched in the spring of 1831 with more than ordinary ceremony. 4. The ship was towed to Mont- real to receive her machinery, and on being fitted for sea, her first voyage was to Halifax. Before setting out for England she traded between Quebec, Halifax and Boston. She was the first British steamer to arrive at the latter port. 5. In the list of owners appear the names of the three brothers, Joseph, Henry and Samuel Cunard, of Halifax, Nova Scotia. 6. Her dimen- sions were : length, 176 feet ; hold, 17 feet 9 inches ; breadth, out- side, 44 feet ; breadth between paddle-boxes, 28 feet. She had three masts, schooner-rigged; builder's measurement 1,370 tons, with accommodation for 60 passengers. 7- She left Quebec for London August 5, 1833, called at Pictou, Nova Scotia, to receive coal and overhaul machinery. She restarted from Pictou August 18, with seven passengers, 254 chaldrons of coal, and a light cargo. She encountered a teriffic gale on the Banks of New- foundland, which disabled one of her engines. The passage from Pictou to London occupied 25 days. 8. Ten days after her arrival in London she was chartered by the Portuguese Govern- ment to enter the service of Dom Pedro. 9. In 1834 she was sold to the Spanish Government, was converted into a war steamer, and under a new name, the ' Ysabel Segunda,' was employed against Don Carlos." Dr. Fleming further says that " To his mind it is incon- testably established that the memorable voyage of the Royal William in 1833 must be held to be the first passage across the Atlantic under steam. She undoubtedly proved to be the pioneer of Atlantic steamships. It cannot be disputed that she was the forerunner of the Cunard line, and as such was equally the fore- runner of the thirty-four other lines which to-day run regularly between America and Europe." I Si I ■ ,, i: i !lt ! i I ■ Ml 1 i ' ;j M 316 Railways and Other Ways. STEAM SHIP "great WESTERN." Messrs. Chambers, in their ** Information for the People," when speaking of ocean steam navigation, make no allusion to the "Eoyal William," from which I infer that they were unaware of her existence. Quoting from their work published in 1842, they say : "The first steamer to make the voyage across the Atlantic, and form a means of regular communication between Britain and the United States was the *' GREAT WESTERN," a steamship of 1,340 tons burden, and was the first large vessel which plied regularly on that route. She departed from Bristol, England, on the 7th of April, 1838, and reached New York on the 23rd of the same month." THE " SIRIUS." At the time (1837) when the " Great Western " was building at Bristol, another steam-vessel, the " Sirius " was being bailt at London. It was these vessels that made the first race, the *' Sirius " making the trip measured from Queenstown, in 18^ days, and the " Great Western" in 14^ days. The "Sirius" having had nearly four days' start, came into New York a few hours ahead of the winner. The " Sirius," the smaller vessel, 700 tons, was four days longer on her trip, all her coal was consumed, and she reached only by burning spare spars and by going at reduced speed. She sailed for home again on May 1, 1838. She made but one voyage ; it not paying, she was placed upon the channel service between Cork and Dublin. The foregoing, on First Atlantic Steamships, was written more than a year ago. I now give, from the Toronto Telegram of ^ Canal, River, Lake and Ocean Sailing Craft. 317 June 29, 1894, another interesting statement and ceremony about the Quebec steamer. TABLET UNVEILED IN MEMORY OF THE OLD " ROYAL WILLIAM." Ottawa, June 29. — At the Intercolonial Conference here yesterday, after the address to Her Majesty congratulating her on the 57th anniversary of her coronation had been adopted, Lord Aberdeen (the Governor- General) read the following letter received from the secretary of the Koyal Society, Dr. J. G. Bourinot, C.M.G. :— " Ottawa Ont., June 26, 1894. " To His Excellency the Governor-General : ** My Lord, — The two Houses of the Canadian Parliament have orders that a brass tablet should be placed in the wall of the corridor leading to the library of Parliament with a suitable inscription ' commemorating the departure of the Boyal William from the port of Quebec in 1833 — the first vessel to cross the ocean, wholly by means of steam.' ** Your Excellency is already familiar with the leading cir- cumstances connected with this interesting historical fact. The brass plate ordered by Parliament is now ready to be put in place, and it is felt that no more fitting time could be chosen than at the close of the opening meeting of the Colonial Conference. On behalf of the Royal Society and associated societies, who were first to move in doing honor to the builders and navigators of the 'Royal William,' I express the hope that your Excellency will be pleased to place the commemoration plate in its permanent position. If it be agreeable to your Excellency, I enclose the list of gentlemen who, it is thought desirable, should witness the proceedings : " The delegates to the conference, the Speakers of the Senate and Commons, Cabinet Ministers, Mr. Gustavus Wicksteed, who I ir (M i i \:. I I!. 1 - I a I Tiis' 318 Railways and Other Ways. saw the * Royal William ' launched 63 years ago and took passage in her trial trip ; Mr. Horace Wicksteed, who boarded the * Royal William ' on her arrival in England and dined with the captain ; representatives of the Royal Society and associated societies. I have the honor to be, ** Your Excellency's most faithful servant, " (Signed) J. G. Bourinot." The Conference then rose, after which the Governor-General unveiled the brass tablet in commemoration of the departure of the * Royal William,' the first vessel to use steam power wholly in crossing the ocean from Quebec in 1833. His Excellency said Canadians should be proud this vessel was built in Canada. He mentioned the presence of Mr. G. W. Wicksteed, who was on board the * Royal William,' and his brother, Major Wicksteed, who met her on her arrival. After a few remarks from Mr. G. W. Wicksteed the compRny separated, after cheers for Her Majesty. The " Royal William " was the pioneer of the grand era of Atlantic steam navigation, and now steamships almost monopo- lize the ocean. As a sequel to the above, I give a record of the remarkable progress made in size, tonnage and speed of Atlantic steamships since the advent of the celebrated "Royal William." ATLANTIC STEAMSHIPS. *' The American transatlantic liner and auxiliary cruiser *City of Paris ' arrived in New York harbor at 1.02 o'clock, a.m., July 27, with a new record for the westward voyage and for a day's run. Her time for the run was 5 days, 15 hours and 58 minutes. The best previous trip was that of the * Teutonic,' which ended in New York, Aug. 19, 1891, in 6 days, 16 hours and 31 minutes ; and before that the * Majestic ' held the Canal, River, Lake and Ocean Sailing Craft. 319 record. The best day's run of the ' Teutonic,' and the best that had ever been made, was 517 knots. On this last trip the * City of Paris ' made one day's run of 519 knots, and one of 520. The daily records of the three vessels in their record breaking trips were : City of Majestic, Teutonic. Paris. First day 470 4G0 478 Second day 501 496 601 Third day 41)7 505 519 Fourth day 501 610 504 Fifth day 491 517 5'20 Sixth day 317 290 263 2,777 2,778 2,785 "The following table, except the * City of Paris,' last trip, we printed last August from the New York Sun. It gives the highest records as they were made from year to year : Year. Ship Days. Hrs. Min. 1866— Scotia 8 2 48 1873— Baltic 7 20 9 1875— City of Berlin 7 15 48 1876- Germanic 7 11 37 1877 - Britannic 7 10 53 1880— Arizona 7 7 23 1882— Alaska 6 18 37 1884— Oregon 6 11 9 1884— America 6 10 1885— Etruria 6 5 31 1887— Umbria 6 4 42 1888— Etruria 6 1 55 1889— City of Paris 5 19 18 1801— Majestic 5 18 8 1891— Teutonic 5 16 31 1892— City of Paris 5 15 58 "A speed of 520 knots a day gives 21*607 knots an hour, which is equal to 24*92 statute miles. To be perfectly candid, the 'City of Paris' is still flying the British flag." — American Engineer, August, 1892. ■fl!: I. • ; u f ;!; ! f'^ *f=i ^ I il 1 1 320 Railways and Other Ways. QuEENSTowN.May 12, '93.— The new Cunard steamship "Cam- pania," Capt. Haines, which sailed from New York for Liverpool May 6, arrived at Queenstown at 9.30 o'clock this morning, having made the passage from Sandy Hook to Queenstown in five days, seventeen hours and twenty-seven minutes, the best passage eastward yet made by any steamer. The passengers cheered enthusiastically upon coming into the harbor. HER LATEST TRIP. Campania left Queenstown 12.51 p.m., 12th August ; passed Sandy Hook Lightship, 5.45 p.m., 17th August, 1894. Time : 5 days 9 hours and 29 minutes, being 3 hours and 18 minutes less than any previous record. A. F. Webster, Toronto Agent. RELATIVE SIZES OF GREAT STEAMERS. The following figures show the relative sizes of some of these big ships : Great Campania. Paris, Teutonic. Eastern.* Len<^th 620 527 556 092 Beam 65 63 57.0 82 Draught 32 29 26 31 Horsepower 30,000 20,100 17,000 7,000 Tonnage 17,000 10,500 9,086 25,0(10 # It may be of interest to record some further details of the Great Eastern, which the author had the pleasure of inspecting when she was at New York and also at Quebec. She was moved by screw and paddle-wheels, and could spread 6,500 square yards of canvas. She had four decks, ten boilers and five smoke stacks, 112 furnaces, ten anchors and six masts. Her depth was fifty-eight feet ; across paddleboxes 114 feet ; weight of iron used in construction 10,000 tons ; computed speed eighteen miles an hour. Could carry 10,000 troops, or 800 first-class passengers, 2,000 second-class passengers, 1,200 third-class passenf^ers, total 4,000. To walk around her deck was a quarter of a mile. She was said to have been 6,000 tons larger than Noah's Ark; capital employed was £1,200,000 sterling. ■^c jd by E. K. Brunnel, F.R.S. ■ ] ■ * '■ * i ' 1 > ■ Is H- ■ i . Si ' h \ iiLli i .i = ■i' ^ Canal, River, Lake and Ocean Sailing. 321 CANADIAN SHIPS AND THEIR TONNAGE. In answer to a question in the Canadian House of Com- mons in 1893 the Secretary of State gave a statement of the number of Canadian ships and their tonnage. It was as fol- lows: — New Brunswick Nova Scotia Quebec Ontario Prince Edward Island. Manitoba British Columbia JS'o. of No. Sailing Ueamers. Vessels. Tonnage, 101 946 181,779 123 2,731 425,690 275 1,408 162,628 755 1,347 141,750 21 19() 22,706 54 81 6,418 173 298 33,448 Total. 1,502 7.007 974,419 INCREASE IN THE SIZE OF OCEAN STEAMSHIPS. The following outlines will show at a glance the comparative sizes of the first with the latest and most splendid type of trans- Atlantic steamers. It needs no comment to emphasize the progress that has been made in this line in less than 60 years. Sirius Scotia Britannic and Germanic Umbria and Etruria City of New York and City of Paris. Teutonic and Majestic Campania and Lucania... Length. 178 feet. 400 470 520 560 582 620 (Cincinnati's " World's Progress," July, 1893.) Her mishaps were many and her successes were few, but the latter were great ; one was her celebrated trip with troops from Liverpool to Quebec and another the laying of the Atlantic Cable (a continuous wire-rope of 20,000 tons) in July 1866, and picking up the lost Cable of '65, in mid-ocean ; events which must ever be memorable m history. Sad indeed were the hearts of thousands when the news came that the hulk of the Bio Ship had been broken up and sold as old iron. " Her last sea fight was fought, Her work of glory done." 21 HiW 322 Railways and Other Ways. To the above may be added : The Royal William (Quebec Steamship of 1833). Great Eastern Length. 176 feet. 692 " " They that go down to the sea in ships, That do business in great waters ; These see the works of the Lord, And His wonders in the deep." — Psalm cvii, vv. 23, 24. A ship's bill of lading, one hundred years ago. These ancient ship's bills of lading, quaint in style and somewhat old-fashioned in the wording, breathe a lovable spirit, as they oflfer up a prayer, that He, who " rides on the whirlwind and directs the storm," may guide the good ship in safety to her destined haven. No one can tell of the benefits which have arisen from these pithy little sermons constantly coming before the eyes of mariners in their daily toil, and they must, in numerous cases, have led them to better thoughts, and influenced their future lives. Since the flotilla of steamships has almost taken possession of the ocean, the good, old, prayerful bills of lading have ceased to be, and the form, nowadays, omits all words of a sacred character, as if steamships were independent of the Creator's power, and did not require any special care for their safety; still, even steamships are not exempt from " The peril of waters, winds, and rocks," as even they sometimes meet with sad calamities. I am indebted to the Station Agent, a monthly journal published at Cleveland, 0., for the fac-simile of an original Ship's Bill of Lading issued one hundred years ago, appearing on opposite page. * I ■ c5^ g 4> — rt CO rzj ^ .;? .fn ,!: i J; I M I 1 u Canal, River, Lake and Ocean Sailing. 323 TISSUE COPYING OP WAY BILLS. In the freight (goods) offices of the early English Railways, our system of taking tissue copies of way-bills (invoices), was by using a damping brush or damping box in order to prepare the tissue paper, and I remember it was a slow, tedious and unsatis- factory process. In damp, murky weather we did not get very good impressions, as the ink would run, making many blurs. On the Grand Trunk Railway, for many years, the clerks have had a system of copying way bills, abstracts and other documents in a much more expeditious way, and by using ordin- ary care, getting the best possible copies. Their plan is to have a number of square pieces of cotton cloth, cut a little larger than the document to be copied ; these are dumped into a washing tub of water, with a wringer attached to the tub ; when copying is to be done, as many cloths as are wanted are passed through the wringer and the water all squeezed out ; they are then ready for use. A sandwich of cloth, tissue paper and way-bill is then formed, and placed pile upon pile to any number up to two hundred. The bale of sandwich matter is then put under the copying press and the whole perfectly copied in a few minutes. When necessary, three or four copies of each document can be taken at the same time. Damping box, brush and blotter are not needed. The cloths get well marked with ink in time, but it does not come off. They, of course, require replenishing when they get very inky. The author has copied scores of sheets of manuscript in this way without a press, simply by standing upon the letter book a few minutes ; but then it must be understood that he ** carries weight," turning the scale at two hundred pounds. U h mil 324 Railways and Other Ways. CHAPTEB XXIX. THE ELECTRIC TELEGRAPH. " Rise from your dreams of the future — of gaining some hard fought field, Of storming some air fortress, or bidding some giant yield ; Your future has years of glory, of honor, God grant it may. But your arm will never be stronger, or the needs so great as to day." THE intimate connection between railways and telegraphy must be my reason for making some remarks and relating some incidents in reference to the latter. The telegraph may be called the pilot of railways, as it has, at all times, had much to do with their safe working. One of the first, if not the first, railway in England to adopt the Electric Telegraph was the Preston & Wyre, a single line of 20 miles, opened in the year 1840. I was an agent on that railway, and one of my duties was to learn and operate the telegraph. I remember, we used three wires for the purpose, viz., one co ring the bell, and the other two to transmit messages, the signals being given on an instrument somewhat like a clock's face. It had two handles which worked two dials on the face of the machine. One night, a friend, who had paid some attention to elec- tricity, and myself tried some experiments to test the earth as a conductor of the electric fluid. One exp«i iment was as follows : We cut the wires connecting Preston with Fleetwood ; I then held one of the wires in my teeth, the powe) ^'^as put on, but no effect was produced. I then touched an iron turn-table sunken flush with the ground, with one end of the wire, when I instantly received a smart electric shock. This experiment was repeated several times, always with the same result, and proved to our The Electric Telegraph. 325 satisfaction that one wire, with the earth as conductor, was all that was necessary to complete the circuit. I merely relate this as an exhibit of our curiosity, without claiming to have dived deep into the mysteries of electricity. Our telegraph at that time was in a somewhat crude state. We had much trouble to keep the batteries in good working order, and the signals on the dial plates (Wheatstone's system) were often very faint. Still, for working a single line of railway, we found the telegraph most valuable. When the Grand Trunk Railway of Canada was opened in 1853, the telegraph system was an independent department of the Company's, and Geo. W. Purkis was the first superintendent, a gentleman much esteemed by all who knew him. He died at an early period. The agents and operators erected a monument to his memory in the cemetery of a village near Brockville, Ont. A. G. Davis was the next superintendent, who remained in office until the telegraph line merged into the hands of the Montreal Telegraph Company, which for some time had been under the superintendence of HARVEY PRENTICE DWIGHT, a gentleman who is fairly entitled to be named as the Father of Telegraphy in Canada. I have many pleasant memories of Mr. Dwight in the early Grand Trunk days, and always found him obliging and wishful to attend to our wants in connection with telegraph communication. Mr. Dwight, like many remarkable men of genius, has risen from the ranks, with no special outside power at his back to push him forward, other than that of his own steadiness of conduct, and indomitable energy and perseverance. Born in a quiet country town, at Belleville, Jefferson County, N. Y. State, in 1826, educated at a small county school, and, at the age of 14, commencing the battle of life in a general store; in a few years more, still a youth, he starts for Canada, and I 326 Railways and Other Ways. in 1847 be becomes an operator of the Montreal Telegraph Company, in the first year of its existence. After remaining at Montreal some years, he is next found at Toronto as Western Superintendent of the same Company. In about 1875 Mr. Dwight had to grapple with opposition in the shape of the Dominion Telegraph Company. After a severe struggle, inju- rious alike to both Companies, and lasting throughout a decade, the two contending parties shook hands and joined a new organization, viz.. The Great North Western Telegraph Company, in 1881, and Mr. Dwight was chosen as its General Manager. W^hen Erastus Wiman resigned the Presidency of the G.N.W., Mr. Dwight was unanimously appointed to succeed that gentle- man as President of the Company, he having reached, as it may be said, step by step, from the foot to the very topmost rung of the ladder, where he now governs a telegraph system of from 30,000 to 40,000 miles of wire ; which extends its bands to the Maritime Provinces, to Michigan, Vermont, New York, and away beyond the Red River of the North; with offices numbering 2,000, and an immense staff of employees, by whom Mr. Dwight is respected and beloved. Among other veterans in Canadian Telegraphy are Mr. 0. S. Wood, of Montreal, and Mr. Geo. Black, of Hamilton. Mr. Wood, who has so long been connected with the Montreal Telegraph Company, has assisted in and seen its rise from mere babyhood to its present large proportions of 15,000 miles, all in the Dominion of Canada. The Toronto Monetary Times, in a recent article upon early Telegraphy, said : " So embarrassing did the pressure of public telegraphy become when, some thirty years ago or more, rail- way and public business was done over a single wire line, that Mr. 0. S. Wood, of the Montreal Telegraph Company, set himself to overcome the difficulty by stringing more wires in order that the two services might be separately accommodated." # The Electric Telegraph. 327 Mr. Geo. Black, like Mr. 0. S. Wood, has also a long record in telegraphy. His love of his occupation has carried him far beyond the ordinary superintendence of the system, viz., to that of an inventor and discoverer in electricity ; and he now takes his stand amongst the noted scientists of the day.^ GRAND TRUNK OPERATORS. Several of the G. T. E. operators, in after years, rose to eminence on railways in the Dominion, as well as the United States. When the general freight office of the G. T. R. was in a room of the St. Lawrence Hotel at Montreal, about 36 years ago, I had, as telegraph operator in the office, a youth named James Walsh. On visiting Chicago, many years afterwards, I found that Mr. Walsh was then a man of note in that city, and a superintendent of one of its railways. * In the earlv days of telegraphy the duties of an operator were often combined with other official work. The following from the Toronto Monetary Times may be quoted as an illustration. The story was told by a commercial traveller in a western paper :— "On a certain cold, rainy winter night," said the drummer, " I was left at a small station on a western branch road to wait for the train that was to take me somewhere. There was nobody around, and I must have looked lonesome, for the brakeman came up and tendered me his sympathy. " * Hard place, ain't it? ' he said, looking around on the general dismalness. " 'Rather,' I responded, 'when a man nas to wait in it for four hours.' " ' Oh, well, you may have some company,' he said, encouragingly. " * Who? ' I asked, for I could see no one. " 'Well,' he said slowly, as if making a calculation, ' you'll find in the station the telegraph operator, the station agent, the baggage master, the train despatcher. the ticket seller, the storekeeper, the accident insurance agent, the express agent, the postmaster and one or two otner ofticials.' ' ' And then he jumped for his train. " I went into the dimly lighted station and looked about for my prospective companions. Nobody was visible except a sandy-haired man at the telegraph instru- ment. ' ' ' Where are the others ? ' I inquired, much surprised. " ' Others what ? ' he answered. " ' Why, the others the brakeman told 1.10 were here. The telegraph operator, the station agent, the baggage master, the t^ain despatcher, the storekeeper, the ' " The man at the instrument began to grin. ' That dam brakeman ! ' he said. ' He's a funny fellow.' And I found that all the nine functions he had described were performed by the one sandy-haired man in the station." ■ ■ If i ■' ' B 'i i/'- HI f ; li- X' -I 1 ; " 328 Railways and Other Ways. CHAPTEE XXX. STORY OF THE ATLANTIC CABLE. '* I'll put a girdle round about the Earth in forty minutes. " — Pock, in Midmmmer Night's Dream. ONE summer day, in the year 1858, I. S. Millar and I were strolling up the streets of Portland, Maine, towards the Post Office. On approaching the building we saw grave lawyers, clergymen, merchants and others in a frantic state of excitement, throwing up their hats, huzzahing and capering about in the middle of the street. We concluded that the usual quiet and sober people of Portland had been suddenly smitten with some strange mania, or had broken loose of the " Maine Liquor Law," and were holding high revel on the occasion. On reaching the scene we were told, in exulting terms, that *' the Atlantic Cable was laid," and that messages had just passed between Queen Victoria and President Buchanan. Millar and I then joined in the throwing up of hats, and gave three British cheers for the two great notabilities. Shortly afterwards I mounted the hurricane deck of a ferry steamer bound for Peak's Island, where my family were rusticat- ing. On approaching the Island I waved an impromptu flag and announced the important news to the Islanders. At night bonfires were lit, rockets sent up, guns fired and dances got up on Lhe sandy sea shore. The Atlantic Cable, the new child of genius, after conveying a message from the Queen, and a reply from the President, and Stoii^ of the Atlantic Cable. 329 a few more messages, exhausted itself — it flickered, it sank — it died, to rise again in all its majesty and might a few years afterwards. From the Montreal Gazette, of August, 1858, I herewith give a copy of the first two messages by the Atlantic Cable, which will be read and re-read with great interest in distant ages through- out all time. queen's message. Trinity Bay, Nfld., Aug. 17, 1858. The Queen's Message was completed at 5 o'clock this morn- ing. It was commenced yesterday. During its reception the operators at Valentia desisted in sending it, in order to make some slight repair. Through a mistake, the part received was sent as if it constituted the whole message. The following is the Queen's Message in full : — To Hon. the President of the United States : Her Majesty desires to congratulate the President upon the successful completion of this great international work, in which the Queen has taken the deepest interest. The Queen is convinced that the President will join with her in fervently hoping that the Electric Cable, which now connects Great Britain and the United States, will prove an additional link between the nations whose friendship is founded upon their common interest and reciprocal esteem. The Queen has much pleasure in thus communicating with the President, and renewing to him her wishes for the prosperity of the United States. \f w Ulii ! I'll' ( il 1 r, 330 Railways and Other Ways. REPLY. Washington City, August 16, 1858. To Her Majesty Victoria, Queen of Great Britain : The President cordially reciprocates the congratulations of Her Majesty the Queen on the success of the great international enterprise accomplished by the science, skill and indomitable energy of the two countries. It is a triumph more glorious because far more useful to mankind than was ever won by con- queror on the field of battle. May the Atlantic telegraph, under the blessing of heaven, prove to be a bond of perpetual peace and friendship between the kindred nations, and an instrument destined by Divine Providence to diffuse religion, civilization, liberty and law throughout the world. In this view will not all nations of Christendom spontaneously unite in the declaration that it shall be forever neutral, and that its communications shall be held sacred in passing to their places of destination, even in the midst of hostilities. James Buchanan.* cyrus w. field, the father of the atlantic telegraph. (Died at Ardsley, N. Y., on July 12, 1892. Aged 73 years.) Few men have passed through such an eventful life as that of Cyrus W. Field. Commencing active business life as a boy at one dollar per week, in A. T. Stewart's store in New York, he gradually pushed his way, and by pluck, ability and industry, rose to eminence and wealth. As the founder of the Atlantic Telegraph Cable system, his name will be commemorated and handed down to the remotest period of time. * It would seem from the above that the President sent his reply to the Queen before Her Majesty's messafi^ was sent off. This is explained at the head of the Queen's laessage, which really commenced on the 16th August. Ji : .„li. story of the Atlantic Cable. 331 A BRIEF STORY OF THE CABLE. The first cable voyage was made in the summer of 1857, when the steamer "Niagara," with Mr. Field on board, paid out the cable for 200 miles, after which the electrical continuity was lost. Then it was found and all went well again, until sud- denly the cable parted. That ended the first lesson. Undaunted Mr. Field started a second expedition on June 10th, 1858. The cable broke again and was lost to view. Still determined, a third expedition started on July 17th, and August 15th the cable was laid, signals being sent from Trinity Bay, Newfoundland, to Valentia, Ireland, with ease and rapidity. (See messages.) But on September Ist the current suddenly ceased. Notwithstanding these repeated failures, the last expedition endued Mr. Field, his friends and the public with faith and hope, and vigorous measures were taken to raise capital. The Anglo- American Telegraph Company was formed. The famous mam- moth "Great Eastern" steamship was chartered. The New York Herald of July 12th, 1892, tells of the grand triumph of Cyrus Field, as under : i^JP:. THE END AT LAST CROWNS THE WORK. "Finally the new cable and its ponderous machinery were completed and put on board the 'Great Eastern' in June, 1866. The shore end was successfully laid and made fast to the cable on the steamer. Once more the attempt was to be made, and the world waited in suspense. Frequent disasters made every one cautious. Nothing was done in haste. Accompanied by her attendant, the ' Great Eastern ' left Valentia on Friday, the 13th of July. Moderate speed was the order. For fourteen days and nights Mr. Field scarcely closed his eyes. It might almost be said he saw every inch of the cable as it was paid out over m\ •] ■ I ff in 1 n ■\; li i 332 Railways and Other Ways. the enormous drums. The weather was fair and the water com- paratively smooth. Of course the good people of Merrie England had a great advantage over their hopeful cousins on this side of the ocean, as they were in daily communication with the opera- tors on the ship. Mr. Field reported every night the progress made, and all the English papers printed his messages. The greatest excitement was indicated in New York, where hope went out to meet the expedition, but hope had no connecting wire. On Friday morning, the 27th of July, 1866, the enormous hull of the leviathan was discerned by watchers on the Newfoundland coast, and with guns firing and bunting floating, with a trail of wire 2,000 miles long behind her, the * Great Eastern' steamed majestically into the harbor of Heart's Content and dropped her anchor in front of the u leg: h house — all safe, all well. On his knees in his cabin Mr. Field gave thanks to God for His goodness and then sent word licaie. As the Newfoundland Bay cable was not completed, there was a ciolay of two days in its reception. On Sunday morning, July 29, while the church bells were ringing all over the land, and Trinity's chimes in New York were ringing, * Praise God, from whom all blessings flow,' the following mes- sage was received and delivered by Herald extras in every part of the city : — Heart's Content, July 27, 1866. We arrived iit nine o'clock this morning. All well. Thank God, the cable is laid and in perfect working order. Cyrus W. Field." henry m. field, d.d. In a letter to the New York Independent the Rev. H. M. Field paid a beautiful tribute to the memory of his deceased brother, from which the following extracts are made : — " Hardly had our Civil War closed before the attempt was renewed to lay a cable across the Atlantic, with the advantage •w ill; ,U 1 Story of the Atlantic Cable. 333 3LD. [. Field Irother, Ipt was lantage of having the monarch of the seas, the * Great Eastern,' to carry the burden of twenty thousand tons of iron coiled in her mighty bosom safely across the deep. An attempt on such a scale ought to succeed ; and it did almost, for twelve hundred miles were laid when the cord snapped again, and all was over for another year. One more battle was to be fought before God gave them the victory. In 1866 the cable was stretched from shore to shore. But even that was not enough ; for hardly was it landed before the great ship swung her head to the sea to search for the lost cable of the year before. For one month she dragged the bed of the ocean at a depth of two miles, till the lost treasure was reclaimed, and dragged away like a captive at the chariot wheels. One day that summer a message came to me at my home among the hills, which startled me by its date : * On board the Great Eastern,' for I knew she was still at sea, so that the message must have crossed the ocean twice, back to Ireland on the cable which she bore, and then from Ireland to America. The message ran : ' We are now within a hundred miles of Newfoundland, and expect to land the cable to-morrow.' The next day saw it done, and when the gallant English sailors drew it up on the sandy beach of Trinity Bay, there were many who felt somewhat as Columbus must have felt when he had discovered a new world, for next to the discovery of a new hemis- phere was that triumph of science and human skill whereby two hemispheres were united together ; so that there was a degree of truth in the splendid tribute which John Bright soon after paid to ' his friend Cyrus Field,' when he spoke of him as ' the Colum- bus of modern times, who by his cable had moored the New World alongside the Old ! ' " Such an achievement is enough for any man, and should not be obscured by the recent sadnese and gloom. It seems a strange and inexplicable mystery that the last months of a life so honor- I ' i 1 ,,.- ,j :K ;] ?) :}■-. ;' 334 Railways and Other Ways. ed and useful to mankind should be overcast by domestic sorrow. But so it has been in the lives of many of the greatest benefactors of their race : ' Clouds in the evening sky more darkly gather, And shattered wrecks lie thicker on the strand. ' But for all this he has had all there was in life of success, honour and fame. We must not complain if he has had also his bitter experience, on which as a dark background all the brightness of such a career stands out in greater relief. " And now we have brought him away from the great city where he passed his busy life, back to the quiet valley where he was born, and laid him down in the shadow of the encircling hills. * Bury me there,' he said, ' by the side of my beloved wife, and by my father and mother ! ' The grave has closed over him, and in that place of rest all his sorrows are buried. Only the work that he has done remains. That is enough. The hemispheres that he has * moored side by side ' will never be separated. Thereby distant nations and races are brought nearer together — a service to commerce and civilization, and to the brotherhood of man, which the world will not willingly let die." THE LATE FREDERIC NEWTON GISBORNE. The Toronto Empire of August 31, 1892, gave the following sketch of Mr. Gisborne's life and work : — " The late Mr. Frederic Newton Gisborne, whose death was chronicled this morning (Aug 30th, 1892), was born in Lan- cashire, England, May 8th, 1824. Mr. Gisborne, with his younger brother Hartley, sailed for Canada in July, 1845. Mr. Gisborne purchased a farm at St. Eustache, but finding such pursuit uncongenial and noting the successful advent of the electric telegraph in England and the United States, he became one of jii'^hft Stcyry of the Atlantic Cable. 335 the first operators of the Montreal Telegraph Company, for which corporation he opened a station at Quebec. Mr. Gisborne after- wards became associated with a number of Quebec capitalists in the formation of the British North American Electric Telegraph Association, for the purpose of connecting the Maritime Provinces with the Ganadas. He was appointed general manager of the association, and was deputed to visit New Brunswick and Nova Scotia, where he explained the new science to the Legislatures then in session, and lectured before the public on the practical value of telegraphic communication throughout the continent. From 1849 to 1851, he was superintendent of the Government lines at Halifax, and while in this position was led to take a great interest in experiments for conveying electric signals through submerged uninsulated metallic currents. Having visited New York and obtained assurance of all the capital re- quired, he returned to Halifax and laid before Hon. Joseph Howe the then astounding project of a submarine cable connection between Newfoundland and Ireland. Thus, to Mr. Gisborne is due the credit of the conception and primary practical movement for trans-Atlantic telegraphy. On Nov. 20, 1852, he laid the first ocean cable on this side of the Atlantic, connecting Prince Edward Island with New Brunswick. In the winter of 1853-54 he again visited New York, and there for the first time met Cyrus W. Field, who took an active interest in the scheme for an Atlan- tic cable and organized the company of which Mr. Gisborne became chief engineer. The work was completed, after much labour, in October, 1856. He was also noted for the variety of his inventions, and during his life was the recipient of nine medals from the Royal Society." The above statement, while it gives credit to Mr. Gisborne as the suggestor of the Atlantic Telegraph, does not take from Cyrus W. Field any of the honours conferred upon him as the I ■■' 1 IE I Ml M . ■ ft 6. hi [ i^i U; 336 Railways and Other Ways. genius who successfully carried out the gigantic undertaking, and the words of the Rev. Sidney Smith may aptly be quoted as bearing on this and other important inventions and discoveries. He says : " That man is not the discoverer of any art who first says the thing ; but he that says it so long, and so loud and so clearly, that he compels mankind to hear him — the man who is so deeply impressed with the importance of the discovery that he will take no denial, but, at the risk of fortune and fame, pushes through all opposition, and is determined that what he thinks he has discovered shall not perish for want of a fair trial." SUBMARINE CABLES IN THE WORLD. As a sequel to the story of the Atlantic Cable, the following cutting from the Electrical World of July, 1892, is given to show the immense progress made in the laying of submarine cables during the last forty years : " The various governments of the world own together 880 cables, having a total length of 14,480 miles, and containing 21,- 560 miles of conductors. The French Government, which takes the lead as to length of cables, has 3,460 miles in 54 cables. As to number, the Norwegian Government comes first with 255 cables, having a total length of 248 miles. Finally, as to the length of conductors, the English Government comes first with 5,468 miles of conductors, divided among 115 cables, having a total length of 1,588 miles. ** Private companies to the number of 28 own 288 cables, having a length of 126,864 miles, and containing 127,682 miles of conductors. The French companies, only two in number, the Compagnie Francaise du Telegraphe de Paris k New York, and the Societe Francaise des Telegraphes Sous Marins, have eigh- teen cables, with a total length of 7,249 nautical miles. The Story of the Atlantic Cable. :m most important of the private companies is the Eastern Telegraph Company, which operates IT) cables, with a total length of 25,347 miles. " The total number of cables in the world is 1,168, with a total length of 140,344 miles, and 149,11)3 miles of conductors. This is not sufficient to reach to the moon, but would extend more than half way there. " This great length of cable has been nearly all made on the banks of the Thames, but Italy now has a cable factory, and Fra»ice will soon have two. To lay and repair the cables requires the constant service of a specially equipped tieet of thirty- seven vessels of 50,955 tons." The New York Tehujraplt A•) M. >l 1 1 • 1! 1 T^rW ;\ 338 Railvjayn and Other Ways. CHAPTER XXXI. THOMAS ALVA EDISOX, THE WIZARD OF MEXLO PARK. " III olden times along the street A glimmering lantern led our feet When on a midnight stroll ; But now we snatch, when night comes nigh, A piece of lightning from the sky, And stick it on a pole." ATRAVELLEll passirif,' over the Grand Trunk Railway from Port Huron to Detroit some 33 or 34 years ago would have noticed a newsboy about 14 years of age who sold fruits, candies, newspapers and books to passengers in the cars. I often saw him ; and Superintendent Christie pointed him out to me as a remarkably ingenious and intelligent boy, who printed a little weekly newspaper on board the car. The sheet was about 12 by 16 inches, printed on one side only, and called " The Grand Trunk Herald," and contained jokes, incidents and sketches of the employees and others — a sort of "Paul Pry" in its way. The boy had no press, the impressions being taken by the pres- sure of his hands. The paper was of a primitive kind, but quite readable and had a fair circulation at three cents jier copy. This newsboy, editor and publisher was Thos. Alva Edison, who afterwards became and now is the famous Electrician, Scientist and Inventor, whose phonograph alone, if he had invented nothing else, would have commemorated his name to all time. Mr. Edison was born in Milan, Erie County, Ohio, ten miles from Lake Erie, on February 11, 1847. Edison's wonderful career may be dated from the following incident. One day he was ^ at Thumos Alva. Edison, t/te Wizard of Menlo Park. 380 Mt. Clemens, a Htntion on the Grand Trunk llailway near I'ort Huron, when a two year old hoy, son of J. A. Mackenzie, the station agent, ramhled on the track jnst as a train was rushinj^ up. Young Edison, at the .'isk of his life, tlew to the rescue and saved the child. Out of gratitude for the noble act, Mr. Mackenzie volunteered to teach Edison the telegraph, and in a few months he had fitted himself as an operator and was employed at Port Huron at ^^iS per month ; subsequently he became night operator at Stratford, Canada West, on the G. T. R. Here he applied his ingenuity in a novel way, which shows, at least, how fertile must have been the young operator's brain. The operators were required to report " six " every half hour to the Circuit Manager. Young Edison, instead of reporting in person, rigged a wheel with Morse's characters cut in the circumference in such a way that when turned by a crank it would write the figure " six " and sign his office call. The watchman turned the wheel while Edison slept. P. H. Carter, now of the Grand Trunk Railway freight depart- ment at Toronto, in 1863 was agent for the Company at Stratford, and he remembers young Edison, a boy of about 10 or 17 years of age, as a night operator at that station. One night Edison got a message from the despatcher to hold a certain train. Edison repeated back the message without showing it to the conductor, who left supposing all was right. Edison ran out of his office to stop the train, but was too late. Luckily the line between St.Mary's and Stratford is a straight one, and the drivers of each approach- ing train saw each other in time to stop and avoid a collision. The case was of course reported and Mr. Carter and the operator were summoned to Toronto for an investigation. Superinten- dent Spicer gave Edison a good talking to, told him the offence was a criminal one, and he was liable to be sent to the peniten- tiar}'. Just then Mr. Spicer was called out to see some one, and f.i. ii !■?■■''* i i < ' I i I ■ f , 1 J 340 Railways and Other Ways. Carter and Edison were left alone. After a few minutes Edison put on his hat, sayinj^, " I'm not going to wait here," and off he went, making ap quick a passage as he could to the home of his )iarents in Port Huron. Mr. Edison's career since the days above narrated would be p history of the most remarkable inventions and discoveries of modern times. The patents taken out by him are legion. Edison's biographer, J. B. McCluie, M.A., in speaking of Mr. E.'s patents says : " A single invention is sometimes covered by from 15 to 20 patents, the patent laws not allowing one patent to coverall the essential points, Edison's stock telegraph instru- ment is covered by 40 patents ; his quadruplex telegraph by 11, and his automatic system of telegraphy by 46. A CHAT BETWEEN EDISON AND A REPORTER. The following interview appeared in the London, Ontario, Advertiser, Sept. 1, 1881 : — " Well, I should say so," and the way he drawled it out seemed to establish a certain familiarity at once. The speaker was Thos. A. Edison, the celebrated electrician, the "Wizard of Menlo Park," and the remark wis made in reply to an Adrertiser's representative's query. " Mr. Edison, I believe?" " I'm kind of stuck here," he continued ; " I intended going on to Port Huron to see some relatives, and the trains failed to connect." "If I recollect aright," said the reporter, "you are no stranger to this part of the country." " Stranger ? Why no, I used to be telegraph operator at Stratford, down here. By the way, I ran two trains into each other there." Mr. Edison then went on to repeat the circum- atance of the affair, and he related the facts with as clear a Thomas Alva Edison, the Wizard of Menlo Park. 341 iites Edison " and off he home of his ed would be Lscoveries of are legion. gofMr. E.'s red by from ne patent to raph instru- rraph by lU Ion, Ontario, iwled it out \ electrician, ade in reply ;ended going ins failed to you are no operator at ns into each the circum- as clear a comprehension of them as if they had just occurred. "The trouble was," he said, "in leaving such a young fellow in charge. I was only sixteen or seventeen ; but no accident happened. However, I was summoned before Mr. Spicer, the guperintendent and so was the agent, P. H. Carter." " I know Carter," said the reporter ; " he is a good friend of mine, inasmuch as he is responsible for me being in Canada." "Is that so?" said Edison. " Well, if you see him, tell him I recollect him and ask to be remembered. But how is he responsible for you being in Canada ? You are an American ? " " Well, what part of the United States do I come from ? " queried the reporter. Edison buried his head in his hand and thought a while, " You are from New Orleans," he said. The reporter chuckled as he called to mind that he came here from — well, from a climate that is not by any means the same as New Orleans.* " Yes," said Edison, in reply to further queries, " that story you read about the paper I used to get out on the trains is true enough. You see, Mr. Storey — you know Storey?" " He's the Chicago Times' man. Well, he owned the Detroit Free Press then, and he had a lot of type to sell. I called on him and asked him about it. The upshot of it was that he gave me 300 pounds of type. I have heard lots of people say they don't like Storey. I don't know about that, but I do know he gave me 300 pounds of type, and I have never forgotten it." " I never take anything but lemonade," Edison said, in response to the reporter. As they stood together quaffing, the reporter said, " Are you ever called upon by magicians to get up tricks for them ?" * The reporter, Mr. A. Bremer, is a native of the Province of Newfoundland, P. H. Carter being a native of the same Island. ii'f i 34.2 Railways and Other Ways. " Very often," said he, " but I do not do much in that line. If they tell me what they want to produce, I tell them how to do it, but I do not originate the tricks." " Now you won't mind if I get this a little mixed ; you see I have taken no notes." ** Why, that's what I'm used to," smilingly replied Edison, as the couple shook hands. EDISON — HIS BAI5Y AND THE PHONOGRAPH. Three or four years ago the Edison family had a new ' y girl, and Mr.Edison started a series of experiments with it ana the phonograph, such as testing the strength of its lungs every three months. When the baby crowed, or got mad and yelled, or began to chatter, the phonograph, which stood by, made a note of it, all of which are to be reproduced when baby has long left baby- hood behind and matured into a bright young lady. Then she is to hear herself describe herself when a baby, and what manner of babv she was ; and she will not need to take her mother's or nurse's word for it. May baby and its parents live to see that day, and long years afterwards. PROFESSOR FARADAY ON ELECTRICITY. When asked to give his opinion concerning the nature of electricity, Faraday gave utterance to the) following : '* There was a time when I thought I knew something about the matter ; but the longer I live, and the more carefully I study the subject, the more convinced I am of my total ignorance of the nature of electricity." !i i The World' 8 Columbian Exposition. 34f3 CHAPTEK XXXII. THE WORLD'S COLUMBIAN EXPOSITION. THE latest, largest, most costly and most maj:;nifieent of World's Fairs opened May 1, 1898, and closed October 31, 1893. The exhibition at London in 1851, the first of its kind, was mainly held in one building, tl: > renowned Crystal Palace, erected in Hyde Park. It was 1,851 feet long, by 456 broad and GO feet high ; and the transept 108 feet in height.* The World's Fair at Chicago in 1893 was held in .Jackson Park and the Midway Plaisance, comprising 630 acres, 200 acres of this was covered by the exposition buildings proper, and 90 acres by States buildings and those of foreign countries. The one building devoted to Manufactures and Liberal Arts was about 1,700 feet in length, 800 feet wide, and 237 feet high. The following table taken from the Chicago [ntar-Ocfan will be found interesting. It must not be misunderstood, however, as * The transept or crystal arch, which added so much to the beauty of the exhibi- tion building, owed its origin to three or four venerable, wide spreading elm trees, which stood midway nn the ground plan of the building and when their destruction was threatened, the whole of the people of London joinedi in the old song : " Woodman spare that tree. Touch not a single bough." Sir Joseph Paxton, the architect of the Crystal Palace, came to the rtscue of the old trees, by throwing his grand arch of glass over them, and in them, that sum- mer the birds built their nests. But the old trees did not like this kind of pirotection, for, when I last saw them, at the close of the exhibition, the poor trees looked weary and wilted, as if longing for gentle showers and the pure breath of heaven. Rumour said that the trees died a tew months after the Crystal Palace was removed. lli^' 344 Railways and Other Ways. it is based upon information of an unofficial character. In the admissions both paid and free are counted. Date. Where held 1851 1876 1889 18i)3 London Philadelphia Paris Chicago .... Number of Admission Days. Total AdinisRions. Large.«t Admissions for One Day. 141 159 179 179 6,039,195 9,910,966 28,149,353 27,529,401 109,915 274,919 •120,139 •761,942 The total receipts of Paris exhibition were up to October, 31st, $9,500,000. The total receipts at Chicago for admissions alone were $10,626,330. From concessions, $3,699,581. ■ ;) RAILWAYS AND THE WORLD S FAIR. From the opening to the close of the World's Fair the twenty- one railroads brought into Chicago 3,335,000 passengers, and as most of this number would attend the Exposition on an average of about six times each, an estimate of what the railways did for the fair may thus be realized. T\iQQ>h\C2igo General Mnnafjer iov November, 1893, had the following remarks : The chorus of vilification and slander that assailed the railway management in the early months of the fair, turned to praise in the latter weeks and days, when the carrying capacity of the roads was tested to its utmost, and everyone from manager to train boy worked night and day for the comfort and safety of the travelling public. Before the first of October the railroads and fair directors thought they had seen crowds, but during the three days preceding Chicago Day all records were broken and even the best expectations of those who had antici- * Chicago Day. . In the Largest dinissions One Day. 10(»,t)15 274,919 420,139 '7til,942 October, one were 3 twent}'- i, and as average s did for had the der that the fair, arrying ae from ort and ber the rda, but ds were antici- T/ie World's Columbian Exposition. 345 pated a great rush were more than reaUzed. On October 8, the day before Chicago Day, the rush was tremendous. No less than 200 passenger trains arrived in Chicago on that day. Allowing an average of twelve cars to a train and seventy-five persons to each car, the summary foots up as follows : Trains 200. Cars or Coaches 2,400. Passengers J 80,000. THE FERRIS WHEEL. (( rr The Ferris Wheel was to the World's Fair at Chicago what the Eiffel Tower was to the Paris Exposition." The Ferris Wheel, in machinery, was so far beyond any- thing of the kind which had ever been seen before that some- thing about its ponderosity, magnitude and construction is well worth being recorded. The following details are condensed from the New Yorli Mechanical Neus of November 1, 1893. Geo. W. Ferris was born at Galesburg, Illinois, in 1859. W^hen quite a youth he was employed as a civil engineer on railways, and soon became famous as a bridge builder. His most notable achievement in this line was the building of the great Cantilever Bridge across the Ohio at Cincinnati. Twenty-five thousand dollars were spent in planning the great wheel before a dollar had been laid out in the wheel itself. Mr. Ferris' enthusiasm was contagious and he was able to induce capitalists to invest ^300,000 in the scheme. The foundations for the structure extended 40 feet under- ground. The main axle weighs 70 tons, the largest ever forged, being a steel rod 32 inches thick and 45 feet long. .').*, 34G Railways and Other Ways. yi The highest point of wheel is 265 feet, diameter, 250 feet, and circumference, 825 feet. On the wheel are 36 cars, each seating 40 persons, or 1,440 when full. Each car weighs 13 tons and is 27 feet long, 13 feet wide and 9 feet high. With its passengers the wheel weighs 1,200 tons. It moves noiselessly and there is no jar at starting. The motive power is a 1,000 power engine. A charge of 50 cents was made for each passenger and they were carried round twice, being nearly one-third of a mile in space. During the first four months of the fair the wheel paid for itself, after which the management of the World's Fair began to share in the profits. To show her confidence in her husband's workmanship, Mrs. Ferris was the first, along with the engineer, to make the grand ascent. The wheel was sold to a syndicate for S400,000 and is now, probably, one of the attractions of New York. > " ^ 11 THE MAMMOTH CHEESE. The cheese trade of the Dominion has become such a large industry, especially in the Province of Ontario, that a short account of it, and its exhibits at the World's Fair, Chicago, may be of interest to all readers. About thirty years ago I remember going to see one of the earliest cheese factories in Ontario. Little did I then dream of what the industry would become in a few years, and of its vast importance, alike to the farmer as well as the railways and ocean steamships. The first export of cheese to Great Britain was made in 1865. The World's Columbian Exposition. 347 The total exports of cheese from Canada to Great Britain in 1892 was 1,500,000 boxes, or about 48,750 tons. By the last trade returns Canada exported more cheese to Great Britain than the United States, thus establishing this country as the greatest cheese exporting country in the world. It was, therefore, highly appropriate that a cheese exhibit should have been made by Canada at the World's Fair. The Dominion dairy commissioner. Prof. Robertson, attended to it. The mam- moth cheese was the chief feature of the exhibit. It weighed eleven tons and required 207,000 pounds of milk. It was made at the Dominion experimental dairy station at Perth, under Prof. Robertson's supervision, by Mr. J. A. Ruddock. The immense cheese was six feet high and nine feet in diameter. The pyramid of Canadian products, having the mammoth cheese for the centre piece, was crowned with the smallest cheese ever manufactured. It was about the circumference of a half dollar and three-quarters of an inch thick. In some cases Canadian cheese took all the awards, in others from 75 to 90 per cent, of the exhibits. The big cheese was in first-class condition at the close of tho Exposition, notwithstanding the ordeal it had to pass through, it being under a glass-roofed building all summer, where the tem- perature frequently rose to over 95 degrees. It suffered slightly on the top on its ocean trip to England. A sample of the mammoth cheese was sent from England to Toronto last May, and was tasted by members of the Board of Trade, and pronounced of excellent quality anrt flavour. i. I ■ ■ ■ BABIES AT THE WORLD S YklH. Mothers who could not leave their babies at home brought them to the exhibition, and deposited them in the Children's \ . 348 Raihvaya and Other Ways. buildings, where the little tots of humanity were registered — duly checked, and labelled like an ordinary piece of baggage. Every care was taken of the babies by kind and motherly nurses. According to the /«^er-C/cm/i (Nov. 1st, 1893) although 10,- 000 babies had been checked during the last season, not one remained in pawn, as it were, to tell the tale. But on Saturday, Oct. 28th, the record was broken. A boy two months old, registered as the infant son of John Johnson, was checked, and remains to this hour unclaimed. FUNNY INCIDENTS AT THE WORLD's FAIR. An elderly man and his wife entered the grounds at the Mid- way station. As soon as inside they looked around to get their bearings, so as to make a good start. The keen eye of the lady saw '* exit " over a turnstile, and she at once suggested that they take this in first and keep the main buildings to the last. The next moment they were standing in the street, and the mistake cost them one dollar for readmittance. A family party paused in front of a mixed group of statuary, labelled, *' Executed in terra cotta." " How dreadful," said a tender- voiced woman, '* and executed in Terra Cotta. I wonder where that is ?" A woman inquired of a guard : " Please sir, which building are the lagoons kept in ? " " In the marine cafe," was the wag's reply, "and they feed them at 12.30. If you go there now you will be just in time to see the fun." fM.:i ^! ;i:tMl Trade and Commerce. 340 CHAPTER XXXIII. FORT GARRY -ONTARIO-BIG NUGGET- TRADE AND COMMERCE. HON. DR. SCHULTZ. IN 18G0 the North-West was indeed "the great lone hind." There were a few store-keepers at Fort Garry, with whose names I was famiHar at that time. I rememher the Messrs. Ashdown, who are still largely engaged in business at Win- nipeg. Another was Dr. Schultz, the present Lieut. -Governor of Manitoba. Thirty or more years ago the Doctor visited Montreal and brought a letter of introduction to me from the Messrs. Burbank, of St. Paul, Minn., the lied River carriers, and I had the pleasure of introducing him to some of the principal merchants of Montreal. During the first Louis Riel rebellion the Doctor passed through a tremendous ordeal. His store was looted, and he had to make his escape and travel hundreds of miles on snow- shoes in mid-winter. If the traitor, Riel, had caught the Doctor he would most likely have met with the same fate as that of poor Scott. It is to be hoped that some day, the Hon. Dr. Schultz will give to the world his autobiography, which must be a most interesting one, particularly as regards the early days in the North-West, a subject which is becoming more valuable from year to year. — May, 181)3. ! i ;f ■)',: VI ■!■: ;• !l: i ; 'ttti ^IP ''*■ ■ iffl 350 Railways and Other Ways. PROVINCE OF ONTARIO, 1892. A magnificent map of the Province of Ontario, prepared by Elliott & Son, of Toronto, under the direction of the Bureau of Mines, has been placed in the Imperial Institute, London, England. It is 22 feet long and 15 feet wide. For the first time the new territory north of Lake Superior is placed on a map on the same scale as the older portion of the Province, showing what an enormous extent of country it really is. " The map proper was accurately drawn by Mr. Fisher. In the left-hand upper corner are some statistics which will prob- ably amaze the Britishers who may see the map. The area of the Province is given at 222,650 square miles, of which 187,000 square miles of land remain unsold. The whole area of Great Britain and Ireland is only 121,115 square miles, or over 60,000 less than the portion of Ontario still in the hands of the Crown." Some facts relating to the TRADE AND COMMERCE OF THE DOMINION for the year 1892, taken from the returns of Mr. George Johnson, Dominion Statistician, Ottawa, Ontario, February, 1893 : Miles of railway '. l.j,000 Tons of shipping employed 43,802,384 Value exports Canadian cattle $7,748,949 Value exports Canadian cheese §11,632,412 Value exports Canadian sheep .SliSS.^HS Value exports of products of farm^ .§50,703,124 Barrels export apples, number 690,951 Value exports apples !$1,444,835 Value products of Canadian tifheries • §18,978,078 Value exports of products of mines 85,905,471 Value exports of manufactured wood $19,802,165 Value exports of home manufactures §25,846,153 Producti(m of coal, tons • • 3,623,076 Consumption of coal, tons * .5,855,874 • Items marked thus are for year 1891. Trade and Commerce. 351 DOMINION I'ISHKUIES. The to'al value of the fisheries of the Dominion of Canada has nlready been shown in the statistics of commerce. The cod fisheries of the Maritime Provinces, the white-fish, herring, bass, sturgeon, and salmon-trout fisheries of the great lakes, and salmon fisheries of the Frasor liiver, British Colum- bia, are unequalled by any other fisheries in the world. Mr. Todd (a recent visitor from the Pacific Province) gave the Toronto Globe some interesting information as to the salmon fisheries of the Fraser River. Mr. Todd said his firm (J. H. Todd & Son), packed lJ/),000 cases of salmon this year (1803), that each case contained four dozen one pound cans. The total packed for the season was 425,000 cases— say 10,200 tons. They are mainly shipped to the United States, Great Britain, Australia and the l^rovinces of the Dominion. A R.\ILWAY CLERK S LICK — THE BOULDER NUdGlCT Ol' GOLD. One of the " outcomes " of the London great Exhibition of 1851 was the building of Wyld's Great Globe in Leicester Square. This was in size and somewhat in shape of the Cyclorama struc- ture in the City of Toronto. The mapping of the Glol)e was done on the inner surface of the big dome, upon a certain scale of inches to the hundred miles. The rivers, lakes, seas, and oceans were shown by indentations of the surface, while the islands, continents and mountains stood out in relief according to their elevation above the sea. Galleries inside the Globe enabled the visitor to walk from the Atlantic to the Pacific, from America to Europe in a few minutes, and get a good idea of the comparative height of mountains and length and breadth of rivers, the size of lakes and seas, and the magnitude of oceans. I visited this W' i 1 • ; 1 1 - 1 i 1 j, i t 352 Hailway8 and Other Ways. remarkable Globo in 1853, and I found that in it, among other interesting exhibits, was the K1N<» OF ALL NrO(JET8 OF «()LD, and that one of its owners was William Poulton Green, whom I had formerly known as a clerk on the London & North-Western Railway at Wolverhampton, who informed me that he and three other companions found the nuf^rret on Canadian Gully, four miles north-west of Biiningyong, and about two miles from Bal- larat, in the Province of Victoria, Australia. The strata in which the monster nugget was found was of fine blue clay, resting upon a blue slate rock, sixty-six feet from the surface. In shape it was that of an immense tongue ; the gold spotted hero and there with small specks of quartz. The metal was of the finest (quality ; purer by several carats than the standard of gold. It was the largest mass of pure gold ever discovered in the world, its weight being one hundred and thirty- four pounds, eleven ounces, and the presumed value t*l(),0()() sterling (or .^48,700.) ^Ir. Green said that when they discovered the nugget at the bottom of the hole, the first thing they did was to cover it up acain and think, and wait until night. In the meantime one of the men was despatched for an armed escort, and in the gloom of night they secured the nugget, placed it on the back of ahorse, and marched off for Melbourne, leaving one of the number to sell the hole. Next day the news of the astonishing discovery spread like wildfire, and miners from all quarters came to the spot. The hole was then put up to the highest bidder and fetched seven or eight hundred pounds sterling. The four men then took ship for England, and there I found them, exhibiting the nugget (it sixpence per head in Wyld's Great Globe. The nugget was f'>'" on January 31st, 1853, and I saw it on July (Jth the same ,\ imong other een, whom I rth- We stern 16 and three Gully, four s from Bal- 5und was of lix feet from iOngue ; the lartz. The ts than the e gold ever and thh'ty- Lie 4' 10,000 ?get at the •over it up time one of the gloom of a horse, nber to sell 'ery spread jpot. The d seven or took ship nugget at was fnvy^ lame \ MM ,i 13 yi"^::;^ ni.\(;au.\ i-ai.i.s, canadi.w sinic MAID OF Till-: MIST. sr!:AMi-:R ! I f i ipii THE lAI.LS FROM olKKX VICTORIA PARK THE TREMIER OF ONTARIO, SIR OLIVER MOWAT. AND TARTY VISiriNG CAVE OF TI^E WINDS. Trade and Commerce. 353 Mr. Green said that a small nugget or two were found in the same hole, but not enough to pay for its cost. The nugget was so smooth that it could be made to shine by rubbing it with the hand. What struck everyone at the first sight was its smallness compared with its weight, but when at- tempting to lift it you found that you had got hold of something as regarded weight, that you had never handled before. The nugget was placed on a bench in the best possible position for being lifted and by placing it against my chest I did manage to raise it from the bench. There was on exhibition, at the same time, models of the largest nuggets on record, but they all sunk into insignificance when placed beside the famous nugget of Canadian Gully. I left for Canada shortly afterwards and never heard how the big nugget was linally disposed of. QUEKN VICTORIA AND HIK (lF.OU m « 356 Railways and Other Ways. FEELING AGAINST BRITISHERS. When the road was opened through to Portland, and the Atlantic & St. Lawrence Railway was leased to the G. T. R,, there was a strong feeling amongst the Americans against Brit- ish management and new regulations. A rhymster of Maine wrote some verses in denunciation of the new-comers, which verses were printed and extensively circulated. One regulation of the G. T. R. was that of putting on a broad Scotchman to collect and examine passengers' tickets at the Portland end of the road, which was thus described : — '• One hops each day to Falmouth, To keep conductors straight. And croaks out " TackeU yentlemeH, The cars will have to wait." " These Yankees sire a thievintr set, By them we have been fooled — What answer you to such a charge, Hobbs, VVatterhouse and Gould ?' * The general manager was thus spoken of and his end pre- dicted : — " This end the road is sacred ground, And Yankees wish to run it, Wolves, here, have crept in unawares, And Bidder has begun it ; Be careful, do not leap too far. But cool and candid keep. Or you may leap, as Patch once did, | Your everlasting leap." This feeling, however, against Britishers soon disappeared, and Mr. Bidder became a great favorite at Portland, and when he retired from the service 1G6 of the American emploj'ees subscrib- ed most liberally towards Mr. Bidder's testimonial. ♦ Three conductors. t Sam Patch leaped down Genesee Falls and lost his life. iili Facts, Figures and Incidents. 857 In 1859, another song came out, no doubt from the same quarter, from which it will be seen that a great change had taken place in the sentiments towards Mr. Bidder, and the denuncia- tion now falls upon Mr. Keith, owing to his proposed reduction in the wages of the Grand Trunk employees :— THE .SONO OF THK OKANI) TRUNK RAILWAY LAIJORER. BY PHILIP DOUMKR, KIHEMAN. When r()8e-lipped June, enraptured, bent To flip the falling dew, A Reith conceived the foul intent To clap on us the screw Of ten per cent. But where's the man, Who speeds the rail along, But will take up, with heart in hand, The chorus of my song ? May he who dares, with pirate hand, Our "little all" assail, Storm-tost, behold no more the land, But perish in the gale. When honest bluntness is our theme, To Bidder we recur ; For manliness, the very uani^ Of Shanley we revere ; But when we think of every ill That pirates can beijuoath, Each object serves our minds to fill With reveries of Reith. May he who dares, etc. ENGLISH AND AMERICAN SPEECH. As I have been accustomed to the railway terms on both sides of the Atlantic I sometimes use one term and sometimes another. The following are a f nv of the differences in the vocabu- lary. AMEKICAX. ENGLISH. . Telegram. Wire. Booking nftice. Ticket office. Buying a ticket. Railroad. Booking. Railway ; \ I *ii M '. : ^ ms l^'U \ \ :^ ; i i i ; i . i ! • 1 \ 'I;. iii ILi t''> Lllli 368 Railways and Other Ways. AMERICAN. Bailroad track Rails. Depot. Switch. Street car. Freight train. Cars. Conductor. Engineer. Fireman. Locomotive. Bitggage. All aboard. Trains meeting. Freight car. General freight agent. Freight way-bills. Lumber. General superintendent. ENQLISH. Permanent way, or line. Metals. Station. Points. Tram car. Goods train. Carriages, or coaches. Guard. Driver. Stoker. Engine. Luggage. Seats, please. Trains crossing. Goods van, or waggon. (ioods manager. Goods invoices. Timber. General manager. HOW SOME RAW COTTON VANISHED. During the American Civil War, when cotton was at a famine price, a car-load on its way to Portland took fire near that city, and all was consumed except three or four bales. These were only slightly singed. The track-men had no water, but they had I)lenty of snow, so they carefully buried each bale in a grave of snow. Then congratulating themselves, they said, " There, we have saved them at any rate," and went their way. Next day they brought a truck to remove the cotton, and found the mounds of snow just as they had left them ; the men set to work to remove the snow, but, much to their astonishment, no cotton could be found — true there were square holes, exactly the size of cotton bales, and at the bottom of each hole two or three inches of black ashes. The cotton had slowly been burnt while under the snow. Freight men may learn this lesson from the above — Never trust to snow to put out a fire. Facts, Figures and Incidents. " EN YO GOT ANY TRUNKS." 359 That was what a man said who entered the Ticket and Freight Manager's office in Montreal. J. B. Jones, who was present, saw that there was a wrinkle of fun in the enquiry, ana being somewhat of a wag, replied," Yes, we have got one trunk ;" then led the man into a back closet and pointed out to him an old dilapidated trunk which had passed through the hands of a hundred baggage smashers, and had not a whole bone in its cracked sides, and was only held together by many strings. The man said he wanted a "bran-new trunk, not an old rip like that." Mr. Jones said," That is all the trunk I have, but I can sell you a ticket to Detroit." A glimmer of enlightenment seemed to creep through the man's muddled brain, and he began to see that he was not in a trunk store, but in a railway ticket office, and got out as quick as possible, scratching his head with great energy. HOW THE MAINE LIQUOR LAW WAS CARRIED OUT. Soon after the Atlantic & Si Lawrence Railway was leased to the Grand Trunk Railway, and when the " Maine Liquor Law " was in full force in that State, some barrels of whiskey were stored in the freight shed at Paris (Me.) station. After being there for a few days an order came to ship the whiskey to some other point. When the porters went to remove the barrels they found that all of them were empty. On tracing out the mystery it was found that some one had crept underneath the platform, and with an auger had bored holes through the floor and right into the barrels, and thus let the liquor all run out. As no trace of the whiskey could be found, and as no drunken men were seen about, it was concluded that this was a summary method of most eflfectually carrying out the principles of the " Maine Liquor Law." :, : 360 Railways and Other Ways. ACTON COPPER — A HIO POCKET. About thirty-five years ago, copper was discovered at Acton, Eastern Townships. The ore cropped out at the top of a small hill near the Grand Trunk station. For sometime its owner offered the mine for sale, but people fought shy of it, and did not care to invest in it, until the Hon. C Dunkin and his brother-in-law, W. H. A. Davies, chief accountant of the G.T.R., two shrewd gentlemen, went down to Acton to inspect the locality, and finally purchased the land and minerals for a few hundred dollars. " They then let the mine to a Mr. Sleeper, on a royalty, wh"* at once commenced working it ; and he soon found that it was of immense value. It could hardly be called a *' mine," as that term is ordinarily understood ; for on removing the surface crust of earth the rich copper ore was at once exi)08- ed, and the working of it was much like that of blasting a stone quarry for rubble stone, and that in full daylight. Mr. Sleeper shipped the copper ore to Boston, and for many months hundreds of tons were so sent, often in train loads on the G.T.R. The mine was a matter of much investigation by the geolo- gists, who considered that its formation was unusual, and that if the copper ore extended any great distance it would certainly bo a new feature in mineralogy, but this they doubted, and Sir AVii- liam Logan said it would be found to be what is termed " a pocket," and would ultimately work out. The wiseacres of the time had a great laugh at what they considered the geologists at fault, but Sir William was right. The mine did really work out, but the Grand Trunk Railway carried many thousands of tons of the copper ore to Boston before the big pocket was empty. It was a most productive investment for the three gentlemen con- cerned. I have no statistics as to the tons carried and the amount realized, but I know it went into the hundreds of thous- ^uiyi fcv- Facts, Figures and Incidents. 3G1 it Acton, f a small 8 owner and did and his 3 G.T.K, ject the 'or a few !eper, on he soon called a oraoving 3 exjDos- : a stone or many tj on the 3 }];eolo- l that if ily bo a -^ir Wil- ned " a of the gists at 3rk out, tons of )ty. It m con- nd the thous- ands of dollars, and that Mr. Davies found himself a rich man and soon retired from the services of the Grand Trunk Co. The success of the Acton mine tilled the Eastern Townships with " Prospectors," who, for many a day, might have been seen pick and hammer in hand, and satchel on shoulder, looking very mysterious, and very knowing ; penetrating the woods, hills and dales in every direction in search of the much coveted treasure, and though copper was found in small quantities in many different places, no more rich deposits turned up like that of the big " pocket " of Acton. AN EXfJINK DRIVRR's FEAT. In the old country are numerous over-head arched bridges. I remember seeing a feat performed by an engine drive* which most people would think was impossible. It was this, when he approached a bridge he picked up a bit of coke and threw it above the bridge and caught it as it fell at the other side ; of course he lost sight of the coke, which went over while he went inuler the bridge. This driver had studied the laws of motion and know that a body sent from another body, when in motion, retained the mo- tion of the latter until it fell. Did the driver throw the coke over the bridge '? No ! Had he done so, no speed of his locomotive would have overtaken it until it reached the ground. He threw the bit of coke upwards, higher than the bridge, and the nio'uentum gained from the train's motion carried the coke over the bridge at the same speed as the engine. Passengers who jump off a railway train when in motion and get niaimeil or killed are ignorant of this most important law, and are not aware that their bodies, so to speak, are clmninl irith tlif trnin's motion, and the tendenoy when they jump is to throw them forward to the ground. This law of mo- mmm w s ' 'I m- ■ ' ! H '■' - ; h' '- , 1 ra fi'^ Ai n\ 1 « 1- 362 Railways and Other Ways. tion should be experimentally taught to boys at school and would be the means of saving many lives. MOVING liODIES. I remember, when a boy, I had a practical experience of moving bodies, as follows : I was upon a canal boat sailing at a speed of about three miles an hour, when we met a passenger packet boat going at four miles an hour. When the latter came up it passed the canal boat within two or three inches of it and I stepped from one to the other which was quite easy as there was a railing on the packet to take hold of. The shock I got was very extraordinary. Each part of ray body seemed to be trying to separate from its fellow part, the one wanting to go east and the other west at the same time. I felt the effects for some time afterwards. The explanation is very simple. My body was charged with the motion of the canal boat, which was suddenly arrested by the contrary motion of the packet boat, and hence the shock pro- duced. THE NEW DOMINION OF CANADA. The confederation of the British North American Provinces took place in 1867. In February, 1893, a writer in the Montreal Gazette gave the following list of the then surviving FATHERS OF CONFEDERATION. 1. Sir W.P. Rowland, born 1811; 2. Hon.R. B. Dickey, born 1812 ; 3. Sir A. T. Gait,* born 1817 ; 4. Sir Ambrose Shea, born 1818 ; 5. Sir. S. L. Tilly, born, 1818 ; G. Sir F. B. T. Carter,! born * Sir A. T. Gait died on September 19th, 1893. t Mr. P. H. Carter, who has been on the Grand Trunk Railway staff, at differ- ent points, for the last thirty-eight years, is a native of Newfoundland and a brother of Sir Frederick B. T. Carter. M. Facta, Figures and Incidents. 3«3 1819 ; 7. Sir Oliver Mowat, born 1h20 ; 8. Sir Charles Tupper, born 1821 ; 9. Hon. William McDougall, born January 18, 1822 ; 10. Hon. T. H. Haviland.born November, 1822 ; 11. Hon. Peter Mitchell, born 1824 ; 12. Sir Hector Langevin, l)orn 182(5 ; and 13. the Hon. A. A. McDonald, born 1829. Among those who still occupy prominent positions in Can- adian public life may be mentioned Sir Oliver Mowat, Premier of Ontario ; Sir Leonard Tilley, Lieutenant-Governor of New IJnins- wick ; the Hon. Peter Mitchell ; Sir Hector Langevin, until recent- ly Minister of Public Works for Canada ; the Hon. William Mc- Dougall, a well known writer on constitutional questions, and Sir Charles Tupper, High Commissioner for Canada in Eng- land. GREATNESS OF THE BRITISH EMPIRE. " It embraces a fifth of the habitable globe, of which the Dominion forms nearly one-fifth of the whole. An empire five times as large as that which was under Darius ; four times the size of that under ancient Home ; sixteen times greater than France ; forty times greater than United Germany ; three times larger than the United States. Australia alone nearly as big as the States ; India nearly a million and a quarter square miles, Canada 600,000 square miles larger than the United States with- out Alaska, and 18,000 square miles larger with it !" * An empire nearly 9,000,000 square miles, with a population of 310,000,000. 1888. ♦ From a speech by Dr. Beers, of Montreal, delivered at Syracuse, N. Y., Oct. 2;"»th, II I- !r ' J ' t : !■ 3G4 liailways and Other Ways. CIIAPTKU XXXV. ANKCOOTKS-FISH AND OTHKU SToKIKS. TIIK STrnOKON. THlUTV-FIVI'i years aj^'o this lisli was considered of little or no value in Ontario. At Point Mdward, Sarnia, the fishorniin hated to see a sturgeon come up in their nets, as thev tore the meshes of the net, and their custom was to knock the fish on the head and then throw it into the lake a^ain. One day Su[)erintendent Martin was at Point Edward when a sturgeon was caught, some 70 Ihs. weight, and the fishermen were about to throw it into the lake as usual, when ^lartin bought it for a quarter, and had it nicely packed and expressed to I'ingineer Trembicki, of Montreal ; on reach- ing there Mrs. Trembicki would not allow, as she said, " the uasty thing to come into her house." Next morning Mr. Sturgeon was seen looking through the window of Dolly's Chop House, in Great St. James street. Since then the sturgeon has become an article of value and in demand for shipment to the I'nited States, and fisher- ies have been established on the north shore of Laku Huron for taking the sturgeon. The fish, it would seem, are very plen- tiful. A Pittsburg gentleman, who recently paid a visit to those fisheries, said: "One night the men made a single haul that brought seventy-live big sturgeon, all weighing above twenty pounds each, three-fourths of them averaging above sixty pounds each, and one of the very biggest of the lot — the boss sturgeon of the season — bringing down the steelyards at IGl pounds. That ■ t ' 1 1 ■ J ' 1 -m H i m Aneciloti'8 — Fish and Other Stwriea. 365 iiij^'ht, witlj our four hauls, wo took 215 sturgeon, at an average wt'ifijht of above 50 pounds. None weighing less than 20 pounds are slauglitered and dressed for the smoked-tish intUistry in J)etroit, there to ho sold fresh in steaks and roasts, or smoked and dried to ho disposed of as " halibut " ready for table use. The roe, or eggs, of the sturgeon are regarded as a great delicacy by those who have cultivated a somewhat exclusive and high- toned appetite for it . TUr, HTlltOKON AND THK FUKNCHMAN. One day our agent at Sherbrooke wired me for a rate for fresh fish in carloads from there to J3oston. Now, Sherbrooke being an inland town, 1 was somewhat pu/zled to know where " fresh Hsh in carloads " were to come from. True the rivers St. Francis and the Magog joined at Sherbrooke, and a pike or two, or "A lusty trout, and horo iinil thwre a gniyliny," might now and then be caught, but hardly become nnuh of an article to increase our tralhc receipts. Shortly afterwards this was explained by a big burly native of France, walking into the G.T.R. general office at Montreal, who told us that he and some Boston capitalists were about to develop the fisheries of Lake Megantic, and their intention was to lay down a tram road from Sherbrooke to the lake, some forty or fifty miles, to bring down the fish and carry the supplies up. He further said that the lake fairly swarmed with fish, more particu- larly sturgeon, that recently he had *' rowed four miles, in a boat on the lake, and that the fish were so thick that the boat could hardly get through them." He said it was " intended to ship the fish in ice by the Allan steamships to Liverpool ; that the stur- geon was a " royal fish " which commanded a very high price, while the roe or spawn of the sturgeon was considered as the Rrv ;»■ ■ [ '•■ i . :^ ; . i\'r ■mm K hi 'i I I 360 Hailwaya and Other Waits. most dainty of all dishes in England." He told us this tale with all the gravity and plausihility of a judge. At Tjake Megantic sheds and cottages were put up, wharves made, fishing hoats, nets, etc., supyliod, men sent up to catch the fish. The Grand Trunk made something for carrying the fishing outfit and the men, hut they did not get a single dollar for car- rying the lish. The scheme soon hurst up and the Boston capi- talists found that they had heen led into dreamland })y the hurlv Frenchman. ,ii '\ THK I'llKNCHMAN AND TIIK (UlAriCS. The fishing story, ahovc related, would be incomplete with- out giving the addenda to it, in the form of a grape story. Some seven or eight years after the events narrated above, I was on the staff of the (ireat Western llailway at Hamilton, when one dav there waddled into my otliee the identical burly Frenchi.ian. I knew him at once, and told him so. He was rather taken aback at this, but he soon rallied and said, " Yes, I did once know some of de shentlemen of de Gro:id Tronc," and went on to say that he and gentlemen of Montreal had formed a company for the cultivation of the grape vine on the Kuropean plan ; thuj they had purchased lands at Cooksville, Ontario, and were 'raiding extensive wine vaults, and were going to manufacture brandy. He snid the people of Can- ada did not know how to cultivate the grai)e to make it valuable ; that he was bringing over practical men from the grape districts of Euro))i', who thoroughly understood the business, and that a great revolution in grape culture in Canada would be the result. The Frenchman exhil)ited the same degree of seriousness and plausil>ility as he did wluji he told us the fish story. He was tb '^'rcatest geniu.^ in that line 1 ever met, and no wonder that i Anecdote.s —Fiah and Other Storiff*. 30 u he induced morchanta, lawyers, and at least one judK»\ to join him in the scheme. I think out of all this outlay one solitary carload only of wines and liquors were shipped to Windsor, and shortly aftrr- wards a lire took place where the stutV was hoi 'd : the whole went up in smoke and the hurly Frenchman disappeared from the scene. The loss to the Grape Company was very larj^e, and its history and wind-up since would make another chapter which I cannot give. At the same time we must ^ive the Frenchman sonu' credit. The men he imported were no shams, they gave many useful hints as to grape culture, which have i)een carri«'d out with i^vvnt sui-- cess, as evif Europe. A gri'.KR HKn at kaikjo. Mr. J. IJ. Jones tells a story of once staying' over ni^'lit at an hotel in Fargo, North Dakota. When ho f^nt into his hed he ftlt sonrethint^ hard beneath him, and, hein;^ of a ('uri(tus turn of mind, he thouj:;ht he would investijj;ate the matter in the mornin<^, and to make sure of the hard intruder, whatever it was, he worked it into a corner of the l)ef> '>/ irrll-xniHniiitl lorii. When he went down stairs the landlord asked hint if he had slept well. " Fnirly-fairly," said Mr. Jones, "hut Fargo beds ar( rather queer institutions. 1 took this (producing the cob of corn) out of mine," to the great astonisliment of the bindlord and the roaring laughter of thi; bystiinders. It is many years since this occiUTed, but Mr. Jones still treasures up that corn cob as a souvenir of tbe city of I'lirgo and its qut'er beds. ) I : mm- 1 li i fa '• ilk 308 liaikvays ami Other WayM. .lAC'K .MA(»UI1U:, TIIF, BAOOAGK-MAN. " Wlien in Chicago loccntly," said N. Weathoi-Hton yester- day, " I met Craiu", who was playin«,' ' The Senator ' to crowded liouses." 1 had not seen him to speak to since ho was with the llolmans. 1 knew him well in tliose days and all the Holman family. "l)iirin}^' a very pleasant chat he burst out with, 'What was the name of that ba^'f^aj^'e-man when you were the Great Western a^'ent? Jack , Jack , the iiutn irith ohJi/ one ■ii'in'r' 'Jack Ma<;uire ■/ * I sufj^ested. 'Yes, Jack >[aguire.' Then lit went on : ' I will never forget what I am jj;oinf; to tell you so lonj^ as I live. You remember that in those days the llolmans put on a new piece every ni<,dit, and great was their anxiety after the lirst act as to how it would pluasethe audience. One night after tlie first act they gathered round me and said, ' Billy, do you think it is going to take '.*' ' It will take all right,' I said, ' for I saw Jack Maguire chipitiiiti his Juimh.''" olU riUST TlUl' TO I'ollTI.ANI) — A WAllM HID. ^^y lirst visit to I'ortland was made in company of Mr. lloberts in the fall of 1H55{. On reaching Island Pond at night We had to stay there uJitil morning to take the train on to Port- land. Island I'ond was then just emerging from the wilderness, and things generally bad not settled down. A long wooden shed had been hurriedly built, divided into stalls for sleeping accom- modation for] passengers and workmen; the beds generally con- tained three individuals, but Roberts and I, as a great privilege, were allowed one bed between us. |{ol)erts got into bed lirst, and exclaimed. '^ Why, it's warm." "Yes," said 1, " 1 have been making some encpiiries about the ways and means of this place and lind that the beds are always occupied, something after the ' liox and Anecdutes — Fish and Other Stories. 86!) Cox ' stylf, you know ; one was a day sU'eper and tlie otlu-r a ni^lit sleeper, Jind tlu'ir hindlady made her beds do doul)le duty." Each stall was separated by a thin hoard partition from its fellow, and the uncouth sounds that eanu; from the two or three dozen snorers made nijj;ht hideous. In a short time a Ihie hotel spran<^' up at Island l*ond, and it became a nici' place to sjjcnd a day or two. fish injj; and boating ■on the little lake, or scourin<^' the wild woods, ^un in iiand in search of ;j;anie. TO MKKT niM AT .MIDNKMIT. One day 1 f^ot a telegram from a nnin, en route from Cincin- nati, to meet him at midnij^'ht at i'oint St. Charles, Montreal, to make a contract for many thousands of barrels of])ork to Liver- pool. Now. as the train arrivin*? from tlie west at mins, torn shawls, dilapidated dresses, fragmentary umbrellas and other things, were brought for my inspection by the unfortunate excursionists, and the dith-rent de- grees of damage pointed out by them, and claims handed in, all of which were settled \))()mptly and upon fairly reasonable terms. In those early railway days passengers had not made the discovery that a railway accident was a mine of wealth to many of those who happi'Ued to be in it, and that a railway company might be nuilct in fabulous amounts for damages without its claimants having the slightest consideration or syiupathy for the unfortunate shareholders who formed therailwav conn)anv. i I > r ' I 372 Railway a and Other Wa\js. ^fr. Willimns inlatt's a j)!issi3n;j;('r's fulvcutiircs us follows: " All old liiily wiiH ^'oin^^lVoiii iJrookCu'ld to Stiiinfonl and took a seat in a train f«)r tliu lirst and last time in iier life. Durin;^' the ride the train was thrown down an cinbankniLMit. (!niwlin^' from beneath the; (h^hris unhurt, she spied a man sittiii;^' down, but with his le;^'s held hy some heavy timlier, ' Is this Stamford '} ' she anxiously eiKjuired. 'No, nnuhim,' was the reply, 'this is a eatii strophe.' 'Oh!' she cried, 'then 1 hadn't ouj^hter ^ot oil' here.' " now I'liiKNOsnii's wkiik t^i kki.y m.vdi:. " 1 have never," says another traveller, " ^ot so W(dl ac(piaint(!d with the passen;;ers on the train as 1 did the other day on tht; Milwaukee Ik St. Paul Itailroad. We were K<>i>ir^' sit the rat(M)f about thirty milcH an liour, and another train from the other direction telescoped us. We wer»' all thrown into eai'h other's society, and brou^^dit into immedi!it(.' social contact, so to speiik. I went over and satin the laj) of a corijuleiit lady from NTanitoba, and a ^'irl from Chiea^'o jiimi>ed over nine sctats and Hat down o;i the \)\\va liat of a preacher from fia Crosse, with so much timid, ;^'irlish enthusiasm that it shoved his hat clear down over his shoulders, j'lverybody seemed to lay aside tlu; us\uil ct)ol reserve of stran}.!;ers, and W(! made oursidves entirely at lionie. One youn^ man left liis own sent and went over and sat down in a lunch basket, where a bridal couple seemed to be >vrestlin^' with their lirst pieiiic. I )o you think if he had been at a celei)ration at honu! that he would have risen impetuously and }4one where those people were eatiii}^ by themselves, and sat down in the cranberry jelly if a total straiii^er".' I shall rather think not. Why, one old man, who jn'obably at home led till' (dasH meetiiij.,', and who was as dii^nilied as lloscoe (,'onk- lin^'s father, was (iiitiii;,' a piece of custard pie when we met the other train, and he left his own seat, went to the other end of the mm AnecdntcH — Finlt and flier Storicn. 373 car and sliot that pieco of cuHtard ynv into the ear of a hi'autifiil widow from Iowa. IVople travelling' Honudiow for^jjct the aus- terity of their home lives, and form acquaintances that sometimes last tlirou'di life." now A SAtVI.L I'Kl W>S CMWiiKIt I'D fWO |)0(iS AND T\IKS I N I'O A Hoitsi:. " [ have heen a rector for many years," says a t"aveller, " and have often heard and read of tithe pij^'s, thouj:;h I have never met with a specimen of them. But I had once a little \)'v^ ^'iven to me wiiiclj was of a choice hreed, and only just ahle to leave his motlur. I had to convey him by carria^'e to the X station ; from theiu'c 2!) miles to V station, and from thence 82 miles to A station, and from thert!, H miles by carria^^e. I Inid a comfort- able rabliit-hutch of a box made for him, with a su[)iily of fresh cal)ba<^es for his dinner on tin; road. I started olT with my wife, cliildreii and nurse: and of thest; im[)ediments pij,'^'y proved to be the most formidable. First council of war was ludd over i»im at X. station !)y tht; railway ollicials, wlio tinally (budded tiiatthis small i)orlver must travel as " two dof^s." 'I'wo doj^ tickets were therefore [)rocured for iiim, and so we journeyed to Y station. There a second council of war was ludd. and the ollicials of tin; Y said that tht; t)flicials of \ lanother line) mi^^ht be prosecuted for chare carried out to the letter, rather than the spirit of the law. I knew a station agent who took great pleasure in ferreting out dogs, which sometimes were snniggled on hoard trains. One day ho spied the nose of a little pup peeping from out a lady's uiufT, when he said, " madam, you have got a dog, it must have a dog's ticket, he paid for, and go in the carriage ' hoot ; ' dogs are not allowed to travel in the same compartment as passengers," and poor little pup(ahout the si/e of a two months kitten) was [)ut in the "hoot," to the great grief of the lady. TIIK MONKKV I'ASSI'.NOKU. A railway porter going through a passenger train iii Kngland to examine the tickets, spied a ltal)y of a monkey pee[)ing with great gravity from under a passenger's arm, when he siiid to the fatter, " You'll hev to i)ay for that haninuil, we'll charge; it as one dog." " J>ut it isn't a dog," said the passenger. " Well then," said the porter, " we'll co it an hinsect." • Anecilott'n — Fis/i uml (Jtlifr Sturicn. KF.KI' OIT or roUKIf'.N CorNTHIKS. ^^v. TlioinpHoii, fonncrly Colli'i'tor of CiiHtoins at Cotitieook, once told ino tlmt whoii he was statioiu'd at a custom lumso on the bound. 'V line, he offended an American in some way l»y eany- in;,' out tlie law in connection with the dei)aitment. It must he remembeiod that there was no visible line at the point in question to indicate where (^)ueen \'ictoria's territory ended and where " I'ncle Sam's" be^^'an, except certain posts at considerable distances from each other. One day Mr. Thomi)son was takin;^ a (piiet stroll into the coun- try and paying no attention as to whether he was walkin<^ in Canada or the Tnitt'd States, and not dreaming' that the lynx eye of an U. S. detective was watching,' his (Thompson's) movements, when all of a sudden he was pounced upoji and taken prisoner. Mr. T. protested aj,'ainst such an unwarrantable tliin;^ as that of capturiu}^ one of Her ^fajesty's Olhcers of Customs. " Ah — ah, my Ih.e fellow, I have you," said the detective, *' (^)ueen Vic. 'as no power here, you are in the Cnited States." After beinj^ detained some time, and under;^'oinj^' an examination Mr. Thoni[)son was allowe(l to retuvn to Canada. He then re. ported the circumstances to the Minister of Customs at (jJuebcc, from whom he rt-ceived the foUowinjj; very curt reply :—" Vou should keep out of foreij^'ii countries." " nowi.KD oi r." At the early half-yearly meeting's of the N'orth Staffordshiie Haihvay Mr. Haywood and other shareholders wore in the habit of makinj^ strong' renuirks about the expensive station buildin<^s at Stoke-on-Trent. The structures were of the Mli/abrthaM style of ar(diitecture, and very tine. The arcades were; pav.d with Minton's encaustic tiles, beautiful in design and execution. :u ! r 1 = 1 ' ' i i ■ ■ if ■ ' i ■ i* ■ V I fl^ ■Hi 'I I t ; MuM 370 l{(iihrai/M (i.vd Ot/icr Wnt/n. It WMs of tlwin that tho sliiirclioldiiK coinphiiiu'd most. Jolin Lewis Hicaido, the pri'sidi-nt, did not aiiHwrr those coinphiiuts for a time, hut at hist K<>t n[) and said that inucli had heeii said ahout those oriinmental tiU's and their expense, and he thouf,dit it was. just as well to tell them that for those riehly d.- corated Moors they (the company) were indel)ted to the Afessrs. ^finton's, who had pre sented the whole of them to the eompany. This rennirk i)rodueed roars of lau^'hter and ^fr. Haywood ex- claimed : " 1 am howled out." A COAI- STOUY. (ieoloj^'ists had declared that there was no coal in Upper or Lower Canada, that the age of the surface strata was far older tlian that of the coal formation, notwithstandinj^' this ahout :M years a^'o there came to Montreal, on the wind's of the telegraph, the astounding,' fact that coal had heen discovered at Jiowman- ville. We, of the (Irand Trunk, wore in f^reat liri'\V(l fcllo.v mado a fiitiil HUf4{,'estioii, " tlmt tlu; mint' slioiild be cxatnincd." "Just so," said the siuculiitors and otli( rs al)oiit tlu- well, and at onco a dorrick was ri^^'^'cd up and lucn sent down wlio luij^an to send up coal, say to the j'xtcnt of :U)() or 4(M) ll»s.. wlu'ii a voicf from the bowtds of the earth said, " TlM^rc is no niori' coal." \t wiiH \<-iirnntl(;-on-TiJiir coal and ha the station clean and tidy, be civil and oblij^iuf^ to passeii^^'ers, and above all to remember that any act of intoxication, insubor- dination, or incivility will meet with instant dismissal." The directors then joined the public in health-drinlvin|.f. amid a battery of cork-artillery ; then on to \\v\i station, where tiio IMAGE EVALUATION TEST TARGET (MT-3) / O 1.0 I.I 1.25 iJ IIIIM "" |i"36 IIM 2.0 U ill 1.6 -*- V] <^ /^ ^'^M/ e. iW ^/\ °>, '> M '^ '/ Photographic Sciences Corporation iV 4 •s? :\ \ % '^ 1^ '^^ 23 WEST MAIN STREET WEBSTER, N.Y. 14580 (716) 872-4503 ' % ^^ 378 Railivaya and Other Ways. :| ! same flourish of trumpets, and the same advice to the station- master were repeated, and at the next and the next station ; but now the eifects of the champagne began to tell, president and directors began to talk all at once in rather a thick voice, as " be you the shation-master, keep per-(hic)-fectly shober — acts of in- (hic)-civil-(hic)-ity meet with in-shanly dish-(hic)-miss-al." By the time they neared the end of the line, they began to see a station-master in every man, and each of the directors seized hold of one of the pubhc, and addressed him as the station-master, telhng him " to keep sho-(hic)-ber, or he'ed be dish-(hic)-mish-(hic)-ed." The directors came back at the bottom of the railway coach in various attitudes of prostration, looking as though they had passed through a pulp mill. SHUNTED AND STUCK. Another about Crewe Station : — Poole said that a lady com- plained to the directors of the London and North Western Rail- way that she had been grossly insulted by one of the porters at Crewe station. An enquiry was made into the matter, and the superintendent called upon the porter to explain his conduct. The man spoke in the broad Lancashire dialect, and said, he " jiever 'suited a lady," he said, " ah wor gooing past a lot o' kerridges and ah seed a woman i'one o'em and ah hoppendth door, and ah said, yo mun ger a'at or yole be shunted and stuck." Cleaning that the lady must get out as the coach would be shunted into a siding, and she would be left behind. INSTRUCTIONS ON A CLOCK. In a railway station in Iowa is the following placard over the clock :— '• This is a clock ; it is running ; it is Chicago time ; it is right; it is set every day at 10 o'clock. Now keep your mouth shut." ■ji i\ le station- a,tion ; but sidrnt and ce, as "be lets of in- 3-al." By . to see a directors m as the ' heed be ;he bottom n, looking lady com- itern Rail- porters at ', and the conduct. \ said, he st a lot o' loppendth inted and would be 1 over the < time ; it leep your M? :■ ! I 1 lM 1 it ■j i t 3 I Anniveraary — My Valedictory. 379 CHAPTER XXXVI. ANNIVKRSARY — MAMMOTH CAVE — PRINTING PRESS — MY VALEDICTORY. M' CEr.KHK.VTINC THK 40tH ANNIVKRSAKV OK LAM>IN(( IN CANADA. ■R. J. B. JONES, of Toronto, agent of the Dominion line of steamships, and Mr. Myles Pennington, of the Grand Trunk Railway, on Friday evening last, celebrated in the way of a private banquet at the residence of Mr. Jones, Simcoe street, the 40th anniversary of their landing in Canada. Messrs. Jones and Pennington came out from England on the S8. "Sarah Sands," one of the ocean pioneers of the St. Lawrence route. On the festive hoard, round which the celebrationists and a small company of friends gathered, there stood a miniature model of the " Sarah Sands," her hull represented by an oblong crystal, and her decks, smokestack and top works artistically constructed of flowers. Close to the ship ran a miniature rail- way, w^tli a tiny G. T. R. locomotive upon the rails, both roadway and engine partially hidden by the choicest specimens from the floral kingdom. These pretty decorations, so appropriate to the occasion, were designed and arranged by the Misses Jones. AN INTERESTING JOURNAL. During all the years of his residence in Canada, Mr. Penn- ington has preserved intact a journal of the events of the passage ouo from the old sod. The document, which the writer has named " Outward Bound," is rather interesting as a description of an Atlantic voyage at a time when steam navigation had not as yet emerged from its primitive stage. Dinner concluded, Mr. 11' ! j ■ !f t • f f i 3 ■• I I I li -! • ' f '' ■■ 380 Railways and Other Ways. Pennington read for the entertainment of his friends a number of extracts from this journal. A few of these extracts are given below : — July 22nd, 1853.— On board the "Sarah Sands," the Isle of Man in sight. The vessel is a full-rigged sailing ship, with an auxiliary screw. She is a sure and a safe ship, but a slow one. Cannot make much progress against a head wind, and may be twenty days in reaching Quebec. Note : — Her actual time from Liverpool to Quebec was twenty-three days. A STORM AT SEA. July 23rd. — A storm at sea. Mrs. P. awoke me this morning at two o'clock, with the pleasing intelligence that the ship was about to turn over. Now there was hurrying to and fro ; in hot haste the stewards ran from berth to berth, uncom- fortable sounds were heard on every hand, and the passengers groaned and moaned, and bitterly lamented that they had come to sea. At l)reakfast this morning only one solitary individual made his appearance in the first cabin, and he contented him- self with a basin of gruel. July 25th. — Incidents of the storm : Capt Ilsley has been tumbled out of his berth for the first time in his life ; the bar- ometer has gone down to 28 2-10, lower than he ever saw it before. A child died during the night. A sea struck the ship and almost drowned some of us in six feet of brine on deck. July 26th. — A funeral at sea. The body of the child that died yesterday was this morning launched into the deep, amid the solemn silence of the passengers and crew. The doctor read the funeral service. We now begin to look upon the ship as a kind of home» and walk the deck with a sailor's swing. Anniversary—My Valedictory. SHl August Ist.-Bar'-neter, 30 2-10, being two inches of mercury higher than it Avas on the twenty- fifth. The sea smooth and Jake-hke. August 3r(l.— I make the acquaintance of a priest onboard one L Abbe Chappi, superior of the Brothers of St. Joseph of Mars, m France. He gives me lessons in French and 1 crive hmi lessons in English. He says pronouncing the English words will break his teeth. August Dtli.— We see lots of stormy petrels ( " Mother Carey's chickens,") which the sailors say contain the souls of drowned sailors. South Belle Isle in sight. " Land ho ! " North Belle Isle— Aurora boreahs— a glorious si^dit August 9th.-Gulf of St. Lawrence-A butterfly flies over the ship, though we are out of sight of land. August 12th.~-The St. Lawrence river. The Island of Orleans. Get a glimpse of Montmorency Falls. Arrive at Quebec, the Gibraltar of Canada. August 13th.-Mr. Jones tells me now, that a few davs a<'o the coal m the " Sarah Sands " took fire, and that it was with some difficulty that it was put out. We were saved from a terrible calamity. This circumstance was only known to two or three of the passengers at the time. Thus was prevented a panic. TORONTO AND MONTREAL IN 1853. When Mr. Pennington had finished reading the journal, a general conversation ensued, regarding the great strides that have been made in the matter of ocean navigation, and regarding the development of Canada and her commerce since the time of the " Sarah Sands." In 1853 it took the old *' Sarah " twenty-three days to cross the Atlantic, whereas re- cently the " Campania" made the run from Sandy Hook to Queens- TTi M I I ■i ' ur ii'-^ :i82 RaihvcAjs and Other Ways. town, in five days, fourteen hours and twenty-seven minutes.* Forty years ago one solitary ocean steamship made Montreal her port, and not long since as many as twenty-throe Atlantic steamers were counted at one time in the harbor of the eastern metropolis. When Messrs. Pennington and Jones arrived on this side, the G. T. 1{. was just putting on its swaddling clothes, as it were. There Avere then only two hundred and fifty miles of railway in the two Canadas. To-day the total railway mileage of the Dominion is 15,000. The year he landed, Mr. Pennington's son gathered mush- rooms in a field near the present site of the Windsor Hotel in Montreal, and at that time green fields and orchards stretched away just north of Queen street in this city (Toronto). {Toronto Empire, Auyuat ISth, ISDo.) A VISIT TO THE MAMMOTH CAVE, KENTUCKY, JUNE, 18G1. Railway ofiicers, in their travels through the country, liavc opportunities of seeing some of nature's wonders. On one occasion I was on a business trip in Kentucky, and being near the celebrated Mammoth Cave, I paid a visit to it and wrote a description which appeared in some Canadian, United States and English papers. As the narrative may be of interest to my readers, I repeat it here : — This gigantic freak of nature is situated 95 miles from Louisville, Kentucky, and is reached by a ride of 84 miles on the Louisville A: Nashville Railroad to Cave City station, and a stage drive of nine miles beyond. There is an hotel near the mouth ♦ The steamship " Labrador " of the Dominion Line, sailed from Liverpool on the 6th July, 1893, and left Moville, Ireland, on the 7th at 3.07 p.m., arriving at Quebec on the 14th at 4.05 p.m., deducting 45 minutes' detention at llimouski landing mails, thus making her net time 7 days and 13 minutes between Moville and Quebec. The " Labrador " reached her wharf at Montreal on the 15th July at half- past one p.m. i I A nniver8ary — Mfi V a led icto nj. S,s3 of the cave, with accommodation foi* '200 j^aieHts, and there, in ordinary seasons, assemble people from all countries, attracted by the fame of this king of caves; but this season will (unfor- tunately for the proprietors) be an exception to the general rule. Men's minds are too much occupied with the din of war to care much about natural curiosities ; although the State of Kentucky is still quiet, it is surrounded by the burning lava of war, which may at any moment burst its bounds and overspread this beau- tiful country.* The Mammoth Cave was discovered, some GO years ago, by a hunter, who chased a wolf into the entrance, then thickly over- grown with wood. It was a hot morning last June, that the writer, with a friend, and " Nick," a negro guide, started to explore the cave, having first secured a basket of provisions, four lamps, and some Bengal lights. The thermometer stood at 85° in the shade, but on approaching the entrance to the cave its near presence was felt by the sensible and agreeable change of temperature, until coming opposite the mouth, when the cool air came out with a rush, like a current of air passing through an ice-house. The temperature inside the cave is said to remain at 59^ all the year round. The entrance presented a large, dark, irregular, gloomy-looking vault ; but after descending an incline for a short distance, wc entered the main avenue, five miles in length, from forty to sixty feet in height, and from oO to 100 feet * March, 1862.— The vicinity of the cave, since my visit has been the scene of bloodshed and strife. Bowling Green, Green, Cumberland Rivers, and "Fort Donnelson," all places of note during the fratricidal war, are at no great distance. As an incident of the present war, and in connection with my visit to the Mammoth Cave, I may relate that my companion explorer referred to above, when travelling through Michigan some three months afterwards, was pounced upon by the United States Eolice as a spy, or one giving aid to the Confederate States, and without a trial was urried off to Fort Lafayette, from thence to Fort Warren, where he was confined for about three months ; but finally liberated at the instance of Lord Lyons. A heavy claim has been made upon the American Government for his unwarrantable imprison- ment. My friend is a British subject and holds a commission in the Canadian Militia. I never heard that he recovered anything (1.894). I : • ' ■ I r • fH ^ m ^ ■ \ ■;• ■ ] k M_ :i| iliualll 384 Ridlways and Other Ways. in width. In one part are the remains of three or four lints, where, many years a!y;o, a kind of hospital was estahlished, on the supposition that the dry state of the air and even tempera- ture might he ))eneficial to some of the " ills that tiosh is heir to " ; hut the experiment failed, the parties, no douht, finding that the light of the sun was absolutely necessary to the preser- vation of health. During the war of 1812, these peaceful haunts resound^id with the busy hum of men, and the lowing of oxen, for the purpose of manufacturing saltpetre. The vats and wooden pipes are still in a good state of preservation ; even the hoofs of the oxen and the ruts of tlie cart wheels are visible in the clay, now hard and dry as stone, and in one spot we jDicked up some frag- ments of Indian corn cob, where the oxen had heen fed. The top of the cave was in some places perfectly smooth and white, as if plastered ; in others, coloured with various dark shades, presenting grotesque figures of an Indian and his squaw, a spread eagle, an ant-eater, etc. In another, the roof, which was 100 feet in height, was fretted with small glittering spots, resemhling the starry heavens on a bright clear night, which, by a little artistic skill of the guide, became overcast by a dark cloud, and the moon appeared to rise in a far distant part of the cave. This scenic display of " Nick's " was perfection. The sides of the cave presented an endless variety of fantas- tic forms, cut and shaped with all the lines of oddity as well as beauty, and bore evident proof of being formed by the action of water, at some remote period, when a great river must have rolled through these caves. Another avenue of two miles in length, and about the same as the other in height and width, contained some immense stalactites, forming a venerable Gothic chapel, with pulpit complete ; when illuminated by a Bengal light, the interior of Anniversary. 385 oui" huts, ished, on tempera- sh is heir t, linding le preser- esounded , for the leu pipes ifs of the slay, now uiie frag- y smooth ous dark is squaw, )f, which [ig spots, ich, by a •k cloud, he caA'e. fantas- well as ction of ist have le same nmense pulpit erior of York Cathedral and Westminster Ahbey sink into insignificance when compared with this gorgeous spectacle. Enormous columns, formed by the dripping of water, support the massive roof, covered with an endhjss variety of apparently carved work of the most complicated description. " Nick " said that a marriage was solemnized here some years ago by a romantic couple, who persuaded a clergyman to officiate on the occasion. The lady had, it appears, pi'omised her mother that slie would never marry a man on the fave of the earth, so (as Nick said with a chuckle) she went into the eartli, and thereby got a husband and kept her vow at the same time. Continuing our journey, we arrived at what appeared to be the end of the cave in that direction, but the guide entered a narrow slit in the rock called "Fat Man's ^fisery." Now the writer has a certain rotundity of form ; hence he thought this was the termination of his travels, but by going sideways he managed to squeeze through, and came out into the Fat Man's Misery, only three feet high, from which we passed into the Happy Relief, a large roomy hall. We then began to descend, and the tinkling of water was heard in the distance. A short walk brought us to the river Styx, a dark and gloomy-looking water, which we crossed by a wooden bridge. Near this was the " Bottomless Pit," down which we threw a blazing piece of paper and we watched it fly from one side to the other until it reached the bottom, 100 feet below. A little further and we came to a small lake, over which we crossed in a boat, continuing on for about a mile through a variety of immense vaults, and among huge rocks hanging over the roof and spreading over the floor of the cave in wild disorder, as if shaken by an earthquake ; while at other places the rock was smooth and worked as if with a chisel, presenting in one case a beautiful arch, \vhich having no particular name, we called " Victoria Bridge," and Nick promised 25 II t i' it I; * ■'*■ .1 ; i i i!i! 1; }l \W'^- i s !i:- *:•, • 11 m f \h 3bG Railway 8 and Other Ways. to jot that down for the benefit of future expiorerH. Echo river was then reached ; it takcH its name from the remarkable echoes that may be heard. A shout or pistol shot is repeated 20 or 1)0 times, until the sound dies away in the distance. In winter, or during great doods in the rivers without the cave, this one rises and fills the cave for many miles, high as the roof, rendering that portion impassable. Entering a Hat-bottomed boat, we pushed ourselves along a distance of three-quarters of a mile through the most intricate passages under shelving rocks, where we had to lie down in the bottom of the boat ; then out into a large high tunnel, or into an immense dome, which when illumi- nated by a Bengal light, shone as if sparkling with a canopy of diamonds. The river is four hundred feet below the surface of the earth, and is in many places forty feet deep ; it is celebrated as containing the eyeless fish, one of which our guide caught, along with two small cray-fish. We examined them closely when alive, but no vestige of an eye could be seen. The writer brought them away as trophies, and now has them preserved in spirits.* We travelled on until we reached a point six miles from the mouth of the cave, when the writer's lamp showed signs of extinc- tion, and on asking the guide for oil he said he had none, and the deposit was three miles beyond. This was rather startling news, for we had crossed the river, the boat was consequently on our side, no one therefore could reach us without a boat, and should all the lamps go out, to return was impossible. " Nick " " guessed " that the lamps would hold out, but we had no faith, and commenced a retreat at a good pace ; but upon approaching Echo river, " Nick " was observed to kick the sand near a shelv- ing rock, and out came a bottle of oil, which he had deposited * October 1894. The fish still retain their shape at the bottom of the closely sealed vial, but the apple-whiakey, put in tu preserve them, has nearly all made its escape. Anniversar)/, 387 there a year before ; it was white and tliiek, but after softening it, we were able to trim all the lamps, and ^o o» our way with much satisfaction. After re-crossing the river, we turned down a branch of the cave where we had to crawl upon our hands and knees for several hundred feet, until we came to " Mammoth Dome," 100 feet in height, the sides quite perpendicular, with immense grooved pillars, foimed by running water, which was still dripping down the sides. Another avenue brought us to " Gorhara's Dome," and the guide told us to place ourselves before an opening in the rock, much like a small window. He then disappeared with all the lamps, and shortly after an immense hall was gradually brought into view, 200 feet in height, and of great extent. The sides, by the action of avu'. v, liave been worked into immense columns with fretted cornices of the most complicated kind, as if touched by the chisel of nn accomplished sculptor. The roof was hung wi^a stain ctit'^s, and as the water oozed down the side, which glistened a.d reflected back the Bengal light thousands of times, it presented a picture of daz/.ling splendour, of which no words can give even a faint idea. Another part of the cave was culled the " Hall of Monu- ments." These consisted of pyramids of stones piled up l)y visitors. Canada, England, and other countries had its pile, also most of the States of the Union. Here was Maine in close prox- imity to South Carolina, Alabama with Massachusetts, and so on. Little did the builders think that in a few years they or their children would be at deadly strife with each other, and that the " Glorious Union " would be tarnished by the blood of its citizens. " Washington Hall," another famous dome of lofty dimensions, was next visited, the roof of which was covered with line pointed spar resembling frost work, which, when illuminated, shed forth myriads of brilliant scintillations. We did not go as far as ♦he " Maelstrom," which is nine "P^ ni (■ iiii '!'■ 'I U9s if !J< I; si' l«b : i|i: 388 Raihvaya and Other Ways. miles from the entrance of the cave. It is described as a terrible looking pit of unknown depth. It is said to have been explored by a young man some years ago, but the guide doubted the truth of his statement. We were told that to visit the Mammoth Cave, with all its branches, a person must walk a distance of 90 miles ; as there is only one entrance, the ground must be gjne twice over, making the extent of the cave 45 miles in length. We, of course, only got a cursory glance at some of its principal points of attraction, and came out after a six hours' visit, having walked about 14 miles. On emerging from the mouth we found the heat overpowering ; the sudden change from 59° to 90° was much like going into an oven. This spring another large cave was discovered, about seven miles from the Mammoth Cave. It has been explored for many miles, and is full of immense stalactites, yet free from the hands of destroyers, who in the Mammoth Cave have broken and car- ried off hundreds of rare curiosities. THE PRINTING PRESS. The following article on " The Press," by the author, ap- peared in the Fleetwood (Eng.) Chronicle, March 9th, 1844 : — " The Press ! " all lands shall sing ; The Press, the Press we bring ; All lands to bless : Oh, pallid want ! oh, labour stark ! Behold we bring the second ark I The Press, the Press, the Press. — Ebenezer Elliot. There are many inventions which tend (when properly directed) to the welfare of mankind, among which stands pre- eminently above all others, the noble art of printing. What a great change has this art produced in the world ; all other in- ventions sink into insignificance when compared with it ; it wmm ■H a terrible ;plorecl by le truth of oth Cave, 90 miles ; jne twice . We, of pal points Qg walked I the heat nuch like )ut seven for many he hands and car- thor, ap- U4:— properly lids pre- What a tther in- ,h it; it The Printing Press. 339 indeed may be looked upon as the forerunner of other inventions and discoveries, for it has acted as a stimulus to the minds of men masmuch as it has given them the means to leave a record of their thoughts, inventions, and discoveries behind them for the benefit of future generations. ' The Press has done more towards the spread of civilization tnan all the other inventions and discoveries ever made By the Press, knowledge of the best kind has been printed in all languages and extensively circulated in all climes, thereby bene- hting commerce, uniting nation with nation, humanizing and improving all, and inculcating the principles of Christianity in ail parts of the known globe. The Press may be made a powerful engine either for the spread of virtue or of vice, but it is cheering to reflect that it preponderates on the side of virtue, and that a marked improve- ment IS continually going on. Even the penny papers which de uge the whole country, are fast undergoing a change for the better; of course, many have been unexceptionable since their commencement ; such as the Penny and Saturday Magazines, Chambers s Jo^crnal, etc., but what I wish to be understood, is, that those publications which have been denominated the Penny irash are improving; some are leaving out the outrageous cari- catures and disgusting advertisements which have disgraced their columns, while others, such as the Family Herald have sprung up,giving an amount of interesting, amusing and valuable intelligence, which must not only reform the penny papers, but have a very beneficial effect among the great bulk of the people who are in the habit of rending these publications. The Press has done much towards our comfort and hap- pmess ; the broad sheet is continually issuing forth, placing the passing events of the day constantly before us ; in it we blhold not only what is going on in our own town, our own country :H;:!t 390 Railways and Other Ways. 'H . »!l but we have the latest intelligence of events which have taken place in all parts of the world. The Press has given to all classes the means to acquire knowledge; the most humble individual can now wend his way- through the flowery beds of poesy ; can ramble through the mazy fields of fiction ; can climb the rugged steep of Mount Vesuvius, and look into its burning crater with Sir William Hamilton ; can visit the ice-bound shores of the North Pole with Captain Poss ; can sail in thought over the great Pacific and Atlantic oceans, and round the world, with Capt. Cook ; can explore the catacombs, pyramids, and ancient relics of Egypt with Belzoni ; can examine the geological structure of the globe with Professor Sedgwick ; can analyze the minerals and subtle fluids of the earth with Sir Humphrey Davy ; can penetrate space itself with the telescope of Sir John Herschel; can in fact bring back the past, look on the present, and speculate on the future, with the great and the good men of all nations. He who invented the art of printing, and they who have brought it to its present state of perfection, cannot be sufficiently eulogized ; they deserve a world's thanks, for they have made " Dead letters thus with living nations fraught Prove to the soul the telescope of thought ; To mortal life a deathless witness give, And bid all deeds and titles last and live : In scanty life eternity we taste, View the first ages, and inform the last : Arts, Hist'ry, Laws, we purchase with a look, And keep, like Fate, all nature in a book," Petroleum. 391 " Many a row Of starry lamps and blazing cressets, fed With naptha and asphaltus, yielded light As from a sky." —Paradise Lo^i. PETROLEUJr. In process of time we get so accustomed to the use of an article that we quite forget its value. He who can go back, in memory, to the days of the rush-light, the farthing candle, the " short eights," the expensive parafine candle and wax taper, can fully appreciate the discovery and use of petroleum as an article for illuminative purposes, and which is now much cheaper than the old rush candle, a score of which would not give as much light as an ordinary common coal oil lamp. It may seem somewhat out of place to introduce such a sub- ject here, but the Author has thought that some little reference to this wonderful product might be interesting to his readers :— The origin of petroleum or, as it is termed, coal oil, is a sub- ject which has been much discussed by geologists, and many different opinions have, from time to time, been given as to how it was produced in such large quantities. I remember hearing, more than thirty years ago, a lecture on the subject by the late Dr. T. Sterry Hunt. His theory seemed the most probable. I cannot give it in the Doctor's exact words, but give it as nearly as I can recollect. He said that in some very remote period of the earth's history the ocean in certain localities was, l)y more than a tropical sun, kept in a tepid state, and that there grew upon its surface extensive beds of rich and luscious sea weeds and plants, intermixed with soft gelatinous animals in enormous quantities, that these drifted into bays and creeks many feet in thickness, and by some great convulsion of nature they were buried in the bowels of the earth and subjected to immense pres- sure, which converted them, after many centuries, into the black I ! ^ 1 ' t;:i liriiii. :f ; 392 Railways and Other Ways. oil or petroleum we now see flowing on the earth's surface, or pumped from great depths. Petroleum is not a " new gift of nature." It has been known by the Ked Indians for centuries, and was used by the " Six Nations " as a medicine under the name of " Seneca Oil." The ** gum beds" or congealed oil, which covered some acres of land on lot 16, second concession of Enniskillen, Ontario, had long been known ; and it was here in 1858 that the late J. M. Williams, ex-M.P.R, and llegistrar of Hamilton, Ontario, first discovered flowing petroleum and applied it to practical use. The freightage, of coal oil from Petrolia has been a source of large revenue to the railways, especially to the Grand Trunk. The following statement by C. M. Sinclair appeared in the Illus- trated Buffalo Express oi Ocioher 13, 1892: PETROLIA OIL WELLS. There are 3,535 wells. During 1891 there was shipped from Petrolia a total of 892,271 barrels of petroleum, and during the ten years ending on December 31, 1891, a grand total of 6,770,354 barrels, or about 1,354,070 tons. TESTIMONIALS TO THE AUTHOR. On January 1st, 1848, testimonials, consisting of a litho- graphic view of the departure of the Queen and Prince Albert from Fleetwood, and a very elegant eight days' time-piece, were presented to Myles Pennington on his leaving the town of Fleet- wood for Stoke-on-Trent to fulfil an engagement as Goods Mana- ger of the North Staffordshire liailway. The first, by the Society of Rechabites, of which Mr. Pennington was a member, and the latter by the officers and workmen in the employ of the Preston ife Wyre Railway. Mr. Pennington in returning thanks, and bid- ding adieu to his friends and associates of eight years, said, speaking of the capabilities of Fleetwood as a port, that he believed it was destined to become one of the most important on the Lancashire coast. (Abridged from the Fleetwood Chronicle), » =; The Authors Valedictory at Eighty Years of Age. 393 CHAPTER XXXVII. THE AUTHOR'S VALEDICTORY AT EIGHTY YEARS OF AGE. " Though I look old, yet I am strong and lusty : For in my youth I never did apply Hot and rebellious liquors to my blood ; Nor did not with unbashful forehead woo The means of weakness and debility ; Therefore, my age is as a lusty winter- Frosty but kindly." —Old Adam, m Shakespeare's ''An You Like It." TN bringing this work to a close, the author, now probably the J- oldest railway man living in the world, takes the liberty of making a few general remarks, by way of a valedictory, to rail- way employees, who now form such a large and important body of men m all parts of the civilized globe. It will be admitted by all that no undertaking requires such a steadiness of character and clear-headedness as that of the workers of a railway. They have at all times in their charge an immense amount of property, and what is more important, the very lives of their passengers. It is safe to say that the great body of railway men, as to their general character for intelli- gence, probity, and sobriety, are equal, if not superior to any other class of men, and that a constant improvement is going on. The author remembers that on the early English railways much trouble arose from old habits of drinking amongst the employees, which in many cases caused loss of life and property If 'i 'i :i\ ! ( :i :! i I I i ' m^ ( ' ;] iv 1 ' t ■ |, !; ,6 ' 1 -1 ' j |i ? ''■ • ' ! ■ i 1 ■. ' i i I' f ■■ ' ; ! . ,' ' ■ 1 ■ .1: U % ■ M 1^1 394 Railways and Other Ways. It is satisfactory to know that this evil is much reduced ; but it still exists. The author has seen so many good men and brother officers come to grief, ruin and an early death by an indulgence in alcoholic liquors, that he has long since come to the conclusion that the only safety valve is that of total abstinence from the article in whatever shape or guise it may be offered. If there is one thing more than another in the author's past life to which he looks back to with pleasure, it is that, when a very young man, he was led to take an active part with others in the organization of the first strictly temperance or teetotal society, and if spared long enough may, from a personal stand- point, give a correct history of those remarkable and beneficent institutions which, during the last sixty years, have done so much to soberise a world. The use of alcoholic liquor, as an article of diet, isunneeessary and ahrays more or less injurious to men in health. This is borne out by the evidence of thousands, especially working men, who have abstained for thirty or forty years. Lord Brassey (a higher authority could not be produced), in his book on " Work and Wages," says : " The taste for drink- ing among a large number of working people in this country (England) has been excused on the ground that hard work renders a considerable consumption of beer almost a necessity. But some of the most powerful among ihe navvies are teetotal- ers. On the Great Northern Railway there was a celebrated gang of navvies who did more work in a day than any other gang on the line, and always left off an hour earlier than any other men. Every navvy in this jwu-erful gang was a teetotaler.^* Some years ago the author visited a county gaol to see its governor (a former railway officer), and in a talk with him the author was pained and astonished to find that two men, once his associates, who had held high positions on railways in England The Author's Valedictory at Eighty Years of Age. 395 and Canada, had on more than one occasion been brought to the gaol on a charge of drunkenness and confined in prison cells. Another case which came under the author's observation was that of three railway men who came to Canada and held good situations on Canadian railways ; but in a few years two out of the three fell victims to strong drink, lost their situations^ and have long since passed away. Any one of mature years will, on looking back, call to mind cases as disastrous as the above, of friends and connections who have been led to ruin by this same terrible evil, and such things call upon us in the strongest language to speak out and spare not, and to say with the Queen's physician, Sir Andrew Clarke,* "It is when I myself think of all these evils of intemperance that I am disposed, as I have said elsewhere, to rush to the opposite extreme— to give up my profession ; to give up every- thing and to go forth upon a holy crusade^ preaching to all men, * Beware of this enemy of the human race.' " Solomon, The Wise, says : — " Look not thou upon the wine when it is red ; When it giveth his colour in the cup ; When it moveth itself aright : At the last it biteth like a serpent. And stingeth like an adder." — Pkov. xxiii. 31, 32. HENRY ANDERTON. The following beautiful lines, by Henry Anderton, are here- with given in grateful remembrance of a dear old friend and brother railway-colleague of the author. The poet was born in * Sir Andrew Clarke died Xovember 6th, 1893, He was Gladstone's adviser, and was also consulted by the late Sir John A. Macdonald and the late Sir John Abbott. 396 Railways and Other Ways. » 'l .1 1 1^ 1808 at Walton-le-Dale, Preston, England, and died at Bury, June 21st, 1855: — NATUKE. " How beautiful is all this visible world ! "—Byron. There's something bright and glorious In the Sun's tirst earthward glance When from his bed he riseth Like a giant from a trance ! Or when the eye o'erpowering With his full meridian ray, O'er Heaven's cerulean pavement, He hurries on his way ! There's something vast and glorious In the Sea, the deep profound, Who claspelh like a lover The Earth, his mistress, round ! As an infant's sleep unruffled. Or tossing the glittering brine. Dark, dread, and pathless Ocean, What majesty is thine ! There's something fair and glorious In this little speck of ours. In the plumes of her wing'd warblers. And the painting of hei flowers ! In her fresh and vernal carpet. In her pebble-troubled rills, In her wild, untrodden forests, And her everlasting hills ! There's something far more glorious In the faith that says " I know, From the void and formless chaos, % Who bade these wonders grow ! " Bend ! reverently, my spirit ! Before that Being fall. Whose wisdom first created, ' Whose power sustaineth all. As Tiny Tim said : " God bless us all." i > ' j ^mm t Bury, \k I f| 11 V M) I ! S Ifi' I ;i if' ' : il^ SIR HUGH ALLAN. Addenda. 89^ ADDENDA THE publishing of this work has been unavoidably delayed for some time, but this, to some extent, has been an advantage, it having enabled the Author to much enlarge the scope of the work by adding, at least, twenty-five per cent, to its contents, and giving many more illustrations than were first intended when the circular, announcing the book, was issued. The Author has added several more sketches of railway men — has said something about the Columbian Exposition; the trade and commerce of Canada ; much more about ocean steamships — has made some remarks on competition, freight rates, wheat carrying, emigra- tion, etc., all of which are burning questions of the day. He has also given some original articles, written by the Author long ago, including a visit to the Mammoth Cave of Kentucky, the Author's Fortieth Anniversary in Canada, etc., etc. The subjects dealt with have been numerous, and as the Author had mainly to depend upon his memory for the details, he has doubtless omitted many things which he would like to have said. Some subjects have come up after the last chapter was in print and are now given here. SIR HUGH ALLAN. In the early years of the Grand Trunk Railway, the Author saw much of, and had often to consult, the late Sir Hugh Allan, particularly as regards the through bill of lading system between railway and steamship, explained in another part of this book, 31)8 Rail way H and Other Ways. i: \ i i w and the work would be incomplete without specially referring to Sir Hugh Allan, as he was undoubtedly the father of ocean steamship navij^ation between Great Britain and Canada. Sir Hugh was a man of wonderful energy and will power. He and his brothers fought through ditliculties which would have deterred most men, and made them to despair and give up the fight as one perfectly hopeless ; but Sir Hugh's motto was " Onward," and he and his brothers finally triumphed. Considering Sir Hugh's many duties, it was amazing how he got through his work. In the early history of the line, during winter when the steamer sailed from Portland on a Saturday, Sir Hugh might have been seen the night previous taking his seat at Longueuil (Montreal) in a Grand Trunk ordinary ear bound for Portland, Me. ; there sitting bolt upright for ten or twelve hours trying to dose as best he could. There weie no cosy Pulman sleeping cars at that time where a man might rest his weary head. After attending to the business in connection with the steamship, and seeing her off from Portland, he would return, having another dreary night ride to Montreal, I remember hearing Sir Hugh state that sometimes, when he had visitors at his home, and they might remain until near mid- night, when they had gone home he would go into his home office and there work a couple of hours before going to rest, and, notwithstanding this, he would be the first at the breakfast table next morning. The following interesting sketch is taken from that valuable work, " Dent's Portrait Gallery " : " Mr. Hugh Allan was born at Saltcoats, on the Firth of Clyde, in Ayrshire, Scotland, on the 29th September, 1810. His father, late Captain Alexander Allan, was a shipmaster, who had all his life been employed on vessels trading between the Clyde Addenda. ;J01) and the St. Lawrence. Ilugli was the second son of his parents. At the age of thirteen he entered into the counting-house of Allan, Kerr k Co., at Grteuock, in the shipping trade, whore he remained ahout a year, when his father advised hira to emigrate to Canada. He sailed from Greenock in the ship Favourite on the 12th April, 1820. His father was the captain of the vessel, and his elder brother was the second officer. Hugh soon obtained a situation in the commercial estab- lishment of Wm. Kerr k Co., Montreal. The business was dry goods, etc. He was thus engaged three years. The business, as a whole, did not suit his taste. He returned with his father to Greenock, where he remained the winter. Ho again sailed from Greenock for Montreal on the 5th April following, in a new vessel belonging to his father, the CUtnada. He then entered the services of the late Mr. James Miller, who then carried on an extensive shij)ping business in Montreal. After spending live years in the employ of Miller it Co., Mr. Allan was admitted as a junior partner. In 1838, Ish. Miller, the senior partner in the firm, died. The style of the firm thenceforward became Edmonston & Allan, which subsequently became Edmonston, Allan & Co. Under various changes of style, the firm has steadily increased in prosperity, and its business has grown to momentous proportions. Its present style is Hugh and Andrew Allan, Andrew being a younger brother of Sir Hugh. In 1851 the firm first began to build iron screw steamships. The Canadian, the first vessel of that description, made her first trip in 1853, and in the following summer the service of mails was commenced which continues to this day. The his- tory of the firm from that time down to the present is the history of Canadian maritime commerce. During the visit of Prince Arthur to this country in 1860, he was the guest of Mr. Allan at his princely residence of Eavenscraig, in Montreal, and at his I t 'k m i.t^ '.f. '. ? 400 Railways and Other Ways. summer villa on the shores of Lake Memphremagog. For his courtesies to His Royal Highness, and in recognition of his great services to Canadian and British commerce, Mr. Allan was, in 1871, knighted by Her Majesty as Sir Hugh Allan of Ravenscraig. Sir Hugh is a Director in many important commercial, banking and other enterprises, of some of which he was the original promoter. Principally among these may t>e mentioned the Merchant's Bank, the Montreal Telegraph Co,, etc." (1880.) Sir Hugh Allan, while on a visit to England, died very sud- denly in London, in December, 1882. The Allan Line, as stated above, commenced with the Canadian in 1853. Her consort, the Indian, was built the same year, followed by the North American and Anglo-Saxon in 1854. The total fleet now consists of thirty-three fine steamships, the value of which, in round numbers, may be estimated at from seven and a-half to eight million dollars. I : \', ' INDEX. Aberdeen, Lord, 317, 318. Accountant's Error, 166. Act of Parliament, 51. Accidents, Coach, 302, 371. Acton Mine, 360. Agents, Station, 222-227. A port, Sir James, 57, 61, 217. Allan Line, 141. Allan, H. M., 289. A I °' ^i"" ?"^'''' ^'^''^' ^55, 397, 400. Allan, Andrew, 399. Allan Montague, 289 Alison, Francis, 226. - At!:*!'"'*^?"''^' P' 4^« I'A 392. Angels of Mercy," 167. Anniversary, 40th, 379. Ai)prentice, 23 Applicant. 199. Apple Shipments, 143. Arnold, Kichard, 161. Arkwright, Sir li., 23. Ashdown's, 319. Atlantic Cable, 328, 336. Audit Office, 1j4. Aylwin, Judge, 261. Babies (World's Fair), 247. Baby (Edison's), 342. Bates, Billy. 33. Bailey.Henry, 112, 151. Baker, Brackstone, 203. Barlow, Peter, 178 Bath (Queer One), " 258. Barley King," 213. Beaty, James, 84. Leek, Myles, 33, 34. Betts, Contractor. 81. Beecher, Dr. and Edward, 261. Bear Story, 89. ' Bell, G.I<,' 203. Bell, Ko^ert, 146, 261. Bell, John, 147. S*}!? '^''^omas, 167-203. Bell 8 Steam Boats, 311. Beers, Dr., 363. Belleau, Hon. X. F., 261 Bidder, S. P., 39. 46 4. Brown, Hon. Geo., 261. Bridgewater, Duke of, 213, 276 Brougham, Lord, 279. Browning, Robert, 201. 5''!8.'>*' Hon. John, 240, 333. British Empire, 363. Bremner, A., 341. British Management, 356. Buckland, Dr., 302. Burns, R., 294. Burton, John, 189. Burbank & Co., 349. Buchanan, President, 328, 330. ■ I; ; ) if! i i ;ii ! 1 ii ': •I - ; ' H ;! 402 Cartage Apency, 109. Campbell & Black, 31 1. Cave, Mammoth, .^82. Cawkwell, Wm., 62. Carter, Sir F. B. T., :{62. Carter, P. H., i)l, IW, Ml, 362. Cassell, J(.hn. 240. Cars (Three Xights in), 128. C^artier, Sir George E., !»8, 148, 353. " Castle " (Locomotive), 37. "Campania," Steamship, 320. Canadian Pacific Railway, 286. Callaway, S. R., 1.H2. Callaway, W. R., 286. Canals, 50, 310. Capreol, F. C, 281. *' Catastrophe," Station, 372. Cable, Atlantic. 328, 336. Cables of the World, 336. Centenary, Geo. Stephenson's, 272. Celebrations, Railway, 260, 273. Chappi, L'Abbe, 381. Church and Speculation, 240. Cheerible, Bros., 136. Christie, C. R., 138. Charlton, James, 200. Chicago, General Manager, 344. Champ, VV. S., 203. Cheese, Exhibits, 347. Cheese, Shipments, 143, 251. Cheese, Mammoth, 346. Chambers, Information, 316. Chaplin & Home, 169. Cincinnati " Enquirer," 144. " City of Paris," Steamship, 318. Circuit (Telegraphic), 337. Clearing House, 66, 69, 166. Classitication. 40, 168. Clergyman's Scheme, 73. Cleveland " Plain Dealer," 198. Claims, Freight, 101, 103. Clark, President, 305. " Claremont," Steamer, 312. Clark, Sir Andrew, 392. Clark, A. M., 267. Columbian Exposition, 343. " Cornwall," Locomotive, 301. Coach, Stage, 34, 36, 302, 371. Collision, Sea, 137. Coyle, Capt., 136. Corser, S. T., 137. Coleridge, Poet, 80. Conductor, 227, 232. Cook, Thomas, 240, 243. Cook, John M., 241. Cook. C. .L Bowman, 300. Index. Conscience Money, 355. Confederation, 362. Cotton, V. Snow, 3.58. , Coal, Bowmanville, 376. Commerce, Dominion, 350. Conrad, Hon. C. M., 263. Collector (Customs), 375. Crystal Palace, 343. Crookall, Chas. 108. Crampton, John, 190, 198. Crewe Station, 378. Crampton, Hon. Jno. F.,200. Cumberland, Col. F., 120. Cunard Line, 315, 381. Dartnell, George, 69. Dawson, Mr., 66. Davidson, C, 269, 272. Dargen, Contractor, 84. Davies, W. H. A., 360. Dawson, S. E., 312. Davis, A. G., 325. Decimal Currency, 114. " Deead Mon., ■A2. Derby, Earl of. 23, 163. Desjardins Bridge. 120, 185. Detective's Story, 102. Dickens, Chas., 162. Dickey, Hon. R. B., 362. Dickson, M.C., 194. "pivi-Divi,"247. Distance Limit, 251. Dow, Thomas, 211. Dow, Andrew, 154. Dominion Government Railways, 21 Dominion Railways, 293. Don Carlos, 315. Dominion Steamer Line, 38;i. Drummer's Story, 327. Drewry, Thomas, 39, 53. Dundas Railway, 234. Duke of Wellington, 277. Dunkin, Hon. C, 360. Dwight, H. P.,325. Earls, John, 190. Eborall, Sara., 62. Eborall, Colin, 62. Edmondson, George, .52, 167. Edgar, William, 176, 202. Edison, T. A. , 338-342. Elliott, Mr , 124. Electric Telegraph, 324-327. Electric Railway, 308. Elliott & Son, 350. Elgin, Lord, 148, 260, 265. huh "X. 408 Engine (Dead), 123. Kngine Drivers, The Plight, 278. Kuiijlish Railways, Early, 190. Episode, 27. Everett, Hon. E., 261, 26J,304. Eyre, Gen. Sir VV., 26!). "Fast Life," I'JO. Faraday, Prof., ;M2. Fargo's Queer Bed, 367. Fell, A., 120, 168. Ferrier, Hon. James, 84, 148, 150. 1 enian luvas'ion, 16eight Kates, 249. Freight Car's Life, 275. Fulton's First Steamer, 311. Gait, Sir A. T., 84, 148, 362. Gaunt, John O., 162. General Managers, 246. Gisborne, F. N., .334. Giant Fishing, 217. Glynn, C. C, 66. Globe Letters, 82. Goods Managers, 54. Goudie, James, 314. Gordon, General, 242. (Jovernor General, 317. Gold, Big Nugget, .352. Green, W. P., 352. Grape Culture, 367. Graham, Mr., 186. Grant, John Miller, 237, 238. " Great Western" Steamship, 316. " Grand Trunk Herald," 3.30. Grand Trunk System. 284, 286. Grand Trunk Pay U.,11, 286. "(Jreat Eastern," Steamer, 320, 330. Graham. Sir James, 299. Guage, Railway, 83. Gzowski, SirC, 119, 138, 143. Hargreaves, John, 21, 23, 25, 29. Harrison, Bob., 313. Harper, Bros. 199. Hardman, .lames, 91, 144. Hallam, Alderman, 103, 225. Hannaford, K. P., 170, l-(>. Harcourt, Hon. K., 208. Habit, Force of, 212. Haggart, Hon. John, 215. Haines, Capt. , 320. Haviland, Hon. T. H., 363. Haywood, Mr., 376. Henderson, \V. K., 203. Hendrie, William, 105, 109, 234. Hendrie, (ieorge, 108. Henshaw, Mr., 238. Hecker. F. J., 273. Hill, W.Pv., 228. Hickson, Sir Joseph. 112, 121, 1.52, 154. 156, 173. 178, 182, 186, 207, 253. Hincks, Sir Francis, H8, 260, 263. Home, Sir W. Van, 305. Hodges, James, 97, 98. Howe, Hon. Jos., 2'JO, 263, 266, 335. Holmes, Ben., 84, 110, 261. Holmes, Geo., 172. Hobson, Jos., 173-178. Holdeii, Moses, 23. Hornby, Joe., 29. Hood, Tom., 244. House of Commons, 248. Howland, Sir W. P , 362. Hughitt, Marvin, 305. Hudson, Geo., " King, ^'77, 79. Hudson Bay Co., 141. Hubbard, Director, 1.56, 161. Hunt, Thomas, 25.5, 256. Huskisson, Mr., M.P.,277, 278. Huntington & Brooks, 143. Humane Society, 253. Hyndmar, H., 193. ! Ilsley, Capt.,. 380. i " Indurated Bitumen." 376. Intercolonial Railway, 21.5, 220, "John O'Gaunt." Steal Irving, A]., 189. Island Pond, 368 Steamer, 313. m- '<»• I * I :|i I i xi . :: ) ,; \ v' 1 ii 1 1 ii 40 ^ Index. Jaffa, Sea Port, 243. Jackaon Park, 343. Jerusalem Railway, 243-245. .Jenkins, Rev. J., 261. Jeffrey, President, 305. Jones, J. B., !)2, 209, 367, 379. .Johnson, George, 3.50. Judge, C, 93. Judge, E., 208. Jubilee, Boston, 202. Kay, Thomas, 63. Kennedy, W.,177. Keefer, T. C, 148. King, John, 43. King, T. D , 99. "Kitten," Engine. 2S1. Kingsford, Dr. W., 140, 310- Kimballs, Sec, 136. Kilialy, Hon. H. H., 261. "Knotty Line," 49. Knight, H. C, 278. Lanning, J. J., 176, 181. Lancaster, Town of, 21. Lawson, E. 206. Ladies', Agents, 226. Lakes, Great, 310. Lake Traffic, 309. Langevin, Sir H., 36.3. Lecompt, T,, S6. Leamington, Town, 168. Livesey, Joseph, 2.3, 43. Liverpool and Manchester R,, 277. Locomotive, 37, 278, 280, 2!t5, 29S, 300. Locomotive, liong liife of one, 301. Locomotive, Speed, .300. London, Visits, 69, 76. Longest Railway, 297. Loud,, John W., 209. London and North Western R., 295. Logan, Sir W., .360, 376. Lottery, v. Railway, 282. Maine, Jjaw, 137. Mack.ay, Dr. Chas., 21. Mary Queen of Scots, 50. Mania, Railway, 71-73. Managers, Railway, 116-121. Manvill, Allen, .305. Martin, J. S., 89, 189,237. Maximilian, 140. Macdonald, G., 143, 144. Mackay, Alex., 193. Mackenzie, .7. A., 339. Mackenzie, C, 109. Madman's Telegram 309. Manitoba, 289, 290. Maguire, .Jack, 368. Manning, .\lex., 267. Mammoth Cheese, 346. Mammoth Cave, 382. Mackenzie, Hon. Alex., 213. Macdonald, Hon. J. S., 261. Magill, .\lderman, 261. Medal. Prince of Wales, 98, 99. Meddaugh, E. W., 173. Meredith, H. H., 181. Merry, W. A., im Merit, Order of, 2.53. Memorial, 187, 189. Merrill, Selah, 243. Merritt, W. H., 261. Millar, J. S., l:i8, 207, 328. Midnight Meeting, 369, Miramichi Fire, 218. Mitchell, Hon. Peter, 363. Morrison, Kenneth, 64. Morrison, .Johnny, •■>2. Moose Deer, 100-101. Monument, 99, 120, 160. Monkey Passenger, 374. Mortgage— Big One, 173. Mottos, 261. Mose, Conductor, 2.?1. Mowat, Sir Oliver, 368. Molson, Hon. Jno., 261, 312. Mosely, General Manager, 224. Morris, Hon. W., 261. Moving Bodies, 362. Muir, W. K., 125, 151, 182, 199, Murphy, James, 236. Murphy, Engineer, 178. McNab, Sir Allan, 113, 260. McNamee, 177. McGee, D'Arcy, 88. McMillan, James, 160, 199, 274. McDougall, Hon. W.,.363. McDonald, Hon. A. A,, 363, Napoleon, 8.5, Narrow Escape, 204. Nature— A Poem, 393. Newcoinbe, W. h, 65. Nelles, R. L., 105, 208, 210. Newcastle, Duke of, 98. New England Railways, 268. Newell, President, 305. New York vs. Quebec, 3.5.5. Nights (Three in Cars), 128. " Nile," Steamer, 41. 219. hide. X. 405 ** Nickel Plate " Railway, 143. North Staffordshire Railway, 85, 225. Nugget, Gold, .'«1. ^ ' ' Ocean Steamships, 313 to .320. Officers, G. T. R., 18.56, 273. 01.1 Probs," 111, 137. "On the Line," 293. Ontario's First Railway, 281. Ontario's Big Map, 3.50. Operators' Duties, 327. Ormandv, F.,fi5. O'Brien, Brontere, 88. Orr, William, 2U. Owen, Sir Richard, 102. Outram Roads, " 273. Paton, Hngli, 107. Packet Boat, 31. Painting, Historic, 101. Paving Stones, 45. Parliament— Old Act, .51. I ants and Mail Bag, 211 Payette, Louis, 238. i asley. Sir Charles, 17.5. Pay Roll, G. T. R., 280. Paxton, Miss, 262. Percy, Charles, If-O. Peto, Sir M., 81. 140. Pease Edward, 51-.52. Petroleum, 3!)1. Perkins, Fred, 267. Peel, Sir Robert. 277. Phonograph and Baby, 342 Pickford & Co., 23, 104. Pig-A Tale, .378. "Plain Dealer." 108. Poachers, Game, 28. Potteries, 40. Pool, Braithwaite, .55, 199, 377. ^orteous, John, 177, 185 Port Huron " Dally Times," 19, 152. Pocket-A Big One, .360. ' ' ' Power, N., 202. Portland, Me., 83, 328. lottinger, David, 21.5, 217. Pooderln," 2.58. Preston, Town of, 23. 1 reston & Wyre Railway, 40. Prince of Wales, 08-99, 24'> Printing Press, 388. Price Jos., 127, 189, 203. Pro. Rata, 248. Price, Hon. J. H., 261. Pullman, G., 113-114. 256. Pup-A Lady's Muff, .374. Purkis, G. W., 325. Quakers. The Three, 51, 54 Quincy, Hon. J., 261, 263. Queen Victoria, .328, 330, 35.3. Queen Mary, 50. C^uirk, .John, 19.3. Quebec's First Railway, 280 Quebec vs. New York, 355. " Railways, 26, .36, 39, 44, 293. .304. Kailway Management, 116, 121. Railways of the World, 297. Railways, U. S. and Canada, 280. Kailways, Early English, 116, 118. Kates of Freight, 29, 145. Reith, George, 142, 1.50, 152, 291. Reeves, Mr., 177. Reynold, Thos., 203. Red River— Incident, 291. Reid, Geo. Lowe, 23(i. Rel.ative Size of Steamships, 320. Ritchie, H. K., 205. Risen from the Ranks, 304. Riel, Louis, 349. Ross, Hon. Jolin, 84, 148, 161. Ross, A. M.,96, 98. Ross, Hon. \. M., 176. Ross, John, 97. Ross, Colin, 204. Rose, Sir John, 273. Roberts, John, 31-32. Roney, Sir Cusack, 84, 98, 237. Robertson, Professor, 347. '' Rocket " Engine, 278, 298. Jioyal William," Steamer, 314, 317. Rol)bers, ("anal, 27. Rogers, M. & S., 313. Runaway Engines, 35. Rudd.ack, J. A., .347. Ryerson, Rev. E.,261. Sampling Liquor, 35. Salt, Sam, 6.3, l!»!t. "Sarah Sands," Steamer, 81, .380. Saviinnah ' Steamer, 313. Sailing Craft, Dominion, 321. Sanderson, Mr., 86. School Days, 22. Schultz, Hon. Dr.,,349. Schreiber, C, 215. Secret— How Discovered, 75. Seargeant, L. J., 154, 156, 17.3, 176. '^nanJy. Wajter, 87, 92, 119, 122, 142 11 if 406 Index. «l if!- HI h ! i'' ♦ ♦ Sheilden, John, 10."), 108. Shares, Railway, 7\>. Shipping' Notes, 105, "Shunted and Stuck," 378. Shea, Sir Ambrose, 362. Shea, R. A., 193. "Sirius," Steamer, 310. Sleepinit Car, 113, 129. Sleeper, :Mr., 3G0. Smiles, Dr. S., 75. Smith, President, 305. Smith, Sir Frank, 17(). Smith, Jno., " Barley King," 213. Smith, Rev. Sydney, 330. Snider, Conductor, 232. Snow vn. Cotton, 358. Song — Agents, 223. Song-G. T. R. Labourer, 3.57. Siticer, W. J., 10i», 170, 3,W, 341. Suriggs, G. B., 187, 195, 198, 211. S pence, G. S., 209. Sportsman's Paradise, 216. Staffordshire Knott, 49. Stanley, Lord, 163. " Stand Ups," ;",9. Stephenson, Geo., 39, 180, 233, 235, 272, 276, 278, 299, 302. Stephenson, Robt., 85, 96, 98. Stephenson, Jas., 92, 160, 176. Stephenson, G. R,, 97. Stevenson, P. S., 168, 185. Stephens, VV. C, 20.3. Stark, David, 140. Stratton, F., 184. Stockton & Darlington Railway, 277. Steamship.s 92, 311, 321, 400. Station Agents, 222, 224, 227. Storey, Mr., 341. Sturgeon, Tales of, 364. Submarine Cables, 336. Sun vs. Locomotive, 302. Swinyard, Thos., 120, 167, 181, 189, 196, 198. 199. Swords, Patrick, 291. Tablet Unveiled, 317. Taylor & Bro., 143. Tandy, Thos., 187, 190. Taylor, Jos., 199, 275. Table Cloth-A Big One, 269. Tache. Hon. E. P., 260. Teetotaler, 43, 392. Temperance, 42, 170, 393. .Telegraph, 324, 327, 337. ' Teutonic," Steamship, 318. Testimonials. 47, 86, 92, 122, 127, 152. 193, 220, 235, 236, 392. Telegram, A Madman's, 369, Thermometer, Victoria Bridge, 99. Thames Tunnel, 178. Tillinghast, Jas., 120. Tittin, W. R., 192. Tibbits, Cap., 207. Tilley, Sir S. L., .362. Tonmto G. & B. R., 209. Toronto's Address, 267. "Tossicated" (tossed about) Passenger, 309. Todd, J. H., 351. Tollgate Man, 25. Towej, Jno. M,, 30.5. Town, Vice. P., .30.5. Tram Roads, 26. Trunk, My.sterious, 31. Trent & Mersey Canal, .51. 85. Trevithick, Ricliard, 88-89. Trevithick, F. H., 89, .301. Train — No Driver, 2.")4. Tutbury Castle, 50. Tunnel, St. Clair, 172, 178, 300. Tupper, Sir Chas., 362. Tyler, Sir Henry, 173, 178, 286. United States Railways, 296. United Kingdom Railways, 293, 295. Victoria Bridge, 86, 95, 98. Vivian, Andrew, 89. Vidal, Hon. Mr., 176. Vocabulary, U. S., 357. Valedictory, 393. Way Bills, 2.5, 323. Watkin, Sir E., 153. Walklate, Goods Manager, 65. Wainwright, W., 157. Walker, W., 109. Walker, J. Fred, 165. Wallace, W., 182. Walsh, James, .327. Wallingford, A., 194. Wagner Cars, 113. Wallis, Herbert, 161, 170. Watt, James, 311. Webster, Hon. Dfin., 260, 203. Webster, S. T., 101, 143. Welland Railway, 87. Weatherston, Jno., 233, 236. Weatherston, N., 219, 355. Wellington, Duko, 277. Webster, A. F.,320. '/*' Index. 407 Whiskey vs. Wool, ;?0. Whiskey Line, 89. Whiskey and Maine liaw, o*)!). White, Arthur, 187, 1!)2. Whyte, William, 210. Wheat Hates, 2r>l. Wiman, Erastus, 138, .'{'Jd. Witnesses in London, (J!t. Williams, F. S., (iO. Wilkie, W.,10!t. Wilson, Hon. Chas., 201. Wily, Walter, 207. Wily, Arthur, 208. Witton, Mr., 201, Winnipeg Special, 2S'.t. Winans, (iovernor, 177. Winthrop, Hon. C. W., 2(11. Wicksteed, G. &. H., 317. Wordsworth's Sonnet, '.MV.i. Woo.l, O. S., :i2»i. World's llailways, 297. Wragge, Edmund, l.'iS-l.'iO. Wright, Robert, 17'.». Wylds Great Globe, Hal. Wyre Railway, .iU, 41. 48, 85. Young, Hon. Jno.,;M;, 98, 148.