There Were Giants In Those Days
Men Who Made Possible the C.P.R. Transcontinental Dream—Concluding Instalment of the Picturesque Reminiscences of a Raconteur
COL. GEORGE H. HAM
THE completion of the Canadian Pacific railway placed Canada prominently on the map of the world, and magically transformed a widely scattered Dominion into a prosperous and progressive nation.
It was in 1857—sixty-four years ago—that the search for a path across British North America was begun by the British government. Other schemes had been promulgated which involved a diversion through the United States to avoid the rock-bound north shore of Lake Superior, and the St. Paul and Pacific railway was projected to connect the Minnesota city with the Pacific coast through the prairies and mountains of Canada. But it was to be an all-Canadian route, and in the early days of its construction a policy of utilizing the waterways was adopted—a futile one in the light of after events. The building of 3,000 miles partly through an unknown territory was a gigantic undertaking, and the very boldness of the scheme engendered a feeling of doubt which was only dispelled by the inexorable logic of facts.
The great national work was first assumed by the Federal government, but on February 15th, 1881—just forty years ago—a charter was granted to the Canadian Pacific railway company, and through that company’s untiring energy, unceasing efforts, unflagging perseverance and boundless faith in the undertaking, the success of the great work was completely assured. Ten years were specified for the completion of the railway; in five years—and five years ahead of the contract time—the road was completed from ocean to ocean.
The marvellously rapid construction of the road was one of the grandest achievements of the age. The engineering difficulties were appalling. The granite hills of the east and the fastnesses of the Rockies were pierced, and river, lagoon, coulee, morass, rocky defile and broad stretching prairie were crossed and covered with an iron trail, over which daily speeds the iron horse with its long train of heavily laden coaches.
Big Undertaking, Broad Policy
FOR completing this herculean task, the present company was given a subsidy of $25,000,000 and 25,000,000 acres of land, the larger portion of which was practically worthless then, owing to its inaccessibility. In its early days, the company was at times sorely pressed financially, but through wise administration and careful management, its difficulties completely disappeared and to-day—well, it’s the “C.P.R.,” of which in former times its worst detractors at home were when abroad the loudest boasters about its marvellous success.
The policy of the company has of necessity been somewhat broader, by reason of the variety of its activities, than that of a purely railway enterprise, and, under Lord Mount Stephen, Sir William Van Horne and Lord Shaughnessy, its affairs have been administered with what Sir John Willison terms “A Nation Vision,” and this is largely responsible, not only for the company’s own success, but for the unique position which it occupies in Canada and abroad. In fact, it was due largely to this broadness of view that the company’s prestige in America, England and
Europe has reached such a high pinnacle. If there was anything necessary to add to this it was the extraordinarily important Work which the company was privileged to do during the late war, involving activities so numerous as to be beyond the scope of any ordinary enterprise. The company had more points of contact with the war than any other enterprise outside of Great Britain.
It is now in the fortieth year of its existence, and has had four presidents during that period—Lord Mount Stephen, who occupied the position for seven years; Sir William Van Horne for eleven years, Lord Shaughnessy for nineteen years: and the present incumbent for two and a half years.
The company was fortunate in possessing chief executives whose personal qualities and official abilities were such as to make them specially fitted for the problems which had to be met during their particular term of office. It is safe to say, however, that the problems of to-day are without parallel in the previous history of the company, and therefore require different methods and different men.
THE policy of the future will be an extension of the policies of the past, namely, that the company should be a good citizen of Canada, which means contributing to Canada’s advancement and its own success, and taking, as it always has, its share of the country’s burden. In this democratic age it is possible that methods may be adopted which would not be thought of in previous times. It is certain that the company and its patrons will be closer together than ever before, because a greater mutual understanding is necessary if the unique problems of the present time are to be dealt with satisfactorily.
Historically that’s pretty nearly all that is going to be said about the Canadian Pacific railway, except that when rail communication was established between the Atlantic
and Pacific oceans in November, 1886, the company had 4,306 miles of track. To-day it operates or controls more than 18,000 miles. That’s going some. But it’s not all. A magnificent ocean service has been established on the Atlantic and the Pacific, and on the inland lakes and rivers of Canada its craft ply. It has become the “World’s Greatest Highway,” carrying the traffic of three continents. It lodges and feeds globe-trotters, so that a person may travel from Great Britain to China and Japan exclusively under its protecting care, on its trains, ships and hotels. It has developed fishing, mining, agricultural, immigration, forestry and other resources and industries. It is not a mere transportation company, as all railways were before its construction. It is an empire builder.
Let me speak now of those courageous captains of industry to whose activities and counsel are due the great success which has crowned their indefatigable efforts to make the Canadian Pacific the wonder of the world.
The First President
GEORGE STEPHEN—now Lord Mount Stephen -who came to Montreal from Scotland, an unknown youth, was its first president. He was an earnest worker and a wise counsellor, as was his fellow director, R. B. Angus. In all the hazardous conditions and financial worries of his presidency he never lost heart. He, with his co-workers, pledged their entire fortunes to ensure the company's very existence. There were dark days, darker perhaps than the world will ever realize, with apparently a hopeless future to face, but their courage never failed them. Their grandest monument is the C.P.R.
Lord Mount Stephen was possessed of that caution which is proverbial of the Scotch. His was a broad mind and a far-seeing vision, dependable in any emergency; self-sacrificing and thoughtful of others. He was of a modest, retiring disposition and his favorite sport was fishing in his salmon pools in New Brunswick. Like infinitely few others he did not accumulate his great wealth exclusively for his own personal enjoyment, but years ago generously gave large sums and valuable properties to those of his kin. None was overlooked. He is spending the evening of his life at Brocket Hall in his native land. His large statue in Windsor Street Station is a testimony of his life’s work—a mute reminder for years to come that to him Canada owes a debt of gratitude it never can repay.
A Temporary President
THE C.P.R. once had a temporary president in the person of Rev. Father Lacombe, O.M.I., the well-known and well-beloved missionary of the farther west. The arrival of the first through train from Winnipeg to Calgary was the occasion. At luncheon in President Stephen’s private car, at which were several directors and Father Lacombe, it was playfully suggested that in recognition of his invaluable services during the building of the road through an unknown country, largely peopled by savages, the good priest should be elevated to the presidency of the C.P.R. An emergency meeting of the directors was hastily
called. Mr. Stephen resigned his office, and Father Lacombe was elected in his stead. His term of office lasted exactly one hour, during which he installed Mr. Van Horne as general manager, but did not enunciate any particular policy, and gracefully retired without drawing his salary. Then Mr. Stephen was re installed as president.
Sir William "Van Horne
PROMINENT amongst the men connected with the * construction and completion of the C.P.R. was Sir William Van Home, who was the first general manager of the road, and afterwards succeeded Sir George Stephen (now Lord Mount Stephen) in the presidency. To splendid personal executive ability, indomitable perseverance and wide experience are largely due the great successes which crowned his unceasing labors. Sir William was unconventionality personified, and whether in his palatial residence in Montreal or at his desk or in his private car, was a perfect host.
He was a man of great versatility—a railroad organizer, practical engineer, surveyor, electrician, antiquarian, painter, author, geologist, botanist and student of history and men and a mind-reader. He generally was seen in private with a long Havana cigar in his mouth, and he usually accentuated his language by extra big puffs of circling cigar smoke. The construction of the C.P.R. within five years of its inception now seems to have been an impossible task, but it was accomplished, and accomplished under frequently most discouraging conditions. After he had resigned the presidency in 1899, instead of retiring from active life, he built another line of railway which traversed the island of Cuba.
Sir William loved to indulge in reminiscences, and dwell on the hardships of early days. One story he delighted in telling was of the dark days of ’84 when Jack Frost had played hob with the wheat crop of the West. Grain was selling at a mere song and to increase the price, Alex Mitchell, an experienced grain man, of Montreal, was sent up to Winnipeg by the C.P.R., but not publicly as a representative of the company. On his arrival, prices took a jump upwards and he bought and bought and kept on buying until all the available storage facilities could hold no more, and the wheat was stacked in bags or dumped in huge piles at stations. The enemies of the C.P.R.—■ and there were lots of kickers in those days—not knowing the circumstances—had these piles of wheat photographed, and sent all over the country to show the awful extremity of the farmers and their ill-treatment by the C.P.R. And —well, it was C.P.R. wheat all the time.
He Helped Make History
TTT’HEN the Riel rebellion broke out in the early spring ’’ of ’85 the C.P.R. was not completed, and the troops from the East could not be sent through the United States. The gaps between the two ends of the track on the north shore of Lake Superior aggregated many miles, and the weather was severe. But Sir William’s genius was greatly in evidence. He ordered all the construction gangs to
make their sleighs as comfortable as possible with straw and blankets, and established camps at convenient distances, where coffee and a bite to eat were freely dispensed. Without any particular hardship the eastern volunteers were carried over the gap, and the much-needed reinforcements to the western troops hurriedly forwarded, by which means the rebellion was more quickly suppressed.
Having a keen sense of humor, once he built a spurline from near the station at Winnipeg, to Silver Heights, a summer residence of Sir Donald Smith, afterwards Lord Strathcona. When that personage arrived one day, shortly after, and wanted to leave the car at Winnipeg, he was asked to remain. When the special train ran over the new track for a while Sir Donald noticed familiar objects, and when he reached Silver Heights, he grasped his head and wondered if he had gone crazy. He couldn’t understand that where there had been no railway track before there was one now.
A Well Informed Porter
TIMMY FRENCH was Sir William’s faithful porter on *-* the private car “Saskatchewan,” and Jimmy was a character. One day, down at St. John, en route to Sydney, Cape Breton, a couple of newspaper reporters unceremoniously rushed into the car seeking an interview and met Jimmy.
“Where’s Sir William, and where is he going?”
“Don’ you peoples know that a privat’ cah’s a man’s house, and you wouldn’t go into a genleman’s house without rappin’, now would ya?” indignantly demanded Jimmy.
The reporters mollified him, and then Jimmy enlightened them: “Don’ know where Sir William is, but I do
know he’s goin’ down fishin’ to Great Britain.”
Another time when Hon. Edward Blake, who had been retained by the company in an important case in British Columbia, accompanied Sir William in hiscar to the Pacific coast.
Jimmy, whose ordinary language was somewhat lurid, had been warned not to use any cuss words in Mr. Blake’s presence, as he was a very religious man, and abhorred profanity. All went well, until at a divisional point in the West, the car was being watered. By some accident, the water went the wrong way, and instead of filling the tanks, deluged Jimmy, who thereupon broke out in a violent torrent of abuse and consigned the culprit to the lowest depths of the sultry place, where, they say, there is eternal punishment. The air was blue. Being overheard, he was taken to task for his pyrotechnical language, and ordered by Sir William to apologize to Mr. Blake. Jimmy was in a bad fix, and thought thoughts, but didn’t go near Mr. Blake. Finally he was commanded to apologize and he went meekly to Mr. Blake and penitently began the apology.
“I’m sorry, Mistah Blake, that I swore and cussed as I did, an’ I’ve gotta ’pologize, but ye see, Mistah Blake, that blarikety, blank son of a black, blank his blank eyes, soaked me good an’ hard wif’ his blankety blank ol’ water
But he got no further, for Mr. Blake, convulsed with laughter, said it was all right.
When the passenger service of the C.P.R. was inaugurated, the citizens of Montreal, Toronto, Ottawa and other large centres were puzzled and astonished one morning on seeing numerous billboards decorated with streamers on which were printed: “Said the Prince to the Duke, ‘How high we live on the C.P.R.’ and “What the Duke said to the Prince: “All sensible people travel by the C.P.R.’;” “Parisian Politeness on the C.P.R.;” “Greet Salome on the C.P.R.;” “Wise Men of the East Go West on the C.P.R.;” and “By Thunder-Bay passes the C.P.R.” the final four words of the latter being in comparatively small type.
They created quite a little stir at the time, being something novel in advertising. Twenty-five years later an advertising man recalled the advertisements and gave as his opinion that they were no good and also intimated that they were really idiotic. “And ye*you remembered them for a quarter of a century?” I asked. “They must have been pretty good advertising.”
And they were.
At the time that Sir William Van Horne was constructing his railroad in Cuba, the “Foracker Resolution” was in force, and its terms prohibited any public concession to build railroads or other public works during the life of the U.S. Interventory Government. In spite of this, however, Sir William went ahead with the Cuba railroad, by getting private right-of-way agreements with owners of land over which the railroad was to run. He skipped all public roads and lands and at the conclusion of the office of the Interventory Government, the Cuban Administration authorized the road so that the missing stretches were constructed, and the road went into operation almost immediately.
Some “Native Decorating”
WHEN Sir William was constructing the Cuba railroad, he decided to install a typical railroad hotel in Camaguey, and with his keen eye for detail he had an idea for its decoration.
“Why not fit up one of the parlors,” said he, “with panellings of the beautiful native woods of the island? It seems to me that such a room would interest visitors greatly, and give a handsome effect.”
His suggestion was carried out to the letter. Next time he arrived in Camaguey the hotel was practically complete, and Sir William recollected his hardwood room and expressed a desire to see it. There was a singular lack of enthusiasm on the part of the officials, and they didn’t make any effort to hurry out Sir William, who was deaf, dumb and blind to the beauty of the weather, the excellence of the service, and the sudden death of everybody’s great-grandmother. He wanted to see that hardwood room, and with drooping eyes and ears, everybody, checkmated, led him to it.
It had been panelled in all the different varieties of beautiful native hardwoods, according to schedule, from ceiling to floor. It had given a beautiful effect, as Sir
William had foreseen. And then a gang of native painters, putting finishing touches on halls and corridors, had wandered in, observed its paintlessness, and given it two heavy coats of ivory white.
Like the black on a colored person, it wouldn’t wash off, and ivory-white that parlor still is and promoted Sir William’s great disgust to his dying day.
When Sir William passed away, there was general sorrow, and a feeling that in his death Canada and the world had lost a great man whose name will live in history.
TG. SHAUGHNESSY was the natural and logical • successor to the presidency. He had made a name and acquired distinction in railway circles through the great purchasing system which he formulated, and which by the way was adopted by the city of New York. It had been a life’s study with him, and beginning at the age of fifteen with the Milwaukee road he quickly rose in the service and was selected in 1882 to take charge of the purchasing department of the C.P.R. In two years he was made assistant to the general manager, and in five became assistant to the president. In 1891 he became a director and vice-president. Then came the presidency to him in less than eight years, and with it honors from the King, who created him a Knight Bachelor, a Knight Commander of the Victorian order, and greatest of all a Peer of the Realm—Baron Shaughnessy, K.C.V.O., of Montreal, Canada, and Ashford, County of Limerick, Ireland. In another way he has gained an equally high distinction in that of being “the greatest living Canadian,” as he is claimed to be by those who, knowing him best, appreciate his many estimable qualities of head and heart, his great executive ability, his unerring business judgment, his untiring energy, and his undoubted honesty and integrity. He ever enjoyed the fullest confidence of his board of directors and of his subordinates and was always “the court of last resort” in cases of disagreement between the company and its employees, owing to his high sense of honor and fair play.
While Lord Shaughnessy has acquired wealth, it was not for money alone he labored unceasingly, but from an earn-, est and honest endeavor to benefit Canada, through making his railroad a powerful factor in its development. Many instances could be given where the interests of the country overshadowed those of the company, and Lord Shaughnessy never hesitated a moment as to what course to pursue when duty called. For instance, during the continued strikes some years ago in the western coal mines, there was every prospect of a dire scarcity of coal on the prairies. Regardless of cost, he instructed that hundreds of thousands of tons of Pennsylvania anthracite should be purchased and distributed at advantageous points to furnish the settlers with fuel should the threatened shortage materialize. Fortunately, the strikes were called off just in time to avert the impending catastrophe, but to ensure the settlers an ample supply the C.P.R. refused to buy the cheaper coal at the mines, and utilized its own more costly
supply. And this cost the company a round million of dollars. But it would have saved many a settler from perishing on the prairies had not the strikes been settled.
Shaughnessy’s Big Heart
MAINTAINING the strictest discipline, usually dignified, he was one of the kindest of men, and frequently looked leniently upon the errors of omission and commission of those under him. His generosity was unbounded, and in helping many a “lame dog over the stile”—well, that was a matter solely between the benefactor and the benefited. His home life has always been an ideal one, with Lady Shaughnessy an able and kindly helpmate, and dutiful children to brighten the hearth. But, as in the case of many another household, keen, bitter sorrow has entered. I shall never forget when the news came of the tragic death of his son Fred, who lost his life in the defence of his country in France in 1916, how rapidly the heartbroken father had aged, and how sympathetically he grasped my hand, and with tear-dimmed eyes recalled memories of the dead boy, of whom I, too, was especially fond. Poor dear Fred, his memory will linger long with many, for he was a bright cheerful lad—we always looked upon him as a boy—with many admirable qualities. Nor shall I ever forget his coming to me when he was in the service of the C.P.R., and bemoaning his fate. “It’s awful,” he would say to me, “to be the president’s son. Of course, I don’t mind obeying the rules and regulations of the company, and I work the same hours as anybody else, but hang it all, it’s a constant complaint that I am favored because I am the president’s son, when perhaps I am favored less than the others. Why, father wouldn’t allow it. I am going to quit.”
And he did.
Of a naturally modest, retiring disposition, except when aggressiveness demanded other qualities, Lord Shaughnessy disliked the limelight into which his prominence in social and business circles forced him, and I doubt if he did not enjoy a quiet game of solitaire or a few hours on the links far better than he did the great glittering banqueting board or other public festivities. He is an ideal host and enjoys having companionable people with him. I remember meeting him one morning when the Eucharistic Congress was being held in Montreal. He wore a bright cheery smile and laughingly remarked: “Yes, I had a very pleasant morning. Met Cardinal Gibbons and Archbishop Ireland at the station and drove them to my house. When we arrived there, the Cardinal kindly remarked, ‘Make yourself at home, Shaughnessy, we are.’ ”
It was that little touch of human nature that appealed to him.
He Eschewed Public Honors
ALTHOUGH closely and prominently connected with many public movements, especially those of a patriotic and charitable character, an exceptiorially able and forcible speaker, with a full knowledge of the world’s affairs, Lord Shaughnessy could never be induced to enter political life
although he was frequently approached with tempting offers to devote himself to public affairs. He could have at different times been a cabinet minister or the leader of the opposition, but he invariably declined. The presidency of the C.P.R. was the height of his ambition. Besides, between you and me, his ideas of how governments should be run—on strictly business principles — would probably not have retained the staunch support of the practical politician and the ward heeler and others of that stripe. This incident may give an idea of his attitude:
In 1911, several weeks before the general election, a telegram—prompted, no doubt, by the appearance of Sir William Van Horne at several of the Conservative meetings—was received from an Ontario news agency. It read,
“Reported here that ‘C.P.’ behind anti-reciprocity movement. Is this correct?”
Without a moment’s hesitation the following reply was dictated and sent off:
“Yes! ‘C.P’ behind anti-reciprocity movement—‘Canadian People’ T. G. Shaughnessy.”
He held pronounced views on the temperance question, and while not by any means a total abstainer, believed that intoxicants should be greatly restricted and sparingly used. When the Montreal Witness attacked the C.P.R. for selling liquor on its dining-cars, I called upon my good friend, John Dougall, the editor of that paper, and explained that the flask had almost entirely disappeared from the smoking-rooms in the trains through passengers being able to get a drink in the diner. It was the same old story of Adam and Eve and the forbidden fruit. My argument was that the C.P.R. was as great a temperance reformer as any temperance organization, for no trainman was allowed to go on his run if there was the slightest taint of liquor on his breath, and sobriety was required of all employees when on duty. Besides, when one happened to fall from grace, he was called on the carpet, and a repetition of his offence was punished with dismissal. Then I instanced that once, out at Moose Jaw, when Lord Shaughnessy saw some trainmen entering the bar at the compatiy’3 hotel, he called to Sir William Whyte: “Whyte, close that bar.” Several hours passed and Lord Shaughnessy noticed that the bar was still open. Calling Sir William he sharply said: “Whyte. I told you to close that bar. Why wasn t it closed?”
“I am going to do so to-night at closing time. ’
“No, you’re not. Close it now."
His Repartee Like Rapier Thrust
WITH the sole object of encouraging the thoroughbred horse industry in the Province of Quebec, Lord Shaughnessy not only became a member of the then newlyformed Montreal Jockey club, but also imported a fashionably-bred race mare. Although highly recommended thia
mare "Silk Hose” finished in most of her races a very had last. In one when she had galloped past the stand probably thirty lengths behind the other starters, Charles M. Hays, then president of the G.T.R., who was standing beside Lord Shaughnessy, remarked, “That’s a fast mare you have, Shaughnessy.”
“Ves,” replied Lord Shaughnessy, “she's about as fast as a Grand Trunk train.”
After her unsuccessful racing career, “Silk Hose” was placed in the stud. Her first foal, a filly named “Lisle Hose,” seemed to inherit the mother’s hoodoo. She became ill as a yearling: was sick as a two-vear-old, and the following season—died. The morning after she “kicked out,” Tom Callary, his secretary, told his lordship that he had bad news for him. “What is it?” he asked. “The trainer has just told me that the filly died last night ”
“That’s not bad news,” replied Lord Shaughnessy. “That’s good news; we won't have to feed the blessed thing any longer, will we?”
When her second foal this one a colt—became sick also as a two-year-old, and was thereby unable to race; and when, the following spring—unlike the maple trees he did not show the least inclination to run, Lord Shaughnessy told his secretary to do whatever he pleased with the colt. This colt, that had been named “Silk Bird,” eventually got to the races. Before the first start his secretary informed Lord Shaughnessy that he thought the colt had a good chance to win.
“What is it,” asked his Lordship, “a walking race?”
He never could be persuaded to make a bet, remarking on-one occasion “that he wouldn’t bet on that horse even if it were alone in the race.” And yet this colt, probably the best thoroughbred raised in the Province of Quebec, won, not only his first start but also nine or ten other races, including the King’s Plate of 1916. But the winnings of that season, that should have gone to recoup the losses sustained during the several lean years, were distrib-
uted, under his Lordship’s direction, to the hospitals and charitable institutions most in need at the time.
Many people must have wondered when they saw the name “Silk Bird” amongst the lists of subscribers, more especially as the contributions were rather “hefty.” And then to cap all, and, as it were, to make it unanimous, -his Lordship gave away the colt.
As I stated previously, Lord Shaughnessy absolutely refused to bet on the chances of his colt, but there were employees by the score who backed “the C.P.R. horse,” (as he was known throughout the country) at every start. And as he won with prices offered against him ranging from “evens” to as high as forty-to-one, his supporters, unlike his owner, ■ came out well ahead. No better indication could be had of the loyalty to, and affection for, “the big boss,” than by the manner in which all those under his Lordship pulled so whole-heartedly and so consistently, in good years and in bad, for the success of the Shaughnessy colors—old gold and scarlet — whenever and wherever they appeared on the Canadian tracks. On race days the secretary was bombarded with telephone calls from vice-presidents right down to call boys, enquiring as to the colt’s chances, his condition, the name of the jockey, etc., etc. But as Lord Shaughnessy knew nothing of this very important feature of his secretary’s duties, and as this article may come under his Lordship’s notice, I feel, for the sake of all concerned, that that’s all that should be said.
Hats Off to Old Chief!
VXJHEN Lord Shaughnessy relinquished the
' ’ presidency, he became chairman of the board, and is to be found in his office every week-day when in town, maintaining an active interest in the affairs of the company. When his successor was appointed, Lord Shaughnessy, much to Mr. Beatty’s chagrin, insisted upon changing offices with him, and the new president reluctantly took possession of the more pretentious quarters. The next day there was a presentation of a silver shield which Lord Shaughnessy had given to the Order of St. John’s Ambulance association. It took place in the board room of the Windsor street station. The ex-president was a few minutes late, and he cheerfully apologized, quaintly adding: “But it makes no difference. I am only a supernumerary now.” And that showed the kind of man Lord Shaughnessy is.
Beloved by all, with an affection that permeates the ranks from the higher to the lower grades, still in harness, Lord Shaughnessy’s evening of life is pleasantly passed, and
the hope is fervently expressed not only by those who have grown grey in the service, but by thousands of others, that the “T. G.” of years ago, of “Mr. President,” of “Sir Thomas” and “My Lord” will long remain to be the “guide, philosopher and friend” of those, who, like myself, have I earned his actual worth, fully realize the true nobility of his character, and fondly cherish the inspiring memories of his unfailing loyalty and deep-rooted affection and friendship.
Hats off to the Chief, boys, hats off!
The Present President
IF I WERE writing an article about a man, in which I was desirous of exposing the intimate characteristics not generally known, I think I would start with the fundamentals of character, ability and the almost obsolete virtue of modesty, I would then pass on to the consideration of other personal qualities, such as humanness, sense of humor and magnetism, and I would tell the extent to which they existed in the subject of the sketch. The next step would be to give instances indicating the possession of the characteristics described, and, if anything further were necessary, I would allow the reader to assume some of the characteristics from the number of activities not connected with his official position that he indulged in.
There is a great deal to be said of the presiding genius of the C.P.R. in this way. To be the youngest president of the greatest transportation company in the world is something to be proud of. But Edward .Wentworth Beatty would be the very last one to boast of that or any of the other high honors that have been showered upon him. Why, his head wasn’t turned at the overwhelming, fulsome flattery and never-ending high compliments and congratulations and beautiful bouquets that were lavishly thrown at him by voice and pen is a wonder to those who do not know the man. It could be said that a mighty big per-
centage of ordinary humanity would have at once affected an English accent, donned a monocle and taken to spats. He didn’t even flicker an eyelash. He must have attended scores upon scores of schools in his youth, and spent most of his time playing football all over the universe, for I have met a mighty multitude of his school-fellows and a regular regiment of brother chasers of the pigskin, every blessed one of whom claims to know him well. All this doesn’t feaze him either. He keeps on the even tenor of his way serenely, familiarly calls his close associates by their first names and is far more approachable than the
average man in a similar position of lofty responsibilities. High honors have not affected him in the slightest. He has the same old familiar spirit of his youth and early manhood, with all the same kindly good-natured characteristics and the same pardonable creed—to do well whatever there is to be done. He is the “Prince Eddie of Wales of the C.P.R. and of Canada.”
His Father a Transportation Pioneer
BORN in Thorold, Ontario, on October 16, 1877, his father being Henry Beatty, a well-known steamboat man on the Great Lakes, whose steamers of the Beatty line were amongst the pioneers of navigation on those inland waters, his early youth was spent at Thorold where he was an apt scholar in the town school. At ten years of age his family moved to Toronto where he attended the Model school, Harbord Collegiate, Toronto University andOsgoode Hall, and in 1898 was articled as a law student with the law firm of McCarthy, Osier, Hoskins and Creelman. On the appointment of the last named as chief counsel of the C.P.R. at Montreal in 1901, Mr. Beatty went with him and five years later was appointed his assistant. He was elevated to the chief solicitorship in 1910. Four years later, on the retirement of Mr. Creelman, he succeeded to the office of chief counsel, and was also made a vice-president of the company. Mr. Beatty’s high ability had already been fully recognized, and on Lord Shaughnessy’s retirement, he was chosen to succeed him. Everyone will candidly admit that it is a difficult task to fill Lord Shaughnessy’s shoes, but the ex-president will as candidly admit that they fit his successor admirably.
The president makes no pretence to oratory, but he is a forceful public speaker, who says what he means clearly and succinctly, and has the magnetism to hold his audience deeply interested. The kind of speech that he makes is one that is frequently punctuated with applause, and his enthusiastic reception on rising is invariably magnified into an ovation when he closes his peroration. He always catches the crowd. He has no fads, and, well, he just has an old head on young
an young shoulders. He still enjoys witnessing athletic sports which he indulged in during his boyhood days, likes a good play at the theatre though I am afraid grand opera may be a little too much for him, delights in a horse race, and plays solitaire and other card games which require four or more
players. He still pays the bachelor tax, and I don’t believe he would refuse a drink of Scotch in Quebec or British Columbia, but he wouldn't chase off to Mexico or Cuba to get one. His politics are “Canada and the Canadian Pacific Railway.” He enjoys the unbounded confidence of his large circle of friends, and the 100,000 officials and employees of the company look up to him as one pre-eminently fitted to fill the high position which came to him because of his great personality, clean ' forceful character and his many estimable qualities of head and heart.
Amongst the old guard of the C.P.R. the name of David McNichol will long be remembered. He was with the company almost since its inception, joining the staff in 1883. He had previous railway
experience in Scotland and in Canada to which country he came when a young man, and when he joined the C.P.R., when thirty-one years of age, his energy and ambition found the vent they could not find for it in the positions he had previously occupied. Passenger agent, passenger traffic manager, assistant general manager, vice-president and general manager, he graduated from the comparatively bumble position to that in which he exerted plenary authority, and always to the advantage of the company.
His judgment was sound, his observation keen, his knowledge of the C.P.R. in all its ramifications remarkable; his perspicacity notable. Close to his desk was a series of maps. These he studied by the hour when a policy of expansion was to be decided upon. He knew every bit of rail on the system; he made the West his familiar companion; he was w'edded to the great corporation to which he gave his best powers. A tireless worker, he never spared himself, and mastered even the minutest detail in all his labors, and it W'as this constant attention to his duties that broke his health. While generous to a fault, he had full possession of the proverbial Scotch thrift so that no one was surprised when it was told of him that in a certain office there were five clerks and only four desks, and another desk was required, he wanted to know if it wouldn’t be better to fire the extra clerk instead cf buying
Continued on. page 51
There Were Giants in Those Days
Continued from page 18
a new desk. He had also Scotch reliance and determination, and was a hard man to try to bluff.
A bank manager with a real or fancied grievance angrily bounced into his office one day and threatened that if a certain thing wasn’t done and done P.D.Q., he would give orders that not a single passenger or pound of freight, or express parcel or telegraph message would be given to the
(l.“Well, sir,” replied Mr. McNicoll, “just let me know when you issue that order, will you, and I’ll issue an order to C.P.R. agents to refuse the bills of your confounded old bank.”
The bank manager discreetly pulled in his horns.
Mr. McNicoll was one of the builders of the C.P.R., and he should be accorded a fair measure of the glory which attaches to those who helped to bring the company up to its present proud position.
Vice-President Ogden pROMINENT among the high officials is I. G. Ogden, who is known as the financial genius of the C.P.R. During his long connection with the company, dating from 1881, forty years ago, when he started as auditor on western lines with headquarters at Winnipeg, until to-day, when he is vice-president in charge of finances, Mr. Ogden has steadily risen in official positions. In 1883 he was appointed auditor for the entire system, in 1887 was comptroller, and in 1901 became vice-president. There is no more popular official in the company’s service, and many a grateful heart there is for his help in hour of financial depression. Of his abilities—well, he wouldn’t have been where he is jf he were not big enough for the job. Of course he is not as young as he used to be, but his years fall lightly upon him, and he trips along the corridors as if he were a care-free lad, and tackles large questions with a full knowledge of the details and great comprehension of his responsibility.
“I. G.,” whose initials on the corner of a cheque and at the bottom of many a pay roll have disseminated happiness and sunshine to thousands, was honored by having the immense Ogden works near Calgary named after him. He doesn’t take very many holidays but when he does the waters of the Rideau lakes are considerably lowered by the big catches he pulls out at his camp on the shores of that lake. Mr. Ogden has always surrounded himself by capable men like John Leslie, J. H. Shearing, Jim Steele, Charlie Black, W. J. Moule, who recently died; Ernie Lloyd, Edouard Emory, E. J. Bulgin, H. J. Dalton, C. J. Flanagan, W. J. Sudcliffe, W. F. Salsbury, W. H. Langridge, F. E. Shrimpton, William M. Taylor, George Gahan and others who have grown gray or are getting gray-haired in the accounting department.
In the early evening of his life—because years do not always make age with some— he is as genial and jovial as ever, with a keen appreciation of the humorous. His frequent sallies always provoke laughter. One of his best was that when some time after the formation of the Montreal millionaire club, the Mount Royal, which led to the desertion of some of the habitués of the well-known fashionable St. James’ club for the new attraction, one day a friend, who had been conspicuous by his absence from the St. James and presence at the Mount Royal, dropped in casually at the former and when Mr. Ogden saw him gaily greeted him with, “Hello, old man, slumming again?”
Mr. Ogden is an indefatigable worker, and seldom is away from his office unless called to New York or elsewhere on business—or to Rideau lake.
My “Fidus Achates”
THERE could be no warmer friend or congenial spirit or lovable companion than William Stitt, general passenger agent of the C.P.R., who represented the company in Winnipeg and Montreal and for several years in Sydney, Australia. He had a great personality, was generous to a fault, and had a happy knack of making and keeping friends. A pleasantfaced Scotchman from Kirkcudbrightshire, which he always contended I could never pronounce properly, though I could— “Kirk-cu-brig-sheer” — he was happily
mentioned by a lady writer in one of the Australian papers upon leaving that country; “No man could possibly be as innocent as William Stitt looks.” That was William to a T. Full of Scotch wit, always affable, and pleasant spoken, he had gained the undying friendship of a host of friends, amongst whom was myself. Circumstances frequently brought us together in our work in Windsor street station and on the road. To tell all our experiences would require a volume by itself, but a few incidents should be recalled:
Once we were occupying a drawingroom on the C.P.R. train to Quebec. During the night, I went to the toilet, and the opening of the door awakened him.
“What time is it, George?” he drowsily asked.
“It’s 4.10, Weelum,” I replied. I always called him “Weelum” after the character in “Bunty Pulls the Strings.”
Weelum immediately resumed his slumbers, but I didn’t, and after tossing around for half-an-hour or so, I grabbed him by the hand—he was sleeping opposite me— and cried, “Weelum, Weelufn, wake up.”
He accommodatingly did, and then I very seriously said to (Vth: “Weelum, do you know that when I sand )t was 4.10 it wasn’t? It was 4.15.” •
“Oh go to blazes, you old heathen you. What did you want to wake me up for to tell me that?”
“Weelum, say, Weelum,”^—but he would not listen to what I had to say.
Finally I managed to make him hear me, and I explained that I had been brought up by good God-fearing parents, who had admonished me never to go to sleep with a lie on my lips, and that my conscience wouldn’t let me sleep until I had confessed my sin.
His unmistakable directions as to my immediate destination, which wasn’t Quebec, were forcibly given, and to the sweet music of his impassioned declamation as to the innumerable varieties of a blithering idiot that I was, I peacefully fell asleep, while his continued sarcastic remarks were rendered inaudible by the roar of the wheels.
Floored James Oborne
ON ANOTHER occasion, we were out in James Oborne’s private car through the Muskoka country. James, as you know, besides being general superintendent of the C.P.R. was a total abstainer, and as pernickety as they make them on the liquor question. As James and I were sitting together one morning in the rear end of thé car, Weelum’s name came up incidentally, and I remarked quite offhand-like:
“Weelum is a grand man, a nature’s nobleman, but—but—”
“But what?” demanded James.
“Oh, I don’t like to tell, but, between you and me, Weelum crooks his elbow too
James was astounded; it wasn’t possible, and he wanted to know if he drank very heavily.
“Like a fish,” I mendaciously retorted. Just then Weelum entered, and James immediately informed him of what I had told him.
“Oborne,” said Weelum, “did he say that? And I suppose he told you he never touched a drop himself. Oh, but he’s an awful liar. Did you notice how frequently he goes into his bedroom?” And James bowed affirmatively. “Well, the old villain has a bottle of Scotch in there. That’s why. Do you know that the last time he was in my place, he drank up every drop of liquor there was in the house?”
James reproachfully looked at me and silently awaited some sort of an explana-
“It’s true, James, alas, it’s only too true,” I unblushingly remarked. “But he hasn’t told you the whole story. You know what a charming woman Mrs. Stitt is. Now, I leave it to you, James, I leave it to you, what would you do if a lovely woman like Mrs. Stitt came up and put her arms around your neck and with tears streaming down her rosy cheeks would say to you: ‘For goodness’ sake, George,
drink up all the whiskey there is in this house, or William will have the D.T’s.’?” Mr. Oborne was completely obfusti-
caled, and to the day of his death was undecided whether I was an inveterate liar or Wiiliam a confirmed drunkard.
Don’t think I got the best of it every time. Weelum generally evened up on me. One day at a little gathering somebody or other remarked that everybody knew me and that I knew everybody.
“Nothing of the sort,” says Weelum. “Not a word of truth in it. He’s an awful faker. Why I went to see some prominent people who were about to make a trip to the coast and I told them that George would be on the train, but they didn’t know him at all. I called in the colored porter, and explained that this party was going out, but that George Ham would be on the train, and to see him about them. The porter said: ‘George Ham—who is he? Never heard of him.’ ”
And Weelum led in the laughter in which everybody joined.
Haunted by Presentiment
WHEN Weelum passed away suddenly on April 1st four years ago, I was in Los Angeles, and could not sleep the previous night. There was a premonition of impending misfortune haunting me, so I hurried to the local C.P.R. office next morning where Polly—Mr. A: A. Polhamus—handed me two telegrams. While I am nearly as blind as a bat without spectacles, I hastily and distinctly read the despatches without* glasses. One was from Charlie Foster saying that Mr. Stitt was dangerously ill; the other of later sending was from my secretary, Bessie James, that he had died that morning in Captain Walsh’s office, adjoining mine. I was grief-stricken, and sadly walked over to where Alex. Calder and John McKechnie, two dear old Winnipeg friends of both Weelum and myself, were awaiting me, an wistfully whispered: “William Stitt h ead.” Their sorrowing down-
cast looks were pathetic. There was a sickening tugging of the heart-strings and tear-dimmed eyes, for we mourned as many another did over the passing away of one of the dearest souls God ever put
VESSELS of the C.P.R. plough the waters of two oceans, and I don’t know how many lakes and rivers, but enough to require a large fleet. Let me tell you something about the sailors bold who have been for years in the company’s service, and some of whom distinguished themselves during the great war.
Capt. Troup, now manager of the B.C. coast steamers, was a “swift-water” man whose early training among the rapids of the Columbia river served him in good stead on the Columbia and Kootenay lakes. He has made a wonderful success of our coast fleet and is still going strong. His able assistant was Capt. Gore, who is now pensioned.
Capt. Rudhlin, who was of the original crew of the Hudson’s Bay company’s Beaver, the first steamship to ply the waters of the Pacific Ocean, served many years with the C. P. Navigation Company, and after amalgamation with the C.P.R., he was the first commander of the crack Princess Victoria. Capts. Hickey and Griffin keep the boats on the triangular run going with such regularity in all weather that residents of Vancouver, Victoria and Seattle set their watches by the Princess boats.
Of the transpacific officers, Capt. Marshall brought the Empress of India out in 1890, and after successfully sailing her for many years was appointed an Elder Brother of Trinity House, the highest honor open to the men of the mercantile marine. Capt. Lee commanded the Abyssinia, when first chartered for the China trade, and took th eEmpress of Japan, when built in 1891, and had great success with her until his retirement on a well-earned pension.
Capt. Harry Mowatt fitted out the Athenian for the Skagway trade when the Klondyke first opened up. He made a wonderful record for his ship as a horse and troop transport to the Philippines during the Spanish-American war, and went to Liverpool as marine superintendent when the Atlantic Steamships line was inaugurated in 1903, where he did yeoman service during the early anxious years of the new venture.
Capt. Wm. Stewart, a fine example of the old school North Atlantic skipper, was in command of the Lake Champlain when first acquired by the company. He took
over the Empress of Britain when built. Originally a ship’s carpenter, he helped to build and was the first commander of the barque Lake Simcoe. She was also his first ship. Going home on the Britain on his last voyage before retirement a vessel on fire was sighted. Approaching closer, the barque was found to be abandoned but was identified as the Lake Simcoe. He and his first ship ended their career together.
Capt. Frank Carey, first commander of the Empress of Ireland, with a humorous cock to his eye and the most delightfully soft Irish brogue, was popular with passengers and greatly beloved by his brother officers. Crossing the banks of Newfoundland in dense fog he could always smell ice and while he took regulation soundings his officers say it was only a matter of form for he would call the depth and bottom before it was officially reported.
Capt. Murray, who succeeded to the Empress of Britain, was very popular, highly respected and is deeply regretted. He was k,illed in the Halifax explosion while engaged in war transport work for the Government.
Masters of the Inland Seas
ON THE Great Lakes Capt. E. B.
Anderson was as well known as the Manitoba was popular with the traveling public. He never told, if he ever knew, the date of his birth, but it is believed he was nearer eighty than seventy when he retired. It would have required much stronger proof than his appearance to credit him with more than fifty summers.
Capt. Jim McAllister commanded the Alberta for many years and afterward lived in Vancouver and Fort William. To the day of his death he stoutly maintained that there not only had never been, but there never would be, the equal of the Alberta.
Capt. Louis Payette was on the bridge of the Assiniboia making his ship fast in the Canadian lock one day in 1909 when the Perry Walker smashed the lock gates and let both the Assiniboia and Crescent City drop down 18 feet with the full force of Lake Superior behind them. There was an anxious few minutes, butCapt. Payette’s coolness and good seamanship minimized the damage and he was able to finish his voyage with passengers and cargo intact.
Capt. Walsh, who was taken over with the Elder Dempster fleet in 1903, still remains as manager of the C.P.O.S. at Montreal. He has sailed the seas over for many a year, and was in the Gold Coast of Africa trade before joining the C.P.R.
And then there was Capt. Evans, “Bully” Evans, not nicknamed as you might suppose, but from his many years of piloting cattle ships. He had a keen sense of humor and a wonderfully hearty and infectious laugh. His gruff, bass voice and sometimes frowning eyebrows hid one of the kindest hearts that ever beat, and now, alas, it’s stilled for ever.
How Smith Tricked a Sub.
CAPT. SMITH sailed the Milwaukee for years. She went a long way in a long time. Early in her career, before his command, she lost her nose in an argument with the East Coast of England. The new one supplied by the generous owners served a purpose but did not add to her speed and although she was credited with 9.2 on her trials her fair sea average was nearer 2.9. Capt. Smith was heading her out into the broad Atlantic, when a submarine broke water on his starboard bow. He was unarmed save for a tenfoot log of wood he had mounted on the bow, and some detonating caps. Swinging his ship bow on, he trained his “ordnance ” and one cap exploded so realistically that the sub. promptly ducked. A few hours later the Hesperian went to the bottom, through, it is supposed, the same submarine.
Capt. Boothby, whose brother is the English author, Guy Boothby; and Capt. Hodder, who stood six feet two in his stocking feet and weighed three and a half pounds for every inch of his height, were born of the sea. I nearly “beat up” Capt. Hodder once, but explained afterward I had refrained principally on account of his size and his sex. One of his boys was torpedoed three times, and he thought the last time was particularly hard luck as the boy only saved his pyjamas and a red flannel undershirt.
Capt. Gillies brought the Keewatin out from the Clyde on her way to her home on the Upper Lakes. Like Silas Wegg, he •occasionally dropped into poetry and could
see a joke less slowly than most of his fellow countrymen. He was less concerned about the subs, than he was about the instructions for avoiding them. His verses on the trials of the commander of a convoyed ship are amusing now, but at the time of writing they contained as much truth as they did poetry.
Capt. Jimmy Turnbull, who served with great distinction in the Great War, was decorated, mentioned in despatches and has since been promoted to the highest commissioned rank in the R.N.R., that of full captain. Multum in parvo with a vengeance.
Captain Clews, whose jovial face and perennial smile compel a return in kind, was going to New York for a few days and hearing that except for an uncle he was without friends in the American metropolis, I offered some letters of introduction. On his return, he apologised for not having presented them, but explained he found it impossible to get away from his uncle. Long afterwards it developed that the uncle in question was Henry Clews, the great banker.
Captain Griffiths, now on the Empress of Britain, Captain Griffith Evans, now I think the senior of the Ocean -Service shippers, and Capt. Parry are all fellow countrymen of Lloyd George, and very properly proud of it. Capt. Webster is also well up among the seniors, but as fit and hearty as ever. Capt. Kendall, to whom belongs the credit of the capture of Dr. Crippen, Captain Murray, who was chief officer on the Lake Champlain when I crossed on her 16 years ago, bore a gallant part in the action and was severely wounded when the Carmania sank the Cap Trafalgar.
The Active Men of To-day
THERE are so many of the first and second brigades of the C.P.R. men who did yeoman service in building up the company in its earlier days when everything was not so roseate as it is to-day, that to recall them all would make this article look like the register of the Heavenly Choir. A great deal more could be said of them than the limits of this writing would permit, but it would be unfair if they were not mentioned. Amongst them are the vice-presidents: W. R. Mclnnes, who has been with the company since 1885, and who has risen from a clerkship in the purchasing department; Geo. M.Bosworth, who joined the staff in 1882, became freight traffic manager and vice-president and is now chairman of the Canadian Pacific Ocean Services. Grant Hall, who dated from 1886,but after a few years’ connection with the I.C.R. returned to his first love and rapidly rose in the service until he reached his present position. A. D. MacTier dates from 1887 as a clerk in the baggage department. He became a stenographer to the general superintendent, and filled other positions: general baggage agent, general fuel agent, assistant to the vice-president, general manager of eastern lines, and finally vice-president. D. C. Coleman came into the company in 1899 as a clerk in the engineering department at Fort William, and afterwards was general superintendent, assistant general manager at Winnipeg, and then his present position. Harry Seackling in 1874 went with the Credit Valley road, and the next year became its secretary-treasurer, local treasurer of the C.P.R. in Toronto in ’83, assistant treasurer at Montreal in ’86, and succeeded Mr. Sutherland as treasurer in 1908—they being the only holders of the office. Fred L. Wanklyn has been chief executive officer for many years. Col. John S. Dennis in 1903 inaugurated the irrigation policy of the company in the West by which large areas of land were reclaimed. Working from Calgary, with excellent results, he was promoted to the office of assistant to the president in 1912, and is now Chief Commissioner of Colonization and Development. It took a few years for J. S. to make his irrigation venture a success and during that time he learned the truth of the old adage that “a prophet is not without honor save in his own country.” In 1915 the consulting engineers of the U.S. Department of Agriculture, who made a thorough investigation of the Alberta irrigation project, said, “Some day a grateful people will honor this pioneer empire builder in much the same way as Italy has honored Count Cavour in the valley of the Po.” That time has come to pass, and Colonel Dennis has lived to see the success of the scheme which he worked so hard to accomplish.
From Railway Man to Mine Owner
ROBERT RANDOLPH BRUCE, the
“Pioneer of the Happy Valley”(Columbia), one of the picturesque figures of the West, was on the payrolls of the company from ’87 to ’97. He came to Canada straight from Scotland. When he landed in New York and walked up Broadway, bits of purple heather still stuck to his clothes. He had $40 in his jeans and under his vest, and now he’s a mine owner and bloated capitalist. W. B. Lanigan (Billy) commenced work in 1884 with the C.P.R. as a telegraph operator at Sharbot Lake, and got going up the scale rapidly until now, an expert freight man, he is freight traffic manager of all the C.P.R. lines. He was born at Three Rivers, P.Q., the home of Jacques Bureau, M.P., and they were schoolmates, Billy being the model boy, and Jacques nothing of the sort, with the result that Billy naturally graduated towards the C.P.R., and Jacques just as naturally graduated toward politics. Associated with Mr. Lanigan are Harry E. Macdonell who has seen service from the Atlantic to the Pacific. Bob Larmour, who has been stationed in the east and the west and the centre—New York, Fort William, Winnipeg and Vancouver—and is now in Montreal, Major Wm. Kirkpatrick, who after many years service is now freight traffic manager at Winnipeg. Wm. C. Bowles, who started as a clerk in the Soo, and now is general freight agent at Winnipeg, E. N. Todd and A. O. Secord at Montreal, H. A. Plough at Nelson, W. B. Bamford at Nelson, B.C., Marsh Brown at Toronto, and Hamilton Abbott, who was the first freight agent at Calgary. H. A. Beasley is another veterán now managing the E. & N. Railway (C.P.R.) in Vancouver Island.
Some of the Western Men
IN THE West is P. L. Nasmith, who in 1900 was manager of the A. R. & I. Co., and is now manager of the important department devoted to the expansion of the country’s natural resources. Allan Cameron, now general superintendent of the Natural Resources branch, joined the company in 1883 as a clerk in the freight department at Winnipeg, and afterwards was promoted to the office of assistant general freight agent at Vancouver. After spending four years in the company’s service in China, he was transferred toLondon, England, and moved to New York city, holding in both places the position of general freight agent. From this position in 1903 he was transferred to Calgary where he became general superintendent of lands, department of Natural Resources. In this department is also Norman Rankin, who has been with the company for years and has high literary abilities. W. H. D’Arcy has been general claims agent at Winnipeg since the memory of man, and Chas. Temple has recently been promoted to chief of motive power and rolling stock at Montreal. Frank Peters joined the C.P.R. staff in 1881 in the cashier’s office at Winnipeg. The next year he was agent at Brandon and afterwards freight agent at Port Arthur and Winnipeg and after being stationed in the Kootenay became assistant to Vicepresident Whyte at Winnipeg, and is now general superintendent of thé B.C. division. Alfred Price was operator and clerk in the general offices of the Credit Valley in 1879; after being superintendent on various divisions he is now general manager of eastern lines at Montreal—and a mighty good one too, for it is said of him that there is no better railroader in North America. Another expert, Charlie Murphy, fills a similar position on Western lines. Then there are general superintendent John Scully of North Bay, Ken Sanger of Montreal, H. P. Zimmerman, now Industrial Commissioner with Graham Curtis as his assistant, and Jack McKay of Saskatoon.
Tom Walklate has been buying lumber and ties for the C.P.R. since 1885, ánd is still buying them but not at the old prices. Chris. Kyle, who was locomotive foreman in ’89 and afterwards master mechanic, is now supervisor of apprentices with headquarters at Montreal. Bob Miller started railroading in 1873 and was station agent, at Windsor street station for ten years, and is now passenger train master there.
Prominent Passenger Men
IN THE passenger department are such indefatigable workers as Charlie Ussher, who since 1886 has been in the fold. From a comparatively minor position he has steadily risen until now he is passenger
traffic manager, and also has charge of the chain of hotels of the entire system, and spends the rest of his time either in his office or on the train. Charlie McPherson, whom his friends call Cluny, came to the
C. P.R. from the Rock Island in 1886, and has been stationed at Montreal, Boston, St. John, Toronto, and is now at Winnipeg, where he is assistant passenger traffic manager. He is a Chatham, Ontario, boy, but wandered into foreign fields at an early age. Then there is Charlie Foster, assistant passenger traffic manager at Montreal. When I first met him in 1891 he was a junior clerk at St. John, N.B. He has during those thirty intervening years risen rapidly from the ranks, and he is one of that kind of fellows whose future is not behind him.
Others who have risen from the ranks are W. H. Snell, and Col. Walter Maughan, of Montreal, Harry Brodie of Vancouver, Geo. Walton of Winnipeg, W. B. Howard, and N. R. DesBrisay of St. John, N.B., Dave Kennedy of every place, Dan Steele, high muck-a-muck at Sherbrooke, Billy Fulton at Toronto, Billy Grant, an old timer of the old timers at Hamilton; George McGlade of Brockville; “Burroughs of Belleville,” Billy Mcllroy, now stationed at Detroit, J. B. Way at the Canadian Soo; Joe Carter at Nelson; Charlie Philps of St. John, N.B., and the company’s representatives in the United States—Fred Perry in New York, Tommy Wall at Chicago, E. L. Sheehan at St. Louis, Mike Malone at Cincinnati, A. A. Polhamus at Los Angeles, Fred Nason at San Francisco, Teddy Chesborough at Atlanta, A. G. Albertson at Minneapolis, L. R. Hart at Boston, G. B. Burpee at Cleveland, R. C. Clayton at Philadelphia, Clarence Williams at Pittsburgh, B. E. Smeed at St. Paul, Fred Sturdee at Seattle,
D. C. O’Keefe at Tacoma, E. L. Cardie at Spokane, C. E. Phelps at Washington, and GeorgeWalton at Buffalo, all of whom have been with the company for years and upheld the interests of the company in the land of the Stars and Stripes.
Geo. C. Wells, whose word is always accepted in railway conferences, began as a clerk in the passenger department in Montreal in ’92, and now he is still at work as assistant to the passenger traffic manager.
Two Veteran French-Can-adians
GEORGE HODGE came into the vineyard in 1890 as a clerk in the passenger department and steadily rose officially until now he is assistant to the vicepresident. Fred Hopkins came to work earlier than George—in ’82—in the passenger department and rose to be assistant general passenger agent. Emile Hebert’s connection with the company dates away back in the ’80’s. To him is assigned the duty of looking after French-Canadian patrons, and he does it so successfully that many of his compatriots imagine that he is the president of the C.P.R. and believe that Ambroise Lalonde, another veteran, is general manager.
Good old Alexander Calder of Winnipeg has been associated with the company ever since its birth, and is still doing business at the same old stand. His son Arthur has been with the company for very many years, and now fills a position on the executive staff.
Charles Buell is of the ’95 product, and after a quarter of a century’s service is now staff registrar and secretary of the pension department. “They” say that Charlie knows the age, sex and previous condition of servitude of every blessed one of the 100,000 employees of the C.P.R.
The Oldest Ticket Agent in Canada
BILLY DOCKRILL, Jimmy McKenna, and Walter Brett are veteran travelling passenger agents still on deck. R. J. Smith, for years with the company, is now chief ticket agent at Montreal, Fred C. Lydon, who came as a boy, is city ticket agent at Montreal. Geo. Beer and Billy Corbett are well known figures in the Toronto office. Billy Jackson, outside agent at Clinton, is the oldest ticket agent in Canada. W. H. C. Mackay, St. John, N.B., and Jerry Chipman, Halifax, and Arthur Shaw of, Montreal have been with the company for goodness knows how long. Tom Riddell has been in the claims department since a boy, and is st ill there.
The present chief engineer, John M. Fairbairn, started in 1892 as topographer on the Soo Road and quickly rose in position until in 1918 he reached the top of the department. P. A. Motley came as a draughtsman in the same department in
the sameyear and is now engineer of bridges. And of the others—their name is legion, Angus McMurchy of Toronto is perhaps the oldest solicitor of the company, and is still in harness.
H. W. Sweeney was an office boy in the treasurer’s department in ’86, and after being clerk, cashier, paymaster he was appointed local treasurer at Winnipeg in 1908 and still fills that position most efficiently.
Billy Cooper, who is now the head of the sleeping car department, commenced work as a clerk in the general superintendent’s office in Montreal in ’91. He has able assistants in two other old-timers, Bert Mathews of Winnipeg and Frank Tmgley of Vancouver. Sid Wertheim of Toronto, and Jimmy Downs of Montreal, who can get more lower berths for passengers than any other person—and these are all veterans.
EN. Bender entered railway work in 1880 as secretary to the general store^he Quebec, Montreal, Ottawa and Occidental Railway, now a part of the C.P.R. system. In 1902 he succeeded A. C. Henry as general purchasing agent, and has with him a capable staff, many of whom are old-timers.
James Manson (Jim) began railroading with C.P.R. in 1882, then rose to lie superintendent and after experience in Winnipeg and Toronto was transferred to Montreal, where he is assistant to VicePresident Grant Hall. His duties are manifojd, and as varied, and he is a fixture for life in smoothing over the rough edges of his fellow-workers.
Harry Oswald is an old-timer, dating away back, and from a subordinate position is now assistant secretary, and sectary of no fewer than eighty-one subsidiary companies.
Teddy Moore came when he was in the bloom of youth which he still retains, and has charge of the insurance of the company which reaches up to the millions.
The Train Staff
AMONGST the old-time conductors
* still shouting “all aboard” are Davy Bell, Ed. Chapman, Aaron Burt, Jack Johnson, George Wood, Charles Clendenning. Ab. and Dick Harshaw—now promoted to superintendencies, Billy Hassard, W. Goodfellow, Dan Cameron, Frank McLean, now at the gate of the Union Station, Toronto, Sandy Younger, Howard Moore, the brothers Ed. and Duncan Park, Oscar Westover, Joe Legros, Wm. Reilly, Morley Munro, A. Houle, John Sheldon, on the Boston run, Steve Yates, Bob Clarke, Mac Beaton, Wm. Campbell, A. Courtney, O. Brushey, Dan Carmichael, Bob Young, James MeWilliam.
Amongst the oldest drivers were James Fisher, who ran an engine from Montreal to the end of the line in B.C. in the early days (one trip only); Harry Floyd who had the Prince of Wales as his companion on the run over the Trenton division, his Royal Highness saving Harry the trouble of blowing the whistle; Dick Christopher, Ed Tout, and Tom Leonard, a brother of J. W.; Roadmaster Gus Erickson, who has risen from the ranks, told the scientific world of Europe, through my writings, why the mountains of the Canadian Rockies wore haloes, and John Rlordon (Jerry) is still on his job.
The Advertising Men TN THE publicity department in the
early days were such men as Ed. Sandys, Roy Somerviile, Molyneau St. John, Harry Charlton, Wilfred Creighton and now the presiding genius is John Murray Gibbon, who is also an author of considerable note, and he has surrounded himself with a capable staff. During all the years some of the best descriptive writers in the world have written up the C.P.R. until, with its newspaper advertising, and handsomely printed booklets, its name is known everywhere.
Chief Chamberlain was with the company years ago, and after being Chief of Police in Vancouver returned. Men in his department include Col. MacLeod of Winnipeg, J. P. Burns, J. Cadieux, and Inspectors Spragge and McGorman of Vancouver, Neliher at Calgary, Ashman at Winnipeg, Chesser at Moose Jaw, MacFarlane at North Bay, Morse at Toronto, Catlow at St. John, N.B., and Logan at Montreal—all veterans.
The Ocean Service ■^■OTABLE among the officers of the ^ ’ Canadian Pacific Ocean Services are Wm. T. Payne, manager for Japan and
China, who has resided for many years in Yokohoma and has received high honors from the Imperial Japanese Government. Charlie Benjamin joined the traffic department in St. Louis, Mo., and rose to be passenger traffic manager of the C.P.O.S. Weldy Ammable, who started in the Ottawa ticket office, transferred to Montreal, and after a term as general baggage agent was promoted to his present position as general passenger agent. Percy Sutherland, general passenger agent in Hongkong, a son of J. W. Sutherland, general freight agent at St. John, N.B., and Toronto for many years. Billy Ballantyne, the capable and popular assistant general passenger agent at Montreal. Willy Webber who welcomes the coming and speeds the parting traveller at the gangway of the Atlantic steamers, smooths away their troubles and spreads that gospel of service which is the motto of the C.P.R. W. T. Marlow, now at the head of the Ocean Services freight department, is among the veterans. He started in Toronto in the early days and served for many years in the Far East before reaching his present position.
The Dominion Express Company is still under the management of itsfirst president, W. S. Stout, of Toronto, who has W. H. Burr as his assistant. The names of Billy Walsh of Toronto, now passed away, General Supt. V. R. G. Vickers, who retired to enter commercial life, and Goodwin Ford, Winnipeg, will long be remembered.
The Baggage Department, over which Joe Apps, a veteran of the veterans, presides, with assistants like W. E. Allison, and T. W. McGuire of Montreal, and Joe Sparks of Winnipeg, and amongst other workers Mrs, Tracy, who has been in the department for years, is an important one. Last year the total pieces of baggage handled numbered 6,353,308; bicycles, 13,317; dogs, 21,494; baby carriages, 27,905—all sensible babies travel by the C.P.R.;—coupes, 3,475; and cans of milk, 2,831,858. Space forbids mention of the number of cases of hard liquor carried into the arid districts lying between the Ottawa river and the summit of the Rocky Mountains, but—
The Live Wires
WITH the telegraph branch of the C.P.R. the name of Mr. Charles R. Hosmer will be long identified, for he was the head and front of the undertaking at its inception. He is a director of the company besides being incidentally a capitalist. Long associated with him was James Kent, who inaugurated a press service and press bulletin for the passenger trains in the West. After thirty years in harness he retired in 1916, and was succeeded by John McMillan, who has been with the company since 1883, and worked his way up from a junior in the construction of telegraphs to the topmost position. The wires of the C.P.R. reach every part of the civilized world, besides several countries that are apparently not entirely civilized. Bill (W. J.) Camp, his assistant, was a C.P.R. electrician in 1886, and there are Geo. H. Ferguson and many others in this branch of the C.P.R. who have been with it for many years. B. S. Jenkins, and John Tait and Jack Stronach were old Winnipeg workers. William Marshall is now assistant manager at that city, but he has only been with the company since 1886, and other veterans are Jim Wilson, and Ed. Grindrod, the first superintendent and inspector in B.C., who did good service during the floods in the mountains some years ago.
It can be readily understood that it is utterly impossible to mention a tithe of the names of the thousands of C.P.R. men whose long service entitles them to recognition, but instances of many will demonstrate that C.P.R. men remained with the company for long periods, irrespective entirely of their walk in life. Many joined when the company was formed; others came in as the lines on which they worked were absorbed, and there are over 1,000 employees on the pension roll, and some of the veterans of the early ’80’s are still at their accustomed posts. I am sorry I can’t recall them all.
On the Retired List
AMONGST those who have retired -A*from the service but who are still in the land of the living, are many grand old veterans: Mr. H. J. Cambie, who did more valuable work in British Columbia from the earliest days of the company, and while not now on active service acts in an ad-
visory capacity. W. R. Baker, C.V.O., was with the Canada Central at Ottawa in 1873, and afterwards with the C.P.R. and then general manager of the Manitoba & Northwestern for several years until it became part of the C.P.R. system when he was appointed executive agent at Winnipeg and, in 1905, assistant to the president. In 1908 he became secretary of the company and resigned in 1917, being succeeded by everybody’s friend, Ernest Alexander, who bad graduated from the president’s office, and still efficiently fills the position of official scribe of the company. Arthur Piers, who in 1870 was with the Great Western of Canada, in '82 came to the C.P.R. as assistant to the general manager when the main offices of the company were on Place d’Armes Square, and his office staff consisted of himself and the office boy. In 1891 he was appointed superintendent of the company’s transpacific steamships and afterwards general manager of all their steamship interests until his retirement in 1913, on account of ill health. He is now residing in England and is just as much a C.P.R. man as ever. His son, Arthur, keeps up the family traditions of loyalty and efficiency at his office at Windsor Street Station. My old friend Mel Duff started in 1891 as the office boy above referred to, and is now the very capable manager of the Great Lakes steamers. W. R. Callaway, still as young as he used to be, is now with the Soo line. William Downie lives at one of my several birthplaces, Whitby, Ont. General Superintendent J. T. Arundel has taken to farming at Oakville, Ont. Harry Charlton is now the efficient publicity manager of the Grand_ Trunk at Montreal. Hayter Reed and his charming wife, who are living at St. Andrews, left their indelible impress on the entire C.P.R. hotels system. Frank Brady is now one of the bosses on the Canadian National system. James Fullerton, the capable ship’s husband at Vancouver, and Sam Buchanan who filled a similar position for the Great Lakes Steamship service in 1891, are enjoying the luxury of a rest, and Reggie Graves, of the Place Viger hotel, is now managing two hotels at Iroquois Falls for the Abitibi Paper and Pulp Company. Davy' Brown, the evergreen old boy of Vancouver, whose genial welcoming hand-clasp is just as warm as it was thirty years ago.
Politics Interfere with Business
FRED GUTELIUS, as good an operating man as ever lived, who came from Heinz’s lines in British Columbia, and when general superintendent in Montreal was induced by the Hon. Frank Cochrane to take charge of the Intercolonial, which he vainly endeavored to run on business principles, and resigned in disgust at his dismal failure for political influence was too great to overcome. He is now vicepresident of the D. & H., with headquarters at Albany. N.Y., where his duties are not interfered with by every ward-heeler. Hugh Lumsdun, an old civil engineer who came to the company in 1884, and after twenty years’ service resigned to accept the chief engineership of the National Transcontinental, is now living in retirement at Orillia, Ont. N. S. Dunlop, who made the entire line from St. John to Vancouver a road of roses, still resides at Westmount. James A. Sheffield was superintendent of sleeping, dining and parlor cars and hotels from 1888 to 1902 when he resigned on account of ill health. Wm. Cross in 1882 was assistant mechanical superintendent in Montreal, and became master mechanic. In 1887 he was transferred to the western division and was promoted to the office of assistant to VicePresident Whyte, in 1904, and after a quarterof a century’sservice was pensioned.
Driver Becomes Minister of Mines
HH. VAUGHAN, who was superin• tendent of motive power and assistant to the vice-president for many years, retired to become head of an industrial corporation. Col. George Burns, of the audit department, resigned to be of service to his country during the war•
Driver Harry Mills is now Minister of Mines in the Ontario Government, and Andy Ingram, who was in the baggage department, is chairman of the Ontario Railway Board. Frank McLean was at the gate at the Toronto terminals. A great character was Peter Stephen, who joined the merry throng in 1880, and after years of service at Smith’s Falls was pensioned in 1915. Conductor Billy Brown of the West resigned to become general
superintendent of the C.N.R., and Ab. Chapman of Ottawa was presented with a gold watch on his retirement after fifty years’ service. D. M. Telford was local treasurer at Winnipeg years ago, and is now living in retirement. Harry O’Connor of Winnipeg commenced with construction, and ended as fire commissioner. W. D. Evanson, of the audit department, is now Comptroller of Winnipeg, and Jimmy Morrison, who for years was in the passenger department is general passenger agent of the C.N.R. John Morrow, rightof-way agent, retired some years ago.
Company Never Evicted a Settler
FRED T. GRIFFIN entered the company’s service in 1883 as a clerk in the land department, and seven years later succeeded L. A. Hamilton as land commissioner on the retirement of that gentleman who had initiated a generous policy and it was both his and his successor’s boast that the company had never evicted a settler, but had allowed many who had left the country for various reasons to return and re-occupy their farms as if nothing had ever happened. Mr. Griffin retired in 1917. H. L. Penny entered the audit department in 1881 as a clerk, and became general auditor in 1889. After thirty-three years arduous service he resigned in 1914 on account of ill health. George L. Wetmore was another oldtimer, commencing his duties as foreman of construction in 1883. He became divisional engineer at several points on the north shore and St. John, N.B., and was pensioned in 1915. Geo. H. Shaw was with Robt. Kerr in Winnipeg for many years and resigned to go with the C.N.R. W. B. Bulling, who ranks amongst the pioneers of the C.P.R., resigned some years ago and lives in Montreal. Sid Howard is another old-timer who quit railroading to enter commercial life. Ben Grier and Geo. L. Courtney were prominent in railway and steamship circles in Victoria, B.C. but'both retired, and Ben is, or was, president of the local Board of Trade. John Corbett, who looked after the export freight for the C.P.R. in Montreal, resigned some years ago and is now living in Philadelphia. Eddie Fitzgerald, who when a lad was a messenger in the House of Commons, a coveted position in those days, became assistant chief purchasing agent of the company and on resigning became vice-chairman of the board of the Hudson’s Bay Company with headquarters at Winnipeg.
General Superintendent now Farmer
AMONGST other prominent men connected with the C.P.R. were E. H. McHenry and W. F. Tye and John Sullivan, now of Winnipeg,where he was elected an alderman, and amongst the real original first ones was J. M. Egan, the general superintendent of the road of Winnipeg, who left to accept the presidency of the Central of Georgia Railway and the Seaboard Line, and is now farming not far from St. Louis, Mo.
Ed James is another real old-timer. He joined the C.P.R. in its earliest days, and from a telegraph operator rose until he became general superintendent, and afterwards accepted the general managership of the Canadian Northern from which he resigned and is now living in Vancouver.
Col. E. W. P. Ramsay, who made a high record during the war, having been mentioned in despatches and honored with a C.M.G., was an apprentice in the mechanical department in his youth and afterwards engineer of construction of Eastern lines—the building of the Lake Ontario shore line being one of his achievements. Charles W. Monserrat in 1889 was a draughtsman and later a bridge engineer. He had charge of the construction of the Quebec bridge, having left the service in 1910.
JOHN PERSSE is a prosperous business man of Winnipeg, and W. O. Somers of the traffic department, W. J. Ross, bridge builder now of Port Arthur; of superintendents James Murray, Fred Jones, C. W. Milestone, Tom Kilpatrick, W. A. Perry, J. A. Cameron, C. J. Ambridge, G. D. Henderson, Wee Macgregor; of conductors Joe Fahey,Leary, Billy Fogg, Larose, Billy Chester, now a prominent figure in labor circles, and Billy Brown, now general superintendent in the C.N.R.; of engineers, Ash, Kennedy, J. Brownlee, Armstrong, H. Phipps, Carey, also Bob Willoughby, Tom Carter, Frank Nelson,
! Mark Bakerand Dunham, whose terms of I service range from twenty-five to forty years. Doctors Good and Jones, Blanchard, Brett, nowLieutenant-Governor of Alberta; and of Andrew Mackenzie, car service agent now of the Dominion Coal Company.
A valued old-timer is Ike McKay, who has been with the Company for a score or more of years.
Some Who Have Passed Away 'T'HERE are many men whom death has called, bright lights in the early days of the C.P.R., and amongst them Judge Clarke, of Cobourg, was one of the ornaments of the Canadian bar. His legal acumen was of the greatest service to the company. Another historic personage was Mr. Henry Beatty, father of the president, who designed and built the original vessels for the Great Lakes. From this nucleus has grown the splendid fleet of ocean, lake, and river steamers, which in itself would entitle the company to front rank among the outstanding transportation systems of the world. He was associated with the company until his death in 1914. Other outstanding figures are T. A. McKinnon, George Olds, and Lucius Tuttle of the traffic department. Harry Abbott of Vancouver did invaluable work in construction days in the mountains of British Columbia, and Richard Marpolç of the same city, who started with the construction of the road in Algoma in 1882, after many years’ arduous and efficient labors in the mountains of B.C., became the chief executive officer on the Canadian Pacific Coast. Mr. Marpole had a wonderful grasp in railway matters and died in June 1920, deeply regretted. .
W SUTHERLAND TAYLOR’S eon• nection with railways commenced in 1868 when he was secretary of construction on the Toronto, Grey & Bruce road, and afterwards treasurer of that company. When the T., G. & B. was absorbed by the C.P.R. he became its treasurer and retired in 1908 when he was succeeded by another old timer, Mr. H. E. Suckling, who is still actively and efficiently serving the company. Mr. Sutherland Taylor and I were old cronies and we frequently used to indulge in reminiscences. One of his memories was that when a lad he was going down the Rhine and fell in with a very nice Danish family of father, mother, and several children. To him they appeared to belong to that highly respectable class which consists of fairly well-to-do old families. He became familiar with them, and when a little later he met them again in Berlin their friendship was renewed and he was invited to lunch at their hotel. During the luncheon one of the boys, Master George, misbehaved himself and received a gentle cuff on the ear and was dismissed from the table. Years after Mr. Taylor discovered that the head of the friendly family had ascended the throne of Denmark and was none other than King Christian IX, and that of his youthful companions the eldest daughter had been married to the Prince of Wales and had become Queen Alexandra of Britain, and her sister Princess Dagmar was the Empress of Russia, and the others were afterwards King Frederick VIII of Denmark, and His Royal Highness Prince Wilhelm of Denmark, and George had occupied the throne of Greece, that Princess Lyra of Denmark had married the Duke of Cumberland, and Prince Vladamar of Denmark was wedded to Princess Marie of Orleans. Never before has a wandering young Canadian boy unconsciously got into so much of the white light which beateth about the throne.
Then there was Robert Kerr, who as a boy was connected with the old Northern Railway of Toronto, and in 1884 entered the service of the C.P.R., with headquarters at Winnipeg and afterwards at Montreal, filling the position of passenger traffic manager. He was the son of Capt. Kerr, an old steamboat man of Toronto, who was in command of the favorite Maple Leaf, which plied on Lake Ontario, and with whom I sailed as a non-paying passenger many a time. Robert Kerr served with great distinction during the civil war, fighting for the North. Mr. James W. Leonard, who passed away in April, 1919, was another old-timer who is not forgotten. In his youth he was connected with the old Midland Railway of Canada, and afterwards with the Credit Valley, and in 1880, when it was absorbed by the C.P.R., he became a superintendent and afterwards
general manager of the road. Mr. Charles Drinkwater was secretary of the railway in 1881, and in 1908 rose to be assistant to the president. In his youth Mr. Drinkwater was secretary to Sir John Macdonald and gained an insight into parliamentary matters that were of great assistance to him and to the company in matters of legislation at Ottawa.
Conductor from 1864 to 1913
A C. HENRY, who succeeded Mr. x * Shaughnessy as purchasing agent, was with the company from its beginning, and died at a comparatively early age, and when he died there was general regret for he was highly esteemed.
One of the oldest employees of the company was Charles Spencer, who in 1864 was a conductor on the Brockville & Ottawa, and naturally was taken over by the C.P.R. when that road was purchased by the company. He was for years on the Montreal-Ottawa run, and was a great favorite with the travelling public. It was not until 1913 that he was pensioned, and he died at a ripe old age five years later. He was father of Charles and H. B. Spencer, two men who were closely connected with the C.P.R. Charlie became general superintendent and resigned in 1905 to accept a higher position in the Canadian Northern, and died some years ago, but Harry, who commenced work with the Canada Central (now C.P.R.) in 1870, as telegraph operator and assistant agent at Ottawa, is still on duty as superintendent in his native city. W. J. Singleton was another of the early workers, being agent at Ottawa in 1882, and afterwards superintendent until 1909, passing away early in 1911.
E. J. Duchesney, who did wonderful work at the time of the Frank disaster. Molyneux St. John of the publicity department, an accomplished writer, was assigned to become editor of the Winnipeg Free Press, and afterwards was appointed Gentleman Usher of the Black Rod at Ottawa.
Others Gone But Still Remembered
PA. PETERSON was chief engineer • in 1881 with John Canadian as chief clerk, who composed nearly the whole office staff, and in 1903 was consulting engineer, and left the service the same year. The names of Major Rogers, who found the Rogers Pass, General Rosser, who was the last Southern officer to accept the inevitable, J. S. Schwitzer and A. B. Stickney, who was chief engineer in the West in the early days, are still remembered, although they have been laid at rest for many years. E. V. Skinner, who represented the company in New York city from 1887 to 1908, was a very prominent figure, and Horace Colvin, who was the company’s representative in Boston from 1887 to 1903 has also passed away. Another prominent figure was Archer Baker, who was an accountant on the Brockville & Ottawa road in 1870 and after several promotions was stationed at London, England, and was European manager of the company until his death in 1910. Alex Notman was a well known figure and represented the company at several points. He was best known in Toronto, and when he died the company lost an energetic official. Then there were A. R. G. Heward, who was with President Van Horne for many years; Fred Tiffin, who was the company’s first freight agent at Toronto, and resigned to join the I.C.R. forces, he being succeeded by J. N. Sutherland, who has also passed away. The memory of J. Francis Lee, of Chicago, Con Sheehy of Detroit, and Tom Harvey of the Soo, Michigan, all of whom have gone to their last rest will not soon he forgotten, neither will Fred Gauthier ol Winnipeg, who, commencing as a freight clerk in ’82, became assistant purchasing agent in 1900 and died in 1919. Albert Dana was another one who commenced as general storekeeper in Montreal in 1881 and in ’86 entered the purchasing department in which he reached a high position and died recently. Jack Taylor came from a family of railway men, and began work as a train despatcher in Ottawa in 1878. In 1911 he was made general superintendent on several western divisions. General Superintendent R. R. Jameson, John Niblock and J. A. McLellan are gone.
FA lí GIRDWOOD was the first chief surgeon and retired in 1902. Among the medical men on his staff scattered
along the lines of the C.P.R. were Dr. Pringle, who for many years did excellent service on the north shore of Lake Superior, and Dr. McKid of Calgary, Dr. Orton, M.P., and Dr. Brett, now Lieutenant Governor of Alberta, and still in the land of the living, and Dr. Kerr, who afterwards was a prominent physician in Washington, D.C.
An old-timer was W. H. Kelson, who was general _ storekeeper from 1882 to 1904, and Jimmy Callaghan, who was with the company from 1886 to his death in 1912, and L. A. Genest, general storekeeper at Winnipeg, have departed this life. Geo. W. Henry, in the treasurer’s department for many years, whose father was one of the officers who guarded Napoleon during his captivity at Elba.
Bob Morris, the general baggage agent at Montreal, James Osborne, a painstaking official who served the company at different places from St. John to Vailcouver, Joe Heffernan, of Guelph, Joe Milward, of the freight department, who was killed in a bicycle accident at Boston.
Founder of the Highland Cadets /^EORGE DUNCAN, of Ottawa, who came with the company when a boy, represented the C.P.R. at Ottawa for many years until his death. We all remember Major Lydon, who formed the famed Highland cadets, and who still insisted on working after being pensioned.
Memory also recalls Wm. Harder, of Winnipeg, John H. McTavish, the first land commissioner, and Alex. Begg, his assistant, W. Skead, and R. G. Barnwill of the tie department, J. D. Farrell, now president of the Oregon Railway and Navigation Co., and Dan O’Leary, who constructed bridges. Supt. Con. Shields and Wm. Brown, brother of Davy, John Niblock, and J. R. Cameron, T. J. Lynskey, the first one, Al. Percival, and Jack Landers, old time conductors, of engineer Dick Smith, Allan McNab, one of the pioneer locomotive engineers of the mountains, Jim Brownlee and Jim Stewart, who ran old “69.”
CONDUCTOR HARRY HALL, after many years of conducting trains, became the representative of the labor interests at Ottawa. Peter Stewart passed away after many years of service, and so did Dad Clarke, who switched at the Toronto terminals. Another Dad Clarke —-its wonderful how long they were affectionately called “Dad”—was for a long time in the purchasing department and died as the result of an accident at Ottawa several years ago.
Conductors James Ferris, John Forrester, A. St. Germain and Ed. Barnes, all veterans, have passed away.
And who can ever forget Charlie Panzer, the roadmaster; old Gideon Swain, who bossed the Winnipeg station for years; Hampton, of the Windsor station,who used words as big as the side of a house, and that dear old friend of everybody—Constable Richards, now guarding the pearly gates in the other world?
Officials Honored by King
THE King has recognized the valuable service of many C.P.R. officials by giving honors to Lord Mount Stephen, Lord Strathcona, Lord Shaughnessy, Sir William Van Horne, Sir Thomas Tait, who did splendid railway work in Australia; Sir George Bury for his work in Russia; Sir George McLaren Brown of London, England, for what he did during the late war; Sir Arthur Harris, Sir William Whyte, Sir Augustus Nanton, and Sir James Aikins, of Winnipeg; Sir E. B. Osler and Sir John Eaton, the merchant prince, ol Toronto, Sir Herbert Holt, of Montreal; and for many years an official of the company has been and still is Sir Gilbert Johnson, who bears the Nova Scotian baronetcy. W. R. Baker was given a C.V.O. by King George, and deserved higher honors for his services during royal visits to Canada.
Important “First” Trains
THE first through train, to cross the continent in Canada left Montreal on June 28th. 1886, and reached the western terminus, Port Moody, right on the dot on July 4th. It was a momentous event, for it was the beginning of a service that has revolutionized the travel of the world. At the send-off, the immense throng at the old Dalhousie station was an enthusiastic one, and would have been
more so, but Col. Stevenson’s artillery was a little late in arriving to fire a parting salute, and time, tide, and the C.P.R. flyers wait for no one. There were only two sleepers attached and they were comfortably filled. The only newspaper man aboard was myself, and I had written up the trip from Montreal to Winnipeg in advance, and sent it by mail—for I had been on the road frequently—only adding the names of the more prominent passengers by wire from Ottawa. When the papers reached us on the north shore of Lake Superior, Mr. Dewey, the superintendent of the postal service of Canada, who was on board, was astonished at the length and accuracy of my report, and wondered how and when I had written it, and as I did not enlighten him, except to say that he had seen me writing on the train, his mystification remained with him until his death. The trip was a glorious one, and the reception all along the line was like a royal progress. The people of fire-stricken Vancouver came over to Port Moody in great numbers by the old Yosemite to welcome us. There was no public reception at Vancouver, for there wasn’t any place to hold one, the original city having been almost* totally consumed by fire just previous to our arrival. The flames had destroyed almost everything, but the courage and hope and faith of the pioneers who bravely struggled against the blighting effects of the calamity, and they did this successfully, as can be seen to-day in the magnificent city which has arisen through the splendid results of their indomitable energy and unceasing labors which made Vancouver what it is.
Greeted Train with Music
I HAVE travelled on many a “first train” since then, but none of more importance than the first Imperial Limited which left Montreal for Vancouver on the evening of June 18, 1899. The train was the acme of comfort for the transcontinental traveller. In order that an opportunity might be given of judging of its equipment, I induced a number of Montreal and Quebec newspapermen to make the run as far as the Federal capital on a special car attached to the new train. Fred Cook was then the dean' of the Press Gallery and Parliament being in session,
I sent him a wire telling him of the party, and asking him to request the members of the Gallery to meet us at the Central station when the train arrived at midnight. Fred has the reputation of being able to organize a symposium or birthday party in quick time, but on this occasion he did more than I reckoned. He can also crack a joke or take one with the best.
I heard the story later of what «happened from his colleague, Frank McNamara, who has been for some years in newspaper work on the Pacific coast. Showing my telegram to McNamara, Cook said, “Frank, we have to do this reception in the best style. Will you join?” McNamara said, “What is the proposal?” “Well,” was the answer, “I will get Jimmy Ellis (the Mayor) to come down to the station and present the keys of the city to George and the press men and we will also have a fine band of music to welcome the guests, and to speed the Imperial Limited on its initial trip.” “Bah,” snorted McNamara, “where are you going to get a band at that hour?” "There has been a band tootling around the streets of Ottawa for the past week, and for a fiver I am sure they will come out,” was the reply. It was a band of the genuine German variety of five pieces. McNamara fell in with the suggestion and both hied themselves off to Billy Clements’ hotel on Besserer street, where the sons of the Fatherland were staying.
The “Watch on the Rhine”
THEY saw the leader, who at first demurred at the suggestion, fearing trouble with the police. When Cook told him that the mayor was to be there and that he would guarantee that everything would be all right, the Germans consented for a ten-spot to be at the station with their instruments. And so at midnight on that eventful occasion, the first Imperial Limited rolled into the Central station at Ottawa. The special car with the press party stopped in the yards owing to the length of the* train, and we had to walk up the cinder path until we reached the platform. There, at the end of the platform, were those five confounded Germans biowing away for all they were worth “The Watch on the Rhine.” I don’t know exactly
how I looked, but Fred says he would have given another tenner to have had my photograph at that particular moment. The newspaper boys declared they had never seen anything like the expression on my countenance. A procession was formed and, headed by the band, now playing “Rule Britannia” (was it a premonition?) with the mayor on my right and the ex-mayor on my left, and thirty newspaper men following two by two, we started up Sparks street to the Parliament buildings. It was one of the funniest of my many varied experiences. Guests in the old Russell House, awakened from their slumbers, stuck their heads out of the windows and gazed in wonderment; the bobbies at the street corners, seeing the mayor in the party, stood and grinned; citizens on the streets enquired, “What’s up?” Swinging up Sparks and Metcalfe streets, and then across Wellington street and up the centre walk, still headed by the sons of the Fatherland, we marched into the Parliament buildings. Of the joyous time we had for the next hour or two I say nothing, but next morning there appeared in the newspapers all over the world an account of the arrival of this wonderful train at Ottawa; of the civic reception, and of the triumphal procession through the streets led by the band of the “Governor-General’s Foot Guards.”
The world believed that Ottawa had stood still to let the Imperial Limited pass through.
A Belated Prosperity
WALKING down Notre Dame street one morning in the summer of ’92 I met Sir William Van Horne, who enquired about the Maritime Provinces, where I was then doing missionary work for the C.P.R. I told him that it was a pleasant country to roam around in— especially in the summer time—but that until more energy was developed in public utilities, increased prosperity could not be expected. The Provinces needed a great developing agency like the C.P.R., instead of the Government-owned road, and until such a developing factor was secured the same old conditions would prevail. I also told him that while the practical politicians of both parties were strong advocates of Government control of the I.C.R. for the peculiar advantages and influences it afforded the political bosses, I didn’t believe the great mass of the people were cf the same mind, ,but would gladly hail the advent of the C.P.R. He said “Well, go down and buy it.” He didn’t give me any money, but I did try, and found that nearly three-fourths of the newspapers there favored a change. All went well, with the powerful aid of the Toronto Globe and other Western newspapers, but in ’94 Sir John Thompson, then Premier of the Dominion, declared that if the control of the I.C.R. was transferred to the C.P.R. or any other private corporation, he would resign. That ended it, and the Maritime Provinces remained somnolent until other developing factors and more capital infused life into them, and years after gave them the prosperity that would have been theirs a quarter of a century sooner.
George Says Good-bye
AND now the curtain is rolling down, for seventy-three years make a long, , long act. Recalling three score and ten of them—thirty-three of which have been spent in the service of the Company— remembering the all-important events that have happened during that period, and the radically changed conditions of life and living, remindful of the numerous retirements and demises of fellow-workers in the world-wide vineyard of the C.P.R., one cannot but realise that the corridors of the Company’s offices will not long be trodden by the older ones of this generation, and that many of us will soon perhaps not even be a memory. With free one-way transportation to the Great Beyond, and a full consciousness of all our good deeds and misdeeds, of the things we should have done and have not done, and of the things we should not have done but did, with no pretensions to having been too good, or apprehensions of having been too bad, and with a solemn belief that if we were unable always to be right, we sought to be as nearly right as we could, we shall fearlessly face the great overshadowing problem: “Where do we go from here?” The answer will come from the unknown world.