Part 6

The fruitfulness of the mission of a transportation company with $1,038,074,983.26 of assets, with a property investment of $538,510,563.24 and annual gross earnings of $152,389,334.95 must be well-nigh incalculable, especially to a democratic country--to the last great west, with so vast an area and promising though veiled future. The Canadian Pacific Railway is heavy with import and deeply interlaced with the potentialities of our own Canada.

W. B. LANIGAN

Freight Traffic Manager, Canadian Pacific Railway

A Biographical Reminisence

An Irishman taking home a large goose after a raffle, stopped at a hillside inn in Wicklow to procure refreshment. Laying down the prize he proceeded to satisfy his thirst when a suspicious looking individual seized the fowl and made off with it. Pat at once gave chase and grasping the runaway by the neck exclaimed, “What did you take the bird fore” “Sure!” said the thief, “an’ I took it for a lark”. “Did ye”, said Pat, “begorra then, you’d make a poor judge at a bird show”.

And by the same token, the man or maid who would take W. B. Lanigan for an uncivil, disgruntled misanthrope, who could not enjoy a lark, would be a decidedly poor judge of human nature. He has rubbed shoulders with good and ill fortune, has contended for thirty-three years with almost every variety of railroading obstacle, hewing his way to comparatively smooth sailing under the “C.P.R.” flag and the ordeal has not impaired his optimistic outlook, but finds him to-day a sociable, approachable and happy dispositioned man of affairs.

Do not infer from this tribute, however, that the gentleman cannot look after himself, does not jealously protect his Company’s best interests and is incapable of administering a merited rebuke, or even a scorching blast, because he can. An old admirer and personal friend described him to me as a hot-headed Irishman of fine parts with whom he had had many a good natured wrangle in his attempts to circumvent the railway’s rates and regulations.

In Three Rivers, Quebec, October 12th, 1861, William B. Lanigan was born and in due time was educated at St. Josephs College of that city and at Stanstead University in Old Quebec. Sharbot Lake Junction is a quiet place and no doubt, was a lonesome spot that night in September, 1884, when he first put his hand to a man’s task as night operator in the Canadian Pacific Railway station. Undaunted, he obeyed orders and began the foundation for a future that led him through practically every phase of freight traffic work from helping in construction and running a ballast train to shed porter, billing clerk, telegraph operator and undertaking the “trick” of train dispatcher.

Dundalk knew him as agent for a year and liked him, but the canny Galtonians got better acquainted during a longer stay. In Galt they were not averse to sandwiching a little Irish with their Scotch and the ingredients were mixed with success. Mr. Lanigan was accepted at par as a sterling neighbor, a good churchman and a valuable municipal asset. He did much to band the business men together by encouraging and arranging the most pleasant rail outings for merchants and manufacturers which the city ever participated in. He took part with several leading citizens in weekly talkfests on various topics, extending his general knowledge and debating powers and was founder of the Toadstool Club in the days when Bob Scott, Robert Ferrah, Martin Todd, the malster, and others gathered with him to receive John Strachan and Malcolm MacGregor of the “Erie,” John Hunter of Allan Line, Joe Hickson of N.Y.C. & H.R.R., with Jimmie Duthie and Miles Overend of Dominion Line.

When he was agent at Galt the Canadian Pacific Railway opened their depot at London, Ont., with a banquet in the new building to commemorate the event. Officials who had arranged the function requested W. B. Lanigan to respond to one of the principal toasts. He acquitted himself so well in his presentation of the subject then and on another occasion at the Imperial Hotel in Galt, when his name was coupled with the district agricultural interests, that General Manager David McNicol felt convinced that the young man could be better used in more important work and he was soon assigned to the duties of Traveling Freight Agent ensuring gradual advancement and prominence.

On one occasion during the period that Mr. Lanigan was City Freight Agent at Toronto, when cautious agents had to figure four different combinations to obtain the best quotation to British Columbia, the writer, in competition with “C.P.R.”, submitted a shipper an accurate rate but not the current minimum weight, which also fluctuated. Mr. Lanigan soon accidentally stumbled on this error in the course of his day’s rounds and came without delay, only to myself, about the matter, discussing the inadvertent oversight in a quiet, most friendly and gentlemanly way and the incident, which could have been magnified, was heard of no more. This is a sample of one of his traits of character and training that prompts men to say “He pours oil on the troubled waters” and smooths the ripples that inevitably arise between his employers and their host of patrons.

It was George T. Lanigan, a New York Journalist, who some years ago wrote “The Akoond of Swat is dead--that’s what’s the matter”, which made him over night one of America’s high salaried, most talked of newspaper men, and his brother “Billy” has oratorical gifts and is lucid with tongue and pen. He is an effective and witty after dinner speaker who can be depended on to drive home facts in a pleasing manner, and in 1900 when the late Phil. Slatter, City Passenger Agent, Grand Trunk Railway, Toronto, was president of the Canadian Ticket Agents’ Association, Mr. Lanigan delivered to that organization at their annual banquet in the Walker House, Toronto, a humorous and finished address proving that Moses was the first genuine passenger emigration agent and that the very widely known and popular “C.P.R.” official, W. T. Dockrill, was the second because of his marked success in directing large parties of settlers beyond the Red River.

W. B. Lanigan has not been unmindful of former assistants and several from Old Ontario, having merited his imprimatur, followed him westward and are justifying his confidence.

The United States railway world has produced from time to time, and held up to democratic public approval, scores of men of indomitable will and working capacity who have wrested recognition and advancement “from the ground up” to the highest executive honors capital could bestow; for instance, C. W. Brown, president of the New York Central Lines, who once piled ties along the C.M. & St. P.R., for a living, or rodmen who now control the great United States Government affinity, the Pennsylvania System, as well as a few naturalized “Americans” with Canadian lines, but I do not recall a “native son”, laboring always with one company, whose record surpasses the many sided experiences--hard at the time--of the official who has been for ten years Assistant Freight Traffic Manager at Winnipeg. This golden west gateway is a strategical point to the wide-a-wake corporation employing W. B. Lanigan, he measures up to requirements.

As this article goes to press his appointment as Freight Traffic Manager, Canadian Pacific Railway, Montreal, is announced.

❦ ❦ ❦

JAMES CHARLTON

The Nestor and Grand Old Man among passenger agents

At no period in the world’s history have those fundamentals of a stable, social structure--morals, fidelity and sympathy--been burdened with more significance to humanity than at present and in alluding to the strengthening bonds which link three Anglo-Saxon nations, it would seem not inopportune to dwell on the characteristics of a gentleman, a Briton who was highly endowed with those basic virtues and who, in passing, left their indelible impress on his personal relations and throughout a long life of active railway experience in England, Canada and United States.

Born 1832 in Newcastle-on-Tyne, James Charlton was reared where steam railway traditions were coined, as George Stephenson the great inventor originated there, shops for the manufacture of the first locomotives were located in Newcastle and the old town became an important railway centre. Then was created a new motive for boyhood dreams and the power and fascination of engines and trains focussed the attention of many men noted later.

In 1845, when thirteen, young Charlton engaged with the Newcastle & Carlisle Railway and from that time ideas of serious business and the elements of a splendid character began to mature and array themselves as convictions.

In twelve years he rose by sheer ability from the threshold to the position of chief clerk and cashier in a period when meteoric promotions in staid old England were most uncommon and following the example of Joseph Hickson, afterwards (Sir Joseph), and W. K. Muir, from the same neighborhood, he answered in 1852 the call of the west, entering the audit office of the Great Western Railway of Canada at Hamilton, Ont., during the regime of Messrs. Brydges, Reynolds and Swinyard. Mathematically alert, his penchant for details won for him the title of General Auditor and to these duties were soon added those of the General Passenger and Ticket Agent of the line.

He was extremely particular as to uniform business methods and required from his staff strict conformity with this rule in the handling of correspondence, files and care of papers. He would not tolerate litter nor unanswered communications, but insisted on a prompt or tentative reply to letters and telegrams the day they were received. If it were not possible to make a definite reply to a communication the writer was unfailingly informed of the receipt of his letter which would be given immediate and further attention. While in Canada, Mr. Charlton made many acquaintances and some intimate friendships that were not interrupted during the balance of his life. He unconsciously attracted younger men, compelling their respect and in commercial circles was classed as one of the young country’s early railway pioneers.

Responding in 1870 to the insistence of Opportunity, he transferred his allegiance to the North Missouri Railway as General Passenger Agent, but only until January 1st, 1871, when he assumed in his fortieth year, the important position of General Passenger and Ticket Agent of Chicago & Alton Railway under President Blackstone, at the time that financier and his associates secured control of the North Missouri Railway. This Railway shortly after became the St. Louis, Kansas City & Northern Railway, and in the late 80’s was merged into the Wabash System. Mr. Charlton attained a unique and deserved prominence in his chosen sphere of progressive “American” railroading, and to these new responsibilities he brought to bear his now well developed, zealous and forceful business axioms, and an absolute loyalty and fidelity to the corporation, and in particular, the officers to whom he reported.

He was naturally inclined towards high ideals in life and loved Right, because it was right. His word was as good as his bond: his YES meant YES and his NO meant NO, and no person was ever able to twist his answer into any other meaning and get away with it. His associates in business never doubted for a single moment any statement he made and relied on his carrying out his promises and agreement to the letter. Figuratively speaking, he was a human prototype to the sturdy oak or a solid English bridge, speeding the multitudes safely on their journey, indulgent to the hurricanes of youthful hastiness and impervious to trivialities.

The first half of a popular expression, “The nineteenth century belonged to the United States, but the twentieth will be Canada’s,” was acknowledged after the close of the Civil War and concurrent with the rapid expansion of American railway facilities, Canada suffered a heavy exodus across the border of youthful brain and brawn in which Mr. Charlton later played a part. He was the friend of young men who would take hold and make an effort in the railroad business and he probably brought from Canada to the United States, and started on their careers there, a larger number than any other official engaged in traffic affairs, who found him painstaking in his efforts to educate them in the right way to handle their work. He was a martinet regarding that important essential Punctuality and it is said of him that he was never known to be late one minute beyond the hour appointed for any meeting or business engagement. Always an early riser, he breakfasted never later than 6.30 in the morning, sat down precisely to the minute at 12.00 o’clock for luncheon and took his dinner at 6.00 o’clock every evening.

When at headquarters he never missed being the first man in his office, 8.00 to 8.15 a.m., thus anticipating the regular office opening hour, 8.30 a.m. He invariably left his office at 5.00 p.m. daily, walking the three and a half mile journey to and from his residence when conditions were favorable. These unusually methodical habits were the occasion of considerable comment among other officers and business confreres. Mr. Charlton hated a lie, scorned misrepresentation of any kind and positively would not permit anyone to remain in his employ who let liquor secure the upper hand, and whose behaviour and home life threatened to bring the railway company into disrepute.

Unlike the majority of employers and railroad officials, it is known that he recognized a good man by paying him well and also assisting him to grasp opportunities for his betterment with other railways and those who worked under him at one time are now holding official positions on several railroads throughout the west and in some of the eastern states.

Loyal and fair himself, he deeply appreciated such qualities in others and rewarded with sympathetic interest and substantial assistance those long service colleagues who became embarrassed through injury, ill health or declining years. They were protected by assignment to easier positions: with the generous sanction of his executive chiefs--obtained by going “to the front” in person--Mr. Charlton secured additional funds of the Company to tide over periods of unusual expense incurred by several who, through service rendered and fidelity to the Company’s interests, he knew merited thoughtful consideration. I remember being informed of an instance respecting the case of an old friend, for twenty-five years with Mr. Charlton in the service of the Chicago & Alton and other railroads, who contracted an admittedly fatal disorder and who was carried on the pay roll until death, the Company defraying as well, the cost of medical attention and nurse constantly in attendance for a period of two years.

The Chicago Observer declared in 1896 that the Chicago & Alton Railway was recognized as one of the most convenient and luxurious of American railroads, that it was the first to run sleeping cars, to have dining cars, inaugurating also the first free reclining chair cars and reminded the public to bear in mind that these paying innovations--quickly imitated--were largely due to the Company’s indefatigable chief of passenger traffic.

The New York Tribune stated that Mr. Charlton was the ablest and most widely known General Passenger Agent in America at the time he relinquished passenger traffic duties to become the first Chairman of the newly organized Trans-Continental Passenger Association comprised then of probably fifty transportation lines. For thirteen years, or until death, he discharged the comprehensive obligations of that position to the satisfaction of a not always unanimous body of ticket and traffic experts and his excellent judgment and ability as an arbitrator on vexed questions was often most essential.

As the lines of this paragraph are being transferred from mind to page in the rolling train the transparent frozen surface of Hamilton Bay, dotted with an ice boat and a few skaters, lies a few yards below and stretches away to beach and bar, with a colony of fishing shanties squatting in the cove not far from the location of the awful “Des jardins Canal” wreck, March, 1857. Sixty years ago, over the same surface James Charlton skated and scudded on an old pair of “double mooleys” with screws in their heels and he enjoyed this sport ever after. During his life in Chicago he frequently indulged his fondness for the pastime. Railroading Hamiltonians who praise their bay, may not recall hearing that the late Samuel R. Callaway, ex-President of the New York Central Railway when a stenographer--was devoted to rowing on the same sheet of water, that his brother W. R. Callaway, G.P.A., Soo Line, also Alex. Hilton, P.T.M., Frisco System and Messrs. J. Horsburgh and John J. Byrne, prominent officials of the Southern Pacific Railway Coast Lines, were wont to fish therein.

Although a splendid speaker, very widely known, and possessing also an extended acquaintance with prominent people, James Charlton never wore his heart on his sleeve and sincerely wished to avoid publicity. Most of his leisure was spent with his family, and being a man of letters--in his unusually large and well selected English library. He was an authority on national, international and historical matters, wrote for the London Times of early United States railway building, did some reviewing of books for friendly editors and appreciated good poetry. Myles Pennington in “Railways and Other Ways” says that for a time he published portions of Browning’s works in the Chicago & Alton official railway guide, distributing as many as 10,000 copies of the issue per month until their preparation became too arduous.

In his business relations with others he was the standard of courtesy. Morally and in every way absolutely clean, this white bearded Nestor of passenger men was a grand old man. Is it not a gratification, a mental bath and an inspiration to read of and know about men of this type, particularly in high places.

UNCLE SAM’S ADOPTED SONS

Their name is legion, but this is only remotely realized beyond the broad boundaries of their chosen field of action

Mercury the messenger, fleet and comely herald, renowned in temple and forum, was a pet of the ancients. Without demur they pedestaled him as courier of the gods, rival of swift sea birds and desseminator of tidings from all parts of the world. The ready inclination to laud dispatch, prevalent in those misty, cob-webbed eras of mythology, survives after cycles of ages and to-day dwellers on this mundane sphere observe history repeat itself.

That vital requisite--speedy transportation by land and water for the beings and news of the universe--dovetails so exactly with the modern spirit of expansion that the men responsible for mechanism underlying onward movement, unwittingly compel admiration. They wear the laurel, remaining the nation’s favorites until the “powers that be” turn thumbs the other way.

In no branch of human endeavor does contention with competitor, for the plaudits and purse of the public, wax keener than in the realm of railroading and America is the arena where the fascinating game is embellished with rare _finesse_. Achievement is sweet to the ambitious and in this scientific pursuit--the result of which is constantly subjected to acid test by a discriminating people--men of brain and brawn strive mightily for humanity’s greater safety, waging a ceaseless campaign far more productive of good than were the colonization feats of conquering Roman legions.

After the triumph of Lincoln’s noble purpose and binding of the nation’s wounds, folks slept in their beds. The great emancipator’s legacy--justice, forbearance, charity--stirred men profoundly and his appeals for amity revitalized the myriad dormant avocations of peace, foreshadowing an epoch of unparalleled activity. During five decades since, there has been work to do in United States of America and worthy men to do it. Uncle Sam has no commendable physical qualification if you concede him not two most perceptive normal optics together with an eye in the back of his head. In nepotism an unbeliever, with scant indulgence for clannishness and caste, this allegorical personage suffered all applicants to joust with his stalwart native sons and demonstrate their fitness to maintain the dignity of labor--the basic agency in creating his country’s present commercial pre-eminence. Was Solomon wiser? Behold the 256,547 miles of steel highway under operation in United States in this year of grace, which encompass the land like the network of veins in your torso, bringing each remote part into communion with the centres of life.

To the gradual accomplishment of this stupendous undertaking came a swelling stream of silver, ripening judgment, indomitable patience and a battalion of optimistic Canadians to “make good measure”.

Down the avenue of years, back as far as 1840, when the movement, unlike that northward to-day, was almost a stampede south, Canada had been loaning United States the best of her bone and sinew. Thousands of determined, capable young men craving new worlds to conquer, burned their bridges and sought a future midst beckoning possibilities which the Union held out to the youth of the day. Honestly received and judged, their colleagues verdict doth attest a high percentage have shared the burden in providing transportation, that paramount essential in advancing civilization.

Prophetic was Sir Wilfrid Laurier’s forecast “The nineteenth century belonged to United States but the twentieth will be Canada’s”, when one reflects that the year 1909 yielded 138,000,000 bushels of grain and beheld 90,966 shrewd Yankees, (Messieurs, your pardon), cross with cash and chattels to John Bull’s domain to participate in garnering 400,000,000 bushels in 1915 and 200,000,000 bushels in 1917. This exodus is a straw indicating one quarter from which blows the breeze. Will the outgoing tide float with it the scores of former Canadians who have, through industry and recognizance of trust, mortised into every department of railroading in United States? Will these naturalized, integral units in business and social organizations governed from Washington, sever the moorings of environment, association, intermarriage, to return to the land of their birth? Probably not. But who knows: the answer slumbers in the womb of the future.