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THE RHILUAE REUS-REPORTÉR
1893 ANNUAL REVIEW 1894.
S. H. H. CLARK,
President of the Union Pacific System.


Omaha Railway
News-Reporter.
NOTICE.
Arthur Erown, Editor of the
Railway News-Reporter, is
the ONLY person authorized
to collect any money due tor
advertising, or for the sale of
this book. -
DAN B. HON!N.
Address ARTHUR BROWN,
Box 47O Postoffice, Omaha,
Web.
EDITORIAL.
Circumstances have rendered it neces-
sary to say a few words by way of ex-
planation, and it may be also taken as
an apology to our readers for the many
vexatious delays which have occurred
in the printing of this book.
The most cursory glance at the chair-
acter of the work will prove to the veri-
est neophyte in such matters that a
very large sum has been expended in
its production, and this is true, indeed,
the amount of money which is swal-
lowed up in providing halftone work
of so fine a quality, is very much greater
than would be believed, except by those
who have special knowledge on the
question.
The book has several times during
the past few months been almost within
an ace of completion, when some unfor-
seen occurrence would take place to
cause more delay. This has, of course,
been a pecuniary loss to those inter-
ested, while it is no secret that the
many delays have been a source of dis-
appointment to hundreds of railroad
men throughout the country, who have
been anxiously awaiting its appear-
al, Il CC. -
This book was just fairly started
when the financial distress struck the
country with such violence as to cause
a cessation of many projects which
were backed much more strongly than
this, and some pride is taken in the
fact that so many obstacles and dis-
couragements have been so successfully
OVCl’CODO €.
In many cases time was lost by a
lack of promptness on the part of sev-
eral of our correspondents who under-
took to furnish us either with photo-
graphs from which to have the cuts
made, or facts to assist in the compila-
tion of the various biographies.
Originally a book of about one hun-
dred pages was contemplated, but so
many circumstances were arising and
conditions changing that it has been
found necessary to add page after page
until the present size has been reached.
It is not claimed that the book is per-
fect, and no one can be more conscious
of its defects than the writer, but So
much care has been exercised as to
justify a claim to accuracy as to facts,
and good work typographically. How-
ever, with all its merits and deficien-
ciencies the book is here, and it is asked
that our readers will be
“To its virtues very kind
“And to its faults a little blind.”
It is not intended that this will be
the last venture of the kind, for the ex-
perience gained in producing this work
will be of immense value on any future
occasion, in facilitating its issue more
promptly as to time, and more perfectly
as to manner and matter.
With these few words of apology or
explanation or whatever our readers
may see fit to call them, we send the
book on its way, feeling that its com-
pletion, in the face of so many difficult-
ies, is a work of which no one need feel
ashamed.
ERRATA.
Naturally in a book of this character
which has been some time in the press,
certain inaccuracies will occur, for
although railroad men are good Stick-
ers they occasionally do remove, get
promoted or die, and in recording their
each others faces,
doings and locations it is not unreason-
able to expect that some statements
may creep in which while perfectly
true at the time of writing, may today
be quite wide of the mark. So far as
possible, therefore, these matters will
be noticed in this column.
On page 49 there appears a biography
of William F. Vaill, who was the popu-
lar city ticket agent in Omaha for the
Burlington. It is with regret we re-
cord the fact that Mr. Vaill died on
June 11, a full notice of which appears
on page 13.
Frank Robinson, who was private
secretary to President Clark of the
Union Pacific, died shortly after the
printing of his biography. His death
was deeply regretted by all who knew
him. -
Since the short write-up of Mr. Syl-
vester R. Rush was printed on page 95,
this worthy gentleman has been ap-
pointed assistant United States attor-
ney for Nebraska, which is a further
evidence that he deserves the good
things there spoken of him. .
Not so much by way of correction as
addition, the fact is recorded that Mr.
Thomas Lord Kimball of the Union Pa-
cific has been elected president of the
American National Bank of Omaha.
Readers will find two biographies of
Mr. John M. Thurston. Every railroad
man will be glad to read the additional
facts presented on page 13 in connec-
tion with the life of the able and popu-
lar general solicitor for the Union Pa-
cific system. •
General Manager Ed Dickinson of
the Union Pacific had not received his
latest promotion when his write-up
was printed on page 71. Every one
who knows him is as glad he is general
manager as the editor is to make the
correction.
E. E. Posey was acting general pas-
senger agent for the Mobile and Ohio
until three months ago. Readers are
respectfully invited to strike out the
word “acting” and let the rest remain.
Mr. W. B. Doddridge is referred to
pon page 89 as general manager of the
Cotton Belt line, and the ink was
scarcely dry when he was placed in
charge of the big Missouri Pacific sys-
tem, which it is superfluous to say he
has managed with exquisite skill.
The appointment of a receiver for
the Oregon Railroad and Navigation
company resulted in Robert W. Baxter,
who for so many years was superin-
tendent of that section for the Union
Pacific, being thrown out of a position.
It is understood, however, that he will
devote the whole of his energies to the
construction of a railroad between
Portland and Astoria, in which he holds
a large interest. Bob, as he is famil-
iarly called, is much liked, and railroad
boys every where will be glad to learn
that his venture promises to be very
successful.
Page 94 speaks of Mr. W. S. Dim-
mock as manager for the Postal Tele-
graph company at Omaha. He had
previously been a railroad man and has
returned very close to his former love
by accepting the appointment of gen-
eral manager for the Omaha, Bridge
and Council Bluffs Railway company,
in which capacity he has been a great
Sll CCGSS.
This book is meant to fill a place
which has long been vacant. It has
often been felt that the weekly edition
of the Railway News Reporter did much
by its printing of cuts of railroad men,
and the publication of their biogra-
phies to familiarise its readers with
lives and locations,
and the idea therefore of publishing a
large number in comprehensive form
similar to this was warmly supported
when first mentioned. It is felt that
the place will now be filled
much good is expected to follow.
and
U.P. RECEIVERSHIP.
The receivership which has
created in connection with the Union.
Pacific system since this book was com-
menced has not been canceled at this
writing, but it is hoped soon that the
reorganization negotiations will be
brought to a successful conelusion.
These, it is understood are in a fair
way of being satisfactorily settled, and
is a consummation very much to be de-
sired. While the administration of the
receivers has been in every respect sat-
isfactory—indeed it could not be other-
wise under the control of such an able
quintet, and the continuance in their
—yet it can never be satisfactory to
have the aid of the United States courts
invoked to carry on the business of a
railroad corporation, and it is sincerely
desired by every good citizen that the
Union Pacific, Santa Fe and all other
railroads which are now in the hands
of receivers will soon be able to declare
their independence and go on their
several ways rejoicing.
Consequent upon the inauguration of
the Union Pacific receivership the Den-
ver and Gulf and the Oregon Railway
and Navigation company each obtained
a bill of divorce from the big system.
At the time the Denver and Gulf was
cut off, it was thought in many quarters
that the result would be anything but
good, but the gentleman who was ap-
pointed receiver—Mr. Frank Trumbull
—has proved himself to be a first-class
administrator and from a public stand-
point the result has been satisfactory.
In his choice of departmental heads,
Mr. Trumbull has displayed great
judgment for in Messrs. Semple and
Wilde he has two railroad men who are
at the very top in their particular de-
partments and they have done splendid
work in putting the affairs of the road
on a good basis. º
On the Oregon line, the appointment
of Mr. McNeil gives every confidence
that its business will be carried on in
the most satisfactory manner, for all
who know him are aware that the
choice reflected the highest credit upon
the wisdom of those who were respon-
sible for it. This appointment has
been made so recently that its effect
has not yet been felt, but no doubt
exists that it will result as happily as
in the case of the Denver and Gulf.
MIA'1'T DAUGHERTY.
The gentleman whose name appears
above has been nominated as the re-
publican candidate for the United
States congress for the Sixth district,
and from what we know of him we are
sure he will make a great run for the
honor. As an old railroader and a man
who has the esteem of all who know
him, we have no hesitation in declar-
ing that in securing the nomination his
election is a practical certainty, for the
railroad interests in his district are
very great, seeing that three main lines
..run about a thousand miles through it,
and it goes without saying that the
employes will have a big say in in any
election in which an old comrade is
taking part, especially as it must be
evident that no adequate recognition
of the employes' rights can be obtained
until they secure proper representation
in the halls of congress.
Matt Daugherty is of Canadian birth,
having been born on the Great Western
railway in Ontario in September, 1854,
but is practically an American, as he
was brought to this country by his
parents at a very early age, when they
removed to Trumbull county, Ohio.
Here he attended the district school un-
til 1864, when the death of his father
necessitated his going to work in order
to assist his widowed mother in provid-
ing for her support and that of a
younger brother. He secured work as
| a water boy on a gravel train on the
loeen -
the load placed on a sound basis, which
positions of all the managing officials
Atlantic & Great Western railway at
$1.25 a day, where he remained a year,
leaving home on his mother again en-
tering matrimony. His self-reliance
now exhibited itself, for he left home
with the intention of seeking his own
fortune and removed to Warren, Ohio,
where he worked in a family for
his board and clothes and at-
tended the public schools two years,
when he secured a position as clerk in
a store at Brookfield, Ohio. Four years
he remained at this, and saved all he
could from his earnings, with which he
entered the West Farmington Semina-
ry, at Farmington, Ohio, remaining .
until the close of his junior year. In
October, 1873, when the panic struck
Ohio, he went to Toulon, Stark county,
Illinois, and studied law with Hon. .
James H. Miller, late speaker of the
Illinois house. In 1875, having attained
the age of 21, he came to Nebraska and
settled at Crete, where he made his
home for fourteen years. During his
long residence at Crete Mr. Daugherty
has been a most active and enterprising
citizen, having been elected to the city
Council several times, and has been a
member of the board of supervisors of
Saline county. He was an alternate
delegate to the Minneapolis convention
and was chairman of the republican
central committee for Saline county,
being now chairman of the congres- -
Sional committee for the Sixth district.
By his energy and push Mr. Daugher-
ty has done a great deal for his district
in the way of securing the establish-
ment of various enterprises, and it is
conceded by all that his services have
been of the greatest possible value in
assisting to build up the state.
. In 1888 be removed to a ranch on the
North Platte river near Ogallala, owned
jointly by his brother John and him-
self, where he now resides with his
family. We heartily commend to our
many readers in the Sixth congression-
al district a consideration of Mr.
Daugherty’s claims for their support at
the forthcoming election, as we are
anxious to see the employes of our rail-
roads enjoy more and better represen-
tion in the affairs of state, and we
know that in him they would have a
good representative, as he is a forceful
speaker, and was never known to be
untrue to any trust reposed in him, in
fact examples are well known over the
district where he has gone to consider-
able trouble and expense to show his
friendship. The instance of his going
to Mexico to stand by his friend, Dell
Akin, who was arrested on a false
charge, is still fresh in the minds of
people.
RAILWAY RECEIVERSHIPS.
During the year 1893 no less than
Seventy-two railroads went into the
hands of receivers. The total number
of miles involved is over 23,000 and the
bond and Stock indebtedness is about
$1,310,000,000. These figures merely
represent, those railroads which by
force of circumstances were compelled
to seek administration by our courts
during 1893. Up to the end of 1892 the
number was fifty-two, thus making a
total of 124 roads under the control of
receivers. • " * >
These 124 roads represent an aggre-
gate of 33,665 miles or as nearly as
possible 20 per cent of the railway
mileage of the United States at the
Opening of the present year.
The most serious is, of course, the
Atchison, Topeka & Santa Fe, which is
reputed to be the greatest railway on
earth, operating and controlling no less'
than 9,344 miles of road, and represent-
ing the enormous debt of more than
$350,000,000. In a number of cases the
receiverships will be only temporary,
and will result in a reorganization on
stronger lines. Already there are in-
dications of this, for negotiations are
already well forward looking to the ex-
tinguishinent of the court control, and
establishing the roads anew on a solid
basis. The Atchison, Topeka & Santa,
Fe, and the Union Pacific are included
in this reference. It will be good news
for the country and the interested roads
when these matters are settled,
º----"£3;~if-
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2 - / 4- 94 %
Holiday
Number.
3
H. COLLBRAN.
One of the finest of our full page cuts
is that of the above named gentleman
on page 23. Mr. Collbran was born
December 24, 1852, in London, England.
At the age of 13 he began his railway
career as a messenger boy, and from
that time until 1881 he served in various
capacities on the English railways. In
September of that year he obtained his
first American railway position by be-
ing appointed general freight and pas-
senger agent for the Alabama Great
Southern road, similar duties for the
New Orleans and Northeastern road
being added shortly after, which he
continued to perform until January,
1884, when he became general freight
agent for the Queen and Crescent sys-
tem, embracing the Cincinnati South-
ern and the associated roads: Alabama.
Great Southern, New Orleans and
Northeastern, Vicksburg and Meridan,
and Vicksburg, Shreveport and Pacific,
and in July, 1885, the duties of general
passenger agent were also placed upon
his shoulders.
In July, 1888, Mr. Collbran accepted
the position of traffic manager of the
Colorado Midland railway and the fol-
lowing year was appointed general
manager. He continued in this posi-
tion after the Atchison, Topeka and
Santa Fe purchased the Colorado Mid-
land, until at the death of President
Manvel the whole of the lines compris-
ing the great system were reorganized
and the management transferred to
Topeka.
In May, 1893, he was appointed to the
charge of the whole of the commercial,
traffic and general matters in Colorado
and Utah for the A., T. & S. F., a posi-
tion he ably fills at the present time.
Mr. Collbrain was one of the first to
recognize the importance of the gold
discoveries in the Cripple Creek district
in 1891, and the following year in com-
pany with Mr. W. K. Gillett, he organ-
ized the Midland Terminal railway, a
standard road of thirty miles total
track, and running from Divide Station
on the Colorado Midland line to Cripple
Creek. In spite of the almost total
collapse of the silver mining interests
in Colorado, and the consequent gener-
al financial distress, at the time of
writing this railway is almost com-
pleted, and it is expected that by the
middle of September, 1894, the line will
be running to the terminal point at
Cripple Creek. The road is well built
and has cost about $600,000, the ex-
penditure of this money during the dull
times being an especial boon to the
people of the district. Considering the
size of this line it is almost impossible
to exaggerate its importance, for its
earnings up to date have proved it to
be a phenomenal success, and as the
district progresses, which it certainly
will, there will not be a better paying
thirty miles of line in the country.
To Mr. Collbrain is personally due al-
most the whole credit for this enter-
prise, for he organized the company,
went to New York and raised the nec-
essary capital, and supervised its con-
struction, pushing on the work with
the most dogged perseverance in the
face of many discouraging circum-
stances. This line is one of the most
valuable feeders the A., T. & S. F. has,
and Mr. Collbran acts as president in
addition to his other multifarious duties
as the representative for two great
states of the greatest railway system on
earth.
F. W. GREENE,
F. W. Greene, the well-known and
popular general agent of the passenger
and land department at St. Louis for
the Mobile and Ohio railroad, was born
at Hudson, Mich., July 8, 1854. He
began his railroad career in 1871 in the
general freight office of the Hannibal
and St. Joe road, at Hannibal, Mo., and
was ticket agent at that place from
Louis,
| Some time.
1874 till 1877, when he accepted a posi-
tion as chief clerk in the general pas-
senger and freight department of the
central branch of the Union Pacific at
Atchison, Kan. From 1880 until 1882
he was general traveling agent of the
Wabash and Missouri Pacific, when he
became southwestern passenger agent
for the Northern Pacific, with headquar-
ters at St. Louis. For two years he filled
this position with great satisfaction,
when he was appointed freight and
passenger agent of the Wabash at St.
remaining in this sphere for
three years, and in 1889 was made
division passenger and ticket agent for
the same company at Decatur, Ill., thus:
filling another three years of his life.
In 1892 he retired from the railway
service and entered the mercantile
business, but at the end of a year he re-
turned to his old love as general agent
of the passenger and land department
at St. Louis, for the Mobile and Ohio.
Mr. Greene takes front rank as a rail-
road official and by a uniformly cour-
teous demeanor to all with whom he
comes into contact, has made many
warm and steadfast friends.
B. H. PAYNE.
The heading of this notice is the name
of the assistant general passenger and
ticket agent of the Union Pacific sys-
tem. Mr. Payne is a native of the
Blue Grass state, claiming Lexington
as the place of his birth, the date be-
ing November 1, 1861. At the age of 18
he entered the railway service as office
boy in the general passenger depart-
ment of the Kentucky Central railroad
at Cowsington, Ky., remaining there
He was afterwards chief
rate clerk of the Chncinnati, Washing-
ton and Baltimore railroad, which he
resigned to accept a similar position on
the Queen and Crescent Route. On Jan-
uary 1, 1887, Mr. Payne was appointed
chief rate clerk for the Missouri Pacific
railway at St. Louis, a position he filled
with great ability and success for five
years,
assistant passenger and ticket agent
for the same company, holding this
office until March 1, 1894, resigning to
accept his present position as assistant
general passenger and ticket agent of
the Union Pacific system.
The career of Mr. Payne is an evi-
dence of his genuine worth, for it would
be impossible for one other than a first-
class Inan to achieve so much success.
He is fully recognized as one of the
bright partical stars in the railway
firmament and greater things of him
are sure to follow.
J. C. THOMAS.
Mr. J. C. Thomas, recently appointed
inspector of customs at Omaha, was
born at Holland Patent, New York, a
little village situated twelve miles
north of the famous “Valley of the
Mohawk,” an obscure place which, in
later years, attained prominence
through its associations with the
earlier life of Grover Cleveland.
At the age of 17 Mr. Thomas began
his business career in New York City,
where he remained eight years, the
last two being on the staff of buyers
for the great wholesale house of Tefft,
Griswold & Kellogg.
He has lived in Omaha, most of the
time for the past twenty years, during
a goodly portion of the time being en-
gaged in the men’s furnishing goods
trade. Mr. Thomas was cashier of the
Omaha Herald at the time of its sale
by Miller & Richardson, since which
time he has been engaged in the life
insurance business here and in various
points in the south and west. In ap-
pointing Mr. Thomas to the position of
inspector of customs Dr. Miller has con-
ferred an honor upon a worthy demo-
crat and the appointment meets with
the approval of all who know Mr.
Thomas,
one of the most
when he was promoted to be
EVERETTE ST. JOHN.
The able and popular general man-
Pacific railroad was born in Connecti-
cut February 4, 1844, and has thefore
just completed his half-century of ex-
lstence. At the age of 18 he began his
brilliant railroad career as a clerk in
the debot and general ticket office of
the Quincy & Toledo road. This road
being afterward united with the Great
Western railroad of Illinois, he entered
the service of the consolidated road at
Springfield as clerk in the general
ticket department. On the 4th of July,
1863, he joined the road which has re-
ceived the benefit of his uninterrupted
services for more than thirty years.
the general ticket department, being
successively promoted to chief clerk in
full charge in 1869, general ticket agent
in 1879, general ticket and passenger
agent in 1885, assistant to general man-
ager in 1886, and finally in 1887 was
made general manager.
In every capacity Mr. St. John has
given ample proof of the possession of
great abilities, and has made his road
successful in the
country. During the disastrous strike
which took place at Chicago in June,
1894, as chairman of the General Man-
agers' association, he had upon his
shoulders the whole responsibility in
connection with the various lines of
railroad involved, and it is conceded
that by his a bility and the firmness of
his demeanor, he did much to prevent
the strike assuming greater propor-
tions than it did. It would be entirely
superfluous to say anything about the
great confidence reposed in Mr. St.
John by his own and all the other rail-
road companies with which he is
brought into contact, for it is so well
known and appreciated.
JUDGE WILLIAM R. KELLY.
The picture which we produce on
page 4 of Judge William R. Kelly, the
general attorney for Nebraska and as-
sistant general Solicitor for the Union
Pacific, is one that well portrays the
mainly face and intellectual forehead of
the able and popular judge. William
R. Kelly first became a denizen of this
terrestrial sphere in the year 1849, in
the Buckeye state, some times known
as Ohio.
In early life he removed to De Witt
county, Illinois. He was educated in
the common schools and his subsequent
career speaks in terms of the highest
| praise of either the excellence of the
educational system prevalent there or
his indomitable perseverence in acquir-
ing knowledge—possibly both.
In 1864 he enlisted as private in the
Twentieth Illinois veteran volunteer
infantry and served as such till the end
of the war, thus when only 16 years
old giving very practical evidence of
the stuff he was made of. In 1876,
having in the meanwhile successfully
studied law and been admitted to the
bar, he was elected states attorney for
De Witt County, Illinois, a position he
retained until he resigned for the pur-
pose of coming further west.
The judge arrived in Nebraska in
1879, his first experience of western life
being in the city of Lincoln, where for
a time he practiced his profession.
During his residence in Lincoln he
was for two years city attorney for the
capitol city.
In 1888 he removed to the city of
Omaha and became general attorney
for the whole state of Nebraska on the
Union Pacific, and later was appointed
assistant by Mr. Thurston, general sol-
icitor for the entire system.
The position Judge Kelly occupies is
one of the greatest responsibility, and
it is no exaggeration to say that the
manner in which the duties of his de-
partment are performed reflects the
highest credit upon him and gives every
ager of the Chicago, Rock Island &
His first position was that of clerk in
satisfaction to the people with whom
he comes in contact. During the late
wage schedule negotiations he had to
do a full sliare of the work, and his
affable and courteous disposition gained
for him many friends even among those
who prima facie were on the other
side, a little fact which is the best com-
mentary upon his way of doing the
business of his department.
HON. C. W. GALLIGHER.
It will no doubt be like carrying coals
to Newcastle or corn to Saunders county
for us to attempt to introduce the sub-
ject of this sketch to the citizens of
Omaha, but for the benefit of those
thousands of our readers in other parts
of the United States we may say that
Mr. Galligher has been a resident of
Omaha for twenty-five years, and we
can assert, without fear of contradic-
tion, ſº honored one. In all of the
years of his residence here he has been
a respected and active member of the
community.
He has seldom sought office, but on
two occasions when his friends, recog-
nizing his strength, nominated him for
an elective office, he was both times
elected by an overwhelming majority.
He served one term in the city council
and one term as state senator, and in
both positions acquitted himself with
credit to himself and honor to his con-
stituency. In 1884, when President
Cleveland was serving his first term,
Mr. Galligher was selected for the posi-
tion of postmaster. How well he
served the public is almost as well
known as he himself. During his
whole term but one charge was brought
against him, and that was that he did
not reduce the price of postage stamps.
It was dismissed. The selection of Mr.
Galligher by Dr. George L. Miller as
his deputy collector for the city of
Omaha was well received by the people
irrespective of party. We predict that
the duties of that important position
will be discharged as never before,
and express the hope that the salary
will be as unlimited as are the talents
of the genial deputy.
JE. L. MAGN US.
The subject of the above sketch is one
of the best known young democrats of
the city of Omaha. Mr. Magnus was
born June 14, 1860, in the city of Brook-
lyn, N. Y., where he acquired a liberal
education and remained until 1887,
when he came to this city. Since
coming to Omaha, he has been actively
identified with the democratic party
and has always spent his time and
his money to advocate its cause.
He is one of the vice presidents
of the Samoset association and lends
his voice at the meetings of that asso-
ciation for the further advancement of
democracy. Mr. Magnus is engaged in
the commission and builders' supply
business in Omaha and is a citizen
worthy the confidence of any commu-
nity. His biographer takes pleasure in
presenting him to the readers of this
book and will say that to know him is
to admire him.
RECEIVERSHIP.
The Denver, Leadville and Gunnison
road, which has been a part of the
Union Pacific system, was, on August
7, 1894, placed in the hands of Mr.
I'rank Trumbull, who is receiver for
the Denver and Gulf road, and who
will operate it under the direction of
the court. It is understood that this
line will be run in conjunction with the
Denver and Gulf, and that the same offi-
cial staff will do all the necessary work.
The establishment of this receiver-
ship is in line with the apparent policy
of Colorado to carry on all the railroad
business in the state as far as possible
without being tied to any of the larger
Systems. This line could not be placed
in better hands than those of Mr.
Trumbull, who has been such a marked
success in the railway sphere.
f
#
4. Onnaha Railway News-Reporter.
WILLIAM R. KELLY. ALEXANDER. G. COCHRAN,
Assistant General Solicitor of the Union Pacific System. General Solicitor for the Missouri Pacific System.
--
-
H. G. CLARK, ALEXANDER ANDERSON,
General Superintendent of the Missouri Pacific System, Private Secretary to the President of the Rio Grande Southern.


WILLIAM L.ARRIMER,
Chief Train Dispatcher, U.P. Rºy, Denver.
CHARLES TIEL,
Union Pacific Railway.
FRANK DUNCAN, -
Chief Clerk Gen'l Supt’s Office U.P., Denver.
Onnaha Railway News Reporter.
tº ---
JOSEPH S. SYKES,
General Manager’s Office, U. P. Rºy.
CHARLES A. COONS,
Private Secºy to J. H. McConnelſ, U.P. Rºy
wº-º-tº cºntrºves.
JOHN B. SHELDON,
JAMES H. O'NEILL,
Manager U. P. Telegraph Office, Omaha.
Trav. Pass. Agent U. P. Rºy, Portland, Ore.
CHARLES D. WARD J. H. LICHTEBERGER,
Agent Mobile & Ohio, Kansas City.
Old Time Railway Man.







6 Omaha Railway News-Reporter.
"Ah! That's the Lillº,"
J. Francis, Ceneral Passenger and Ticket Agent, Omaha, Neb.




Holiday Number. 7
A GREAT MISTAKE.
- -
This is the Piano it Was all About.
--
“I will never have any but the Steinway Piano,” said a ſiuely dressed gentleman on his way to the piano store. “Will you tell me how
you came to like the Steinway” asked an agent for another house. “Yes. We never had any other and we believe in letting well enough alone.”
“So you are attached to the Steinway,” continued the agent. “So much so,” was the reply, “that I would accept of no proposition whatever from
a competitive house.” And then he added: “My daughter knows what she wants.” “See here Mister, I’ll put the Wegman Piano in your parlor
along side of the Steinway, blindfold your daughter and under the most thorough test she will be unable to distinguish the difference except in favor
of the Wegman Piano.” “I bet you $200 to one that she can tell the Steinway by a run of three octaves on the keyboard,” was the rejoinder.
“I will take that bet,” said the agent, “providing you keep your daughter from seeing either instrument until they are set up in your parlor.” “I
accept of the conditions,” remarked the buyer, “but you better save your money young man.” “No sir, that is my look out; you take care of vour
end of the business and I'll take care of mine.” “Well, but here,” the daughter says, “there are three in this arrangement, and how am I to be con
sidered?” “Considered,” said the old gentleman, “why, I'll give you the $200, of course I will, and then you can buy a baby grand instead of an
upright. Don't you see?” “Well, but,” the agent says, “if she should pronounce the Wegman finest in tone, finest in touch, will you buy the
Wegman?” “Most certainly I will,” was the response. “It she can't tell the difference between the Steinway and Wegman as long as she has been
playing pianos, I will buy the Wegman in preference.” “Submit that in writing,” said the agent, “before a notary public and I will have the agree-
ment placed on record, and a certified check deposited to the holder of the stakes.” “Here too,” said the old gentleman, “and I'll see that everything
is done on the square. No back down. No take water on this life boat, young man. Make it as binding as you like and I’ll see it is as fair as it is
binding.
The next day the two pianos were placed side by side, the cases being as near the same pattern as possible, and each tuned to concert
pitch. By some little social diplomacy the Steinway agent offered to assist in blindfolding the lady before she entered the room.
The Wegman agent meantime insisting that as the Steinway agent had the advantage of closer acquaintance with the old gentleman's
daughter it would be nothing more than right in their absence without their knowing it, that the positions of the pianos should be changed in the
room, not that he suspected any one of doing him an injustice.
“Certainly,” the old gentleman remarked, “fix the pianos as you like;” which the Wegman agent proceeded to do.
The pianos being changed, the Steinway agent entered the room in company with the blindfolded daughter.
Being led to the piano her delicate fingers pressed the ivory keys of the Wegman piano, and then with much more than necessary caution
approached the other unknown Steinway. It seemed to be a struggle to play that instrument. She faltered at first and then as if striving to over-
come her prejudice and be more than fair to the Wegman piano nervously rushed pell mell into one of Beethoven's Sonatas.
Then said: “This piano I have just been playing seems to lack that peculiar singing quality of tone possessed by the Steinway, also that
elasticity of touch so well adapted to difficult technique. It is a very good piano, however, but by all means I prefer the first instrument played
upon. It has such a wonderful action, that any one unprejudiced would find in it the more desirable qualities, were they talking of purchasing a
piano.” Then, as if to prove her opinion as infallible, she stepped back to the Wegman piano and played with all her might until the very energy
of the performer was lost to consciousness in the floods of melody that rolled and swelled in grandest harmony from skillful fingers and ivory keys.
In that ecstacy the triumph of skill amid her enthusiasm and admiration she sang out. “This is my piano. The piano of my heart, is Steinway.
I cannot change my mind. Do take off these bandages from over my eyes and let me behold its beauty.”
It is needless to say the bandages came off, but not by the person that put them on. They were undone by the Wegman agent
The musician caught one glimpse of the name and evaporated in space. The Wegman agent drew the $200 out of the bank. The old
man bought the Wegman piano. The Steinway agent lost his job and committed suicide. And
WOODBRIDGE BROS.,
12O North 15th St., Ornaha, Neb.,
Now HAVE THE MOST PROSPEROUS PIANO TRADE IN ONIAHA. -

Onaha Railway News-Reporter.
-
-
-
-
J. A. FILLMORE,
General Superintendent of the Southern Pacific Railway, San Francisco.
CITIZENS.
7–S. E. COTTER.
S–J. E. JONES.
POPULAR ST. LOUIS
1–J. G. DEL API, Al NE. 4–F. W. STOCK TON.
2–J. E. DAVENPORT. 5–W. B. B.A.R.R.
3–C. A. WATERMAN.;
G ROU Hº OF
6–C. L. G. RICE.



Holiday Number.
JAMES L. D.E.B EVOISE,
City Pass. Agent. Rock Island Route.
HARRY E. MOORES,
City Ticket Agent, Wabash Railroad.
ELMER. E. HOFFMAN,
Trav. Pass. Agent M. P. Rºy, Denver,
E. P. BRIN EGAR,
Traveling I’ass. Agent, Roºk Island Route.
GEORGE ENTRIKIN,
Contracting Freight Agent, Wabash Rºd.
GEORGE DORRINGTON,
Trav. Pass. Agent M. P. Rºy, Omaha.
J. S. McNALLY,
City Ticket Agent, Rock Island Route
JOSEPH TEAHON,
Trav. Pass. Agent, Wabash Railroad.
WILLIAM. S. BARNES.
Trav. Figt. Agt, M. P. Rºy, Omaha.





Onaha Railway News Reporter.
JOHN M. THURSTON,
General Solicitor Union Pacific System.

Holiday
11
Number.
-
-
MATT DAUGHERTY, (Old Time Railroader.)
Republican Congressional Nominee for Sixth District, Neb
JOHN A. O'KEEFE,
Prominent Railway Contractor, Chicago.
PERCY B. FORI),
Manager Standard Accident Insurance Co., Omaha.
SAMUEL PHIPPS,
30 Years Conductor on New Jersey Central.




| 2
Holiday Number.
EUCLID MARTIN,
Chairman Nebraska Democratic State Central Committee.
HENRY SCHARF,
Proprietor of the Celebrated “Schlitz.”
ARTHUR BROWN, WIFE AND SON,
Of Tib, RAIlw AY NEWS-REPORTER Staff.
FREDRICR
Two Well Rinown
FREDERICKSON AND M. B. DOUGLAS,
Union Pacific Engineers of North Platte, Neb.


Holiday Number.
13
*
JOHN MELLEN THURSTON.
There are not many instances on rec-
ord in any country of a better illus-
tration of a self-made, man than is given
by Mr. Thurston. Commencing life as
a poor boy, compelled to labor with his
hands for daily bread, he has risen
above these circumstances and is an il-
Justrious example of the possibilities of
our civilization and free institutions.
He is descended from a family of
Thurstons who originally came from
Suffolk, England, landing in Massachu-
setts in 1636. The worthy subject of
this notice was born at Montpelier, Vt.,
August 21, 1847, and his early life was
full of the hardships incident upon be-
jng poor. On the breaking out of the
civil war his father enlisted in the First
Wisconsin cavalry and remained on
duty until the spring of 1863, when he
was sent hºme in a dying condition,
living only a few days after arriving
there. The family at this time consist-
ed of the wife. three married daughters,
one unmarried daughter and John Mel-
len, who was now compelled to support
his mother and the rest of the family,
as they were wholly without meaus.
Being an affectionate and brave son he
did anything he possibly could to make
an honest living.
Every summer from the time he was
fourteen years old he worked in the
harvest fields of Wisconsin, and in the
fall hired out as an attendant to a
threshing machine, receiving for this
about $30 per month.
In 1865, when barely eighteen, he
went to Chicago to accept a position as
driver of a horse and wagon for a
wholesale grocery house for the munifi-
cent salary of $10 per week, continuing
at it for a year, and being of course no
better off at the end of that time. Re-
turning to his mother's home at Beaver
Dam, for three winters he was engaged
in fishing through the ice and trapping,
and he made quite a good thing out of
this, being enabled to attend to his
education part of the time. At the
end of 1866 he left the public schools,
which he had attended for severtil
months, and entered Wayland Univer-
sity, which two years later was closed
for want of funds to carry it on. The
collapse of this college ended his school
days.
Being now determined to study law
he entered the office of Mr. E. P. Smith,
an eminent attorney of Wisconsin, and
for many years a practitioner at the
Milwaukee bar. So well did Mr. Thurs-
ton study that in May, 1869, after a se—
vere examination in open court by the
Hon. Alva Stuart, he was admitted to
the bar Of Wisconsin.
The strain of this application to for
ensic study on his finances having been
very great, he was compelled to return
once more to manual labor in order to
support himself and he successively
coi, tracted for fence building and work-
ed as a harvest birder. With this life
he grew dissatisfied, and like many an-
other ambitious spirit, decided to “go
west,” finally locating in Omaha on
October 5, 1869, in company with Her—
man E. Luthe, who is now a success-
ful attorney practicing at the Denver
bar. These two hopeful and aspiring
young men became associated together
as the legal firm of Thurston & Luthe
and passed through a very hard time, so
hard, in fact, that Mr. Luthe was liter-
ally starved out, and having a wife to
support, was compelled to leave, as the
business did not pay anything like
enough to keep them going. Mr-
Thurston, hewever, with a persistence
which has characterized him all through
life, stuck to it with varying Success
until in 1871, Judge Morris having re-
signed, he was appointed Justice of the
Peace. . He continued to practice law.
and administer justice, evidently two
quite distinct things, until the spring of
1873, when he gave up the latter to
form a law partnership with the Hon.
Chas. H. Brown, and about this time he
was elected a member of the city coun-
cil for the Third ward of Omaha, filling
the position for two years, and acting
as president of that body, and also as
chairman of the judiciary committee.
In 1874, after completing his term in
the council, he was appointed city at-
torney by Mayor C. S. Chase, which po-
sition he filled for three years, finally
resigning to accept the assistant attor—
meyship of the Union Pacific railway.
In 1872 Mr. Thurston’s future looked so
bright that he felt justified in entering
upon a matrimonial velature and was
united to a daughter of Col. Luther
Poland of Omaha, a most estimable and
accomplished Jady who has borne him
six children, three of whom survive.
For the past twenty years Mr. Thurston
has been identified with almost every
important case in the courts of Nebras-
ka, and although he has never sought to
become promiuent in criminal cases, he
has been called upon to defend no less
than fourteen persons charged wit.,
murder, and he has the unprecedented
record of an acquittal in every case.
In 1875 Mr. Thurston unanimously re-
ceived the republican nomination for
judge of the Third Judicial district of
Nebraska, in which Omaha is situated,
but was defeated by the Hon. J. W.
Savage. In 1884 he was delegate at large
to the republican national convention,
held in Chicago, and was chairman of
his state's Gelegation as well. He par—
ticipated in the debate and seconded the
nomination of John A. Logan for the
vice presidency. In 1888 he was one of
the presidential electors for the state
of Nebraska, and was the messenger to
carry the vote to Washington.
He was a member of the national re-
publican convention which nominated
General Harrison for the presidency,
and the temporary presiding officer of
that body.
Mr. Thurston has long been kuown as
an able and eloquent lawyer, but it was
not until the late republican national
Convention in Chicago, when he was
made the temporary presiding officer,
that he achieved a national reputation
as an impressive orator. His speech
delivered upon that occasion was one
of great power and elicited rapturous
applause from the vast multitude
present. Indeed, he was accorded at its
close an ovation such as few speakers
ever receive. His command of language
is very unusual, while grace and polish
mark every Sentence. Added to these
accomplishments is a splendid presence
which stamps him as a man of great
force of character, and as a born leader
Of men.
The record Mr. Thurston h is made
is one not often met. He has not at-
tained his present legal eminence on
account of favoring circumstances, but
it is clearly the result of natural ability.
and close application to his profession:
During the political campaign of 1888,
Mr. Thurston appeared in various parts
of the country in the interests of the
republican party, and everywhere met
with a cordial reception from the
people and strengthened his already
great reputation as an orator. On Oc-
tober 17, 1888, he addressed the largest
audience ever assembled in Chicago, up
to that date, to listen to a political
speech. Five thousand ladies and
gentlemen were crowded together in
Battery D, and for two hours he held
the vast assemblage as eager listeners
to his eloquence, and the verdict of the
Chicago press was that Judge Thurston
has but few equals in this Country as a
finished? Orator.
On many occasion the judge has been
called upon to deliver addresses, and
mâny of them are memorable through.
Out the country. His oration on the
Centennial anniversary of constitutional
independence āt Chicago in 1889; his
eulogy on General Grant before the
|Union League club, his address on
Abraham Lincoln in 1890, and many
others, will long be remembered by those
who were fortunate enough to hear
them. While not in any sense a can–
didate, he has often been named for im-
portant positions, and it was expected
at one time that President Harrison
would have availed himself of Mr.
Thurston’s services in his cabinet in
1885, and for the United States senate
he has on two occasions been strongly
presented to the legislature of his state,
Among the republican party and geu-
erally throughout Nebraska the name of
John M. Thurston is one to conjure
with, and at the present writing it is
expected that he will be the next sena—
ator from his state, for among all par-
ties there is not a man who has greater
ability or enjoys the confidence of his
fellow citizens to a greater extent than
he does.
For the past six years Mr. Thurston
has not engaged in the general
practice of law, his entire time
being taken up with the duties of his
exalted position as general solicitor of
the Union Pacific railway, one of the
largest lines on earth, a position which
Mr. Thurston fills most ably.
. . . ." . .
WILLIAM FOWLER VAILL.
Arrintense gloom was cast over rail-
road circles in Omaha by the news
which appeared in the newspapers of
June 12th announcing the melancholy
death of W. F. Wail], which occurred at
the Clarkson hospital on Sunday even-
ing. For some weeks past he had been
suffering from what - he thought was
merely stomach trouble, but which
turned out to be a cancerous growth,
and eventually caused his death . with
shocking suddenness, for he had only
been confined to his bed a few days.
Mr. Vaill has for many years been a
highly esteemed resident of Omaha,
and for nearly five years has been the
amiable and popular city ticket agent
for the Burlington railroad.
William Fowler Vaill was born Sep-
tember 29, 1860, at Knoxville, Ill. He
came west in 1877 and learned telegraphy
at Beatrice under Col. John Dwyer, who
is still the general agent of the Burling-
ton at that point. From 1876 to 1878
Mr. Vaill was clerk and operator for
the Burlington at Beatrice, Fairmont
and Plattsmouth. In 1878 he was pro
moted to a position in the general offices
in this city by William Irving, who was
at that time superintendent. The fol-
lowing year he was placed in charge of
the car service department by the late
A. E. Touzalin, then general manager of
the road. He was soon promoted to
the position of cashier, general ticket
department, and shortly alterwards
made cashier of the department at
Lincoln. In 1881 he resigned to accept
the chief clerkship of the superinten–
dent's office, Union Pacific railway, at
Denver, under A. A. Egbert. At the
end of a year he was tendered and ac-
cepted the position of car accountant
of the Denver & New Orleans railway;
he was also traveling auditor of that
line. He returned to the Burlington,
engaging in station service, in 1883, and
in 1884 was appointed agent at Wymore,
He was married January 1, 1885, to Miss
Minnie Heth of this city. In 1887 he
was made traveling passenger agent
with headquarters here. January 20,
1890, he was promoted to the office of
city ticket and passenger agent, which
he held up to the time of his death,
leaving a wife and daughter three years
old to mourn-his-untimely taking off. .
During his years of association in
Omaha he formed a large circle of
friends, not only in railroad but in
social circles as well and was regarded
one of the most companionable of men,
Staunch in his friendship, loyal to the
interests of his company, and devoted
to his family. And the expressions of
deep regret heard from his contem-
póraries in the passenger business
throughout the city, and the warm
words of praise for a life well lived are
the sweetest testimonials that could be
bad by those who were connected with
him.
The funeral took place on the after-
noon of June 12th at two o'clock from
Trinity Cathedral and every available
spot was decorated with flowers. The
chancel, choir stalls, lectern, pulpit and
even the reredos were almost hidden
from view by tall palms, big flowering
hydrangeas and roses in lavish pro-
fusion.
But the wealth of flowers which tes.
tified silently to the esteem in which
Mr. Vaill was held was not the only
Striking feature of the services, for the
chancel was occupied by Rt. Rev. George
Worthington, bishop of the diocese of
Nebraska; Very Rev C. H. Gardner,
dean of the cathedral, and Canon Whit-
marsh, Bishop Worthington conducting
the religious portion of the service,
assisted by Dean Gardner and the can-
on, who read the lessons appointed for
the dead. The music, too, contributed
much to the solemnity of the occasion,
the quartet of the church—Mrs. J. W.
Cotton, Miss Bishop, Mr.Wilkins and Mr.
Lumbard—singing that rare old chant
of Tours, “Lord, Let Me Know Mine
End,” with fine finish, the large con.
gregation joining in the rendition of
“My Faith Looks Up to Thee” and
“Lead, Kindly Knight,” two favorite
hymns of the deceased.
At two o'clock the cloth covered
Casket was borne to the hearse, carried
by John L Webster, T. H. Fonda, C. S.
Carrier, E. C. Snyder, A. E. Hutchinson
and M. J. Dowling, who officiated as
active pall bearers, the honorary pall
bearers precedirg the body being B. A.
Branch of the Erie line, George A. Mc-
Nutt of Missouri, Kansas & Texas, C. B.
Rogers, superintendent of the Berlin z-
ton at Wymore; J. L. DeBevoise of the
Rock Island, George West of the North-
western, E. L. Palmer of the Santa Fe,
T. F. Godfrey of the Missouri Pacific,
H. P. Deuel of the Union Pacific, F. L.
Gregory and C. A. Mitchell, George
Clayton of the Wabash and E. J. Flynn
At the church the body was received
by a large delegation of the members of
Union Pacific council of the Royal
Arcanum, of which the deceased was
a member, the remains being escorted
through the open ranks of the order
into the crowded auditorium. Follow-
ing the funeral service at the church
the remains were interred jn Forest
Lawn Cemetery, the attendance of
mourners being exceedingly large.
By the death of Mr. Vaill Om tha
lost a good and highly respected citiz n,
and the Burlington an honorable, c ºn-
Scientious and ahle official, and to his
Wife and family we offer our sincerest
sympathy.
º
JOSE PEI S, SYKES.
J. S Sykes, private secretary to IC.
Dickinson, general manager of the
Union Pacific. was born October 15,
1867, at Mercer, Pa., and received the
early part of his education at that place.
In 1884 he moved to Warren, O., and
entered the law . Office of J. F. Wilson
as student, where he studied the whole
of that year, when he returned to Mercer
and attached himself to the legal firm
of Miller & Gordon as law clerk and
stenographer. He remained at this
nearly two years, doing official court
reporting in addition to his other duties,
but was eventually compelled to give
it up on account of his he ulth.
Coming west he took a position in the
auditor's office of the Atchison, Topeka.
& Santa Fe at Topeka, IQan., as steno-
grapher. He remained there until 1889,
when he entered service with H. Mid-
dleton, superintendent of the Missouri
Pacific, and when Mr. Middleton joined
the Union Pacific in the same capacity,
Mr. Sykes went with him as chief cler-,
locating at Cheyenne. He continued
there till 1893, when he was appointed
to his present position. As Mr. Dickin-
son’s private secretary Mr. Sykes has a
position of trust and confidence, the
duties of which he disgharges with
ability and 4eal

14 Onaha Railway News-Reporter.
FRANK SEMPLE,
- General Passenger Agent Union Pacific,
Denver and Gulf.
E. E. CLA RIX.
Grand Chief Order of Railway Conductors,
D. R. W. J. G A L13 IRA IT II,
Chief Surgeon Union Pacific System,
\\ \º. 1". In A NIELS.
Grand Secretary and Treasurer Order of Railway Conductors,



Holiday Number.
ORCANIZED IN 1845. mºm.
-- - --- - - ------ --- : -
*
º
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Mom Ga office B46-34s Broadwau, New York.
----
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§:
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ºº :+*
.
iſ
T I I, Pres’t.
Lal-
New York LIFE BUILDING,
- O.M.A.H.A., N.E.B.
- - $148,000,ooo.oo
Surplus - - - - - 17,ooo,000.oo
New Business Written in 1893, over - 223,000,ooo.oo
The great ad vantage and popularity of the new Accumula-
tion Policy introduced in 1892 is brought out in a year of depres-
Sion like the present. . - - -
During the year 1893 THE NEW YORK LIFE procured
350,000,000 more new insurance than was ever written in
one year before in the history of the company. -
THE NEw YORK LIFE paid over $8,000,000.00 in death claims and nearly
$7,000,000.00 to those who lived to receive the money on their own policies during the
year 1893. Ten payment Twenty Year Settlement policies, maturing in 1894, are pay-
ing a Cash dividend of 72 per cent to 115 per cent, according to age, of all paid on them,
still leaving policy in force, paid for and accumulating dividends annually for balance
of life and payable in full to the heirs at death, thus furnishing twenty years insurance
without cost, and making the safest kind of investment besides. The Company’s Sur-
plus already accumulated for future dividends is over $17,000,000.00; its assets are
OVer $148,000,000.00, and its insurance in force $800,000,000.00. Those taking Accu-
mulation Policies now can be sure of large returns, as the aids provided in policy for
loans, term extensions, incontestable and non-forfeiting features, make it certain that
every One whose health will permit Of taking it, who has average ability, can, if he
will, carry it through to the end. - -
Those contemplating insurance, and men of integrity and ability as Solicitors,
in Southwestern Iowa and Nebraska, would do well to confer with
E. C. SMITH, Manager,
Room Nos. 313-314-315 N. Y. Life Bldg, Omaha.



















| 6
Onaha Railway News-Reporter.
， ，
. . . . .|-
.…
：： -
·|…
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|-
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： ：
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EDWARD DICKINSON,
General Manager of the Union Pacific System,




Holiday Number.
-
General Passenger and
E. L. LOMAX,
Ticket Agent of the Union Pacific System.

| 8 Onaha Railwav News-Reporter.
H. L. MAGEE, CHARLES S. CRANE,
General Superintendent of the Wabash Railroad, St. Louis, Mo. Asst. Gen'] Pass. and Ticket Agent of the Wabash Rºd, St, Louis.
I- - -- º O
-
-
º
MILTON KNIGHT, H. W. HIBBARD,
Freight Traffic Manager of the Wabash Railroad, St. Louis, Mo. General Freight Agent of the Vandalia Line, St. Louis, Mo,


Holiday Number. 19
GEORGE W. PARKER, C. F. PARKER,
President and General Manager of the Cairo Short Line, St. Louis, Mo. Assistant General Manager of the Cairo Short Line, St. Louis, Mo.
B. D. CALDWELL, FRANK D. WADE,
Chairman of the Western Passenger Association, Chicago, Ill. General Agent of the Missouri Pacific Rºy, St. Joe, Mo.


2O
Onaha Railway News-Reporter.
General
E. ST. JOHN,
Manager of the Chicago, Rock Island & Pacific Railway,

Holiday Number. 2 |
THOMAS F GODFREY, CHARLES KENNEDY,
Omaha City Ticket Agent for the Missouri Pacific Railway. Northwestern Passenger Agent Chicago, Rock Island & Pacific.
R. R. RICHIE, GEORGE N. CLAYTON,
Omaha General Agent Chicago & Northwestern Railway. Northern Passenger Agent Wabash Railroad.


22
Onaha Railway News Reporter.
DODGE,
DAVID C.
Vice-President and General Manager of the Rio Grande Western Rºy, Denver, Colo.

Holiday
Number.
23
.
COLLBRAN,
General Manager of the Colorado Midland Railway, Denver, Colo.
H.

24.
Onaha Railway News Reporter.
-
FRANCE CHANDLER,
General Passenger and Ticket Agent of the
Wabash Railroad.

Holiday Number.
25
CHARLES M. HAYS,
Vice-President and General Manager of the Wabash
Railroad.

26 Onaha Railway News-Reporter.
(ASSIUS C. SMITH, D. E. BURLEY,
Assistant General Manager of the Rio Grande Western Railway. General Agent of the Union Pacific Pass. Dept., Salt Lake City.
- º
GEORGE W. WALLERY, AUSTIN McFARLAND,
General Agent of the Burlington Route, Denver, Colo. Denver City Ticket Agent for the D. & R. G. Rºy.





Holiday Number. 27
HARRY P. DEUEL, D. W. HITCHCOCK,
Omaha City Ticket Agent for the Union Pacific System. General Agent of the Union Pacific Pass. Dept., San Francisco.
JOHN MANCHESTER, JOSEPH H. YOUNG,
General Claim Agent of the Union Pacific Railway. Superintendent of the Utah Division of the Union Pacific System.


28
Onaha Railway News-Reporter.
EDWARD T. JEFFERY,
President and General Manager of the Denver & Rio Grande Railway.

Holiday Number.
29
MEARS,
OTTO
President of the Rio Grande Southern Railway.


3O Onnaha Railway News-Reporter.
ARTHUR B. SMITH,
JOHN FRANCIS,
Assistant General Passenger Agent of the B. & M. R. R
General Passenger Agent of the Burlington & Missouri R. R.
DAVID T. BEANS,
COLLIN R. DAVIDSON,
Cashier of the Burlington & Missouri R. R.
Chief Clerk of the B. & M. Passenger Department.


Holiday Number. 3 |
º
J. R. BUCHAN AN,
General Passenger Agent of the F., E. & M. V. R. R.
L. A. GARNER,
Gen'ſ Superintendent of the American Express Co., Omaha, Neb
B. H. PAYNE,
Assistant General Passenger Agent of the Union Pacific System.
WILLIAM R. V AILL,
Omaha City Ticket Agent of the Burlington Route,


32
Onaha Railway News-Reporter.
ADOLPHUS BUSCH,
President of the Manufacturers Railway and the Anheuser-Busch Brewing Association.
issouri.
Louis, M
St.

Holiday Number.
ENGINEERS GROUP— — Adjustment Board, B. of L. E., Union
Pacific
System.

34 Omaha Railway News-Reporter.
THE GREAT
SOUTHWEST
SYSTEM.
Connecting the Commercial Centers and
Rich Farms Of
Missouri.
The Broad Corn and Wheat Fields and
Thriving Towns of
Kansas.
The Fertile River Valleys and Trade
Centers of
Nebraska.
The Grand, Picturesque and Enchanting
Scenery, and the Famous Mining Dis-
tricts Of
Colorado.
The Agricultural, Fruit, Mineral and
Timber Lands and Famous Hot Springs of
Arkansas,
$
. -
! The Beautiful Rolling Prairies and Wood-
lands of the
Indian Territory.
The Sugar Plantations of
Louisiana,
The Cotton and Grain Fields, the Cattle
Ranges and Winter Resorts of
Texas.
Historical and Scenic
Old and New Mexico.
And forms with its Connections the
Popular Winter Route to
Arizona and
California,
º y •
~\,
t
For descriptive land pamphlets, county and Sectional maps of above States, Resort book, pamphlet On Hot
Springs, Ark., and furtherinformation, address any of the Company's Agents, or the General Passenger Agent.
GEORG is C. S NM IT H,
Assistant Gerneral NA anager.
H. C. TOVV NS EN D,
Gerneral Passerniger and Ticlºcet Agent
S. H. H. CLARPº, VICE PRESIDENT AND GENERAL NMANAGER,
ST. LOUIs, N/IISSOURI,

Holiday Number.
35
WILLIAM A, DEUEL.
A railroad man of exceedingly rare
ability is William A. Deuel, the general
superintendent of the Colorado and
New Mexico division of the Union Pa-
2 < ... cific, with headquarters at Denver. Mr.
Deuel came up from the ranks, and his
great fund of railroad knowledge was
taught by that best of all teachers, prac-
tical experience. He was raised on the
Union Pacific, having entered the ser–
vice of that company nearly a quarter
of a century ago as brakeman. He was
attentive to the duties assigned him and
rose rapidly in the service. From a
passenger train he was promoted to the
position of assistant superintendent at the Catawissa railroad. From 1857 to
Cheyenne. During all the years that
Mr. Deuel labored for the Union Pacific,
as one of the rank and file, and as an
officer, he so conducted himself that he
was the friend of all and everybody
was his friend. He left the service
about four years ago to accept the
superintendency of the Denver & Rio
Grande under General Manager S. T.
Smith, his headquarters at Pueblo. His
success on that line is too well known in
the railway world to need attention
from us, and his standing with the em-
ployes, his fellow officers and the public
generally, is shown in the grand banquet
and presentation at Pueblo on the eve of
his departure. At that time and place
he was presented with a magnificent
and massive gold watch and his estima—
ble wife with a beautiful solitaire dia.
mond ring. His return to the Union
Pacific was most timely, and in its en-
tire service the great U. P. system has
not a more valuable man in his place
than Mr. Deuel.
ROBERT W. BAXTER.
Robert W. Baxter, who was recently
promoted to the office of general super-
intendent of the Union Pacific with
headquarters at Portland, began his rail
way career as a messenger boy for the
same company at Laramie, Wyoming,
when he was only eleven years old in
1869. At the end of hls fourth year of
service he had mastered telegraphy, was
soon appointed operator at one of the
western stations, and for four years held
down some of the most important offices
on the western division as agent and
operator. In 1878 he was made train
dispatcher, which position he filled with
great credit until 1881, when his splen-
did record won him the position of chief
dispatcher with headquarters at the
same point where, a few years before he
had answered to the “beck and call” of
everybody in the service. The executive
ability he displayed in handling the
office of chief dispatcher won him still
further promotion, and in 1884 he was
made trainmaster of the Wyoming
division, where he continued to give
satisfaction to all concerned. In 1887 he
was called to Omaha to fill a similar po-
sition from which, after a most success—
ful administration of affairs, he was
given the office of assistant superintend
ent of the Wyoming division with head-
quarters at Evanston, where he contin-
ued until his office was abolished, when
he returned to Omaha and resumed his
old position as trainmaster, which he
continued to fill until he was appointed
superintendent of the Wyoming division
with headquarters at Cheyenne. Mr.
Baxter discharged every duty of that
position in an able manner, yet after
years of service he was removed by the
order of Charles Francis Adams to
satisfy a personal spite. He was too
valuable a man, however, to remain long
idle and was in less than a month made
Superintendent of the Baltimore & Ohio
, at Newark. When he resigned from
that position to accept, the superintend—
ency of the Union Pacific at Portland,
he was the recipient of a number of
beautiful testimonials. Several months
ago Mr. Baxter was promoted to the
office of general superintendent, which
be now fills, and no official on the en-
| tire system was more entitled to pro-
motion than he. -
PETER J. NICHOLS.
One of the oldest as well as one of
the ablest and best known officials in
the railway business is Peter J. Nichols,
general superintendent of 1he Union
Pacific with headquarters in Omaha.
He began his career as an axman with
| the corps of engineers who constructed
the Williamsport & Elmira railroad.
After serving in different capacities for
two years, he began active service as a
brakeman. At the end of a year he was
made freight conductor and later was
promoted to a regular passenger run on
1870 he filled a similar position for the
Sunbury & Erie railroad, Central rail-
road of New Jersey and Long Island
railroad. He came west in the latter
year and accepted a freight train on the
Ohio & Mississippi, where he remained
but a short time, resigning to accept a
similar position with the Missouri Pa-
cific In 1871 Mr Nichols was offered
the Union Pacific yard in this city. One
| year later he was made division super-
intendent at Cheyenne, Wyo., where he
remained until 1873, when he was pro-
moted to the position of Superintendent
of the Colorado Central railroad. In
1875 he was brought to thus city as
superintendent of the eastern division,
which position he filled with great
ability until 1882, when he was pro-
moted to the general superintendency of
the Nebraska division. In 1884 he was
placed in charge of the construction of
branch lines, from which position he
resigned in 1885 to accept a similar posi-
tion with the Missouri Pacific people.’
He remained with that company until
1888, when he retired from the service
and with his brother, M. C. Nichols, and
George W. Hall, formed the firm of
Nichols Brothers & Hall, general insur-
ance agents. The firm Sprung into
popularity at once, being the general
agents of the great Standard Insurance
company. June 1, 1889, Mr. Nichols,
having been tendered the general super-
intendency of the Union Pacific, ac-
cepted that position, and since that time
has been doing a splendid work for his
employers.
JOSEPH H. McCONNELL.
There is no better man in his depart-
ment of the railway business in the
world than Joseph H. McConnell, gener—
al superintendent of motive power and
machinery for the Union Pacific system.
He began his railway life in 1861 as an
apprentlce in the machine shops of the
old Great Western, now a part of the
Wabash system, at Springfield, Ill. I,
H. Congdon, whose name 1s familiar
with old timers and who is now enjoy–
ing the fruits of his early labors, in this
city, was then master mechanic. After
serving four years Mr. McConnell went
to Galesburg and worked in the Bur-
lington shops as a machinist during 1865
and 1866. From 1866 to 1868 he was
with the Jacksonville division of the
Chicago & Alton as machinist, from
which position he resigned to accept the
position of general foreman of the Union
Pacific shops u this city. In 1872 he
was appointed to the position of divi-
sion master m ºhanic, with headqurters
at North Platte. For thirteen years he
discharged the duties of that responsi-
ble office with signal ability, and in 1885
was called to Omaha and given charge
of the Nebraska division as master me—
chanic. He held that position until 1888,
when he resigned to engage in business
in this city. Soon after Mr. Clark re-
‘turned to the Union Pacific, and know—
ing Mr. McConnell's great worth, he
tendered him the position he now oc-
cupies. To say that he is the right man
in the right place would be borrowing a
phrase from our country brother. But
if ever a man deserved in this world just
what he received, J. H. McConnell is
that man, -
WILLIAM H. BANCROFT.
William H. Bancroft, general Superin-
tendent of the Union Pacific with head-
quarters at Ogden, Utah, is one of the
best men in the railway service of this
country. He was born at Newburg, O.,
October 10, 1838, and began railroading
as a telegraph operator in April, 1856,
for the Lake Shore, with which company
he remained as operator and ticket clerk
for five years. In 1861 he accepted a
key on the Erie, where for eight years
he filled the positions of operator, clerk
and train dispatcher. In 1869 he re-
signed and came west, accepting a posi-
tion as dispatcher on the Kansas Pacific,
now Union Pacific railway. From that
date until 1872 he served that company
as dispatcher, superintendent's clerk and
trainmaster. October 20, 1872, he was
offered and accepted the position of
assistant superintendent of the Atchison,
Topeka & Santa Fe railway. In May,
1875, he was promoted to the superin-
tendency of the St. Louis, Lawrence &
Western railroad. For a few months in
1878, he was chief dispatcher of the Mis:
souri, Kansas & Texas, from which posi-
tion he resigned to accept the position
of superintendent with the Denver &
Rio Grande. From April, 1878, to
August 15, 1884, he ably discharged the
duties of superintendent of various divi-
sions of that line. On the last date he
was appointed receiver of the Rio
Grande Western, which office he held
until that line was taken out of the re-
ceiver’s hands in 1886. From that date
he filled the position of general superin-
tendent of the same line. He came to
the Union Pacific and accepted his pres-
ent position two years ago, since which
time an era of prosperity seems to have
dawned for the territory over which he
has jurisdiction, and Mr. Bancroft is
entitled to great praise for the able man-
ner in which he has handled one of the
hardest divisions on any railroad in the
country.
*
P. P. SHELBY.
P. P. Shelby, assistant general man—
ager of the Great Northern railway,
waſ born at Painesville, Ohio, in June,
1845. He began his railway career on
the Union Pacific railway as a brake-
man, in May, 1866. He successively
filled for that company the positions of
brakeman, baggageman; yardmaster and
conductor. In 1868 he accepted a clerk-
ship in the local freight office of that
line at Omaha, and in just three years
had earned a promotion to the agency.
For five years the office of agent was
filled as it never was before or since. In
1876 Mr. Shelby was appointed division
superintendent, and three years later
was promoted to the position of assist-
ant general freight agent. He dis–
charged the duties of that office so well
that in 1882 he was made general freight
agent of the system. He continued to
discharge the duties of that office until
1886, when he was again promoted, this
time to the office of assistant general
traffic manager. In October, 1887, he
was appointed general manager of the
Montana Central, and remained with
that line until J. J. Hill recognized his
great ability and tendered him the
position of general traffic manager of
the Great Northern, with headquarters
at St. Paul. This year his services were
again rewarded and he was promoted to
the position which he now holds. There
is not a man in the railway service who
will not be pleased to hear of the con-
tinued success of P. P. Shelby.
W. J. CARROLL.
W. J. Carroll is one of the brightest
young men in the country. He is assist-
ant to the general solicitor of the
Union Pacific railway, having filled his
present position eight years. He is an
Indefatigable worker and dispatches
each day the work of several ordinary
men. Mr. Carroll is an honored mem-
ber of the bar, and we predict that the
prosecuting attorney for
future is full of promise for bim. He
is deserving of all the good fortune that
may anchor in his vicinity, and we hope
that he will reap on earth the reward of
his works.
CHARLES J. G.R.E.E.N.E.
Charles J. Greene, whose picture
adorns one of the pages of this issue,
ranks second to none as an attorney.
He was born in Madison county, New
York, July 4, 1849. His pºrents re-
moved to Iſlinois, where he resided until
he came to Nebraska in 1872. Mr
Greene was one of the youngest men in
the Union army during the great re-
bellion, having enlisted at the age of
fourteen. He was a member of Com-
pany K, 141st Illinois volunteers, and
did noble work for the flag. Mr. Greene
was admitted to practice before the su–
preme court of Illinois in 1872, remov—
ing to this state the same year. He was
the Third
judicial district of Nebraska during
1879 and 1880. IIe was selected as chair–
man of the Nebraska delegation, in the
National Republican convention held in
Chicago in June, 1888. During his
career as an attorney, Mr. Greene has
been engaged in a large number of im-
portant suits, both civil and criminal,
and in very few of them has he come out
second best. He is attorney for the Chi-
cago, Burlington & Quincy, Wells-Fargo
Express company, the East Omaha Land
company, and the American Casually &
Fidelity company. Mr Greene is an
orator of great ability and a citizen
whom any city Inight be proud to
claim.
FRANK A. SECORD.
Frank A. Secord, manager of the Union
Pacific telegraph office at Cheyenne, was
born in 1863. He entered the railway
Service as telegraph operator for the
Burlington & Missouri River at Dor-
chester, Nebraska, in 1881. In 1884 he
resigned and accepted a situation on the
Cedar Rapids (Iowa) Republican as re-
porter. A few months later he was
offered and accepted a situation on the
New York Herald He remained in
that position eight months and was then
Sent South as special correspondent of
that journal, When he finished his mis-
sion in the South, he resigned from the
Herald staff and came to Omaha, where
he secured employment with the West-
ern Union. He shortly after returned to
the newspaper field where he remained
until 1887, when he returned to Omaha
and accepted the position of operator
for the Union Pacific at the end of the
double track. From that position he
was promoted to the dispatcher's office,
and from that office to headquarters
under Mr. J. B. Sheldon. February 1,
1891, he was promoted to his present
position, the duties of which he is dis–
chargicg with consummate skill and
ability. Mr. Secord is a worthy young
man and is a first-class railroader in
every respect. He is also a newspaper
man of ability, as our readers in years
gone by are well aware.
DAN B. HINES.
One of the best known and most popu-
lar engineers on the Union Pacific sys–
tem is Dan B. Hines. He was born in
Wayne county, Ohio, in 1847, and spent
his boyhood days on an Iowa farm
where his parents removed in 1849. Mr.
Hines began his railroad career as a
locomotive firemen in 1872 on the
Peoria & Rock Island railroad, which is
now a part of the great Rock Island
System. He was made an engineer on
that line in 1875, and continued there
one year, when he resigned to accept a
run out of Kansas City on the Ft. Scott
& Gulf. In 1877 Mr. Hines left that
COLſ, pany to accept service with the
Union Pacific, with which compony he
has been continuously to this date. He
has run an engine all of the time ex-
cepting four years that he served as
round house foreman. -
For Cuts See rages 36, 37, 44.
36 Onaha Railway News-Reporter.
W. A. DEUEL, ROBERT BAXTER,
General Superintendent of the Union Pacific Railway, Denver. General Superintendent of the Union Pacific Railway, Portland.
P. J. Nichols, W. H. BANCROFT,
General Superintendent of the Union Pacific Railway, Omaha. General Superintendent of the Union Pacific Railway, Ogden.


Holiday
Number.
-
-
GREENE.
Attorney, B. & M. Rºy.
CHARLES J.
General
P. P. SHELBY,
Assistant General Manager, Great Northern Rºy.
J. H. M'CONNELL,
General Superintendent Motive Power, Union Pacific Rºy.
Law
W. J. CARROLL,
Department, Union Pacific
Rºy,





38 - Onnaha Railway News-Reporter.
º: ||S|N|| | |E|PLE 3.
Corner State and Randolph Streets.
THE TALLEST AND FINEST OFFICE BUILDING IN THE WORLD.
We occupy an elegant suite of Seven Rooms in this building, Nos. 1325 to 1331, in-
clusive, Our location is very central but private.
$3
SY2 Y.
×5 $3
Come and see us. Take one of the fourteen passenger elevators to the thirteenth floor,
where the signs upon our windows will be very Conspicuous. No inquiry will be necessary
Simply walk around to the west corrider, and enter the reception room, unobserved.
COO K R E M EDY CO.,
R00mS 13% tº 1331 MāSOIlić Temple, CHICAGO, ILL

-** ~ * ***.
Holiday Number.
39
syPHILITIC
* - 2 --
* f
| || || y \\ º | .” -) #* i i
} 4 | } | . . - | ! \
| }
t t || | | | | | * | | | || || || | " . $
} | t ! t \ * \
! t " | { 3. ! l i : : i }
| t -
TREATED BY TEIE
(,00K REMEDY (;0
| A. , , )
Under a Positive Guarantee to
Cure or Refund the Money.
Q
$500,000 Bäck Of Our Glārānty---POSl-
tiyê Pr00ſ Will Only Cºst YOI fl
POStål Card Or a TWO-
Cent Stamp,
It is not often that people
afflicted with this trouble have an
opportunity to investigate the as-
sertions made by an advertiser,
as is the case with every claim
put forth by the Cook Remedy Co.
We do not ask our patients to
take our words for anything. All
we desire is that you shall send
us your name and address that we
may place in your hands good and
substantial proofs not only as to
the merits of the remedy we use,
but as to our honorable and con-
scientious method of doing busi-
ness. We have been in business
so long now and our treatment
has become so well known in
many sections of the country that
to a very large per cent of the
afflicted laudation of its merits is
unnecessary, but there are yet
those in every populous city and
of the country who know abso-
lutely nothing of any remedy
that can be put forth as a positive,
radical and permanent cure for
syphilis. *
During eight years of practice,
in an experience with more than
7.000 cases, we have met with
defeat in such few instances that
the exceptions only establish the
rule more indisputably. We know
that all specialists will guarantee
to cure syphilis, many of them
clothing their guarantee in as
strong language as it is possible
to utter, yet the experience of
the afflicted is that after they are
worn out with the tedious and un-
profitable treatment the specialist
has his money and the patient
has the disease and the experi-
ence. We know of specilists in
the country (aside from this com-
pany) without any financial re-
sponsibility whatever who will
dare to give a written guarranty
in the treatment of every case, and
on that guaranty contract to PER-
MANENTLY cure syphilis. This word
is in every guaranty we give, and
in the experience stated—with
over 7,000 cases--we challenge
we make are true.
|above, we do not ask you to ac-
|cept our assertions. - Make a
thorough investigation of our re-
|any one to show a single case in
which symptoms have returned
after we pronounced à, CULT6: .
Our financial responsibility is
more than half a million dollars.
We positively do all we claim,
and, with these broad assertions,
we think it is the duty of every
one afflicted with syphilis or scro-
fula to at least investigate and
learn whether or no the assertions
As stated
sponsibility through the banks
and commercial agencies; and as
to our method of doing business
and the efficacy of our remedy
| write to several of the patients
we have cured, scattered through-
out different sections of the coun-
try, who have given us permission
to refer to them, and learn what
their experience has been in deal-
ing with us. If you will write to
us we will furnish you a list of
their names, some of whom may
reside in your own city and with
whom you can communicate at
pleasure. *~~
We append hereto a few of the
letters we are constantly receiv-
ing from all over the country.
We do not publish names, for
reasons which every one will
readily understand; but we can
give privately the name and ad-
dress of the writer of almost
every letter we publish, and will
do so on application. Please read
the following testimonials and
then write us for further particu-
lars. It will not pay you to defer
this matter, nor is it good policy
because you have been swindled
in the past to assume that every
one practicing in this line is a
fraud. ... In this you are more
deeply interested than our com-
pany. Ponder what our refer-
ences say and then write us for
particulars. Address,
COOK REMEDY CO.,
Rooms 1325 to 1331 Masonic
Temple, Chicago, Ill.
What the LBāding Official MāSOniſ JOIrmal
Says Of th& COOk Rémédy Cº.
Publisher’s Notes.
Incident to the numerous bene-
fits Chicago is receiving and will
receive from the location in this
city of the World’s Fair and Ex-
position are the many removals to
this city of manufacturers and
business concerns of the greatest
financial solidity. Among recent
removals we notice the establish-
ment in this city of the Cook
Remedy Co., recently of Omaha,
Neb., and one of the most pros-
perous and reliable business con-
cerns of that young and growing
western metropolis.
This Cook Remedy Co. is not
prodigious or especially note—
worthy when compared with large
operating concerns, but is a really
desirable acquisition to our city
when its financial responsibility
and the character and scope of its
Work are properly understood. It
is, as its name implies, a com—
pany owning a remedy for the
elimination of blood poisons, es—
pecially when syphilitic or scrofu-
lous in their nature.
This company comes to us in-
dorsed by the commercial
agencies as an institution worth
half a million dollars. A hurried,
yet a somewhat careful examina-
tion, has thoroughly satisfied the
publishers of this paper that it is
one of the few concerns doing
business in this line whose-claims,
as set forth in their advertise-
ments and printed matter, can be
relied upon in every particular.
They treat cases in their line
strictly under the guaranty plan.
With them it is a “cure or no
pay,’’ and the examination we
have referred to above convinces
us that they do all they claim.
We cannot say that they cure
every case they treat, but we can
say that we believe where they
do not cure, they will promptly
and cheerfully refund the money.
The institution is one working in
a line adverse to the code of
ethics adopted by the medical
profession, but their method of
doing business, their financial
responsibility, and the hundreds
and thousands of reliable testi-
monials, in the hand-writing of
the patients. and which have been
examined by the writer hereof,
commends them to the afflicted of
our community, as a very worthy
and responsible concern, to whom
we feel justified in commending
the afflicted.
This company occupies a very
commodious and handsomely fur-
mished suite of rooms in the Ma-
sonic Temple, their numbers be-
ing 1325 to 1331 inclusive. They
invite all suffering with blood
trouble to call or address them
as above. - O
LETTERS RECENTLY RECEIVED,
.º
Three Years After Treatrrherht.
CHICAGO. Ill., Nov. 10, 1892.
Cook Remedy Co–Gentlemen:
I have your favor of the 20th
inst. I do not know of anything
I could say which would more
emphatically express my opinion
or more completely portray the
inestimable value I place on your
remedy, unless it be to record
the fact that my confidence now,
after the lapse of more than three
years since treatment and cure,
has thus far fully stood the test
of time, and that I feel no con—
cern whatever on the question of
permanency, as not a sign, symp-
tom, or vestige of the formerly
ever-present manifestation has
ever disturbed me since finishing
the treatment.
I am glad to see that you are
broadening your efforts in the
direction of placing a knowledge
of the great and only specific be-
fore the thousands of sufferers.
Could the suffering inquiries that
reach you feel and know of but
a tithe of the confidence of your
patients in the absolute certainty
of the effect of the remedy, and
the honorable, conscientious me-
thods of your company, how
much of the hopeless suffering
of thousands of disheartened vic-
tims might be forever relieved.
Yours truly, J. H.
Orle Year After Treatrºnerht.
CHARLESTON, S. C., Oct. 11, 1892.
Cook Remedy Co. — Gentle-
men: I have not written you
since being cured. I must say
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Very truly yours, B. W-.
Arnother Perrrharnerit Cure.
BARRY, Ill., Sept. 14, 1892.
Cook Remedy Co.—Dear Sirs:
To-day, Sept. 14, is exactly one
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truly, R. H. J.
Sixty Days Atter Treatrrhernt
SIOUx CITY, La., Oct. 23, 1892.
Cook Remedy Co., Chicago,
Ill.—Gentlemen: Again I write
to let you know how I am getting
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F. C. J.
4O * Onnaha Railway News-Reporter.
& - unlun
. . . & PAG IFIP
*
ſ
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º
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THE ONLY LINE
Making the Exceedingly Fast Time of
64HOIS (OPOrtland and San Francisº
Missouri River.
The fact that this Line has the best equipment and offers the best service is
known and appreciated by the traveling public.
The Tourist, the Home Seeker and the Business Man find in the service of
this Road all that is required.
This Line passes through Nebraska, Kansas, Colorado, Wyoming, Utah,
Idaho, Montana, Oregon, Washington and California to
The Pacific Coast.
2 THROUGH TRAINs DAILY. 2
t
.,
FROM OMIAEHA TO
SADFRANCISCOADDPORTLAND
Union Pacific Equipment Unsurpassed, Consisting of Pullman Palace Sleepers,
Pullman Colonist Sleepers, Free Reclining Chair Cars, Elegant Dining cars.
"
For Pamphlets descriptive of the above States and Territories, or information relative to “THE
OVERLAND ROUTE,” call on or address any Ticket Agent of the Company or connecting lines.
W E, DICKINSON, ASSt. Göll, Mgr. -> E. L. LOMAX, Gên, PASS, and Tkt, Agt.
S. H. H. CLARK, Président and G8Ilºral Māmāgār,
OMAHA, - C; NEBRASKA.
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Holiday Number. ". . . . • . . s 4 |
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TAKE THE
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F. A. NASH, GENERAL AGENT,
1501 FARNAM STREET, OMAHA.
42
News-Reporter.
Omaha Railway
--- :--º-º-º ºr *** *...**** f **
*
C. A. PARKER.
No railroad man in the country is
wider or more favorably known than C.
A. Parker, the able head of the freight
traffic affairs of the Missouri Pacific,
with headquarters at St. Louis. On
October 1, 1881, Mr. Parker stepped
upon the thr 'shold of his railroad career
as clerk in the office of General Freight
Agent Goddard, of the Atchison, at
Topeka. From Atchison he was trans-
ferred to the office of General Agent
Spoor in St. Louis. Subsequently he
returned to Topeka and was appointed
chief clerk in the office of the Atchison's
general freight agent. He left Topeka
for Chicago in October, 1884, to accept
the general agency of the Mexican
Jentral. In 1885 he returned to Topeka,
and was again appointed chief clerk in
the Atchison general freight office
under J. S. Leeds, who was th n general
freight agent of that system. In 1886
he was appointer; assistant general
freight agent of the Atchison, with
headquarters at Topeka. In 1888, at the
opening of the Atchison's Chicago line,
he werit to Kansas City, making that
his headquarters. Subsequ ntly he re-
moved to Chicago and served as assistant
general freight agent of the Chicago,
Santa Fe & California line under Em—
mons Blaine. On April I, 1889, he was
appointed general freight agent of the
entire Atchisou system and remained in
that responsible position until Septem—
ber, 1889, when he was called to St.
Louis to accept the position of general
freight agent of the Missouri Pacific
system, which was offered him by
Freight Traffic Manager Leeds. He
filled that position until General Man-
ager Clark called upon him to fill the
duties of acting freight traffic manager,
and in October, 1891, he was permantly
appointed to that important position.
Mr. Parker has beaten the record in
reaching the top of the ladder. He is
the youngest freight traffic manager in
the United States, having just com-
pleted his thirty-sixth year, and pos—
sesses ability and aptitude of a strongly
marked order adapting him for railroad
service in an executive capacity.
WILLIAM M. CLAREC.
William M. Clark honors the position
of commercial agent for the Missouri
Pacific with headquarters at Pittsburg,
Pa. His first railroad work was with
- the Erie company at the New York
freight station in May, 1861. He was
with that company five years, including
one year in the general auditor's office.
He then resigned to accept a place in the
general freight offices of the Hudson
River railway. After eight years of
faithful service there, in which he at-
tained the position of chief clerk, he re-
signed to take service in the soliciting
department of the Blue Line on Broad-
way in February, 1873. In October,
1879, he accepted the position of con-
tracting agent for the St. Louis, Iron
Mountain & Southern, with headquart-
ers at New York. He continued the
duties of that position after the absorp.
tion of the Iron Mountain by the Mis
souri Tacific until he was appointed
acting general eastern freight and pas
senger agent of the Missouri Pacific sys-
tem, which position be resigned to accept
the general freight and passenger agency
of the Boston, Hoosac Tunnell & West—
ern at Mechanicsville, N.Y., October 1,
1884. After two years service with that
company he returned to the Missouri Pa-
cific as commercial agent at Pittsburg,
Mr. Clark's territory is a most impor
tant one, and there is not a railroad offi-
cial in the country who more ably per-
forms the duties of his position than
does he.
C. McD. ADAMS.
One of the best known men in the rail-
road service in St. Louis is C. McD.
Adams, the commercial agent of the
Missouri Pacific in that city, Mr. Adams
made his debut in the railway world in
1877, when he was employed as way-bill
clerk in the local freight office of the St.
Louis, Iron Mountain & Southern. After
two year's service there he accepted a
position as revising clerk in the audi-
tor’s office of the same company, where
he remained for one year. He then
accepted a position as bill-of lading clerk
in the contracting freight office where he
was employed until the Consolidation Of
the Iron Mountain with the Missouri
Pacific, when he was made chief clerk
in the consolidated offices and remained
as such when the Wabash line was added
to the Missouri Pacific system. Wher.
the Wabash was taken out he was made
contracting agent, and served in that
capacity until the death of the commer-
cial agent, when he was promoted to fill
the vacancy. In his department Mr.
Adams is considered one of the best
agents in the business.
C. A. TRIPP.
C. A. Tripp, general western freight
and passenger agent for the Missouri
Pacific at Denver, began his railway
career in 1870, when he commenced to
sweep out the office and ro 1 boxes
around the station at Osage Mission,
Kan. While there he made a machine
and learned telegraphy. In 1871 he went
to St. Louis and, being unable to secure
employment there, went down the Mis—
sissippi to Shreveport where he worked
until the yellow fever epidemic. He
returned to St. Louis in May, 1872, and
secured a position as an extra operator
on the St. Louis, Kansas City & North-
ern. After working at various places
for several months he was appointed
agent at St. Charles, where he remained
until after the consolidation of the line
with the Wabash. In 1881 Mr. Tripp
was induced by R. F. Wictbrec, man—
ager of construction for the Denver &
Rio Grande railway, to come west. He
then was employed as traveling auditor
for the Denver & Rio Grande, and was
a few months later taken into the Con-
struction department by Colonel Wict—
brec. In November, 1881, he was called
to Denver by General Manager Dodge
and promoted to the position of freight
and ticket agent at Pueblo, where he
remained until November, 1887, when he
was offered and accepted the commer-
cial agency for the Missouri Pacific at
that point. In May, 1890, Mr. Tripp
was transferred to Denver and promoted
to the position which he now fills with
credit to himself and the compauy.
D. E. KING.
D. E. King, commercial agent of the
Missouri Pacific at Atlanta, Ga., was
born July 4, 1847. His first work in
the line of railway service was in
December, 1871, when he was employed
as clerk in the local freight office of
the Lake Shore & Michigan Southern
at Chicago, where he continued untill
February, 1873, when he accepted a
position in the out freight office of the
West, Wisconsin and St. Paul & Pacific
at St. Paul, Minn. He ably discharged
the duties of that position until June
9, 1874, when he resigned to accept the
position of claim clerk of the Erie &
North Shore Dispatch with headquarters
in Chicago. When the general offices
of that company were moved to Detroit
in December 1876, he was placed in full
clarge of the claim department. In
May, 1880, he was promoted to general
accountant. August 1, 1885, he was
appointed agent of the Grand Trunk
company at Kansas City, where he re-
mained two years. In April, 1887, he
accepted tºle chief clerkship in the
commercial agent's office of the
Missouri Pacific in this city. March 1,
1888, he was promoted to the position
of contracting freight agent, which he
filled with rare ability until December
15, when he was promoted to the po—
sit on of commercial agent at Atlanta,
Georgia.
J. O. PEIIILIPPI.
J. O. Phillippi, assistant general freight
and passenger agent of the Missouri
Pacific at this point, entered the rail-
way Seryice as a telegraph operator for
the old North Missouri—now the Wa-
bash Western, at Ottumwa, Ia..in 1870.
After discharging the duties of that
office for two years, he resigned to ac-
cept the agency at Plattsmouth, Neb.,
for the Chicago, Burlington & Quincy.
Early in 1876 he was promoted to the
position of general agent at Council
Bluffs, Ia., for the same company, his
territory embracing all points east of
Cheyenne. He continued the duties of
that office until the spring of 1880, when
he was again promoted, this time to the
superintendency of the eastern division
of the Burlington & Missouri with head-
quarter at Lincoln, Neb. In 1882 he
resigned his position with the Burling-
ton and accepted the general agency of
the Atchison, Topeka & Santa Fe rail-
road at Chicago. Two years later he
was promoted to the position of assist—
ant general freight agent in charge of
the traffic of that company between
Bittsburg, Pa., and the Missouri river.
In August, 1888, he resigned to accept
his present position with the Missouri
Pacific. His territory has been enlarged
and he is now at the head of the largest
and most important division of the
whole Missouri Pacific system. Mr.
Phillipi is a man who commands the
respect of all and is an officer of whom
any company might well be proud.
J. C. LINGOLN.
On September 1, 1876, J. C. Lincoln,
assistant general freight agent for the
Missouri Pacific at St. Louis, entered the
service of the St. Joseph & Denver City
railway, Subsequently the St. Joseph &
Grand Island. He served that company
in various capacities, ir the car service,
transportation and general freight and
passer.ger departments, until September
1, 1888, at which time he occupied the
position of chief clerk in the offices of
the general freight and passenger de
partment. He then resigned and en—
gaged with the Missouri Pacific as com-
mercial agent at Atchison, Kan. In
November, 1889, he was transferred by
the company to St. Louis and made a
clerk in the freight traffic department.
His service there, as before, attracted
the immediate attention of his superiors,
2nd on January 1, 1890, he was promoted
to an assistant general freight agency,
in which capacity he is now doing ex
cellent work for the company.
HENRY A. RICH.
One of the most important positions
in the business of the Missouri Pacific
System is that of Henry A. Rich, the New
Eng’and freight agent with headquar-
ters at Boston. Mr. Rich commenced
his railroad career as a ticket agent for
the Boston, Revere Beach & Lynn ra'l-
way in 1875. In 1880 he was appointed
contracting agent of the Erie Fast
Freight lines with headquarters in Bos-
ton. He resigned this position in 1884 to
accept the New England traveling freight
agency of the Union Pacific and the
California Fast Freight Line. In 1888
he was made New England agent of the
Texas & Pacific, and in 1889 was trans
ferred to New York as general eastern
agent of the same company, but he re-
tired the same year to assume the gen-
eral New England agency of the Missouri
Pacific and the Texas & Pacific railways.
Mr. Rich’s territory includes all of the
New Eegland states, and he is con-
sidered one of the most efficient freight
men in the entire eastern country.
AI,VIN S. WHITE.
Alvin S. White was born in the city
of Allegheny, Pa., Janual y 13, 1856. He
entered the railway service May 16,
1873, in a minor position in the local
agent's office of the Pittsburg, Washing
ton & Baltimore railway, which was
afterward leased by the Baltimore &
Ohio, and is at present operated as the
Pittsburg division of that road. Later
he was given a position in the assis—
tant general freight agent's office of the
same company at Pittsburg, Pä. By
close application to his duties he was
soon advance i to a more responsible
position, being made chief clerk in the
department Nevember 1, 1878. He le—
tained this pace for six years, and left
the Baltimore & Obio October 1, 1884,
to accept the position as contracting
freigh', agent of the Missouri Pacific
system with headquarters at Pittsburg.
On September 1, 1885, he went to St.
Louis to accept the office of traveling
freight agent of the same company in
the territory east of the Mississipi
river. On March 1, 1888, he was ap-
pointed commercial freight agent for
the Company with headquarters at Cin-
Cinnati, which posi.ion he has filled
with honor to himself and credit to the
Company Slnce that date. Mr. White
is well and favorably known in the prin-
cipal cities of Oh'o, Indiana, Illinois,
Michigan, Pennsylvania, Kentucky and
Tennessee, the territory traveled by
him in his company's interest at varions
times.
B. G. SARGENT.
A Missouri Pacific official, who is do-
ing excellent service for his company,
is B. G. Sargent, commercial agent at
Memphis, Tennessee. Mr. Sargent
made his appearance on earth in Pike
county, Illinois, in October, 1865. He
made his start in railway service as
agent and operator for the Wabash, St.
Lou S & Pacific road in January, 1879. .
Excepting three months that he put in
on the Rio Grande division of the Texas
& Pacific, he was in the employ of the
Wabash until September in 1884, the
last three years of that time being as
train dispatcher at Springfield and De-
Catur, Ill. In October, 1884, he went to
the Utah division of the Rio Grande
Western, where he remained until March
1890, being successively dispatcher,
chief dispatcher, superintendent of
telegraphy and train master. After
this excellent service and rapid pro-
motion in the west, Mr. Surgent resigned
to go south, where be was appointed
local agent for the Missouri Pacific at
Memphis, Tenn. His services there met
with the same success that attended him
in previous positions, and in November,
1890, he was promoted and made both
local and commercial agent at that im-
portant point.
M. P. WALSH, JR.
M. P. Walsh, j , the commercial agent
for the Missouri Pacific at Cairo, Ill.,
was born at Zanesville, Ohio, and is now
thirty-nine years of age. After leaving
school in August, 1864, he secured a posi-
tion as a clerk in the local freight office
at Cairo, Ill , of the Illinois Central rail-
Way. Fi Om that time he held several
intermediate positions and in 1873 was
promoted to the responsible post of man-
ager of the company’s wharf-boat and
river re-shipping business. He remained
in that position until 1881, when he was
appointed chief clerk and cashier In the
local freight offices of the St. Louis, Iron
Mountain & Southern at Cairo. He so
ably discharged the duties of that posi-
tion that in 1882 he was made chief clerk
and cashier for the joint agency of the
Iron Mountain, Wabash, St. Louis &
Pacific, and Mobile & Ohio railways at
that point. In 1883 he was appointed
assistant agent for the St. Louis, Iron
Mountain & Southern and the Texas &
Pacific at Texarkana, Ark., and in the
next year went to Helena, Ark, as agent
for the Iron Mountain. In 1885 he was
transferred to the agency of the same
road at Cairo, and in 1887 was appointed
commercial agent for the Missouri Paci-
fic at Cairo, where he is considered one
Of the ablest oſlicials in that section of
the country.
-- - - - - - - - - - - - - - - - - - - -
*
Holiday Nurnber,
--- - - - -
--- -tº-ºne - ---- - - --~ * **
43
J. W. MORSE.
One of the most familiar faces in the
group of Missouri Pacific officials is
that of J. W. Morse, who is well known
and highly respected by a large circle
of business acquaintances throughout the
country, but especially in Omaha, where
he was first located from 1870 until 1877
as general agent for the Chicago, Burl-
ington & Quincy. His office for three
years was at Ninth and Farnam,and after-
wards in the old Grand Central hotel.
In 1877 he accepted the position
of general agent for the Northern Pacific
at Chicago,and in 1878-9 was general agent
for the Union Pacific in the same city.
In 1880 Mr. Morse returned to Omaha to
accept the general passenger agency of
the Union Pacific. He remained here in
that capacity until October, 1887, when
be resigned to assume the duties of com-
mercial agent at Chicago for the Mis—
Souri Pacific. There is an immense
amount of business connected with that
position, and the Company could not have
a more efficient agent in that important
territory than Mr. Morse.
W. C. MERRY.
W. C. Merry is thirty-two years of age.
He entered the legal department of the
Missouri Pacific at St. Louis in March,
1881, where he served as clerk and secre-
taly under Judge T. J. Portis, general
attorney, until June, 1888, when he took
the position of secretary to W. H. New-
man, third vice-president and traffic
manager of the road. He remained in
the same capacity under J. S. Leeds, who
succeeded Mr. Newman as traffic man-
ager in June, 1889. He also served as
secretary under C. A. Parker, the pres—
ent traffic manager, until July, 1892.
He then left the MissOuri Pacific to
accept the more lucrative po ition of
traffic manager for the great Anheuser-
Busch Brewing association. Mr. Merry
has business abilities of a high order
and is meeting with marked success in
his new field of labor.
S. W. DERRATH.
Samuel Vincent Derrah was born at
Rockport, Carbon county, Pa., July 26,
1852. When twelve years of age he
withdrew from the village school to
accept the position of water boy on the
Lehigh Valley railroad, then in course
of construction. Two years later he
removed with his parents to Troy, Pa.,
where he obtained employment as office
boy in the office of the Troy Gazette.
While there he applied himself dili-
gently to acquire an education, and
his ambition attracted the attention of
his employers, who rewarded his
Services with several promotions. In
1877 he went to Williamsport, Pa.,
whère he secured a position as reporter
on the staff of the Gazette and Bulletin,
then the leading newspaper of north-
ern Pennsylvania, at the same time act—
ing as Special correspondent for several
New York. and Philadelphia papers.
Early in 1879 he established and com:
menced the publication of “The Break-
fast Table,” which profitable enterprise
he was compelled to dispose of the fol-
lowing Spring on account of failing
health. Thinking that the Colorado
climate would benefit him he removed
to Trinidad in that state and assumed
the duties of assistant editor of the
Daily News, which position he was
compelled to give up in August, 1880,
on account of impaired eyesight. Be-
ing desirous of entering the railway
business, Mr. Derrah commenced at the
bottom of the ladder, accepting a
position as truckman on the freight
platform of the Atchison, Topeka &
Santa Fe at Trinidad on September 1,
1880. Since that time he has steadily
advanced and his rise has been a rapid
One. From truckman he was promoted
to bill clerk and check clerk and in 1881
to trainmaster’s clerk at La Junta. In
1882 he was made superintendent’s clerk
and in 1883 was promoted to the travel-
ing passenger agency at Salt Lake City.
In 1884 he was made traveling freight
agent at Denver and before the end of
the year was made traveling freight
and passenger agent with headquarters
at Cincinnati, where he remained until
1887 when he was given the position of
commercial agent at Denver. After
eight years of faithful service with
the Santa Fe, Mr. Derrah resigned in
1889 to accept the position which he
now so ably fills at Salt Lake City,
commercial freight and passenger
agent for the Missouri Pacific.
Owing to his extreme modesty we
were unable to obtain a biography
from Mr. Derrah, and for the informa-
tion in this sketch we are under obliga-
tions to P. J. Flynn, the popular com-
m’ssioner of the Colorado-Utah Traffic
association, who is one of his lifelong
friends.
C. W. HEQUEMBOURG.
C. W. Hequenbourg, superintendent
of car service for the Missouri Pacific,
with headquarters at St. Louis, was born
in that city October 16, 1845. He en-
tered the Union army with the 72d New
York volunteers August 26, 1862. At
the close of the war he returned to St.
Louis, and in 1867 and 1868 served as
United States district assessor in South-
east Missouri. His first railroad work
was in the construction department of
the St. Louis, Iron Mountain & Southern
railway, where he remained until the
completion of the main line and the
Cairo branch. He then served for a
number of years as agent at Cairo for
the Cairo, Arkansas & Texas and the
St. Louis, Iron Mountain & Southerr.
Leaving Cairo, he was then connected
with the construction of a number of
railroads, notably the St. Louis South-
eastern and the Kansas City, Fort Scott
& Memphis. In 1883 he again entered
the service of the Iron Mountain as sec-
retary of the superintendent. Mr.
Hequenbourg commenced service with
the Missouri Pacific in 1885, when he
Was appointed Secretary of the general
Supelintendent. In 1886 he was ap-
pointed car service agent, and his service
in this department was of such a high
order that in 1888 he was promoted to
the position the duties of which he now
performs with ability and dispatch.
HENRY B. KANIE.
Noticeable in the group of portraits
of Missouri Pacific officials which ap-
pears in this issue is the face of Henry
R Kane, who is now general claim agent
of the International and Great Northern
railroad, with headquarters at Palestine,
Texas. Mr. Kane was born in Sprinfield,
Ill., and entered the railway service as
chief clerk in the claim department of
the Missouri Pacific at St. Louis in 1884.
In 1887 he was promoted to the office of
of assistant general claim agent for the
Same Company in Texas, with head-
quarters at Palestine. In 1888 he was
assistant Secretary and a director of the
International & Great Northern, and in
1889 was again connected with the Mis-
Souri Pacific as commercial agent for
Texas, with headquarters at Dallas.
This year Mr. Baker was elected second
Vice-president and appointed general
claim agent of the International &
Great Northern, and in losing him the
Missouri Pacific lost one of its best
Officials.
W. L. LEE.
W. L. Lee, local freight agent for the
Missouri Pacific at St. Louis, begau er—
vice with the St. Louis, Iron Mountain
& Southern railroad as a clerk in the
cashier's department of the local freight
office in St. Louis in September, 1879.
In September, 1881, he was promoted to
assistant cashier in the same office, and
in March, 1884, to ca hier. For six
years he faithfully performed the duties
of cashier and in May, 1890, his services
were rewarded by the company pror lot-
ing him to the position which he now
occupies.
* E. M. GANNON.
One of the youngest and most capable
commercial agents in the railway busi-
ness in this country is E. M. Gannon, who
holds that important position for the
Missouri Pacific at Atchison, Kan: Mr.
Gannon was born at Gedarburg, Wis.,
October 30, 1868. He cast his lot with
the railway service in March, 1885, when
he was employed to perform the duties
of office boy in the general freight office
of the Milwaukee & Northern railroad
at Milwaukee. He was promoted suc-
Cessively to tariff, claim, rate and chief
Clerk, which last position he resigned
July 15, 1890, to accept the place of
Chief clerk to the commercial agent of
Missouri Pacific at Atchison. On No-
vember 1, 1890, he was transferred to
Omaha and made chief clerk to the
assistant general freight agent of the
Same company, and on June 1, 1891, he
Was again promoted, the position
awarded him being that of commercial
agent at Atchison, at which point he has
ever Since ably attended to the com-
pany’s interest. During his short stay
in Omaha, Mr. Gannon made a host of
friends who regretted his departure but
rejoiced as his rapid and well merited
promotion.
G. W. HUNTER.
G. W. Hunter is the efficient chief clerk
in the Offices of Freight Traffic Manager
Parker of the Missouri Pacific at St.
Louis. He was born at Hubbardston,
Michigan, in 1862. He embarked in the
railway Service in 1882 and held positions
as operator and clerk at various points
On the Detroit, Lansing & Northern road
until February, 1883, when he went to
West Detroit as a clerk for the Lake
Shore & Michigan Southern. From .
January, 1885, to April, 1889, he was em-
ployed in the railway mail service be-
tween, Kansas City and . Fort Worth,
Texas, being postal clerk, assistant chief
clerk, chief clerk and superintendent suc-
cessively. In May, 1889, he was ap-
pointed agent for the Atchison, Topeka
& Santa Fe at St. Louis, and was after-
wards made clerk in the superintendent’s
office there He went to the Missouri
Pacific in April, 1890, as clerk in the
general freight offices, and in November
Of the Same year was promoted to chief
clerk in the Offices of the freight traffic
manager, the duties of which position
he has ever since performed with faith-
ful ability
J. C, JENNING S.
J. C. Jennings, the hustling commer-
Cial agent for the Missouri Pacific at
Wichita, Kan., is an old time railroader.
He commenced as a brakeman for the
Philadelphia & Reading company in
November, 1859, and in 1860 was ad–
Vanced to the position of baggageman.
In the early part of 1863 he was made
passenger conductor, running between
Harrisburg, Pa., and New York, and in
1871 he was promoted to the position of
chief clerk in the passenger department.
Afterward he was appoiuted general
agent at Harrisburg, that being the
terminal station of the road at that time.
After faithful service of twenty-four
consecutive years with the Philadelphia
& Reading, Mr. Jennings was elected
general Superintendent of the Cornwall
& Lebanon road, of which he took charge
July 1, 1883. He resigned in October,
1886, to accept the position of general
freight and passenger agent of the Kan-
sas, Nebraska & Dakota road, which was
absorbed by the Missouri Pacific in
March, 1887. Mr. Jennings was retained
by the latter road and has ever since
been considered one of the best men in
the service.
H. C. POST. *
H. C. Post is the able and popular
official who has charge of the commer-
cial department of the Missouri Pacific
at Fort Scott, Kan. Mr. Post was born
at Auburn, N. Y., in 1856, and has quite
a railroad record. His first service was
in the engineering department of the
Southern Central railway in 1870. He
continued with that company and the
Lake Ontario Shore, both of which roads
were organized and built by bis father,
George C. Post, until 1879, when he went
to Texas in the construction department
of the Texas Pacific. He remained with
that company until the completion of
its lines to New Orleans, when he ac-
cepted a position with the Wicksburg,
Shreveport & Pacific until that road
was completed from Munroe to Shreve-
port and from Meridian to New Orleans
in 1883. He was then connected with
the construction department of the Chi-
cago, Burlington & Quincy lines in Iowa
and Missouri until 1885, when he joined
others in a scheme to build a railroad
north of the Missouri river from Alton
Ill., to Kansas City, part of which line
has since been absorbed by the Missouri,
Kansas & Texas. In May, 1887, Mr.
Post accepted a position with the Wa-
bash at St. Louis, where he remained
until 1889, since which time he has
held responsible positions at several dif–
ferent points for the Missouri Pacific,
which company he now so ably repre-
Sents at Folt Scott.
L. M. FLETCHER.
L. M. Fletcher, who holds the respon-
Sible position of general Pacific coast
freight and passenger agent for the Mis-
Souri Pacific, with headquarters at San
Francisco, performed his first railway
Service in the civil engineering depart—
ment of the Chicago, Rock Island & Pa-
cific company in 1882. He was there
for two years, when he resigned to ac-
Cept a position as car accountant for the
Same Company at Muscatine, Ia, After
being there only one month Mr. Fletcher
was tendered and accepted the position
of assistant ticket agent for the Rock
Island and the Burlington, Cedar Rapids
& Northern at that place. In February,
1887, he quit the railway business and
Went West to the Pacific coast. He re-
turned to his first love, however, in
March, 1888, and accepted a position in
the passenger department of the South-
ern Pacific company at Los Angeles.
Bis first service with the Missouri Pa-
cific was 91. October 15, 1888, when he
was appointed traveling freight and
passenger agent for that company and
the Texas Pacific. On September 1,
1891, he was promoted to acting general
Pacific coast freight and passenger agent
of these two companies, and in Decem-
ber of the same year was appointed
permanently to the position he now
holds. Mr. Fletcher, while only twenty-
eight years years of age, is considered
One of the most valuable men in the
Service of his employers.
J. S. TUSTIN.
J. S. Tustin, freight claim agent for
the Missouri Pacific at St. Louis, first
commenced to do railroad work in Sep-
tember, 1877, when he assumed the
duties of deliv Ty clerk in the office of
the local agent of the Illinois Central in
Chicago. He worked in that office for
four years in which he was promoted
through intermediate positions to that
of chief bill clerk. Tiring of local
office work, he obtained a position revis-
ing billing in the office of the freight audi-
tor of the Chicago & Northwestern at
Chicago. He remained there until Feb-
ruary, 1883, when he sought employment
in St. Louis and accepted a position as
revising clerk under Frank Trumbull,
them freight auditor for the Missouri
Pacific. From the revising depart-
ment he was transferred to the
claim department in the fall of 1884, and
in the Spring of 1888 was made chief
clerk in that department. In October
of the Same year he was promoted to the
office of freight claim agent, which posi-
tion he has ever since filled in a most
Creditable manner
Continued on Page 49s
3-
44. Omaha Railway News-Reporter.
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I’. E. D.U.N BAR, A LE RED D.A. It LOW, D.A.N. B. H IN ES,
Conductor, Union Pacific Railway. Cushier Pass. Department, Union Pacific Railway. Engineer on the Union Pacific Rºy.
E. E. HILL, GEORGE MILLER, HENRY F. RUGER,
Demurrage Commissioner, Denver. Con Tuctor on the Union Pacific Railway. City Ticket Agent, B. & M. Rºy.
F. A. SECORD. H. C. DINKINS, E. L. PALM ER,
Manager U. P. Rºy Telegraph at Cheyenne. Freight Agent of the Santa Fe Rºy. Pass. Agent of the Santa Fe Rºy.
J. H. CLARK, H. B. KOOSER, J. H. FLANAGAN,
Conductor, Union Pacific Railway, Denver. City Freight Agent of the Missouri Pacific Ry. Local Freight Agent of the F., E. & M. V.












Holiday Number.
45
S. H. Mallory. . R. C. Cushing. Jno. A. O’Keefe.
MAILORY, CUSHING & Co.
On ha ha, Neb.
Railroads,
co NTR Act or s
Irrigating Canals,
Reservoirs, Etc.
CORRESPONDENCE SOLICITE. D.


4.6
News-Reporter.
Onnaha Railway
E. E. HILL.
The success of the Western Demurrage
Bureau is due almost entirely to the in-
telligence, pluck and perseverance of
E. E. Hill, the commissioner and head
of this important department. Mr. Hill
was born May 18, 1861, at Pleasant Hill,
Ohió, and entered the railway service
as a telegraph operator in 1880. For
five years he had charge of the office at
Pleasant Hill and resigned to accept a
more lucrative position with the Union
IPacific at Omaha. For two years he
was connected with the yardmaster's
office as operator, yard clerk and chief
clerk. In 1888 the roads centering in
Omaha decided to establish a demur-
rage bureau and Mr. Hill was elected
commissioner. Mr. Hill's administration
attracted the attention of railway offi.
cials to the plan, and today there are
over thirty bureaus in successful opera-
tion in as many different cities. After
starting the good work in this city Mr.
Hill was sent to Denver to re-Open the
office in that city, where he has remained
up to this time. In all the railway world
there is not one man who gives more
attention to his duties than does Mr.
Hill. He is a true gentleman and his
honesty and ability are recognized by
his employers and the public alike. His
department is a Godsend to car account.
ants and his labors generally tend to-
ward the best interests of the public and
companies alike.
H. B. KOOSER,
One of the most faithful and energetic
workers in his department of the rail-
way business is H. B. Kooser, contract-
ing freight agent for the Missouri Pacific
in this city. Mr. Kooser was born at
Somerset, Penn. In 1878 he entered the
service of the Baltimore & Ohio in that
city as bill clerk, and in 1879 was pro-
moted to the agency at Bradford, Pa.,
for the same company. He was trans-
ferred to the Washington station of that
company in the road department, from
which position lie resigned in 1881 to
accept the agency at Allegheny City
for the P. & W. railway. In the several
positions which he had occupied up to
that time Mr. Kooser had displayed such
ability that he had attracted the atten-
tion of his superiors, and in 1885 he was
tendered aſ, d accepted the responsible
position of agent for the Baltimore &
Ohio Express company at Toledo.
Shortly after assuming the duties of
that office the Baltimore & Ohio sold out
to the United States Express, and Mr.
Kooser was transferred to Chicago with
the title of assistant agent of the con-
solidated companies. In 1886 he re-
signed and accepted a position with the
Missouri Pacific as traveling freight
and live stock agent. During the two
years that he served in that capacity he
gave general satisfaction, and in 1890
was promoted to the office which he
now fills with ability.
H. C. DINIXIN S.
In Canton, Miss., in 1857, was born H.
C. Dinkins, the well known freight
agent of the Santa Fe in this city. Mr.
I)inkins' first service on the railroad
was as a baggage master on the old
Mississippi Central at Carton, Miss., now
the Illinois Central line. He served six
months as baggage master and entered
the freight office at Grenada, Miss., as
local clerk, where he remained until
April, 1881 Leaving there he took a
steamer at New York and Sailed for
Guaymas, Mexico, by Way of Panama,
aud entered the Service of the Sonoro
road, being successively agent at Guay–
mas and Hermosillo, state of Sonoro,
Mexico. He left Guaymas in Decem-
ber, 1883, on the completion of the
Sonoro road, on an indefinite sick leave.
After recovering in February, 1884, he
was offered and accepted a position as
local agent at Paso Del Norte, Mexico,
with the Mexican Central railway. He
was transferred from Paso Del Norte
Lerdo, Mexico, and made traveling
agent with headquarters in the City of
Mexico, and served in that capacity un-
til November, 1886, when he left Mexico
to accept the Pacific coast passenger
agency for the St. Louis & San Fram—
cisco railway, with headquarters at San
Francisco, in which position he re-
mained until October, 1889, when he ac-
cepted a position with the Mexican
National in Chicago, and on January 1,
1890, took service with the Santa Fe as
traveling freight agent at St. Joseph,
Mo., which position he filled until June,
1891, when he was transferred to Omaha
as freight agent of this company.
E. L. PALMER.
E.I. Palmer,who is the efficient general
agent of the passenger department in
this city for the Atchison, Topeka &
Santa Fe, with a territory comprising
Nebraska and South Dakota, was born at
Sycamore, Ill., August 19, 1857. He be-
gan his railway career at Atchison, Kan.,
as a clerk in both freight and passenger
departments. In the latter year he was
appointed ticket clerk at the Union depot
at Atchison, and resigned in 1883 to ac-
cept the city ticket agency of the A., T.
& S. F, in the same city. He filled the
latter position until 1885, when he was
made traveling passenger agent, and
later received in addition to those duties,
those of traveling freight agent. He
filled that position until his appointment
to the position of freight and passenger
agent in this city June 1, 1889. Owing
to a greatly increased business his duties
were divided last year and he was made
general agent of the passenger depart-
ment, a position which he is now filling
with great ability.
JOHN H. CLARK,
John H. Clark, the well known passen-
ger conductor Who runs between Den-
wer and North Platte, was born July 22,
1847, at Francestown, New Hampshire.
In May, 1868, he began his railway ca–
reer as a brakeman for the Union Pacific
railway. In 1874 he was promoted and
since that time has served the Union Pa-
cific continuously as a conductor. For ten
years he has run the Denver limited be—
tween that city and North Platte. Mr.
Clark is now the Oldest Conductor in the
service of the Union Pacific and is popu-
lar with every man who has ever had.
the pleasure of forming his acquaintance
He is a member of the Order of Railway
Conductors and stands high in the coun-
cils of their fraternal circles. There is
no man in the service more deserving of.
praise than is John H. Clark, and we
hope that he will be spared to the com—
pany he has served so well for many
years to come.
The Wyoming & Utah Railroad com-
pany has been incorporated for the pur-
pose af building a railroad from Casper,
Wy., to Ogden, Utah. The company is
capitalized at $10,000,000, and the in-
corporators are Charles A. Sherman,
E. S. Weatherby of Iowa, Ormond
lºambo of Philadelphia, A. C. Smith of
of Suffolk, Va., and J. A. Van Horn of
Lincoln, Neb. The incorporation papers
were issued at Cheyenne. In many
respects this is the most important item
of railway news of the year. No other
track of equal Jength could so com-
pletely change railroad relations. It
Will extend the Northwestern’s Fre-
mont, Elkhorn & Missouri Valley road
to Ogden and give the Vanderbilts a
continuous line nearly across tha conti-
nent.
WILLIAM B. TRAVIS.
William B. Travis is strictly a Wabash
man. He was born on that line and has
ever since been within sight of her rails.
He has been running a passenger train
on that system for about three years and
is one of the best conductors in the busi-
ness. “Billy” is a young railroad man
of promise and will be heard of in a
higher position some day in the not far
distant future,
J. H. FLANAGAN.
J. H. Flanagan, the able and efficient
freight agent of the Chicago & North-
western in this city, was born in Brook-
lyn, N. Y., September 4, 1858. He began
railroading as a clerk for the Chicago,
St. Paul, Minneapolis & Omaha at
Adrian, Minnesota, March 24, 1878. He
continued with that company at various
stations as agent and operator until 1882,
when he resigned to accept a position
with the Sioux City & Pacific railway.
He continued with that company until
August, 1885, when he again took service
with the Omaha. For two years he was
agent at Covington, during which time
he had supervision of the transfer boats,
round house and yards at that point. In
1887 he was appointed train dispatcher
with headquarters in Omaha, and a few
months later cashier of the local freight
office. He discharged the duties of that
office until August 1, 1888, when he was
promoted to the joint agency of the Chi-
cago, St. Paul, Minneapolis & Omaha,
Chicago & Northwestern and Fremont,
Elkhorn & Missouri Valley roads, which
position he still fills to the satisfaction
of all concerned.
A. J. GUNNELL.
A. J. Gunnell is one of the best known
engineers in the country and a leading
member of the Brotherhood of Locomo-
tive Engineers. He was born in West-
moreland county, Pennsylvania in 1845
and in 1854 removed with his parents to
Illinois. He began his railroading as a
brakeman in 1864 and found employment
as a locomotive fireman with the Union
Pacific at Bryan in 1868. In three years
he had won promotion and has continued
in the locomotive service up to this date.
For eighteen years Mr. Gunnell has been
with the Wabash and has resided at
Moberly. He has been first assistant
engineer of division 86 for six years and
was elected delegate to Richmond and
Pittsburg.
GEORGE WELDON.
George Weldon is one of the most
popular passenger conductors running
out of Omaha. He first saw the light at
St. Charles, DeKalb county, Illinois,
November 22, 1854, and has continued to
grow in popular favor up to this time.
His first railroad work was as a brake-
man in 1873 on the old Winona & St.
Peter under C. C. Hughes, now general
superintendent of the Elkhorn in this
city. In 1876 he removed to Missouri
and found employment on the Wabash,
with which corporotion he has been up
to this time. For thirteen years he has
been a conductor, the last five of Which
have heen on a passenger train, Mr. Wel-
don's home is at Moberly, where he has
a happy and interesting family.
A. A. LEVELLE.
One of the most faithful and efficient
engineers in the service of the great
Wabash system is the man whose name
heads this article Mr. Levelle has his
headquarters at Moberly, Mo., and runs
between that city and St. Louis. Few
men in the service of any company have
discharged their duties in a more satis—
factory manner than Mr. Levelle. He
is one of the best engineers in the Coun-
try, and we speak kuowingly, having
followed him through summer's heat
and winter’s cold, and have never known
him to neglect a duty.
E P. MULLEN.
The handsome features of E. P. Mul-
len, the chief accountant of the auditor's
office of the Burlington route in this
city, are as well known as those of any
young man in Omaha. Mr. Mullen was
born June 2, 1865, at Drummondville,
Ont. He commenced railroading in
1883 with the Great Western railway, as
manifest clerk, which place he held for
a short time, resigning to accept the
position of west-bound biller with the
New York, Lake Erie & Western, which
position he resigned in December, 1883,
to come west, having cast his lot with
the Burlington. He was educated in the
separate and German schools of his
native town and “Carmelitie Monastery.”
Mr. Mullen's youthful intention was to
be a member of the cloth, but interfer-
ences prevented him from doing so. He
is a young man of more than average
ability and is making rapid progress in
his chosen profession:
J. K. CHAMBERS.
The subject of this biography is J. K.
Chambers, who holds the important
position of ticket agent at the Omaha
Union depot. He was born in Green
Valley, New York, in 1851, and com-
menced railroading with the Union
Pacific as train agent out of Council
Bluffs. After serving as such for ten
months, he was given a position with
Ticket Agent Bell, of the Union Pacific,
whose jurisdiction covered the depot
offices on both sides of the river. In
1883 Mr. Chambers was made joint
ticket agent for the Union Pacific,
Chicago & Northwestern, Chicago,
Milwaukee & St. Paul and Chicago
Rock Island & Pacific, in Omaha, city
office, located in the Paxton hotel.
Later he went to the Omaha depot ticket
office, and on the first of April, 1885,
was placed in charge of the office. Au-
gust 1, 1890, he was placed in his present
position.
W. P. DURREE,
W. P. Durkee, who holds the position
of assistant auditor at the headquarters
of the Burlington & Missouri in this
city, was born at Suspension Bridge,
New York, in 1862. He attended the
public achools there and graduated from
“De Viaux College.” On reaching young
manhood he took Horace Greeley's ad-
vice and caume west. He was offered
and accepted a clerkship in the auditor’s
office, and his ability and faithful appli-
cation have advanced him to the respon-
sible position which he now holds.
“Dick” is held in high esteem by his
employers and all who know him.
The Atchison, Topeka & Santa Fe
Railroad was originally chartered Feb-
ruary 11, 1859, under the name of the
Atchison & Topeka. The name was
changed to Atchison, Topeka & Santa
Fe in March, 1863, and the construction
of the line was commenced in 1869.
The entire road was completed and
opened February 20, 1873.
The great Baltimore & Ohio Railroad
was chartered in Maryland, February 28,
1827, and in Virginia, March 8, 1827.
The Construction of the Iroad was com-
menced with considerable ceremony on
July 4, 1828. The first section of the
road on its opening was operated by
horse power. On August 30, 1830, steam
power was substituted.
The company to which the Missouri
Pacific is successor was incorporated
March 12, 1849, under the name of the
Pacific Railway Company. The con-
struction was commenced July 4, 1851.
and the first engine was put upon the
track in November, 1852. The Missouri
Pacific system is now one of the largest
in the country and has over 6,000 miles
of trackage.
The Illinois Central railroad was
chartered Fehruary 10, 1851, by the state
of Illinois, which conveyed to it the
lands granted by an act of congress,
granting the right of way for the con-
struction of a railroad from Chicago to
Mobile, Ala. The whole of the original
road was completed and opened Septem-
ber 26, 1856,
The Louisville & Nashville railroad
company was incorporated March 5,
1850, and opened its main line, 185
miles, in November, 1859. Since then it
has, by Various extension and the ac-
quirement of sundry lines under lease or
otherwise, increased its system to over
3,000 miles of railroad,
Holiday Number.
4.7
F. A. NASH. º
The popularity of Fred A. Nash, gen-
eral agent of the Chicago, Milwaukee
& St. Paul railway, as a man of worth
and business ability needs no words of
praise from a biographer. He is an
old and well known citizen of Omaha,
having located cere in 1867. Mr. Nash
began his railway career in that year as
a brakeman on the Union Pacific rail—
way, which at that time extended as far
west as North Platte. At , the end of
1868, after having filled the position of
brakeman and switchman, he was pro-
moted to that of conductor, which he
filled until the following year when he
resigned to accept a clerkship in the
general freight office under E. P. Vin-
ing. In 1874 he was appointed agent at
Floyd, Colo,, on the Colorado Central,
which had just been completed. A
year later he was again transferred to
the general freight office, and early in
1877, his great merit having been recog-
nized by the Union Pacific magagement,
he was promoted to the position of car
accountant and chief clerk Of the general
superintendent's office. When the late
J. T. Clark was appointed general sup-
erintendent of the Chicago, Milwaukee
& St. Paul railway he at once tendered
Mr. Nash the superintendency of that
line with headquarters at Milwaukee,
which offer he declined, owing to his
bright prospects with his old road. A
few months later he yielded to the ear-
nest solicitations of General Manager
Merrill and J. T. Clark of the Milwaukee,
and resigned to accept the office of
general agent in this city for that line.
He has filled his prescht office since 1882,
and his imployers have never regretted
his appointment to that important
place. The business which he secures
for his line speaks volumes for his
ability.
J. E. PRESTON.
J. E. Preston, contracting frieght agent
of the Chicago, Milwaukeo & St. Paul
road in this city, was born in Windham
county, Conn., in July, 1856, He com-
menced his railroad career twelve years
ago as a clerk in the Omaha ºffice of the
New York Central Blue Line. Shortly aft–
er he went on the road as western travel-
ing agent for the same line, ald in 1882
took charge of the Omaha office. In
1885 he was offered and accepted the
contracting freight agency of the Chi-
cago & Northwestern road in this city,
in which position he remained until
July, 1889, when he went to the Chicago,
Milwaukee & St. Paul as city passerger
agent. Mr. Preston filled that position
with signal ability until December 1st
of last year, when he was promoted to
the position he now holds. There are
few men with a wider circle of acquain.
tances and none with more friends.
TEIE RAILWAy NEWS-REPORTER wishes
him the same success in the freight that
rewarded his labors in the passenger
Office.
C. S. CARRIER
Thousands of the travelin public are
well acquainted with the features of
Court S. Carrier; who has for over
twenty years served them in different
capacities in the railroad business. He
was born May 20, 1851, near Corry, Pa.
At the age of 17 he entered the service
of the Chicago, Rock Island & Pacific as
telegraph operator at a small Iowa
town. For four years he followed in
the footsteps of thousands of men who
had filled that position before him—
moving from place to place. [n 1872
Mr. Carrier came west to better his con-
dition, and a few weeks after his arrival
be accepted a position with the Union
Pacific in this city as assistant ticket
agent under Joseph Bell at the union
depot. About five years ago, Mr. Car-
rier's health becoming very bad, he was
compelled to seek a change of air. He
returned a few months later much im–
proved in health, and resumed his duties,
$.
which he continued to fill until July 1,
1887, when he resigned to accept the
position of city ticket agent of the
Chicago, Milwaukee & St. Paul in this
city, which position he filled until ill
health again compelled his retirement.
Since his recovery, four years ago, he
has filled the position of ticket agent of
that company, and he is not only gain—
ing in health every day but also in popu-
larity with all who know him.
J. H. ARTHUR.
Joseph Arthur first saw the light in
Ohio, February 20, 1841. His first work
as a railroad man was when he became
a bill clerk in the local freight offices of
the Illinois Central at Chicago in May,
1863. In May, 1868, he resigned to
accept the position of chief bill clerk
of the local freight department of the
|Union Pacific in Omaha. The follow-
ing September he resigned to accept the
position of chief clerk under W. B.
Strong, who was at that time general
agent of the Chicago & Northwestern
at Council Bluffs. Mr. Arthur's ability
was recognized and he was promoted to
the position of cashier. For five years
he discharged the duties of that respon-
sible position to the satisfaction of all.
In 1875 he was again promoted, being
advanced to the position of local agent.
He continued in that position until
April 1, 1878, when he resigned to ac-
Cept the agency of the Blue Line in this
city. Four years later he was made
district agent of that company with
headquarters at Burlington Iowa. In
1886, his office with the Blue Line hav-
ing been abolished, he accepted a simi-
lar position with the West Shore &
Hoosac Tunnel line for the same terri-
tory, which he continued to fill until
June, 1887, when he resigned to accept
the position of freight agent in this city,
which position he fills today. He is
very popular with all classes of the
fraternity.
JOSEPH TEAEION.
Joseph Teahon is too well known to
the people of the west to need much of
an introduction, and when his biograph-
er states that he is the best all around
hustler in the country, everybody will
join the chorus with, “Right you are I"
He began his career in the mail depart-
ment thirty-one years ago at Chicago.
After the war he served on the Chicago,
Burlington & Quincy as a brakeman for
Some months, when he was promoted to
a baggage car. After filling that posi–
tion six months he resigned to accept
a position as checkman for the Pittsburg,
Ft. Wayne & Chicago at Chicago. In
1868. the spirit of adventure still stirred
in his bosom and he turned his footsteps
westward. He settled in Wyoming ter-
ritory, which was at that time a howl-
ing wilderness and the camping ground
Of the festive Sioux Indians. After a
two years' stay in the territory, he
Struck a bee line for Omaha. On his
arrival here he secured a situation with
the Union Pacific and was given charge
of the transfer and baggage between
this city and Council Bluffs. In 1871 he
was appointed joint baggage agent for
the Rock Island, Northwestern, Kansas
City and Chicago, Burlington & Qnincy,
at Council Bluffs, which position he
ably filled until the bridge was com-
pleted, when his office was abolished.
In 1874 he was appointed city passenger
agent of the Kansas City, St. Joe &
Council Bluffs road, which position he
Continued to fill until the Wabash was
completed to this city, when he resigned
to accept a similar position with that com-
pany. January, 1, 1888, he was appointed
traveling passenger agent of that line
with head vuarters in this city.
The best trains of the Great Northern
of Ireland are lighted by electricity,
there being four incandescent lights in
each compartment, A storage battery
is used,
lines,
GEORGE N. CLAYTON.
George N. Clayton, whose portrait
appears in this issue, commenced his
career in the railroad business January
12, 1870, when he was engaged as ticket
Seller for the Hannibal & St. Joe railroad
Company at Leavenworth, Kansas. At
the end of the third year he had mas-
tered the department and was promoted
to the position of traveling passenger
agent with headquarters at that city.
Three years after his office was moved
to Kansas City, and he was given the
title of general western passenger agent
which position he continued to fill to
the Satisfaction of his employers until
May 1, 1878, when he was tendered and
accepted a similar position with the
Wabash, St. Louis & Pacific. with head-
quarters at Kansas City. Upon the con–
Solidation of the Wabash and Missouri
Pacific system in 1883, he was made joint
northwestern passenger agent of those
Two years later when the lines
were separated he remained with the
Wabash as northwestern passenger agent,
which position he has filled to the pres-
ent day with rare ability. January 1,
1888, in addition to his other duties he
was made city ticket agent in this city,
succeeding Col. Frank E. Moores. The
Wabash was always a popular line and
under the efficient management of George
N. Clayton it has grown steadily in pub-
lic favor.
ELARRY F. MOORIES.
Harry E. Moores took to railroading
as naturally as a duck takes to water.
He is a popular young man, and his
large acquaintance with the citizens of
this city brings many sheckels to the
coffers of the company he represents
He first entered the railway service
three years and a half ago as assistant
to his father, who was at that time city
ticket agent of the Wabash Western.
When George N. Clayton was appointed
western passenger agent, with head-
quarters in this city, he selected Mr.
Moores as his assistant ticket agent,
which position he has filled since with
credit to himself and profit to the com-
pany. In addition to his railroad duties
he is sole agent in this city for a large
number of first class ocean steamship
lines, and is always ready to extend a
helping hand to those who wish to cross
the sea. He is aptly called a “chip off
the old block,” which assures beyond
all reason of doubt his success in the
business he has chosen.
J. MELLEN.
J. Mellen, operator and stenographer
in the office of general agent for the
Chicago & Northwestern road in this
city, was born in England. He began
railroading with the Northwestern at
Clinton, Iowa, in the capacity of night
operator, and was for a number of years
clerk to the assistant superintendent of
the East Iowa division. He came to
Omaha April 15, 1889, and engaged in
the office where he is at present.
GEORGE F. WEST.
George F. West, the city ticket agent
of the Chicago & Northwestern, is un-
tiring in his watchfulness after the in-
terests of his road. He was born in La
Porte, Indiana, February 24, 1865. In
1880 he began railway service with the
Grand Trunk as telegraph operator and
served as such in the car accountant's
and assistant superintendent's office of
the Peoria & Pekin Union road in 1881.
During 1881 he also served as operator
in the general office of the Indianapolis,
Bloomington & Western road at Peoria,
Illinois. In 1882 he went to the Chicago
& Northwestern road as operator and
ticket clerk at Marshalltown, Iowa, and
in the following year was transferred to
Des Moines, where he held a like posi-
tion. Later he was advanced to the
assistant ticket agency of the same road
at Cedar Rapids, Iowa, where he re-
mained until 1887, coming to this city,
from which date he filled the position of
city passenger agent with great ability
until the sad death last year of David
Kimball. He was then promoted to the
position he now fills. It is not flattery
to say, that in Mr. West the Northwest-
ern has a man of whom the officials may .
well be proud.
R. R. RITCHIE.
The above is the name of the enter-
prising and efficient general agent of
the Chicago & Northwestern at Omaha.
Mr. Richie was born in Wisconsin,
March, 1857. He began railroading
with the St. Paul & Pacific (Now Great
Northern) at Anoka, Minnesota, in the
capacity of telegraph operator, where
he remained one year. He resigned to
accept a better position at Winona,
Minnesota, and from that year, 1875,
until 1889 he served in various capaci-
ties at diverse points on the Northwest-
ern, being, in the latter year, appointed
to the general agency of the Northwest-
ern in this city. Since his appointment
to that important and responsible po-
Sition, he has proved conclusively that
he is all his company could wish for.
The business of that line out of this city
bas increased rapidly since he assumed
his present office, and it is due him to
say that the increase has been brought
about by his pushing methods and per-
sonal popularity. It is safe to predict
that in the near future Mr. Ritchie will
be called upon to fill a far more re-
Sponsible position.
D. W. A.I.D.RIDGE.
An able young railroad man who has
Worked himself rapidly to the front rank
is D. W. Aldridge, traveling passenger
agent for the Chicago & Northwestern,
with headquarters in this city. Mr.
Aldridge was born at Thedford. On—
tario, in 1860. He enter, d the service of
the Grand Trunk as operator and ticket
clerk in 1880. For six years he filled
various positions with that company
and resigned to better his condition in
the West. In 1886 he came to Omaha and
accepted a desk in the freight auditor's
office, Union Pacific railway, which he
resigned aft r several months to accept
* position as time-keeper for O. H. Dor-
rance, division superintendent. July 1,
1887, Mr. Aldridge was appointed agent
at Schuyler, one of the most important
Stations on the Union Pacific road. Dur-
ing his term of service at that point
Mr. Aldridge demonstrated his thor-
ough knowledge of the railway business
and made a host of friends, who rejoiced
with him when in December, 1889, he
Was appointed to the more luceative
position which he now holds.
W. S. HOWELL,
One of the most energetic and com—
petent officials in the service of the Chi-
cago, Milwaukee & St. Paul is W. S.
Howell, who is serving that corporation
in the capacity of traveling freight and
passenger agent. Mr. Howell was born
at Port Hope, Canada, July 17, 1864.
His first employment in the service was
With the Grand Trunk as operator in
1881. After filling that position two
years, during which time he handled
every important office on the road, he
was given a clerkship in the superinten-
dent's office, from which he resigned to
accept a better position in Detroit. He
remained in that city until 1884, when he
came to Nebraska, securing a position as
operator for the Union Pacific railway.
He was afterwards promoted to the
position of train dispatcher, which he
held until July, when he resigned to go
with the Northwestern as traveling pass.
enger agent. He continued with the
Northwestern until December 1, 1859
When he resigned to accept a pos.tion as
traveling freight agent with the Mil—
Waukee, under F. A. Nash. So ably did
Mr. Howell handle the freight business
Chat the Company decided in October,
1890, to increase his duties and he was
made traveling freight an I passenger
agent. His ability was not over-esti-
mated and he is głaking a record to be
proud of,
Omaha Railway News- Reporter.
The Great Wabash Route
Will Haſ On Salt During the SEASON ROlmi Trip Winter Tourist Tickets to -
Savanah, Ga., Jacksonville, Fla., Southerland, Fla., Mobile, Ala., New Orleans, Lake Charles, La., San Antonio, Galveston, Tex., Los
Angeles, San Diego, San Francisco, Cal., City of Mexico,
AND ALL THE
t|Jinter Resorts of the
souTH AND west
#$
#$
ONLY v IA THE WABASH ROUTE
1 5 Hours to St. Louis,
22% Indianapolis,
25% ſº ſº Cincinnati,
4.6% ** New York, ×
+& 4.O ſº ſº New Orleans, -
- 4.9% & ſº Savannah,
52% ſº ſº Jacksonville,
63 ſº ſº Tampa,
VVith Corresporn dirhg Fast Tirrle to
ALL POINTS EAST AND SOUTH
THE FAVORITE ROUTE TO THE HOT SPRINGS OF ARKANSAS,
For Tickets, Sleeping Car Accommodations and Full Information in regard to Routes East, South or West, call on or address:
G. N. CLAYTON, CHAS. HAYES, F. CHANDLER,
Northwestern Passenger Agent, Ceneral Manager, Gen’I. Pass. and Ticket Agent,
1502 FARN AM ST., ONUAHA, NEB. ST. LOUIS, NIQ, ST. Louis, MO,



4.
Holiday
Number.
X
3.
*
*.
~3-,+
! 9
*
JOHN W. FLYNN.
One of the best known and most highly
esteemed railroad men in the western
country is John W. Flynn, the commercial
agent of the Missouri Pacific at Pueblo,
Colo. Mr. Flynn, is a brother of P. J.
Flynn: the efficient chairman of the
Colorado-Utah Traffic association; and
was born at West Granville, N. Y.,
November 17, 1859. His career in the
railway business commenced in Decem—
ber, 1878, from which time until April,
1884, he was clerk, bookkeeper and pay-
master of various railroad contracting
firms engaged in railroad building in
Colorado, New Mexico, Missouri, Iowa
and Dakota, and of which Martin Flynn
of Des Moines, Ia, S. H. Mallory of
Chanton, Ia., and John Fitzgerld of
Lincoln were members. In April, 1884,
he entered the service of the well known
contracting firm of Mallory & Cush–
ing at Omaha, with whom he remained
as bookkeeper and cashier until July 31,
1889. During his stay in this city, Mr.
Flynn made a large circle of acquain-
tances by whom he was highly esteemed
as a citizen and a man of remarkable
business ability. In August, 1889, he
was appointed coutracting agent for the
Missouri Pacific at Denver, and in No–
vember of the next year he was pro-
moted to the position of commercial
agent for the same company at Pueblo,
at which point the business of the com—
pany has largely increased under his
able supervision. Mr. and Mrs. Flynn
recently met with a sad affliction in the
loss of their bright two-year-old little
boy who was taken away by dyph-
theria.
EIORACE C. SPURGIN.
Horace C. Spurgin is the efficient com-
mercial agent of the Missouri Pacific at
Joplin, Mo. He came to light in Eng-
land, December 24, 1848, and commenced
with the Great Northern railway in 1864
as an apprentice in the locomotive shops
at Doncastër. In 1869 he emigrated to
the United States, but did not enter the
railway service again permanently until
1872, when he was employed by the
Atchison, Topeka & Santa Fe. He re-
mained with that company for seventeen
and one-half years, being ten years con-
tinuously in the freight department at
Topeka, Kans., and for nearly seven years
agent at Hutchinson, Kans. Mr. Spurgin
commenced service with the Missouri
Pacific in January, 1890, as secretary to
J. S. Leeds, who was then freight traffic
manager. He was appointed to the re-
sponsible position which he now holds
at Joplin in November, 1890, and is con-
sidered an excellent official both by the
patrons of the road and his employers.
WILMER. C. STITH.
Wilmer C. Stith, gent ral freight agent
for the Missouri Pacific at St. Louis, was
born in that city June 21, 1858 He en-
tered the railway service in August, 1887,
in the traffic department of the St. Louis,
Iron Mountain & Southern, and contin-
ued with that company in various
capacities until its consolidation with
the Missouri Pacific in 1882. He remained
with the Missouri Pacific after the con-
colidation, being appointed assistant
general freight agent in September, 1886.
On January 1, 1890, he entered the ser—
vice of the Kansas City, Fort Scott &
Memphis system, as generalfreight agent.
remaining in that position until January
1, I892, when he returned to the Missouri
Pacific and was made general freight
agent, which position he still fills with
credit to himself and the company.
A. R. BRAGG.
A. R. Bragg, division freight agent of
the Missouri Pacific with headquarters at
Little Rock, Ark., performed his first
service in the railway business as time-
keeper in the construction and track-
laying department of the Cairo & Fulton
railroad in 1873. When that road was
completed to Texarkana, Ark., in 1874,
and merged into the St. Louis, Iron
Mountain & Southern, he went to Little
Rock and was employed by R. D. Lewis,
then local freight agent there, as way—
bill clerk in the local freight office. He
served in various capacities in that office
from way-bill clerk to chief clerk until
July, 1882, when Mr. Lewis resigned to
become traffic manager of the Arkansas
Valley Route, and Mr. Bragg was ap-
pointed his successor. He served as
local freight agent at Little Rock until
January 1, 1885, when he was appointed
division freight agent of the Missouri
Pacific a d St. Louis, Iron Mountain &
Southern and leased lines, with head-
quarters at Little Rock, which position
he has filled with signal ability
ever since. His territory includes all of
the company’s lines in the state of Arkan-
sas and Louisiana and the Indian Terri-
tory, a total of 1,359 miles, and we are
safe in saying that there is not a more
efficient man in his department in the
employ of the Missouri Pacific than is
Mr. Bragg.
JOHN C. FORESTER,
John C. Forester, commercial agent
for the Missouri Pacific at Kansas City,
was born August 25 1861. He entered
the railway service in October, 1877, in
the general freight office of the Chicago
& Grand Trunk railway at Port Huron,
Michigan. He was office boy, general
clerk and stenographer successively un-
til April, 1881, - when he accepted a
position as Stenographer in the general
freight office of the Wabash at St.
Louis. He held this position until Octo-
ber of the same year, when he went to
Milwankee to accept a position as steno–
grapher in the general freight offices of
the Wisconsin Central. From February
1, 1882, until June 1 of the same year he
was stenographer in the freight offices
of the Chicago, St. Paul, Minneapolis &
Omaha at St. Paul. On the 1st of Au-
gust, 1882, Mr. Forester was appointed
chief clerk in the general freight offices
of the Milwaukee & Northern at Mil-
waukee, where he remained until Decem-
ber 1, 1886, when he was promoted to
the position of general freight agent for
the same company. December 1, 1889, he
went into the service of the Missouri
Pacific as commercial agent at Atchison,
where he continued until November 1,
1890, when he was promoted to the re-
sponsible position, the duties of which
he is now so ably performing at Kansas
City,
THOMAS P. ADAMS.
The railway career of Thomas P,
Adams, local freight agent for the Mis.
souri Pacific at St. Louis, began in 1874,
when he was employed as messenger
boy in the office of which he now has
charge. With the exception of the
three months that he was Chief clerk in
the local freight. office of the Wabash at
East St. Louis station, he has been in the
employ of the Missouri Pacific ever since
his start and in the same office He was
made local freight agent in April, 1884,
and has ever since fulfilled the duties of
that position to the entire satisfaction
of both the company and its patrons.
Statistics of railway construction dur-
ing 1892 show that during the twelve
months the total length of main track
laid in the United States was 4,062 miles
on 189 lines in 43 States and Territories.
This is but 400 miles less than was laid in
1891. The only states in which no track
was laid are Vermont, Rhode Island,
Connecticut, Deleware and Nevada. The .
total railway mileage of the United
States is now 174,663 miles. The states
in which the greatest mileage was laid
during the present year are as follows:
Washington, 420.73 miles; Pennsylvania,
256.94; New York, 236.32; Michigan,
220 34; Texas, 211.23; West Virginia,
263.94; Minnesota, 200.27; Ohio, 197.] 5;
Missouri, 197,13.
A. B. C. DENNISTON.
A. B. C. Denniston, the handsome and
accommodating assistant city ticket
agent of the Missouri Pacific in this city,
was born October 20, 1861. He entered the
railway service as assistant agent of the
Flint & Pere Marquette railroad at J. L.
& S. crossing, opposite East Saginaw,
Mich. At the end of several months,
having fully mastered the art of teleg—
raphy, he was promoted to a position as
operator. Ole year later he was again
promoted, this time to the trying office
of relief agent. He discharged the duties
of that position for six years when he
resigned to come west. He arrived in
Omaha in 1887 and accepted a situation
with the Burlington, which he held until
he resigned to accept the one he now
bolds. Mr. Denniston is a first-class
ticket man, and has always been popular
with the patrons of his road.
GEORGE M. ENTRIKIN.
George M. Entrikin, commercial agent
for the Omaha & St. Louis and Wabash
Western at this point, entered the rail
way service January 2, 1882, as clerk in
the local freight aud ticket cffice of the
Wabash, St. Louis & Pacific at Des
Moines, Ia. A few months later he was
promoted to cashier and in February,
1883, he resigned and went to Denver,
where he was employed as bill clerk in
the local freight office of the Denver &
Rio Grande. In the following August
he was promoted to chief bill clerk,
which position he resigned in November
to accept a situation at Council Bluffs
with the Iowa Trunk Line Pool, where
he continued as travelling auditor until
July, 1886, when he entered the office
of the Chicago Rock Island & Pacific at
this city. When in February, 1888, the
Nickle Plate established an office in
Omaha, the well known ability of Mr.
Entrikin secured for him the responsi-
ble position of contracting freight agent
with that company. He continued with
the Nickle Plate until February, 1889,
when he was tendered and accepted the
position which he so ably fills today.
Mr. Entrikin is one of the most popular
and efficient railroad men in the western
COuntry.
F. N. PROPEIET.
Qne of the most popular young men
in railway and social circles in Ornaha
is F. N. Prophet, who is at present fill-
ing the position of traveling passenger
agent for the Union Pacific. He was
born August 9, 1863, at Cardington, O.
After completing his education he
learned telegraphy and for three years
was employed by the Bee Line as oper—
ator at his old home. He came west and
secured a position as operator with the
Union Pacific at Beatrice in 1886. He
continued in that position until Septem-
ber 1, 1889, when he was promoted to the
position of cashier at the same station.
His ability attracted the attention of his
superiors, and when a vacancy occurred
in the passenger service in this city in
October, 1890, he was appointed to the
city passenger agency, and last year he
was honored with promotion to the posi-
tion which he now holds.
JOHN FRANCIS.
John Francis, the well known and
popular general passenger and ticket
agent of the Burlington & Missouri road,
was born December 6, 1854, at Montreal,
Canada. He entered railway service in
1872, as a telegraph operator and clerk
for the Grand Trunk road at Prescott,
Ont, , where he remained until 1875,
when he was made ticket exchange clerk
for the same road at Sarnia, Ont. Iu
1880 he was appointed traveling passen-
ger agent for the Flint & Pere Marquette
railway. After being about one year in
this position he came west and engaged
as chief clerk in the office of division
superintendent of the Burlington at
Lincoln, Neb. There he remained two
years, when he was appointed to the
chief clerkship in the general passenger
agent's office of the same line, in this city.
He soon showed conclusively that he was
in his element there, and his great abili-
ty in that important branch of the rail—
way service was recognized substantially
June 15, 1885, he being on that date
made assistant general passenger agent
of the road. June 1, 1888, he was ad–
vanced to the head of the department,
where he today presides, and where he
has made for himself and the line he re-
presents, a world famous name.
W. S. VAILL.
The subject of this sketch was born
September 29, 1860, at Knoxville, Ill.
He came west and in 1876 learned teleg-
raphy at Beatrice, Neb., under Col.
John Dwyer, who is still the general
agent of the Burlington at Beatrice,
Fairmont and Plattsmouth. In 1878 he
was promoted to a position in the gener-
al offices in this city by William Irving,
who was at that time superintendent.
The following year he was placed in
charge of the car service department by
the late A. E. Touzalin, the general man-
ager of the road. He was soon promoted
to the position of cashier, general ticket
department, and was shortly after wards
made cashier of the department at Lin-
coln. In 1881 he resigned to accept the
chief clerkship of the superintendent’s
office, Union Pacific railway at Denver,
und r A. A. Egbert. At the end of a
year he was tendered and accepted the
position of car accountant of the Denver
& New Orleans railway ; he was also
traveling auditor of that line. He re-
turned to the Burlington, engaging in
station service in 1883, and in 1884 was
appointed agent at Wymore. He was
married January 1, 1885, to Miss Minnie
Heth of this city. In 1887 he was made
traveling passenger agent, with head-
quarters at Omaha.
January 20, 1890, he was promoted to
the office of city ticket and passenger
agent, which position he is filling with
ability at this time.
M. J. DOWLIN G.
Everybody in this neck of the woods
knows M. J. Dowling, the genial and
hustling city passenger agent of the
Burlington. “Jack” made his appear—
ance on earth at Hamilton, Ontario, Sep.
tember 18, 1860 He began railroading
with the Chicago, Rock Island & Pacific
at Kansas City as city passenger agent,
in 1881, and continued in that capacity
until 1883, when he resigned to accept a
similar one with the Burlington at the
same point. While holding that office
and also that of assistant tick" tº agent,
he sold the first through ticket to Den—
ver via the Burlington line. He contin-
ued with that company until the sys—
tem was consolidated with the Q. in 1885,
when he acct pted the ticket agency of
the Chicago & Alton at 1044 Union aven-
ue, Kansas City. June 19, 1888, he was
offered the city passenger agency of the
Burlington in this city, and neither the
patrons nor his employers have ever
had cause to regret his coming. Mr.
Dowling is credited with b ing one of
the first passenger agents in the country.
He is popular with everybody and is
One Of the best theatrical rustlers in the
business. Like the Pinkertons he never
sleeps, and is as tireless in pursuit of the
festive passenger for his road as he is in
showing its advantages when he secures
On 6.
The first railroad in the United States
was constructed in 1826. It was designed
to carry granite from , the quarries at
Quincy, Mass., to the 'nearest tidewater,
a distance of four miles, including
branhes, and its cost was $50,000. It
was laid to a five-foot gauge of stone
sleepers seven feet six inches long and
eight feet apart; upon these wooden
rails six inches thick and twelve inches
high were placed; upon the top of these
rails wrought iron plates three inches
wide by one-fourth of an inch thick
were spiked,
50 Onnaha Railway News-Reporter.
- - - --
- -
*
^
S. E. WILKINSON, P. H. MORRISSEY.
Grand Master, Brotherhood of Railroad Trainmen. First Vice-Grand Master, Brotherhood of Railroad Trainmen.
-
T. T. SLATTERY, G. W. NEWMAN,
Second_Vice-Grand Master, Brotherhood of Railroad Trainmen, Third Vice-Grand Master, Brotherhood of Railroad Trainmen,


Holiday Number. - 5 |
W. A. S.HEAHAN, C. A. UPRIGHT
Grand Secºy and Treas, of the Brotherhood of Railroad Trainmen. Chairman Grand Executive Board, Brotherhood of Railroad Trainmen.
º,
W. H. PRINCE, WILL W. BROWNE,
Secretary Grand Executive Board, B. of R. T. Grand Executive Board, Brotherhood of Railroad Trainmen.


Onaha Railway News-Reporter.
GEORGE C. SMITH,
Assistant General Manager of the Missouri Pacific System.

Holiday Number.
53
H. C. TOWNSEND,
Ticket Agent of the Missouri Pacific System.
General Passenger and

54. N Omaha Railway News-Reporter.
l
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Accident Insurance,
Steam Boiler Insurance,
Employers Liability Insurance,
Elevator Insurance,
Guarantee Bonds.
|Railroad men, traveling salesmen, and all classes and occupations will appreciate the Accident Policy issued by the Fidelity and
Casualty Company. It is THE
FIRST ACCIDENT COMPANY IN ISSUING A LIBERAL POLICY
VV HICH COVERS
Every kind of bodily injury caused by external, violent and accidental means (such as dislocations, sprains, broken bones, ruptured
tendons, bruises, cuts, gunshot wounds, crushing or mangling, burns and scalds, kicks and bites of animals, drowning, strokes of light-
ening, pays for injuries internally afflicted by others, etc.) happening in any of the pursuits of life, or in any of the Ordinary Sports
indulged in for pleasure or recreation, where it totally disables the person, immediately and continuously, from labor or business, or
causes death, or loss of foot, hand or sight.
One-half of the face of the policy (installment plan) is paid for the loss of one hand or foot. Other Companies pay only one-third.
It is the only accident policy which gives protection against assault by robbers, burglars, causing death or injury. This hazzard is
excepted by all other companies. *- - -
Claims are promptly met; adjustments always satisfactory. The Fidelity and Casualty wherever known enjoys the reputation of
being unusually prompt in paying its losses. -
THE Assets of THE company ARE over $1,800,000.
More than Three and a half Million Dollars Paid for Losses. $200,000 in Cash de-
posited with the Insurance Department of the State of New York.
Railroad men seeking Accident Insurance should obtain the best written. You will
make no mistake if you order a policy in the
Old “F, and C.” COInn Dany.
H. E. PALMER & SON, General Agents
RAMGE BUILDING, OMAHA, NEB.
Eph Carter, H. E. Whiting, A. Lindsey, Special Agents.


Holiday Number.
55
|REAT R[ſ]( :
|S|N|) ROUT
|
|
L-
Best Line to the West.
Superb Dining Car Service.
1852 $3.
As long a time as David reigned, so long has the Chicago,
Rock Island & Pacific Railway run trains westward from Chicago.
The Rock Island is foremost in adopting any advantage calcu-
lated to improve speed and give that luxury, safety and comfort
that popular patronage demands. Its equipment is thoroughly
complete with vestibule trains, magnificent dining cars, sleepers and
chair coaches, all the most elegant, and of recently improved
patterns. Faithful and capable management and polite, honest
service from employes are important items. They are a double
duty—to the company and to travelers—and it is sometimes a task
difficult of accomplishment. Passengers on this line will find little
cause for complaint on that ground. The importance of this line
can be better understood if a short lesson in geography be now given.
What is the great Eastern termini of the Rock Island Route?
Chicago. What other sub-Eastern termini has it? Peoria. To
what important points does it run trains to the Northwest? St.
Paul and Minneapolis, Minn., and Watertown and Sioux Falls,
Dakota. To what important Iowa and Nebraska points? Des
Moines, Davenport, Iowa; Omaha and Lincoln, Neb. Does it touch
other Missouri River points? Yes; St. Joseph, Atchison, Leaven-
worth and Kansas City. Does it run trains to the foothills of the
Rocky Mountains? Yes; to Denver, Colorado Springs and Pueblo,
1893
solid vestibuled from Chicago. Can important cities of Kansas be
reached by the Rock Island Route? Yes; its capital city, Topeka,
and a full hundred others in all directions in the State, and it is the
only road running to and into the new lands opened for settlement
in the Cheyenne and Arapahoe reservation.
It will thus be seen that a line tapping, as the Rock Island does,
such a varied territory, has much in that regard to commend it to
travelers, as all connections are sure on the Rock Island, as passen-
gers can rely on a speedy journey, as over a bulk of the system
through trains are run, and it has become, and rightly too, the
popular Line.
A very popular train on the Chicago, Rock Island & Pacific
Railway leaves Chicago daily at 10 p. m. It is called “THE BIG
FIVE,” is only one day out, and passengers arrive at Denver,
Pueblo and Colorado Springs early the second morning.
The Rock Island has become a popular Colorado Line, and the
train above referred to is Vestibuled, and carries the Rock Island’s
excellent Dining Car Service.
For full particulars as to tickets, maps, rates, apply to any
coupon ticket office in the United States, Canada or Mexico, or
address:
JOHN SE-BASTIAN,
General Passenger and Ticket Agent,
E. ST. JOHN,
Chicago, Ill.
General Manager Great Rock Island Route, Chicago, Ill.

Onaha Railway News-Reporter.
JOHN B. COTTY,
Engineer on the Wabash Rºy.
MICHAEL MºCA BE.
Conductor on the Wabash Rºy.
A. J. GUNNELL,
Engineer on the Wabash Rºy.
W. S. SEARS,
Retired L. S. & M. S. Conductor,
W. O. BECKLEY,
Conductor on the Wabash Rºy.
A. A. LA VELLE,
Engineer on the Wabash Rºy.
HON. GEORGE ALLEN.
Conductor on the Union Pacific Rºy.
LITTLE RAY MOND E. H.ILL.
Son of Demurrage Commissioner Hill,
M. W. BURKE,
Traveling Engineer, Wabash Rºy.
WILLIAM E. TRAVIS,
Conductor on the Wabash Rºy
GEORGE WELDON.
Conductor on the Wabash Rºy.
E. J. T.IPPINS,
Conductor on the Western Rºy.







Holiday Number.
57
|AS Vºſſ's HÚl S]||S.
NE\V N1 EXICO
HIS delightful health and pleasure resort is situated on the southeastern slope of the Santa Fe
Range of the Rocky Mountains, at an elevation of nearly seven thousand feet above the sea.
The Springs, some forty in number, vary in temperature from very warm to entirely cold, and
are very widely celebrated for their curative effects upon all forms of chronic diseases. The
bathing facilities are unequalled,
THE CL|MATE IS UNEXCELLED.
THE MONTEZUMA HOTEL
Is a commodious and massive structure of stone—the finest watering place hotel west of the Alleghe-
nies. It has every convenience of modern times, and is elegantly furnished and supplied.
The Springs and Hotel are located on a branch of the main line of the Santa Fe, six miles from the
town of Las Vegas, New Mexico; is readily accessible by telegraph, telephone, and four passenger
trains per day. It is extensively used as a resting and bathing place by transcontinental tourists by
this celebrated route, as well as by all classes of rest, pleasure and health seekers from every part of
the country.
For information in regard to freight or passenger rates, tickets, through car accommodations
apply to:
E. L. PALMER, GEO. C. NICHOLSON. W. T. BLACK.
PASSºngºr Agent, Omaha, Neb, ū, P, and T. A., Tolºka, Kān, ASSt. G. P. and T. A., Topeka, Kan.
Santa Fe
Route





58 Omaha Railway News-Reporter.
-
-
O. L. ROLFE,
SAMUEL C. YOUNG,
Secretary Board of Grand Trustees, B. of R. T.
Chairman Board of Grand Trustees, B. of R. T.
R. S. BoDMAN, J. H. BENNETT
Member of Board of Grand Trustees, B. of R. T. General Passenger Agent, Rio Grande Western.








Holiday Number.
59
GEORGE C. SMſTH.
George C. Smith, assistant general,
manager of the Missouri Pacific system,
was born at Granville,
county, N. Y., March 4, 1855. Soon
after graduating from the Adrian, Michi-
gap, college, he was appointed private
secretary to the governor of that state,
which position he held from 1877 to 1881.
He entered the railway service May 1,
1881, as secretary to the late H. M. Hoxie
who was at that time general manager of
the International & Great Northern and
- Texas Pacific railways. He was success-
ively private secretary to Capt. R. S.
Hayes, H. M. Hoxie and S. H. H. Clark,
from July, 1881, to June, 1889. In 1884
he was appointed assistant secretary of
that company and in April, 1889, was
promoted to the position of assistant to
the vice-president. Two years ago Mr.
Smith was appointed assistant general
manager of the Missouri Pacific system
and he has fully demonstrated the fact,
that he is capable of handling thau
immense charge with perfect ease. That
great railroad was never in a better cou-
dition than it is at this time, Mr. Smith
has thus far made a model assistant gen-
eral manager, and his work has been as
satisfactory to the army of employes |
under him, as it has been to his em-
ployers.
BRAINARD ALLISON.
Brainard Allison, general advertising
agent for the Missouri Pacific company,
is considered one of the brightest and
most capable young men in the railway
service. He was born in Peoria, Ill.,
September 22, 1858, and at an early age
entered the employ of the Toledo, Peo-
ria & Warsaw railway, as cashier in the
office of H. C. Townsend, then general
passenger agent, with headquarters at
Peoria. After faithfully serving his em-
ployers for six years and becoming tired
of the constant indoor life, he resigned,
and accepted a responsible position with
one of the largest mercantile houses in
Peoria. Eight years of his business life
were given up to his employers in this
branch, when, becoming restless with |
the desire to again enter the ranks as
a railroad man, he tendered his resig-
nation and accepted his present position
with Mr. H. C. Townsend, general pas-
senger and ticket agent of the Missouri
Pacific railway. Mr. Allison is today
one of the most successful advertising
agents in the Country, and by his
executive ability and peculiar fitness for
the chiefship of the department assigned
him has made a reputation for himself
second to no other in the country. The
many magnificent pamphlets and other
attractive matter issued by the Missouri
Pacific Railway company are all from
his pen.
AUSTIN MCFAIRLAND.
Austin McFarland was initiated into
the railroad business in 1867, when he
accepted a position as assistant to Fred
Harvey, then ticket agent of the Han-
nibal & St. Joe and North Missouri
roads at Leavenworth, Kansas. At the
end of the year 1870 Mr. McFarland was
appointed agent for the Kansas City, St.
Joe & Council Bluffs, and the Atchison
& Nebraska railway, at Atchison, where
he remained seven years, when in 1877
he was appointed joint agent at St. Jo-
seph for the Hannibal & St. Joe, Union
Washington |
| much to say that hundreds of people
travel by his line simply because they
like Austin. - º
JOHN R. BUCHANAN.
Prominent among the portraits in
this issue is that of John R. Buchanan,
the general passenger agent of the
|Fremont, Elkhorn & Missouri Valley
and the Sioux City & Pacific. Mr.
Buchanan was born in Beaver county,
; Pennsylvania, April 3, 1838. He en-
|tered the railway service January 1,
1860, as telegraph operator with the
Ohio railroad at Concord, Ohio. In
July 1862, was appointed agent at De-
Nebraska. From November, 1863, to
*64 he was agent at Tama City, Iowa.
January 1, 1865, he accepted the agency
of the Chicago & Northwestern at Wa-
tertown, Wisconsin, which position he
held until October, 1869, when he re
signed. In 1871 he was made general
freight agent of the Missouri, Iowa &
Nebraska road, which position he re-
signed in 1873 to accept the general
superintendency of the Quincy, Missouri
& Pacific. In November, 1880, he was
appointed traveling auditor and traffic
agent of the Sioux City & Pacific, from
which position he was promoted to his
present office in September, 1881. Mr.
Buchanan during his long term of Ser-
vicé ' as general passenger agent has
handled his duties with great ability and
his office has more than kept up with
the procession.
E. D. BRANCH,
E. D. Branch, the accomodating assist-
ant in the Burlington ticket office in this
city, was born April 2, 1864, at Ruthland,
Meigs county, Ohio. After completing
his education he began his railway ser-
vice with the Burlington & Missouri in
July, 1881. He was employed in the
land department at Lincoln, where he
remained for one year, being transferred
to this city, where he was employed in
the assistant auditor’s Office until No-
vember,1883, when he was promoted to the
position of assistant ticket agent of the
depot ticket office at Lincoln. Mr.
Branch has filled every position which
he has ever held with credit to himself
and profit to his employers. When in
November, 1889, a vacancy occurred in
the city ticket office in this city, Mr.
Branch was promoted and has continued
to serve the patrons of the Burlington
route in a manner highly satisfactory to
all concerned.
M. W. BURKE. "
M. W. Burke, best known as “Bonny,”
is the popular traveling engineer for
the Great Wabash. We don’t know
how long he has been with that com-
pany, but it has been a long time, for
he began his railroad career when quite
young. To say that he is well liked is
drawing it mildly, and in addition to
his popularity he is one of the hand-
somest engineers in the country. He
was promoted to his present position on
December 1, 1892, and prior to that time
run a passenger engine for many years
between Moberly and St. Louis. He is
an enterprising and upright citizen, and
by his investments has added greatly to
the growth and prosperity of Moberly,
in which city he makes his home. Mr.
Burke's recent promotion was merited
by long, faithful and intelligent service,
Pacific and Missouri Pacific roads. and a more capable man for the position
The people of Atchison regretted his
departure exceedingly. His success at
St. Joe is too well known to need any
attention from us. In 1884 his well
known popularity attracted the atten–
tion of the Denver & Rio Grande people,
who tendered him the position of ticket
agent at Denver, which position he
accepted and has filled in the fullest
sense of the word up to the present
date. He is also agenit for the Missouri
Pacific road. Mr. McFarland honors
the position he holds in the finest ticket
is not in the service of the company.
There are at present twenty-six
submarine cable companies, the com-
bined capital of which is $200,000,000.
Their revenue, including subsidies,
amount to $16,020,300, their reserves
and sinking funds to $18,000,000, and
their dividends are from 1 to 14% per
cent. The receipts from the Atlantic
cables alone amount to about $4,000,000
annually. The number of cables laid
down throughout the world is 1,045, of
which 798 belong to governments and
office in the world, and it is not too
gº
|247 to private companies.
Witt, Iowa, for the Chicago, Iowa &
H. C. TOWNSEND.
There are few railroad men more
widely known in the United States and
| there is none more popular than H. C.
Townsend, the general passenger and
ticket agent of the great Missouri Pacif-
ic system, His talents are of a very
high order and he adds to these the ad-
vantage of a genial and pleasing person-
ality. His subordinates feel for him the
highest regard, and their loyalty gives a
striking proof of qualities that have
rendered him eminent in his chosen pro-
fession. His unusual powers of analyz-
ing human nature have enabled him
accurately to estimate the characters
and capabilities of those with whom he
is brought in contact, and it is thus that
he has surrounded himself with a corps
of assistants distinguished for its effici-
ency. Mr. Townsend was born in Pitts-
burg, Pa., August 11, 1847, and entered
the railway service as a clerk in the
office of the auditor of the Bellefontaine
road. He served in various capacities
in the offices of the Philadelphia, Wil-
mington & Baltimore, and the Pennsyl-
vania road until 1871, when he was
appointed general agent of the Toledo,
Peoria & Warsaw. In the last twenty
years he has been successively the head
of the passenger department of the
Wabash, St. Louis & Pacific and Missouri
Pacific, and accepted his present position
eight years ago.
WILLIAM O. BECKLEY.
William O. "Beckley, who runs a
passenger train between Kansas City and
St. Louis, is familiarly known as “Wa—
bash Bill.” He was born October 24,
1854, at Columbus, O., and began his
railroad career as a railway brakeman
on the Pan Handle between Indianapolis
and Columbus, where he continued in
different positions for three years. At
the end of that peroid he entered the
Pullman service as conductor, running
between New York and Chicago, St.
Louis and Boston. He remained with
that company three years and resigned
to accept the position of traveling
freight agent for the Baltimore &
Ohio. At the close of his second year
of service with the B. & O., his office
was abolished to reduce expenses, and
he again sought and found employment
with the Pullman company. He was
given the New York and Boston cars
out of St. Louis over the Wabash road.
His gentlemanly conduct and sterling
worth SOon attracted the attention of
the Wabash officials, who tendered him,
in 1881, a passenger train between St.
Louis and Kansas City, which he ac-
cepted and where he has continued to
the present time. Mr. Beckley is one of
the most popular conductors in Missouri
and as a railroad man he is without a
peer in the whole country. Mr. Beckley
is an active member of the Order of
Railway Conductors, and is president of
the “Old Reliable” Conductors' Acci—
dent association, having twice been re-
elected president of that splendid or—
ganization. §
JOHN B. COTTY.
John B. Cotty, who handles the throt-
tle on a Wabash engine running between
Moberly and St. Louis, is one of the old-
est and best passenger engineers in the
service of that great system. Mr. Cotty
began railroading in the fall of 1859 as
locomotive fireman for the Boston &
Albany. He remained with that Com-
pany until 1862 when he entered the
service of the United States as a private,
and by his bravery won one promotion
after another until he became a captain.
He was one of the Union prisoners at
Andersonville for a short time. After
the close of the war he was given an
engine on the Boston & Albany where
he remained until December, 1866,
when he came west and found employ-
ment as an engineer with the Missouri
Pacific. He quit that line when the
f Strike of 1868 occurred and went to the
Wandalia where for two years he ran an
engine and later a train. The next five
years he put in as engineer and Con-
ductor on the Iron Mountain and Hanni-
bal & St. Joe. He went to the Wabash
in 1878 where he has continued up to
this time. Mr. Cotty is a prominent
Knight Templar, a prominent member
of the G. A. R., and for years has been
one of the most active members of the
Brotherhood of Locomotive Engineers.
MICHAEL MCCAB.E.
Michael McCabe was born March 25,
1848, in Livingston County, Michigan.
He began his railway career in the fall
of 1865 when he secured a position as
brakeman on the old North Missouri
road, which at that time extended from
St. Charles to Macon, Mo. In August,
1866, he was transferred to St. Charles,
where, for nearly a year, he fired the
accommodation between that city and
St. Louis. At that time the entire
switching business at St. Louis was done
by the crew with that one engine, after
which the return trip was made. In the
spriag of 1867, having for the time tired
of the active and dangerous avocation of
a fireman's life, he resigned and entered
the service of the bridge and building
department under Mr. John Sours. In
1871 he was transferred to the bridge
gang of S. E. Gilbert, where he remained
until 1873, when he was promoted to
the position of bridge foreman, then, as
now, one of the most responsible
positions on any railroad.
In 1874 he was given entire charge of
a pile driver and gang, and in 1879,
after twelve years service in the bridge
department, he accepted a freight run
between Moberly and St. Louis, where
his watchfulness and ability were ob—
Served and rewarded. In 1881 he was
given one of the local runs between
those cities and a year later we found
him running extra passenger during the
St. Louis fair. The following summer
he Was promoted to a regular passenger
run on the main line, succeeding Col.
Cody. He continued on the main line
until 1884, when he was transferred to
the Canon ball run on the Omaha
division where he has continued up to
the present time, Mr. McCabe has lived
within his Salary, and as a result is the
owner of a fine little home at Moberly,
where he has a wife and three lovely
little ones with whom he spends a
delightful day at the end of each trip.
Senator Cullom has introduced in the
Senate two bills. The first compels the
testimony of witnesses before the Inter-
State Commerce commission. The
other bill defines the word “line” as
used in the interstate commerce law and
Construes it to mean a physical line,
Whether One railroad or two or more
Connecting railroads or part railroad
and part water when both are used under
a common control. The words “any
Common Carrier” are construed to mean
one or more than one such carrier, and
each Common carrier to any contract
shall be held individually responsible
for rates over Such lines in which it is
interested.
The Pennsylvania is credited with
having the largest time table of any
road in the country. Two hundred and
fifty trains enter the Broad street,
Philadelphia, station daily, Sundays ex-
cepted, and two hundred and twenty-
five depart from it. The train service
at the New York end is nearly as “
large.
There is a silversmith in Monterey,
Mexico, who is making out of silver an
exact model of the agricultural build-
ing of the World's Fair. It will be
eight feet wide, will contain a quantity
of Silver valued at $20,000. Lieutenant
Baker, the special commissioner of the
World’s Fair from Mexico, says it will
be one of the most beautiful objects
Sent to the Exposition.
6O - Ormaha Railway News-Reporter.
HOT SPRINGS, SOUTH DAKOTA,
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T E-I EC G.II, LES PIE HOTET, … - - - - - - THE HOT SPRINGs HOTE
HE natural and best sanitarium and health resort of the western country. --- An analysis of the water of the Hot Springs, by Prof
G. A. Mariner, chemist, Chicago, Ill., resulted as follows:
CONSTITUTENTS. GRAINS. CONSTITU ENTS. G RAINS.
Silica. . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . 2 464 | Peroxine of Iron . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . a traCe
Calcium Sulphate. . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . 16.352 | Magnesium Sulphate. . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . 4.320
Sodium Sulphate. . . . . . . . . . . . . . . . . . . . . . • * * * * * * * * * * * * * * * * * * * * * * * * * * * * * * * 25.620 | Potassium Sulphate. . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . 25.620
Sidium Chloride and PotaSSa . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . 13.790
- Total. . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . 62.546
The chemical combination is so perfect, that, notwithstanding its great specific gravity, the water is as clear as a crystal, through
which the smallest object can be seen at a great depth. -
These are the very best ingredients for mineral waters. The water also seems to be thoroughly impregnated with volatile elements,
gaseous constituents, and highly charged with magnetic and electric properties. Of the various theories that prevail in regard to these
springs, which have probably flowed for thousands of years, it is generally accepted that the waters are heated by the absorption of
highly heated vapors and gases which emanate from sources deeper seated than the water itself. The scenery about the Springs is pic
turesque and beautiful. There are delightful drives and other attractions inviting both health and pleasure seekers.
The accompanying cuts show the three principal hotels, besides these there are many smaller ones, thus affording ample and first–
class accomodations. For information, rates, etc., address - g -
J. R. E. UCH AN AN, GENERAL PASSENGER AGENT,
Frero ornt, Elkhorn & NMissouri Valley R. R. Orrhalºha, Nebraslica.





































































































































































Holiday Number. #.
61
& 79 5 1 & M I L ES 3.
ooooooooooooooooooooooooooooooooooooooooooooooo
. T H E . . .
tº-
*
º
ooooooooooooooooooooooooooooooooooooooooooooooo
Illinois, Wisconsin, Michigan,
Minnesota, The Dakotas,
Nebraska, Iowa, Wyoming.

62 Onnaha Railway News-Reporter.
THOMAS LORD KIM BALL, J. A. MON ROE,
Union Pacific Railway. Freight Traffic Manager of the Union Pacific Ry.
J. J. DICKEY.
Superintendent Western Union Telegragh Co.
PATRICK C. HEAFEY. W. G. ALBRIGHT,




Holiday Number. 63
JUDGE CHARLES OG DEN, JUDGE GEORGE. W. D.O.A.N.E.
**Row1 IN ENT NEBRAsrº A CITIZENs.
HON. J. STERLING MORTON. HON. SAMUEL N, WOLBACII,



64. Onaha Railway News-Reporter.
- T -
-
-
BRAIN_ARD ALLISON, E. W. LA BEAUME,
General Advertising Agent of the Missouri Pacific Rºy. Genºl Pass, and Ticket Agent, St. Louis & Southwestern Rºy.
GEORGE W. BULL. A. B. PLOUGH,
Genºl Pass, and Ticket Agent, St. Paul & Duluth Rºy, General Manager of the St. Paul & Duluth Rºy.


N.
65
\
Holiday Number.
*m-
S. E. WILEINSON.
S E. Wilkinson, grand master, Broth-
erhood of Railroad Trainmen, was born
n Monroeville, Ohio, Dec. 16th, 1850.
He is the son of Jesse and Flaville
Wilkinson, and was raised in Urbana,
Ohio. He took to railroading rather
than to schooling and succee "ed in stay-
ing out of school for months without
the knowledge of his parents, and the
most of that time was spent among the
railroad boys. In 1862 he ran away and
enlisted in the 135th Illinois regiment.
Subsequently he enlisted in the 154th
Illinois and served to the end of the War.
For five months he was post orderly to
General Thomas. Afterward he Was
transferred to the paymaster's depart-
ment and was one of the Safety guards
at Nashville. After the War, he gave
free vent to his inclination for railroad-
ing, and entered the service of the I.,
B. & W. as switchman and afterward
was a passenger brakeman on that road.
He afterward served in various
positions on the Logansport, Crawfords–
ville & Southwestern, on the Peoria &
Rock Island, on the North Missouri, on
the Milwaukee and St. Paul, on the
Michigan Southern and in the Peoria
& Pekin yards at Peoria, and for a short
time he was engaged in farming in
Nebraska. He early took an interest in
the forming and development of the
Brotherhood and was a charter member
of Enterprise Lodge No. 27, organized
at Peoria, Ill., Aug. 16th, 1884, and was
its first master and the delegate to the
first annual convention held at Oneonta,
N. Y. in October, 1884. July 10th he
was appointed, by the executive Com-
mittee of the Brotherhood, grand master,
to fill the unexpired term of Mr. W. J.
Barnett. At the second annual Conven-
tion, held at Burlington, Ia., in October,
1885, he was elected to succeed himself
and has since then been re-elected at
the expiration of each term of his office.
Mr. Wilkinson has been very con-
servative in all his dealings and has
effected a great number of very satis-
factory settlements, the general effect
of which has been to improve the Con-
dition of the trainmen throughout the
country. Personally the grand master
is a determined man, and strong fighter.
He is deem 'd by some, gruff and diffi-
cult of access, but those who have not
abused his confidence do not find this to
be the case. He is a pleasant Compan-
ion and is devoted to the interests of the
Brotherhood.—E. L. Jeliff in Chicago
Tribune.
T. T. SLATTERY.
T. T. Slattery, Second vice-grand mas-
ter, Brotherhood of Railroad Trainmen,
was born in Deposit, N. Y., Sep’ember
5, 1861, and educated in the public
schools of that town. In the Winter of
1879 he made application for a position
as brakeman on the Delaware division of
the Erie, but his father finding out his
intentions, made a protest to Train mas-
ter Murphy against hiring him, and as
he was under 21 years of age the protest
had the desired effect and he was not giv-
en employment. Shortly after he went to
New York City and entered the employ
of the Brooklyn Elevated Construction
company, engaged in building the Brook-
lyn elevated railroad. While in New
York he was much impressed with the
glowing accounts of the west and went to
Leadville, Colo., where he entered the
service of the Santa Fe as brakeman,
and in a short time was made foreman
of the water service department. The
greater part of 1880, and 1881, he put in
prospecting in Colorado. In 1882 he
entered the employ of the G. H. & S. A.,
at El Paso, Texas, as switchman. Re-
signing his position in November of that
year he went to Portland, Ore., and en-
tered the service of the Oregon Railway
and Navigation company in 1883, as a
switchman and afterwards as brakeman.
In May, 1884, he placed his name on the
list to become a charter member of a
lodge of the Brotherhood of Railroad
Brakman, to be organized at The Dalles,
Ore., but unfortunately for the men it
was impossible for the organizing officer
to reach them that year. September 1,
1884, the wages of the brakemen were
reduced 10 per cent, and they not being
organized, it was impossible for them to
receive any consideration from the com-
pany, and rather than submit to the re-
duction Bro. Slattery resigned and went
east. Arriving in Milwaukee he entered
the service of the C., M. & St. P. rail-
road company as switchman, and for
three months endeavored to get the men
of that system to establish a lodge of
the Brotherhood of Railroad Brakemen,
but seeing it was useless at that time, he
resigned his position and in January,
1885, entered the service of the Wabash
as brakeman, and was successful in get-
ting a lodge started at Forest, Ill., in
June, 1885, of which he was a charter
member. In 1886 he left the Wabash
for the west and located at Butte City,
Montana. There he entered the service
of the Union Pacific, in May, 1886, as
switchman. He afterwards transferred
to the Montana Union in August of the
same year, and was promoted to the
position of night yardmaster and extra
conductor, November 1st, 1886. He suc-
ceeded in getting a charter list, and
Lodge No. 151, at Butte City, Was or-
ganized in 1887, through his efforts. He
was promoted to assistant yardmaster
in 1887, and to general yardmaster in
January, 1888. In October, 1888, he was
elected to his present position by the
Columbus convention. He was a Strong
believer in federation and undoubtedly
the stand which he took in favor of 15 Was
the means through which he was elected
to the position of Second vice-grand
master. During the “Q.” trouble he took
a prominent part in rendering such
assistance as he was able to the deposed
engineers and firemen that came his Way.
Bro, Slattery is of commanding appear-
ance, is always working in the interests
of peace and harmony and is so desirous
of having peace that he is ready to fight
to get it. He is a brilliant conversa-
tionalist and a forcible and eloquent
speaker in public. He is a good presid:
ing officer and as a diplomat has few
equals in the ranks of railroad men. His
experience in railway service fits him
well to serve with grievance commit-
tees and he has effected Some very good
settlements. His friends are legion and
he enjoys the confidence and esteem of
all who know him. He is a man of in-
defatigable energy and earnestness and
possesses a personal magnetism which
partly explains the esteem in which he
is held by the great order whose trust
he holds,--The Trainmen's Journal.
P. H. MORRISSEY.
P. H. Morrissey, first grand master of
the Brotherhood of Railroad Trainmen,
was born in Bloomington, Ill., Septem-
ber 11, 1862. He was introduced into
the public schools at an early age and
after passing through the several grades,
reached the High School, from which
he graduated, with honor as a member
of the class of '78, having taken German
and English courses. Having an inclina-
tion for railroad work, in 1880 he took
his first step in that direction by accept-
ing the position of clerk to the round-
house foreman of the Chicago & Alton
railroad at Bloomington, Ill. In 1881
he went into the train Service first as a
passenger brakeman, then as a freight
brakeman and freight conductor, Serv-
ing in the latter position until Novem-
ber, 1885, when he resigned to take a
position as clerk to Bro. Ed. F. O'Shea
In the grand lodge office of the Brother
hood of Railroad Brakeman, which he
held until November, 1888. He was
agent for the Travelers' ſnsurance com—
pany with Illinois, Iowa, Wisconsin,
Minnesota, North and South Dakota for
his territory from early in 1889 until
October, 1889. He was instrumental in
having Lodge No. 64, organized and was
its delegate to the conventions held at
Burlington, Ia, and St. Paul, Minn.
While employed as clerk in the grand
lodge office he attended the San
Antonio, Tex., Binghampton, N. Y., and
the-Columbug, O., conventions as record-
ing clerk. At the St. Paul convention
he was elected to the Office of first vice-
grand master, and was again elected by
the special convention at Galesburg in
October last. Bro. Morrissey is one of
the oldest members of the Brotherhood,
and in its work has found a field of
labor to which he is eminently adapted.
With a peculiar tact for enlisting in-
terest in the organization which he rep-
resents, his services have been in-
valuable to it, and he has been instru–
mental in advancing the interests of the
Erotherhood throughout the country
He has been identified with all the
important affairs of the order and in
every instance has performed his duties
with credit to himself and Satisfaction
to the organization. That his work has
been appreciated is shown by the hearty
manner in which he is received by the
members Of the Brotherhood on all
occasions. His gentlemanly manner,
thorough knowledge of parliamentary
law, prompt and just decisions and his
success in the settling of grievances have
gained for him the respect and con-
fidence Of those with whom he has had
dealings, and brought him prominently
and favorably before the railroad or-
ganizations as a labor representative.—
The Trair, men's Journal.
GEORGE W. NEWMAN.
George W. Newman, third vice-grand
master of the B. of R. T., was born at
Birmingham, England, on the 29th of
September, 1849. His parents came to
this country when he was but three
years of age. His mother died after
being in the country about one year,
and then his father moved to DeKalb
county, Ill., and commenced farming.
Tilling the soil had no charms for
George, and at the age of fourteen he
left home and went to Muskegon, Mich.,
and obtained employment in a saw mill
and there remained until he was seven-
teen years old. Leaving the mill he
took his first position in the railway
service, that of wiper, for the Chicago,
Rock Island & Pacific railway, at
DeSoto, Ia. He worked in this position
but a short time when he was promoted
to the position of fireman, but at the
end of two years he was compelled to
qult because of weak eyes. He accepted
a position as brakeman for the same
company and staid there until 1871,
when he resigned and went to Moberly,
Mo., and obtained work on the N. &
M., now the Wabash. Here he broke
and ran a train for two years and then
left to take a position on the M. & P. at
Sedalia, Mo., and remained one year,
Leaving there, he entered the services
of the K. C., F. S. & G. Ry., as night
yardmaster at Kansas City, and after-
ward served the same company as
freight conductor. At the expiration
of three years he resigned and went to
Texas, entering the service of the T. P.
as brakeman, running between Dallas
and Marshall, Texas, for eleven months.
From there he returned to Kansas City
and served the M. P. as yard foreman
for one year and then left for Lincoln,
Neb., to take the night yard on the B.
& M., but at the end of six months he
resigned and re-entered the employ of
the T. P. at Long View Junction as gen-
eral yard master. Here he remained
for three years, when on account of fail-
ing health he was compelled to leave
Texas, and went to Colorado, where be
was employed as brakeman and con:
ductor on the D. & R. G., running out of
Salida for one year. Early in 1885 Bro
Newman was placed on the road to as
sist the Grand Organizer and Instructor
members of the Brotherhood,
in his work. He remained at this until
taken off the road in the early part of
1886 by the G. O. & I. He went to .
Denver and took the position of switch-
man on the U.P., remaining there until
July, 1886, when he resigned and took
the position of night yardmaster of the U.
P. at Omaha, Neb., and staid there until
January, 1887. Resigning here he went to
Pocatello, Idaho, and broke on the
Oregen Short Line until December,
1887. He left Pocatello to go to Mexico
but changing his intentions he went to
Ogdon, Utah, instead, and entered the
employ of the U. P. as brakeman, but
soon left and went to Missoula, "Mont.,
and hired as brakeman on the N. P.
Here he was soon promoted to conduct-
or on freight and again to passenger,
running from Helena, Montana, to Hope,
Idaho. He was successful in having
lodge No. 293, at Missoula, Montana, or—
ganized, and was the representative from
that lodge to the sixth and seventh con-
ventions. At the Los Angeles conven-
tion he was elected to his present po
sition and has done good work for the
organization since. Brother Newman
is one of the oldest and most influential
He was
a delegate to the first convention and
there was elected to a position on the
Grand Execytive Board, and served to
the end of his term as secretary of the
board. From the beginning he has de-
voted himself to the cause of the organ-
ization, and many of the present im—
provements can be traced to his efforts.
He has a very extensive acquaintance
among the railway officials and em-
ployes, particularly in the south and
west, Always an earrest champion of
the rights of the railroad man he has been
fearless in his efforts to ameliorate the
conditions of the men in the train and
yard service. His efforts have been ap-
preciated by the men whose cause he
has been So instrumental in advancing,
and there is no more popular represen-
tative of the laboring man than he. He
is a pleasant and agreeable companion,
brilliant conversationalist, good parlia–
mentarian and strict disciplinarian. He
enjoys the confidence and esteem of the
world at large and is held in high re-
gard by the organization which he so
ably represents —The Trainmen’s Jour-
nal.
W. A. SHEELAN.
W. A. Shehan, the present grand sec.
retary and treasurer, of the Brother-
hood of Railroad Trainmen, was born
at Litchfield, Ill., December 13, 1861,
and received an education in the schools
Of that place. He commenced his rail-
road career on the Peoria, Pekin &
Jacksonville railroad as water boy in
1876, and was afterward trackman and
brakeman on that line. From there he
went to the P. & P. U, yards at Peoria
as foreman and from there to the Peoria
& Farmington, then building, as track
layer and builder, having charge of all
men engaged in construction work.
When the road was completed he was
made roadmaster, but soon resigned that
position to take a passenger train on
the same line as conductor. He re-
mained in that position for about three
years and was compelled on account of
poor health to quit. After a rest
of Several months he was so far re-
covered as to be able to take a special
agency for the Peoria Mutual Life as-
sociation and Bloomington Mutual Life
Accident association and remained in
the insurance business until he was
strong enough to again take up railroad
work. On returning to the railroad
service, his belief in strict seniority
would not allow him to take his former
position, and he accepted one of
switching for the Central Iowa, which
Was then Operating the Peoria & Farm-
ington, at Keithburg, Ill., and was soon
made general yardmaster at that place.
COIntinued on page 68.
66
Omaha Railway News-Reporter.
*
J. w SCHOELFly,
1415 Douglas Street,
B-O-O-T-S
| W.SC ºN |
°ſlatest #SN/A
Styles. * & ... :
§ Lowest . #|
C޺ Sº Prices. || ||
&ORARRR-NEB9||
}
*
Sk H3. Ox E * S
• * YOl Câm AlWäyS Dºmi UNOm Götting the
Latest Styles, LOWSt Priºs.
s sº sº sº º sº º sº sº, º m, amº as a sm at am as sº * * * * * * * * * * * * * * * * * * * * * * * * - * * * * * * *
Bai Wang in Hun Sie h is tº
-º-º-º-º-º-º-º-º-º-, *-*.*~~~~~~~~~~~~
SC HO ELPLY'S,
1415 Douglas Street.
HEARY & HEAH),
UNDRIMES
AND
*
4 *
EMBAIMERS
ON THE BASEMENT CAN BE FOUND
Metallic, Oak and Rosewood Caskets, Copper
Lined, and Everything of the
Latest Designs. --
Orders by Telephone OT Telegraph Promptly Attended to.
28 souTH FOURTEENTH ST.
TELEPHONE 265. .
OMAHA, NEB.
Branch Oſlº, 4th and N Streets, South Omaha,
MOBILE & DHID RAILROAD.
Through Sleeping Cars Between
St. Louis and Mobile
CONSISTING OF THE MOST ELEGANT -
PULLMAN PALACE SLEEPERS, WITH DRAWING ROOM AND BUFFET.
Stop-over privileges on Mobile & Ohio Railroad. One Stop-over
check will be issued on a First-class Unlimited Coupon Ticket.
Holders of Land Explorers’ or Tourists' Excursion Tickets will be
allowed to stop off at pleasure, in either direction, by making ap—
plication to the conductor. Stop-over checks are limited to fifteen
(15) days from date of issue.
as as s sº me = s. s. s. as sº, s = e = a a s = * * * * * * * * * * * * * * * * * * * * *
LAND, LAND, LAND
6OO,OOO ACRES.
Native Grasses 3reen Ten Months, Three Crops a Year.
Timbered Land, Grazing Land, and Land suitable for Fruit Grow-
ing, Truck Farming, Etc. &
These lands le in alternate sections, and extend some 15 miles on each side of
of the road. These sections are divided into 16 equal divisions of 40 acres each,
or 640 acres to the section. These fractions, or 16ths, will be sold to suit pur.
chasers, so that a farmer can own a forty, eighty or one hundred and sixty acre
farm, as may suit his means or inclination, or he can buy a whole section of 640
acres, or more. You can obtain a good farm tract of 80 acres, within two miles
or less of the railroad, that will produce early fruits a, d vegetables, most of the
cereals, grasses, etc., and where good health and water are guaranteed, for $200
one-fourth cash, balance in one, two or three years, with interest on deferred pay-
ments at 6 per cent per annum. Write for maps, pamphlets and full information.
which will be mailed to you free of pos age.
CHARLES D. WARD,
HENRY FONDE,
Western Traveling Agent, Omaha, Neb.
Prest. Ala. Land and Developement Co., Mobile, Alá,
F. W. GREENE, M. P. COOK,
Gen. Agt, Pass. and Land Dept., St. Louis, Mo. 'Fraw. Land and Pass, Agent, Flint, Migh,
E, E, FOSEy, Acting General Passenger Agent, Mobile, Alh. * * • * *
HOLID ANYTEOORs.
A Useful Present for Your Father, Brother, Son, Sweetheart
or Friend.
WE PREPAY ALL CHARGES,
MAKE YOUR SELECTION FROM TEIE FOLLOWING LIST :
“PROGRESSIVE ExAMINATIONS OF LOMO-
MOTIVE ENGINEERS AND FIREMEN,”
by JoHN A. HILL. A capital little
book for new beginners. An excellent
pocket companion. Price, 50 cents.
“SIMPLE LESSONS IN DRAWING,” by
ORVILLE FI. REYNOLDS. (Chief
Draftsman Northern Pacific Ry.)
A splendid, book. Shows how to
learn the elementary principles of
mechanical drawing and sketching.
IEvery student of locomotive engineer-
ing and every explorer in the field of
mechanics should have it. Price, $1.
“AIR BRAKE PRACTICE,” by J. E. PHE-
LAN, of the Northern Pacific R. R.
An exhaustive treatise on the Air
JBrake; explains in simplist language
how to operate it under all conditions.
An engineer writes us: “The book on
Air Brake Practice has been a source
of invaluable information to me; it is
worth ten times the price you ask for
it.” Price, $1.25.
“NEw CATECHISM OF THE LOCOMOTIVE,”
by M. N. FORNEY. More than 700 pages
and more than 500 engravings. Great-
est book published. Price, $3.50.
“COMPOUND LOCOMOTIVES,” by ARTHUR
T. WOODS. The only book on the sub-
ject. Should be in the hands of every
student of the locomotive. Price, $2.
“ROPER'S INSTRUCTIONS AND SUGGES-
TIONS FOR ENGINEERS AND FIREMEN,”
by STEPHEN ROPER. This book is
brimful of just such information as
persons of limited education having
charge 'of steam machinery net d.
Price $2.00.
“ROPER'S HAND-BOOK OF THE LOCOMO-
TIVE,” by STEPHEN ROPER. One of
the most valuable treatises ever writ—
ten on the subject. It is fully illus-
trated, and contains a description of
the most approved locomotives in use.
Price, $2.50
“ROPER's YouNG ENGINEER’s Own
BOOK,” by STEPHEN RoPER. Con-
taining an explanation of the prin-
ciple and theories on which the steam
engine as a prime mover is based. With
106 illustrations, 363 pages. 18 mo.,
tuck, gilt edges. Price, $3.00
“ALEXANDER'S READY REFERENCE,” by
S. A. ALEXANDER, for engineers and
firemen.
valuable information in fewer words
and is easier understood by railroad
men than any other book now in print
, because it is written in the same man-
ner that railroad men talk to each
other, and by one who has had forty-
two years practical experience. It is
a gold mine to locomotive firemen
aiming at promotion. Price, $1.50.
— ADDRESS ORDERS TO —
IDE ES FU E LISHING CO,
TERRE HAUTE, INDIANA,
This book contains more
}
i.


Holiday Number.
= BEAUTIFUL TEETH
, ſº
\\ W .
=-- ~~~
E=~~~
R-º-º-º-º-º-º-
---.”
E- --~ * *.*
OTT DR. BAILEY
PAXTON BLOCK,
16th & Farnam Sts., OMAHA. DENTIST
&ºme *
(TY
wº-w
DON'T YOU KNOW THAT YOUR BREATH IS OFFENSIVE (when your teeth are not in good condition)? DON'T YOU ALSO
KNOW THAT THIS OFFENSIVE ODOR FLAVORS every mouthful of food that you swallow 2 Don’t you realize what this
condition of your mouth will lead to ? In the FIRST feº *5 -- Jºº- broken teeth and roots, thereby making &l, service-
g. you are º: º *...*º be near. A %2% eſ. §§ * º • * * * º,"º. º #joº" º
SECOND, your mouth LaSLes pad, WnlCn gives an I,6%. Jº { \ ºf I to have * 3, 2 + WI) Old Sé V-
unnatural taste to all food taken. Timplyou 2.Te Sºº t eral teeth are lost, the mouth and face become
endangering your health by * i.”. sys- tº ſº one-sided or drawn, and the contour is lost. When
better for you. If you don’t want to lay a TRAP ############
i
ń | PLATES, the finest thing possible to have under
Tºš
º
such circumstances.
for Cholera have your teeth attended to.
A CLEAN MOUTH never invites disease. à
Call on Dr. Bailey, Omaha, who makes a specialty lº
of saving decayed teeth by either filling or crown- ºf
Beautiful gold filling inserted without pain \º
and warranted to stay. Gold crowns placed on
part of the work.
Ing.
adopted to his
º-a-º-º-º: B
-ºº:5+ºrº
*—ſº-E Nº
º º ſº # *: §§§s º ׺ * §§§
sº G sº g Yº sº. º * º: º *
ººzzº 2W., ".
A full set of teeth for $5.00 and upwards.
| pride in all cases
Q
#
#:..:*A*-
* = <==
Gold bridge work when
properly made and fastened, is the highest and
finest work of a dentist.
Dr. Bailey takes especial
of Gold work placed in his care,
ºf giving his personal attention to all such cases.
In our mechanical department competent oper-
ators of experience are employed each, especially
We are making many Aluminum plates, which are
fast coming into popular favor, being so much stronger than rubber, together with being so clean and pleasant to wear, has made them
popular; the price also is an attraction—only a little more than rubber.
Remember the location.
call on or correspond with us.
Tel. IO85.
Railroad Men and Friends
• DR. BAILEY, DENTIST . .
3rd Floor Paxton Block, 16th and Farnam Sts. OMAHA
Particularly Invited to Call.
We invite all who comtemplate having dental work done to
*FATEN
GOLD clasp
s" . . ;
* : * - - -
º Cº- [.
& * sº º
º & ºn wº 'º
º Sºlº - º
| º º º º
-- * * * *
| º ºrs, sº -
º º's
*
PRESENT LOCATION OF OLD
—A-IN D–
Well KnOWn RailroaderS,
Al. Roberts, the old-time Wabash Con-
ductor, has been promoted to a passen-
ger run, a fact that is very pleasing to
his numerous friends.
W. D. Danly, for many years a Wabash
dispatcher at Moberly, is now chief dis-
patcher for the Fort Scott & Gulf road
at Fort Scott, Kansas.
W. H. Holcomb, formerly general
manager of the Union Pacific, is now
general traffic manager of the World's
Columbian Exposition.
John and Joe McManus, two of the
best men that ever pulled a bell cord
on the west end of the Union Pacific, are
now in business at Ogden, Utah.
Tom Ryan, the old reliable, who has
been a conductor on the Burlington &
Missouri since that line was a ‘‘little
boy,” is still there and doing well.
A. A. Egbert, an old-time roadmaster
of the Burlington and Missouri and later
superintendent of the Colorado Central,
is now a member of the board of public
works at Omaha.
Frank Winkleman, for six years a
popular passenger conductor Out of
Omaha for the Union Pacific, is now
running the Sidney, Nebraska, yard for
the same COmpany.
A. McGregor, who was for several years
roadmaster for the Union Pacific, is now
general roadmaster for the Denver &
Rio Grande railway with headquarters
at Pueblo, Colorado.
J. W. Inlow, for years a conductor on
the Wabash out of Decatur, is now
running a passenger train between
Omaha and Council Bluffs for the Union
Pacific.
K. H. Wade, for several years the
gap&ble and able general superinten-
dent of the Wabash railway, is now
superintendent of the Southern Pacific
in Southern California.
The average daily earnings of an
American locomotive is about $100.
- George Bly, who has for years handed
out manifest blanks, lantern orders and
time checks in the trainmaster’s office
of the Wabash at Moberly, is still there,
hale and hearty.
R. R. Stevens, for many years general
agent of the Chicago, Rock Island &
Pacific railway at Omaha, is filling a
similar position for the same company
at Los Angelas, California.
Thomas Cahill, an old Pan Handle
conductor and later a passenger con–
ductor with the Chicago & Alton, is
now ably filling a similar position with
the Union Pacific out of Omaha.
W. L. Durbin, for nearly twenty years
a dispa cher and train master for the
Wabash at Moberly, is now proprietor
of a grind stone quarry in Colorado and
is doing well. He resides at Denver.
Mike Dorsey, an old time conductor
for the Union Pacific out of Omaha, and
the Fremont, Elkhorn & Missouri Valley
out of Norfolk, is now running a train
out of Ogden, Utah, for the Southern
Pacific.
J. L. Welsh, for many years a popular
passenger conductor between Sedalia
and Hannibal, Missouri, is now running
a train out of East Springfield, Missouri,
for the St. Tuouis and San Francisco
railway.
J. D. Hunter, a bright young mechanic
who worked for several years in the
Wabash shops as Moberly, Mo., is now
master mechanic of the Omaha & St.
Louis railway with headquarters at Stan-
berry, Mo.
Billy Wood, an old-time B. & M. Con-
ductor and later for the Utah Northern
and Oregon Short Line out of Pocatello,
Idaho, is now general agent of a sew-
ing machine company. If there is any-
One Who doubts his ability to fill that
position, let them stand up.
Cy. Rainey, one of the best train dis-
patchers in the country, who worked for
years and was chief for the Wabash at
Moberly is now working for the Union
Pacific at Denver, Colorado.
The old reliable George Chapman
still calls the train crews for the Wabash
at Moberly. He has many friends scat-
tered throughout the country who will
be pleased to learn of his continued
health.
C. F. Ressegine, who was general man-
ager of the Union Pacific at Salt Lake
City two years ago, is now superinten:
dept of the Atchison, Topeka & Santa
Fe railway, with headquarters at
Wictcha, Kansas.
E. A. Gould, for several years chief
dispatcher of the Missouri Pacific at
Sedalia, Mo., and later master of trans-
portation of the Waba h at Moberly, is
now Superintendent of the Wabash east
Of the Missouri river.
Herman Dressaker, an old time Wa-
bash brakeman and conductor, is running
a train for the Denver & Rio Grande.
Herman will always remember this
journal, as he lost the best part of one
hand while running Honin's crew.
Robert Law, who is known to every,
old time railway man in the west and
who was general superintendent of the
western division of the Union Paeific
Several years ago, is now now superin-
tendent of the Chicago Belt railway.
Engineer V. Debs, for many years
Secretary and treasurer of the Brother—
hood of Locomotive Firemen, resigned
... that office at the last session of the
Grand Lodge and is now editor of the
Firemen's Magazine and president of
the Debs Publishing company at Terre
Haute, Ind. Railroad people who may
# ,
f J
need books treating on any and all rail-
Way questions, can find them by address-
ing the Debs Company.
Thomas H. Mitchell, an old Union
Pacific conductor, is now running a train
out of this city for the Burlington &
Missouri. *
| D. E. Thompson, for many years an
employe of the Burlington & Missouri
River railway, is now a capitalist at
Lincoln, Nebraska.
Pete Peck, for several years maSter
mechanic Of the Hannibal & St. Joe at
Brookfield, Mo, is now master mechanic
of the Chicago Belt railway.
Bert Henney, an old Union Pacific fire-
man and engineer, is running an engine
On the Atlantic & Pacific in Texas. He
was in Omaha Christmas week to attend
his sister's wedding.
William Larimer, better known as
“Bill,” who has worked a trick on the
best railroads in America and worked
it well, is now chief train dispatcher of
the Colorado & New Mexico division of
the Union Pacific railway at Denver.
Mark Suiter, one of the brainiest con-
ductors that ever punched a ticket or
pulled a bell cord for the Union Pacific
is now runuing a train ont of Denver for
the Denver & Rio Grande. His friends
wish him all the Success that may come
to him. -
Tom Ball, for nearly a half century a
popular, passenger conductor on the
Oregon Short Line out of Pocatello, has
left the service and is thriving as
“mine host” at Pocatello. Tom fur-
misbes “bear trap s” and “fish bait” to
all patrons.
W. R. Woodard, for many years gener-
eral superintendent of the Missouri
Kansas & Texas, Hannibal & and St.
Joe and the “Monon,” is now general
manager of the Louisville Bridge &
Terminal company with headquarters at
Louisville, Ky.
• * *
























68
Omaha Railway News-Reporter.
He went from there to the T. P. & W.
as brakeman, and then to the I. B. & W.,
the P. D. & E., and finally settled down
as switchman for the P. & P. U., at
Peoria where he was employed when
lodge No. 27 was organized, on August
14, 1884, and became a charter member
of that lodge. He was elected master
and served until October 1, 1885, when
on account of being employed nights
and the lodge holding its meetings
nights, he resigned the office. From
Peoria he was called to the grand lodge
office, then in Chicago, Ill., on Novem.
ber 9, 1885, and served as chief clerk to
the late Bro. Ed. F. O'Shea, grand sec-
retary and treasurer, until the time of
bis resignition at the St. Paul conven-
tion in October, 1889, when he was
elected to succeed him as grand secre-
tary and treasurer. Since his election
he has filled the position to the satis-
faction of the entire brothérhood and is
held in highest esteem by its large
membership. At the last convention
he was made manager of the Brother.
hood Steam Print and Railroad Train-
pmen’s Journal. The act of the conven-
tion brought all the business of the or-
ganization under one head, with Bro.
Shehan as manager. He is a very
pleasant and agreeable companion and
is devoted to the interests of the train-
men. He is quiet and unassuming, but
is composed of those desirable ele—
ments that go to make up a thorough busi-
ness man. As grand secretary and treas—
urer, his official acts have always been
for the good of the organization, and
many reforms and improvements have
been brought about by him. Through
his able management the trainmen have
enjoyed a degree of prosperity excelled
by no other organization of its kind.
Since its earliest history he has de-
voted himself with untiring energy to
the cause of the brotherhood, and its
present prosperous condition stands as
evidence of his ability and success.—
The Trainmen's Journal.
W. H. PRINCE.
Brother W. H. Prince, secretary of
the grand executive board of the
Brother hood of Railroad Trainmen, was
born at Harrison, Maine, December 20,
1859, and with his parents moved to
California in 1862. Entering a private
school at the age of four, he pursued his
studies until fifteen years of age, when
he was possessed with a desire to go to
the sea. He acordingly joined the
United States Navy as an apprentice,
and served Uncle Sam three years as
such on the Pacific. At the expiration
Of his enlistment he entered the steam-
boat service on ocean liners between
South America and Liverpool, England.
During the war between Chili and
Peru, 1879, he joined the Chilean Navy
and was one of the crew of the ill-fated
Esmerelda when she was sunk by the
Huascar. At the close of the war he
left the navy and again entered the
steamboat service between Valparaiso
and Liverpool, and was third officer on
the Llamania when She was lost in a fog
bank off the south coast of Chili. She
ran on a sunken rock and went to pieces.
No lives were lost by this mishap, but
Brother Prince nearly lost his life be-
Cause of a cold contracted at the time.
After this experience he concluded he
had enough of the sea, and shipped for
home on the bark Dundee. This was a
very unpleasant voyage, and for a time,
on account of the heavy storms repeat-
edly encountered, they gave themselves
up for lost, but eventually conquered
the waves and arrived safely in port.
Discouraged by his ma',y rough experi.
ences on the sea, he determined to find
Something to do on terra firma, and
tried farming, clerking, horse training,
newspaper work, and finally went into
the railroad service. The last named
vocation suited him so well that he re-
mained at it. He entered the service of
£he Southern Pacific as switchman in
1882, and has served the compauy
as switchman and yardmaster since
at Tucson, Ariz. He was made a
member of Estrella Lodge, No
107 in April, 1888, and served his
lodge as master, and was the delegate
to the Columbus, St. Paul and Galesburg
conventions. He has been the secretary
of the general grievance committee of
the Southern Pacific the past year.
Brother Prince has many friends in
the brotherhood, and is one of its
staunchest exponents. He has done
good work for the organization in his
territory, and is an unyielding advocate
of the principles of organized labor.—
The Trainmen’s Journal.
C. A. UPRIGHT.
Charles Addison Upright, Chairman
of the Grand Executive Board of Rail-
road Trainmen, was born on August 6,
1845, at Baichridge, Benson county,
Mich., but did not spend much of his
time in that state. His father, M. J. Up-
right, who is well known to old-timers
as sheriff of Winnebago county, Illinois,
and of Rock county, Iowa, removed in
1847 to Wisconsin, and took up a quarter
section close to a point which is now the
the city of Beloit; but farming was
abandoned in 1850, when the family re-
moved to Rockford, Ill, where the elder
Upright became a post trader and an
important factor in local politics. It
was there that the railroad career of
Charles began. When he was twelve
years of age he officiated as train boy on
the Galena & Chicago, a familiar old
line between Rockford and Chicago. In
this capacity;he remained for Some time,
but forsook everything when the war
broke out. Although only sixteen years
of age, he was among the first to respond
to the call, and went with the Eleventh
Illinois Infantry as a drummer Later,
however, he threw aside the sticks for
the sabre, and enlisted with the Eighth
Illinois Cavalry, fighting in many im-
portant battles until captured. He was
with the rest at Andersonville nd Libby,
and suffered all the privations endured
there, but he was hardy and escaped any
very serious results. In 1866 he returned
to his first love, the railway Service, and
twisted brakes on the Chicago & North-
western, on the Janeville run, but was
subsequently transferred to Rockford as
yardmaster. When he left the service
of the Northwestern, it was to go with
the old Iowa River Railroad, of Which
he was the first traveling agent. Since
that time he has seen Servce with the
Northwestern, Des Moines & Fort Dodge,
Union Pacific and other lines, and au
present he is connected with the office
of the division superintend nt of the
Northern Pacific. Brother Upright has
been a faithful member of the Brother:
hood, as those who know him best will
testify, and he has given evidence of his
fidelity in his capacity of financier of the
lodge at North Platte, and the one at St.
Baul, which position he now holds with
the latter. Early and late he labors for
the good of the order and its members,
and everyone who has visited his pleas-
ant home in St. Paul can testify to his
geniality and hospitality.—The Train-
men’s Journal.
WILLIAM WARREN BROWNE.
William Warren Browne, member of
Lodge No. 149, and also member of the
Grand Executive Board of the Brother-
hood of Railroad Trainmen, was born at
Hillsboro, N. C., September 15, 1850, at
which place his father, a Presbyterian
minister, bad his first charge. His par-
ents afterwards moved to Stanton, Va.
where his father had charge of a large
and prosperous female seminary. At
the expiration of five years he resigned
his position with the institute and again
returned to the ministry, preaching at
Lexington and afterward at Paris, Ky.
At the latter place his father was one of
the principals of the public schools, and
here young Browne first made his ap-
pearance in the public institutions of
learning, his early education having been
attended to by his mother,who had been
a teacher before her marriage. At the
beginning of the late war it became too
unpleasant for the elder Browne to re-
main in Kentucky, because of his sym-
pathies being with the North, and he
accordingly moved to Wabash, Ind. At
this place Brother Browne finished his
education, graduating from the public
Schools in 1867. In opposition to his
father, who wished him to enter college,
he entered the employ of a furniture
house to learn the finishing trade, and
after serving one year he was compelled
by reason of illness to abandon the pro-
ject and remain at home for some time
to regain his health. He went with his
parents to Bel Air, Md., and afterward
to Baltimore where he filled several
minor positions. His parents moving
to Mt. Joy, Pa, he left Baltimore and
went with them. In 1873 he was travel-
ing in the interests of the New York Tea
Company in Lancaster county, Pennsyl-
vania, and while at Columbia he made
the acquaintance of several railroad men
and through their influence obtained
employment as brakeman on the Phila-
delphia division of the P. R. R. and run
on freight between Columbia and Phila-
delphia for six years, when he was trans-
ferred to the passenger service on the
Same division, and was afterward trans-
ferred to a passenger run between Har—
risburg and Philadelphia. In December,
1884, he left the P. R. R., intending to go
West, but changing his plans, he accepted
employment as passenger brakeman on
the Bound Brook and North Pennsyl-
vania divisions of the Reading. He re-
mained with the Reading until October,
1888, when he accepted employment with
the Feister Prilting company and was
Soon advanced to his present position,
chief clerk, by that firm. Bro. Browne
became a member of the Brotherhood at
the Organization of G. D. Whitcomb
Lodge No. 149, September, 1885, was its
first financier, and at present, is one of
the two remaining charter members of
this lodge. On June 2nd, 1889, the lodge
was ordered to disband by M. F. Bon—
Zano, superintendent of the Reading, and
although the action was vigorously op-
posed by Bro. Browne, the orders of
Bonzano were complied with and the
lodge turned in its charter, but steps
were at Once taken to have it restored
and it was returned through his efforts.
Tn recognition of his services he was
elected master and afterwards delegate
to the special Galesburg convention,
where he was elected to his present posi-
tion on the Grand Executive Board.
Besides being an enthusiastic Brother-
hood man, he stands high in the councils
of the I. O. R. M., the Legion of the Red
Cross and several other fraternities, of
which he is an honored member. He is
one of those persons whom it is a pleas-
ure to know and have for a friend.
Strictly temperate, the soul of honor and
working with an eye single to the ad-
vancement of the Brotherhood, we know
the trust which has been placed in his
keeping by our brothers has been well
and worthily bestowed.—The Train-
men's Journal. tº
SAMUEL C.R.A.W FORD YOUN G.
In Our land, which fosters and en-
courages youthful endeavor and high
aspiration, many may be found who
have early acquired distinction in what-
ever branch they haye chosen. Among
this class, and, indeed, the very younge st
in his particular line, holding so high a
position as ch lirman of the Board of
Grand Trustees of the B. of R. T., is
Bro. S. C. Young, who for nearly one-
third of his life, although but twenty-
seven years of age, has filled various
positions of trust in a manner re-
fleeting great credit upon his honor and
abºlity. One of the essentials of suc-
cess in any form is a resolute purpose
Many a talented life has been only a
brilliant failure from the lack of this re-
quisite All honor then to the subject
of this sketch, who, when he once forms
an intent, adheres firmly to it through
good and evil. report. In common with
all writers of biographical sketches, we
will go back to the days of his boyhood
and follow the path that stretches be-
tween then and now. There is always
pleasure attendant upon a review of the
life of a man whose integrity and zeal
have linked bis name with the evergreen
memories of deeds well done. Truth is
no flatterer. Bro. Young was born at
Hamilton. Ontario, September 3, 1865.
His early years were profitably em—
ployed in acquiring an education at the
excellent public schools of his native
town. His qualifications for business.
developed at an early age, and when he
was only fifteen his father placed bim
at the head of a fruit and commission
business, which he followed ſor two
years, acquiring much valuable
knowledge and some profit. When the
tide of immigration set in for the new
Mecca, Manitoba, he joined it and ar-
rived at Winnipeg when that city was
at the height of its boom. The land
fever attacked him about this time and
he located, near Brandon On a home-
stead and pre-emption, but after two
years’ “batching it” on a prairie farm,
he says he found that farm life didn't
suit his temperament, and he gave it up
to try railroading. His railroading ca-
reer began as a brakeman on the Can-
adian Pacific in May, 1885. Worked in
that capacity for two and one-half
years, when he was called to take
charge of a train. Four years ago Bro.
Young first became identified with the
Brotherhood, joining J. M. Egan lodge
No. 223 He has always been a work-
ing brother and has conscientiously and
earnestly devoted himself to the up.
building of the order, and faithfully
discharged all trusts imposed upon him.
He was elected a member of the Board
of Grand Trustees at the late Special
convention, and when the board organ-
ized was made chairman. We have
seen in Bro. Young the early growth
and developement of a character of
great firmness and endurance and of
known integrity. With only limited
cducational advantages in his youth, he
yet satisfactorily fills a position which
requires a wide range of general
knowledge. By a varied experience he
gained a degree of culture that books
alone cannot give. Having Seen the re-
sult of his early life-work we may
hope that worthier deeds and nobler
purposes will be brought of their faith-
ful accomplishment during his riper
years. We can only add that he has
been the architect of his Own fortune
and free from the pride of long descent,
although his family tree is not lost in
the forest of an indistinguishable an-
cestory.—The Trainmen’s Journal.
R. S. BODMAN.
Bro. R. S. Bodman, member of the
board of grand trustees, was born in
Elgin county, Ontario, Canada, May
18th, 1857. He commenced his work in
the railway service at the age of six-
teen, as telegraph operator for the
Great Western Railway company, and
afterward transferred to the Canada,
Southern. He filled various positions
of trust for both companies, but was
compelled to leave office work on ac-
count of poor health. Taking the advice
of Horace Greely, he went west, attracted
there by the boom in Lower California'
in 1887, intending to enter business in
that state, but on his arrival the bottom
had dropped out, of the boom and there
Was no opportunity to get into business.
Having formed a favorable impression
of the ceuntry, he decided to remain,
and sought service with the Southern
Pacific at Los Angeles, as brakeman.
He served as such until 1888, when he
was promoted to the position of con-
ductor, which he yet holds. Bro. Bod-
Continued on page 77,
\ w Holiday Number. * 69
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THE BURLINGTON ROUTE.
LENGTH exceeds seven thousand miles.
THE SHORTEST LINE in almost every instance between any two cities reached by it.
TRAVERSEs ten magnificent Western States; five of them east and five of them west of the
Missouri River.
AN IMPORTANT LINK in the chain of railways across the continent. Forms in connection
with the Denver, Salt Lake, Ogden Lines the “Scenic Route of the New World.”
REACHES Chicago, Peoria, Burlington, St. Louis, Omaha, Lincoln, Kansas
City, Atchison, St. Joseph, Quincy, Minneapolis, St. Paul, Denver,
Cheyenne, Hot Springs, S. D., and Deadwood,
$3
THE BEST LINE to the vine-clad slopes of the Pacific Coast
as well as to the mining camps, mountain retreats and health resorts of
Colorado and South Dakota and the great commercial centers of the east.
EQUIPMENT includes Pullman Sleeping, Dining, Reclining Chair, Smoking and
First-class cars. Sleeping cars are operated daily between the principal points situated on
its, line. * Dining cars form a part of the equipment of all Fast Express Trains between Denver
and Chicago; Denver and St. Louis; Omaha and Chicago; Omaha and St. Louis; and Kansas
City and Chicago. $ sº
C. W. HOLDRECE, J. FRANCIS,
General Manager. - - General Pass...and Ticket Agent.
OMAHA, NEBRASKA.
*
f




































7O Onaha Railway News-Reporter.
PROMINENT AND DISTINGUISHED OMAHA DEMOCRATS.
LION. JAMES C. BRENNAN. JAMES B shºe A.N. HOH. C. W. G ALLIGHER.
JOHN R. MOYNAHAN. HON. CHARLES H. WITH NELL.
GOVERNOR JAMES E. B.O.Y.D.
JOHN T. EVANS. HON. W. S. FELKER. S. R. RUSH.




Holiday Number.
7 1
—se-º-º-º-º- :*-ī-rrº.
*--
* *
S. H. H. CLARK.
Pre-eminent among railroad men
stands S. S. H. Clark, president
and general manager of the Union
Pacific and voie-president. and general
manager of the Missouri Pacific rail-
ways. Mr. Clark is a self-made man
and from the high office which he now
occupies he finds time to come down and
mingle with the public and the men who
are under his management. He has
attained that honorable position by
ability alone, having begun his railway
service on a gravel train on the Central
railroad of New Jersey. After serving
on the construction train he was pro-
moted to a local passenger run and still
later to through express run between
Harrisburg and New York. His first
official position was that of general
freight and ticket agent of the Flushing
& North Shore railroad, under John O.
Sterns. -
In 1867 Sidney Dillon,who was at that
time a heavy contractor and builder of
bridges, prevailed upon Mr. Clark to
come to Omaha. He was the first gen–
eral freight agent of the great Over-
land Route and was also for a time pur-
chasing age nt. He filled the position of
Superintendent of the eastern division
and assistant general superintendent
under the late T. E. Sickles. In 1874
he succeeded Mr. Sickles, which posi-
tion he held until 1878, when he was
promoted to the office of general mana–
ger. For six years the duties of that
office were discharged by Mr. Clark
with rare ability. When, in 1884, Šid-
ney Dillon resigned the presidency, Mr.
Clark tendered his resignition the same
day, he was retained, however, several
months, leaving the service in Septem-
ber of that year. d
After devoting some time to his pri–
vate interests, Mr Clark accepted the
office of vice president and general man-
ager of the Missouri Pacific system,
which he has held up to this time.
When Sidney Dillon was again elected
president of the Union Pacific he at
Once tendered the position of general
manager to Mr. Clark, and the latter’s
acceptance of the additional duties con-
nected with that office was received
with great satisfaction by all the old
employes and he was tendered the loyal
support of every man in the service.
Last spring at the annual election of the
Union Pacific he was raade president
and general manager of that great Sys–
tem.
In point of executive ability Mr. Clark
is without a doubt the peer of any rail-
road man in America. In addition to
his executive powers, he possesses the
confidence of every emyloye in the
service of the two great systems of
Which he is the head. Mr. Clark’s selec-
tion of assistants has been in keeping
with every official act that he has ever
performed, and in consequence both the
Missouri and Union Pacifics and their
employes are enjoying prosperity and
plenty under a perfect management.
EDWARD DICKINSON.
Edward Dickinson, the competent as-
Sistant general manager of the Union
Pacific, probably has more personal
friends than any other man who ever
occupied an official position with that
line. Mr. Dickinson was born at Cum-
berland, Md., October 8, 1850, and began
his railway career at the early age of
thirteen as a messenger boy in the ser–
vice of the Cleveland & Toledo railway.
After serving two yea’s with that road
and six years with the Atlantiq & Great
Western as operator, train dispatcher
and baggageman, he received an offer
from the Union Pacific at Omaha, and
1871 found him holding the position of
train dispatcher on the latter road. At
the end of his second year of service
with the Union Pacific, he was appoint-
ed chief train dispatcher of the Wyom-
ing division with headquarters at Lara–
, souri
mie. His rise was steady and deserved,
and in 1877 he was made superintendent
of the Laramie division. In 1883 he
was again promoted, being assigned the
responsible position of general superin-
tendent of the Wyoming division, and
in 1885 he succeeded to the assistant
general superintendency of the entire
system. Two years later he received
another acknowledgement of bis great
worth and ability by being honored
with the appointment of general super-
intendent.
ability such as few men in the railway
service possess. In 1889 Mr. Dickinsou
was made general manager of the Mis-
river division comprising the
lines in Nebraska and Kansas. July 1,
1890, he was retired, and before the news
had become generally known he
was tendered and ºccepted the
position of general superin-
tendent of the Trans Ohio divisions of |
the Baltimore & Ohio, with headquar—
ters at Chicago, which position he held
until he was tendered his present office
by President Clark. Mr. Dickinson's re-
turn to the Union Pacific was hailed
with delight by the rank and file of em—
ployes as well as by the officials. Dur-
ing his long career with the Union
Pacific he has ever been an untiring and
capable official and has won both the
admiration and respect of évéry em.
ploye in the service of the company. His
every move is business, and every man
called to his office is given justice.
Without a doubt Mr. Dickinson is one
of the greatest railroad men in the
United States,
EDWARD L. LOMAX.
A man worthy of the highest honors
in his chosen profession is Edward L.
Lomax, the able general passenger and
ticket agent of the Union Pacific sys—
tem. Mr. Lomax was born February 25,
1852, at Vicksburg, Va. He was edu-
He filled that position with
cated at Columbus University, Virginia,
and at the age of seventeen entered the
United States engineering corps-ſunder
General J. H. Wilson, them ºmmanding senger department at Chicago. In 1885
He'
the department of the northwest.
was stationed at Keokuk, Iowa, where
he remained until 1870, when he entered
the railway service as local ticket clerk
at Burlington. He filled that position
for two years, resigning to accept simi-
lar duties with the Iowa Central rail-
way at Marshalltown. In 1874 he was
appointed assistant to the general pas-
senger agent of the St. Louis
Southeastern. He résigned from
that position in 1879 and
accepted a like position with the Iron
Mountain, where he remained until
1881 when he accepted the office of
general passenger and ticket agent of
the Toledo, Cinciniati & St. Louis at
Toledo, Ohio. Shortly after accepting
the latter position he was prevailed up-
on to accept a position with the Chica–
go, Burlington & Quincy, at Chicago,
under Percival Lowell, then general
passenger agent. He began as chief of
the local service, was later promoted
to the same position in charge of
foreign service, and in 1884 was ap-
pointed assistant general passenger
agent of that great system. Mr. Lomax
came to the Union Pacific as assistant
general passenger agent in 1887 and in
March 1889 he was promoted to the
position which he now occupies.
The showing Mr. Lomax has made dur-
ing the last four years is phenominal,
and the improvements that have been
made under him would fill a book. He
stands Eigh in the estimation of his
employers as an official of rare intelli-
gence and perseverance with capabili-
ties especially adapting him for rail-
road work.
JOHN MI. THURSTON.
John M. Thurston, general solicitor
for the Union Pacific system, was
born in Montpelier, Vt., August 21,
1847. At the age of sixteen he entered
Wayland University, and graduated four
years later. He chose law for his pro-
fession, and in May, 1869 was admitted
to the bar in Dodge county, Wis. Soon
after he came to Omaha and entered
the practice of his profession. In 1871
he was oppointed justice of the peace,
which position he resigned in the
spring of 1873 to enter into a law part—
nership with Charles H. Brown. In
1872 he was elected to the city council
from the Third ward, serving two
years as president of that body and
chairman of the judiciary committee.
In 1874 he was appointel city attorney,
which office he resigned in 1877 to ac-
Copt the position of assistant attorney
for the Union Pacific under Hon. A. J.
Poppleton, then general solicitor. Tn
1888 he was promoted to the honorable
position which he now holds, The his–
tory of the country does not furnish a
better illustration of a self-made man
than is shown by the record of John M.
Thurston. At the age of 45 years he is
general solicitor and legal adviser of
the greatest railway system of the con–
tinent, has achieved a national fame as
an Orator Second to none, and is looked
upon as one of the leaders of the repub-
lican party. What he has won has been
the result of hard work, manly indepen-
"dence and great ability. Commencing
life as a poor boy, compelled to labor
with his hands for daily bread, he has
risen above the circumstances of birth,
and is an illustrious example of the pos-
Sibilities of our civilization and free in-
Stitutions.
!
JAMES N. BROWN.
One of the most deservedly successful
young men in the railway business is
James N. Brown, assistant general pas-
senger and ticket agent of the Union Pa-
cific.’. He began his railway career at
Detroit, Mich., in 1881, in the auditor's
office of the Detroit, Grand Haven &
Milwaukee road. Upon the consolida-
tion of that line with the Grand Trunk
In 1883, he was transferred to the pas-
he resigned to accept the position of rate
clerk with the Burlington, Cedar Rapids
& Northern at Cedar Rapids, Ia. After
two years with that line he came to
Omaha to accept a position with the
Union Pacific, at an increased salary.
He soon rose to the chief clerkship of
the rate department. Without a doubt
Mr. Brown, during his connection with
this department, proved beyond question
that he was an expert, safe and sure.
He was destined, however, for some-
thing better, and upon a vacancy occur-
ring in the chief clerekship of the general
passenger department he was appointed
to that position January 1, 1889, where
he remained until he was appointed to
his present position, October 1, 1891.
There is not a detail in his department
that be is not thoroughly acquainted
with, and a host of friends will join with
the biographer in the wish that Mr.
Brown will add new laurels to his al-
ready splendid record in the near future.
EDWARD TURNER JEFFERY.
Edward Turner Jeffery, president and
general manager of the Denver & Rio
Grande railway. was born in Liverpool,
England, April 6, 1843. His railroad
career began when as an office boy he
entered the office of the superintendant
of machinery of the Illinois Central
railroad October, 1856, where he con-
tinued in that capacity until the follow-.
ing December. From the latter date
until February, 1857, he spent the time
as an apprentice in the Chicago shops
of the Illinois Ce. tral. During the
month of July, 1858, he again became
the office boy for the superintendent of
machinery, and remained in that posi.
tion until he was apprenticed, in 1859,
in the office of the mechanical draughts-
man, and continued in the employ of
the Illinois Central in that department
until 1863, when he became head
draughtsman and secretary of the Super-
intendent of machinery.
February 1, 1881, he was again ad-
vanced, this time to the position of as-
sistant superintendent of machinery,
which position he held un'il May 4,
1887, when he became the general su-
perintendent of the Illinois Central
railroad. Thus becoming, at the re-.
markably early age of 34 years, the gen-
eral superintendent of a railroad Sys-
tem of immense importance,and the many
interests of which require a cool head
and unerring judgment to guide them
without disaster in the channels in which
they should move.
. On December 15, 1885, he was made
superintendent and general manager of
the same road. His management Con-
tinued until the fall of 1890, about which
time he resigned his position and very
shortly thereaſter assumed the direc-
tion of the railroad department of the
World's Fair at Chicago, a position for
which he was most eminently fitted and
which he resigned to assume the office
of president and general manager of
the Denver & Rio Grande railway, Nov-
ember 1, 1891,
No higher eulogy could be made of
Mr. Jeffery than to say that he began at
the bottom, and with the same company
won his way by the sheer force of mer-
it alone, to the highest honors within
that company’s power to bestow, all this
at an age which speaks volumes for his
natural qualifications, since in every
position he has been master of its inci-
dents, and results have been moulded to
his hands. In Mr. Jeffery the D. & R.
G. railway have, beyond doubt, found a
head who will be more than equal to
the duties he has assumed, and whose
vigorous and trained qualities will put
his road still further beyond the cavil,
eyen of its enemies.
HARRY G.I.L.M.U.R.E.
The name of Harry Gilmore is
almost as well known as that Of the
Union Pacific railway. Mr. Gilmore
was born in Cayuga county, New York,
and removed With his parents to St.
Louis, where he resided for seventeen
years. His first employment was as
cabin boy of a Mississippi river steam-
boat, at the age of 12. He next sought
and found employment as newsboy on
the line of the Iron Mountain & South-
ern railway. He began active service
on the Illinois Central, where for five
years he worked as brakeman and con-
ductor. In 1867 he started west and
located in this city where for eighteen
years he served the Union Pacific as
switchman, hraekman, freight and
passenger conductor and general
yardmaster of the Omaha and Council
Bluffs yards. He resigned from the
Union Pacific service to accept a situa-
tion under his old chief, S. H. H. Clark,
on the Missouri Pacific. About two
years ago he was promoted to the assis—
tant superintendency of the Belt Line
railway, which he now holds.
Mr. Gilm re is esteemed by his super-
iors and is liked as well as respected by
all the men under him. Nearly one—
half of the employes in the train service
of the Union Pacific were hired by
Harry S. Gilmore, ard he is still as
popular on that line as on his own.
The compound locomotive built ty
the Schenectady Ilocomotive Works for
the Pennsylvania has been put on the
Pittsburg division. This engine weighs
136,000 pounds and the drivers are six
feet two inches in diameter.
The Manhattan Elevated reports its
gross earnings at $10,695,978, and its
operating expenses at $5,425,348, leaving
its net earnings at $5,280,000. To this
it adds the sum of $140,000 received
from the sales of advertising privileges.
For rentals and taxes it paid $2,414,917
and declared a dividend of six per cent.,
a total of $1,800,000. Its suplus at the
end of the year it $1,195,712.
72
Onaha Railway News-Reporter
Gems From Cy Wärmän's B00k Oſ P08ms,
“Mountain Melodies,”
To time Golden Gate.
“Mr. Gould,” said Mr. Manvel,
As they sat round the hearth,
“The Atchison, Topeka & Santa Fe
Is the longest road on earth.”
Said Mr. Gould to Manvel,
“Keep your eye on me,
Lest I might tie your Nellie Bly
To the tail of my U. P.”
“Mr. Gould,” said Mr Manvel,
“You’ll never see the day;
You'll never see the great U. P.
Absorb the Santa Fe.”
“Mr. Perkirs,” said Mr. Jeffery,
“I’ll tell you what I’ll do;
I'll give the hand of the Rio Grande
To the great C. B. & Q.”
“Mr. Jeffery,” said Mr. Perkins,
As o'er the track they whirled,
“Your little line will then make mine
*The Scenic Route of the World.”
Then o'er the track, the special sped,
And o'er the wire the warning:
The mile-posts from her pathway fled
Like dewdrops in the morning;
Across the hill and down the dell,
Past station after station;
The muffled music of the bell
Gave voice to each vibration.
Swift speeds the steed of steel and
steam,
And where the road lies level
The train sweeps onward like a
dream,
Past paiace and past hovel.
And o'er the prairie, cold and gray,
There falls a flood of fire,
While orders flash for miles away:
“Take siding for the flyer.”
The engine seems to fairly float,
Her iron sinews quiver,
While swift, beneath her throbbing
throat,
The rails rush like a river.
Upon the seat the engineer,
Who knows her speed and power,
Sits silently without a fear
At sixty miles an hour,
“Mr. Jeffery,” said Mr. Palmer,
“Give me your other hand;
I’ll break away from the Santa Fe
And flirt with the Rio Grande.”
Said Huntington to Palmer,
“The Scenic Route is great;
Now all join hands with the Rio-
Grande
And dance to the Golden Gate.”
The Canyon of the Grand.
I’m going to paint a picture with a
pencil of my own:
I shall have no hand to help me, I
shall paint it all alone;
Oft I fancy it before me and my hope-
ful heart grows faint
As I contemplate the grandeur of the
picture I would paint.
When I rhyme about the river, the
laughing limpid stream,
Whose ripples seem to shiver as they
glide and glow and gleam.
Of the waves that beat the boulders that
strewn upon the sand,
You will recognize the river in the
Canyon of the Grand.
When I write about the mountains with
their heads so high and hoar,
Of the cliffs and craggy canyons
where the waters rush and roar,
When I speak about the walls that rise
so high on either hand,
You will recognize the rockwork in
the Canyon of the Grand.
God was good to make the mountains,
the valleys and the hills,
Put the rose upon the cactus, the rip-
ple on the rills,
But if I had all the words of all the
worlds at my command,
I couldn't paint a picture of the Can-
yon of the Grand,
The Garb of the ºills.
Go visit the hills in the spring time,
When the little buds burst on the
trees,
And the perfume of pinon and wild
flowers
Is borne on the breath of the breeze:
When the rivulets leap from the snow-
lands,
As down toward the valley they sing:
To gladden the rose laden lowlands—
Go visit the hills in the spring.
And then, when the summer is o'er,
And the dead leaves are strewn o'er
the land;
When the blossoms have dropped from
the clover,
A garment more gorgeous and grand
Is worn by the hills. True, the vendure,
The green and freshness of spring
Have changed—the flowers have faded–
The song-birds are ceasing to sing.
But look! in the morn, when the sun-
light
First flashes its rays o'er the range,
Ever changing anon till the wan light
Of evening is:on—note each change-
Blends the fire and flames of the oak
tree
With the gold of the aspen so tall;
All the radient rays of the rainbow
Are worn by the hills in the fall.
CY. vºv A. R.N.T.A.N.
Locła Ivan Inoe.
Up near the mountain's craggy crest,
The mighty moguls strong and proud;
The snow drifts beating gainst their
breast
With pointed pilots pierce the cloud.
High mountains—seeming little hills—
Emboss the spreading plain below,
And rivers look like laughing rills
As down the distant valley they flow.
Here in a wierd cold wintry grave”
Wrapped in a marble shroud of snow,
With not a ripple not a wave
Calmly sleeps Loch Ivanhoe.
But with the coming of the spring
The little flowers will bud and blow
And the gladsome songs the birds will
sing
Along the banks of Ivanhoe.
Sunset on Salt Lake.
With awe I watch the sun go down
Across the great Salt Lake;
The mountains dawn their golden
Crown,
The soaring seagulls circle 'round,
The gentle billows break.
And when I scan what's made for man,
To make his heart grow glad,
With wonderment my heart I hush;
I fee the flush of shame's hot blush,
Because my soul is sad.
ºn º
Love Aumoing the Mountains.
In a sequestered spot my love and I,
Hand clasped in hand, stood dreaming
love's sweet dream,
Watched from the craggy cliff the eagle
fly,
And heard the far of murmur of the
stream.
Ah Happy soul in solitude that sips
From this grand cup of nature sent
from heaven–
“But I,” said I, “from your rosy lips,
Quaff sweetest sweets by God or na-
ture given.”
“Hush, Hush!” she said, and dropped
her dusky head,
“Who knows what eyes are turned up-
on us here?”
“The angels see, and say not that it’s
wrong,” I said,
And from her drooping lashes kissed
a tear.
The way I went.
Last night as I lay sleeping
Upon my downy bed,
The strangest, strangest vision
Came drifting through my head.
I dreamed I went to heaven,
Saint Peter said to me,
“What brought you here?” I
swered,
“I came by the U. P.”
run-
Mici time Mountains.
There's a charm about the mountains
That you never can forget,
If you linger in their shadows for a
day:
And you’l find your troubled bosom
Filled with sorrow and regret
When the time has come to take your-
self away.
When you seem to sigh for sugar
In the coffee of your life;
And grief down your pathway seems to
swoop:
Just go down to the depot
With your sweetheart or your wife,
And take a little turn around the
“Loop.”
A Colorado Girl.
She's the shining solid silver
From humanity’s rough ore:
She’s the star that beams above us out
of reach;
She’s the lasting love-lit lighthouse
That illumes life's lonely shore;
She's the precious pearl the
leaves on the beach.
tide
She's the ever-paying pay-streak
In the fissure of the heart;
She's the summer rose that scents the
silent gloom;
She's the wondrous work of nature,
Like the soul, or better part;
She's our sunlight from cradle
the tomb.
to
I would ºnow My Native Land.
There are those who praise the poet
who can soar in starry spheres,
And can mould his mystic phrases
from the wrecks of other years;
I would have my inspiration fresh from
nature's open hand–
I would sing a simple sonnet that a
child can understand.
There are those who seek in other
climes the joys they might have
known
Mid the mountains and the meadows
of the land they call their own.
I would seek the shady canyons where
at night the gentle dew
Comes to kiss the rose and heliotrope
when stars are all in view.
I would walk the verdant valley where
the salt waves wash the feet
Of the Wasatch. Gazing upward
where the sky and mountains meet,
Filled with awe and admiration I would
kneel upon the strand,
And thank heaven for this picture
even I can understand.
I would stand amid these mountains
with their hueless caps of snow,
Looking down the distant valley
stretching far away below:
And with reverential rapture thank
my Maker for this grand,
Peerless, priceless panorama that a
child can understand.
Sangre de Christo.
Sangre de Christo, let me trace
The beauties of thy furrowed face,
While poncha-perfumed summer breeze
Makes music in thine arboles;
And, as I look, thine every peak
To me, in silence, seems to speak:
Sangre—the blood that flowed so free;
Christo-the Christ on Cavalry.
Sangre de Christo, bright monte vista,
Thy cloud-piercing peaks shall my
monuments bel
When I am sleeping where thy shades
are creeping,
Sangre de Christo. wilt thou shelter
me?
I see upon thy river side
Great rifts through the river flow:
And they tell, too, how Jesus died,
As down to seek che sea they go;
And through the verdant vale they sing
The praises of the risen king:
Sangre—the blood that flowed so free;
Christo–the Christ on Calvary,
The Thunder Birth.
Wa-Ka-Ta and his Lanuma
Stood at twilight by the trail.
They had come to see the “Thunder
Bird”
That bends athwart the vale.
When at last a light shone o'er them,
Through the drab and dewy dawn,
With a crash it flashed before them,
And the “Thunder Bird” was gone.
‘Twas the U. P.'s famous flyer,
That these frightened people saw ;
Sending forth a flood of fire
O'er the chieftan and the squaw.
Now each night these patient people
Watch beneath the starry sky,
Till the dawning of the morning,
When the “Thunder Bird” goes by.
From Mountain to Meadow.
When God had reared the rugged walls
'Round Utah's verdi vales,
Then man came on his mission and
He laid two shining rails,
O'er which, in perfect palace cars,
Humanity is whirled
At sixty miles an hour through
This wonder of the world.
From frozen frigid mountains with
Their polished peaks of snow,
To fields of waving golden grain and
Meadowlands below.
Through gardens in whose presence
even
Paradise would pale,
At sixty miles an hour we
Are whirled along the rail.


Holiday Number. . . . 73
| | | . E * % &
- - !
–$2. RA| M
Tº only Standard Gauge Route penetrating the heart of the Rocky Mountains. The only line
passing directly through Salt Lake City to and from Pacific Coast. The only line offering
passengers the choice of three routes through the Rocky Mountains, the scenery along the line
either being the marvel of two continents.
The Only line running Solid trains between Denver, Pueblo and Colorado
Springs, and Salt Lake City and Ogden. The Only line offering passengers
of all classes Free Reclining Chair Cars between Denver and Salt Lake
City and Ogden
In the development of Utah and her magnificent resources the RIO GRANDE WESTERN has
always taken the lead. - *
See that your Freight is routed via RIO GRANDE WESTERN RAILWAY. And that your
Tickets read the same way.
•)-H3(s
D. C. DODGE, - CASSIUS C. SMITH,
V. P. and Gen' Manager. Ass’t to Gen' Manager,
DENVER, COLORADO.
J. H. BENNETT, + A. E. WELBY,
Gen'ſ Pass. & Ticket Agent, General Superintendent
SALT LAKE CITY, UTAH.


74. Onnaha Railway News-Reporter
º
º
.
JOHN SEBASTIAN, C. R. J. & P. Ry. PERCY S. EUSTIS, C. B. & Q. Ry.
CHAUNCEY M. DEPEW,
H. ix. BURRETT. GEORGE N. HICKS.



Holiday Number. 75
DISTINGUISHED AMERICAN GENERAL PASSENGER AGENTS
THEODORL. H. GOODMAN. S. P. R. R. S. R. HOOPER, D. & R. G. R. R.
GEORGE H, HEAFFORD, C., M. & St. P. Ry.
A. H. HANSON, Illinois Central Ry.


76 Onaha Railway News-Reporter.
he Denver & Rio Grande Railroad Co.
S UNM NM ER TOURS IN T H E ROC P& Y NA OUNTAIN S.
“THE SCENIC LINE OF THE WORLD"
º
-------
. º
- -
3.
ºf
º º -
- º
º º
- º º º
§ - ".
º º
-- - - -
-
-
-
ROYAL GORGE. D. & R G RY.
Double Daily Train Service with Through Pullman Sleepers and Tourist Cars between
|DENVER • SALT LAKE CITY - OG DEN AND
SAN FRANCISCO AND LOS ANCELES.
E. T. JEFFERY, Prest. and Gen’ſ Mgr. A. S. HUGHES, Traffic Manager.
S. K. HOOPER, Gen’ſ Pass. and Ticket Agent.
DENVER, COLORAD0.



Number.
77
... ... Holiday.
man came to the Brotherhood in August
1889, and at once became one of the
most active members in the organization.
His energy and ability being well
known to the employes of the Southern
Pacific, he was, by them, made chair-
man of the general grievance committee
in which position he still represents
the interests of the employes in the
train service on that system. He was
elected to the board by the Los Angeles
convention and was re-elected by the
late Special convention. His actions
have ever been for the best interests of
the Brotherhood. As chairman of the
general grievance committee he has
been of incalculable benefit to his con-
Stituents, and as a member of the grand
trustees he has fulfilled his duties ably
and conscientiously, winning the good
Opinions of his associates and the mem-
bership generally, for the competent
manner in which his services were per—
formed. He is reserved and con-
Servative, his opinions are the result of
serious thought, and when once made
are quietly but firmly adhered to by him.
When once convinced that the posi tion
taken by him is a just one, argument:
will not cause him to desert his position,
By the Organization at large he is well ||
known and respected. His whole pur-
purpose has been to assist the Brother-
hood and he has never been found
working except for its interests. The
good opinion held for the organization
on the coast, is one of the results of his
work. Generally speaking, he is a good:
steady, conscientious railroad man, and
well qualified to perform the many to Michigan, returning again to New
- 13 t
duties he has been called to assume.—
The Trainmen's Journal.
OSCAR LYLE ROLFE.
Brother Oscar Lyle Rolfe, the present
secretary of the board of grand trustees,
was born at Leland, La Selle county,
Ill., February 6, 1863. He received a
common School education and, at the age
of sixteen, was given a certificate to
teach, but never taught. Leaving home
at the age of sixteen, he went to Min-
nesota and engaged in farming for a
term of four months, but, liking neither
the Country nor the occupation, he re
turned home. He went to work in the
blackSmith shop of a carriage factory
and remained there until he was com—
pelled to leave, on account of poor
health. He again tried farming and
stayed at it for two years, when he left
the farm and entered the service of the
C. B. & Q , at Beardstown, Ill., as a
night-yard clerk and was from there
transferred to Ea t St. Louis, at the end
Of a year, and worked there as check
Clerk in the freight house, then as car
accountant and bill clerk, but left the
latter position because of differences
with the agent in charge. In the fall of
1884 he accepted a position as brakeman
on the St. Louis division of the C. B. &
Q., and served the company as brake-
man, baggageman and express messen-
ger, until August, 1886, when he was
promoted to the position of conductor,
which position he held until February
26, 1892, when he was released because
of a rear-end collision. He joined Can-
non Ball Ilodge, No. 25, of the Brother-
hood of Railroad Brakeman, June, 1886,
and was elected the financier of the
lodge in 1889. He resigned his position
as financier June 15, last, because of his
being away from home, and conse—
quently not being able to give the of—
fice the attention it demanded He was
elected delegate to the convention held
in St. Paul, in 1889, but on account of
the financial condition of the lodge he
did not attend. He represented his
lodge at the Los Angeles convention in
1890, and again represented it at the late
convention held in Galesburg, October,
1891. He was elected to the board of
grand trustees by the Galesburg con–
Vention. and was by the board elected
its secretary, - Ap the present time he is
Williams.
traveling in the interest of the Railway
Officials and Employes Accident asso-
ciation on the Burlington system. Bro.
Rolfe is a genial, courteous, whole-
souled brotherhood man, and is the kind
of a man calculated to make friends
wherever he may go. He is well quali-
fied to fill the position to which he has
been chosen by 1 he brotherhood, and is
very conscientious in all his dealings.
He is a pleasant and very easy conver-
sationalist, is a splendid entertainer
and a most agreeable companion. He
has done good work for the organniza–
tion in the past and there is no reason
to think he will discontinue his good
work in the future. He is very well
known to the organization, and is de-
servedly popular. At his present occu-
pation his happy disposition serves him
well, and he is making a success of his
Venture. Among the railroad men of
the St. Louis division of the Q. there
was none inore populer than Brother
Rolfe and it was with regret they saw him
leave the service of the company. His
friends among all classes are legion and
his pleasant address makes him wel-
comed by them all,—The Trainmen’s
Journal.
W. S. SEARS.
“Deacon” Sears, as almost every man,
woman and child who ever traveled on
the Lake Shore road knows him, was
born in Oneida county, New York, in
1823. Deprived almost entirely of the
advantages of an early education, he be—
gan life on his own account at the early
age of ten. In the fall of 1844 he went
York in 1845. In 1846 he went to work
in Westchester county. The New York
& New Haven railroad was then being
built and as it cut through the farm he
was at work on, he secured a job as
assistant of some rock work, which lästed
until 1849. From there he moved to a
job of rock work on the Hudson River
railroad under old Captain Mason, who
had just completed his contract of build.
ing the High bridge across the Hudson.
He then returned to Oneida county,
where he secured a situation as station
agent on the Rome & Watertown rail-
toad as soon as it began carrying passen-
gers. In 1850 he was offered a position
on the Michigan Southern & Northern
Indiana railroad under Superintendent
At that time it was strap rail
from Toledo to Adrian, and “T” rail
from Adrian to Sturgis, 112 miles, from
Toledo (as far west as the road was then
built). His first work was re-laying the
strap rail from Adrian to Palmyra (five
miles). From laying rail he was pro-
moted to a work train in charge of men,
then to a freight conductorship, which
he held till the road was completed to
Chicago, in 1852. In July, 1852, he was
given a passenger train to run from
Toledo to Adrian, and in August was
promoted to a through run from Toledo
to Chicago, a position which he held
until his appointment as yardmaster at
Adrian and Toledo. He remained thirty-
seven years and four months in the
employ of the Lake Shore road without
suspension, working under Superin-
tendents E P. Williams, Joseph H.
Moore, James Moore, Sam Brown,
John D. Campbell, H. H. Porter,
Charles T. Hatch, Charles Payne
and P. P. Wright. “Deacon” Sears early
became a zealous supporter of Mutual
Life Insurance for railroad men; and
since the formation of the “Old Re-
liable” in October, 1868, has been a
worker with and for the railroad con-
ductors of America. He has been con-
neeted with the Order of Railway Con-
ductors since its for mation, and hopes to
Ilve long enough to see every raidroad
man in the country insured in some of
the excellent insurance organizations.
Mr. Sears uow resides in the beautiful
little city of Adrian, Mich, where he is
quietly enjoying the good things of the
World after an active lite, -
J. H. YOUNG. -
Mr. Joseph H. Young was born in
Salt Lake City and is now twenty-eight
years of age. He entered the service of
the Utah Central Railway company in
1881 as office boy at Sandy Station,
Utah, and the following year was made
agent and operator at Deseret, Utah.
After filling various positions for the
Utah Central, he was employed in 1883
clerk in the freight office and after-
wards appointed ticket clerk for the
Union Pacific railway at Ogden, Utah,
in which capacity he served that com-
pany until 1886, when he was appointed
traveling agent of the Chicago & North-
Western Railway company with head-
quarters at Salt Lake City. In June,
1889, he was appointed general agent of
the Salt Lake & Eastern and Salt Lake.
& Fort Douglas railways, narrow gauge
lines which were at that time being
constructed from Salt Lake City, and in
the latter part of the same year he was
placed in full charge with title of
General Superintendent. These lines,
which afterward consolidated (taking
the name Of the Old Utah Central Rail-
way) were extended under his super-
vision to various points, most important
of which is Parker City, Utah, and were
successfully operated by him until June,
1891, when he was appointed super-
intendent of the Utah division of the
Union Pacific system, with headquar-
ters at Salt Lake City, his present
position. Mr. Young has an experience
far beyond his years in the railway
business, and is considered one of the
ablest officials in the employ of the
Union Pacific system. -
HON. GEORGE ALLEN.
The subject of this sketch was born at
Belfast, Ireland, in 1858. His parents
having died when he was but eleven
years of age he came to Admerica and be-
gan the battle of life. He spent several
years in different parts of the country
doing such work as he could find to do.
In 1877 he entered the service of the
Union Pacific railway as brakeman, at
Evanston, Wyo. At the end of four
years he was promoted to a freight run,
and five years later, in 1886, was placed
in charge of a passenger train. He con-
tinued to run that train until December,
1890, when he was appointed trainmaster
of the ninth district, Union Pacific rail-
way, with headquarters at Ogden. In
February of the following year he re-
signed that position and again took a
passenger run between Ogden and Green
River, where he still holds forth. Mr.
Allen's popularity was fully attested by
the magnificent majority he received
last year, he at that time having been
elected on the democratic ticket a mem-
beſ of the Utah legislature, his term
beginning January 4, 1892. As a law-
maker he was a success the same as in
railroading, and it is the wish of a host
of friends that his star of prosperity
may continue to a Scend.
J. S. MCNALLY.
J. S. McNally was born in Chicago,
Ill., September 8, 1862, and started his
railway career in 1875, as clerk in the
general office of the Erie & Nor h-
Shore Dispatch. At the end of his
second year of service, he was promoted
to the position of car recorder, and
when those offices were removed to
Detroit, Mich., he still remained in the
same capacity. When, in 1883, the
general Office was removed to Buffalo.
Mr. McNally was made tonage and ear-
nings clerk, which responsible position
he had held but one year, when owing
to failing health he was compelled to go
abroad. He spent two years in Europe,
and upon his return to America, in 1886,
he accepted a position as passenger
agent for the Chitago & Alton, in Chi-
cago. September, 1887, he resigned to
accept the assistant ticket agency of the
Missouri Pacific in this city. He con-
tinued with that company until March
15, 1890, when he resigned to accept a
flattering offer from the Rock Island
people to become their city passenger
agent. Two months later he was made
assistant ticket agent; and when J. L.
DeBevoise was made general agent of
the passenger department, Mr. McNally
was made ticket agent. Mc. is always
on duty, prompt and attentive to every
patron, and is a valuable man for the
Company in his position.
PETER E. DUNBA.R.
On another page we present the por—
trait of Peter E. Dunbar, the genial
passenger conductor who runs out of
Omaha on the Union Pacific. Mr. Dun-
bar, or ‘Pete” as he is better known,
made his appearance on this terrestrial
Sphere at Boston, Mass., about the last
of September in 1859. He went to
Cleveland, Ohio, in 1866, and November
14, 1879, marks the day when he com-
menced railroading. His first position
Was as a brakeman on the Lake Shore
& Michigan Southern out of Cleveland,
with which company he remained five
years. Promotions being few and far
between in that neck of the woods, and
his health being poor, “Pete” came to
Omaha in the spring of 1884 and secured
a position as brakeman on the Union
Pacific in October of the same year.
In June, 1885, he was promoted to
freight conductor and so faithfully did
he serve the company that in 1888 he
was placed in charge of a passenger
train. Mr. Dunbar is considered one of
the best conductors on the road and
Stands high in the fraternal circles of
the O. R. C. He resides in this city
with his wife and child, of both of
whom he may well be proud.
JAMES L. D.E.B EVOISE.
One of the ablest passenger men in
the business is James L. DeBevoise, the
efficient general passenger agent of the
Rock Island. After graduating from
the schools of his native state, he came
west and located in Chicago. He ac-
Cepted a clerkship in the general ticket
office of the Great Rock Island Route
where for four years. he filled his posi-
tion with such ability that, in 1881, he
was promoted to a position in the city
ticket office of that company. In 1884
he resigned to accept the agency at
Council Bluffs, Iowa, of the Western
Trunk Line association, which office he
held until that association went out of
existence, when he was appointed city
ticket agent of the Rock Island in this
city. In handling the immense business
of that company out of this city, Mr.
De Bevoise has always acquitted him-
self with credit, and it was a fitting
tribute to his management when his
Superiors promoted him to the re-
sponsible office of general agent of the
passenger department.
J. C. E. DUVAL.
J. C. E. Duval, Stenographer in the
office of F. A. Nash, general agent for
the Chicago, Milwaukee & St. Paul in
Omaha, was born at Toronto, Canada,
July 23, 1863. He began railroading
when fifteen years of age as a telegrapher
on the Grand Trunk railway. He learned
short hand while working nights and
then secured a position at Peru, Ind., as
private secretary to Superintendent G.
W. Sterns of the Wabash. He came to
Omaha in 1885 and was for a short time
employed in the office of General Super-
intendent Smith of the Union Pacific.
He left there to accept a position in the
quartermaster's department of the U.
Army at this point under Captain
McCaulev. Mr. Duval returned again
to the railway service, however, to
accept the position he now so ably fills
in Mr. Nash’s Office. He comes of a
family of railway employes, his father
and two brothers occupying responsible
positions in the service.
Talbut Henry, an old-time Wabash
engineer out of Moberly, is now running
into Qmaha for the Missouri Pacific.
78
Omaha Railway News-Reporter.
S. K. EIO OPER,
S. K. Hooper is the able man who
handles the immense passenger business
of “The Scenic Line of the World,” the
Denver & Rio Grande railway. He was
born May 30, 1841, at New Albany, Ind.
and began his railway career in the
general ticket office of the Louisville,
New Albany & Chicago road in January,
1866, where he remained until July, 1867,
when he resigned to accept the position
of agent for the Union Pacific at North
Platte. In November of the same year
he was tendered and accepted the posi-
tion of chief clerk of the ticket depart-
ment of the Louisville, New Albany &
Chicago road. In March, 1868, he was
promoted to the position of general
ticket agent of the saune line, which he
held until December 1, 1873, when he
resigned to accept the position of gem-
eral ticket agent of the Fort Wayne,
Jackson & Saginaw road. In March,
-1881, he resigned from that position to
accept the office of assistant passenger
agent of the Harnibal & St. Joe, from
Which he was promoted two years later
to the position of general passenger and
ticket agent for the same company. He
resigned May 15, 1884, to accept a similar
office on the Central Iowa, and had
hardly settled in his new place when he
was tendered the position he has filled
with so much ability up to the present
date. The business of his line is more
than five times as large as when he as-
suméd the office of general passenger
agent, and it is a recognized fact that its
great success is due in no small measure
to his untiring energy and great exe-
Qutive ability.
PERCY S. EUSTIS.
One of the most prominent young men
in railroad affairs is Percy S. Eustis
general passenger and ticket agent of
the Chicago, Burlington & Quincy sys-
tem. Mr. Eustis' promotion in railroad
work has been exceptionally rapid.
Sixteen years ago—1876—he entered the
employ as office boy of Percival Lowell,
general passenger and ticket agent of
the Burlington & Missouri River rail-
road, a corporation which then operated
independently about three hundred miles
of road west of the Missouri, but which
is now part of the C., B. & Q. system.
At the beginning of 1880 he was made
chief ticket clerk and given charge of
that part of the department under Mr.
Lowell, which had to do with passenger
traffic. A little over a year later Mr.
Lowell took the general passenger
agency of C., B. & Q. and Mr. Eustis
was given the passenger department
with the title of general ticket agent.
In 1883 his duties were enlarged and he
was authorized to sign himself general
passenger and ticket agent. In this
position he centinued, reflecting credit
upon himself and growing steadily in
efficiency and favor until 1888, when the
position of general passenger and ticket
agent of the C., B. & Q. system was
given him. That post he still holds and
is voted one of the brightest of western
passenger agentS. * *
| THEODORE H. GOODMAN.
Though ranked as a pioneer Califor-
nian, Theodore H. Goodman did not
reach the El Dorado until ten years
after the '49ers had passed through the
Golden Gate. Born in the state of New
York in 1830, Mr. Goodman gave the
subject of railways every attention, even
in his boyhood, and at the age of twenty
he began the career that has won him a
high place among the railroad men of
America. From his first connection
with the Lafayette & Indianapolis line
in 1850, when that road was in its in-
fancy to the present time, where he is
at the head of the passenger department
of the great Southern Pacific system, he
has kept not only abreast, but often
ahead of the leaders of his profession.
When the war broke out he was in Cali-
fornia as one of the responsible agents
of Wells, Fargo & Co., but at the first
call of his country he resigned and flew
to meet the danger which threatened the
union. In 1863 he resigned his position
as an officer of the Second California
volunteers, he having been kept, much
against his will, on the coast, and im–
mediately resumed his railway life by
entering the service of the Atlantic &
Western railway as its general passen-
ger and ticket agent. In 1868 he went
over to the Central Pacific in the same
capacity, and at the organization of the
Occidental & Oriental Steamship com-
pany he was called to the general
agency of both. Socially Mr. Goodman
is the center of his circle. He is a well
read, scholarly gentleman, whose Con-
versation is entertaining and instructive.
He is eminent in the Masonic order, the
Loyal Legion and the G. A. R. , the lat-
ter naturally commanding his warmest
interest. Mr. Goodman is a self made
man and in his progress forward he had
not the assistance of wealth or influ.
ence. He carved out a success for him-
self, and the best part of this is the es—
teem and respect felt for him by the
people among whom he has so long |
lived.
GEORGE EI. HEAFFORD.
George H. Heafford is the able general
passenger and ticket agent for the Chi-
chago, Milwaukee & St. Paul railway,
He was born October 29, 1845, and
entered the railway service September,
1865, as ticket clerk for the Chicago &
Northwestern. He remained with that
company seven years, holding during
that time the following positions: ticket
clerk, chief statistical clerk, general
book keeper, traveling auditor account-
ing department and chief clerk general
passenger department. In July, 1872 he
resigned to accept the office of assistant ||
general passenger agent of the Missouri
Pacific railway. October 1, 1876, he was
Chicago, Milwaukee & St. Paul, and on
August 15, 1885, was made assistant gen-
eral passenger and ticket agent. He
was appointed to his present position
about two years ago.
JOHN SEBASTIAN.
John Sebastian is the excellent gen–
'eral passenger and ticket agent of the
Chicago, Rock Island & Pacific railway.
He was born January 28, 1849, at New
port, Kentucky, and began railroading
at the age of twenty with the Atchison,
Topeka & Santa Fe and remained with
that company seven years, filling during
that time many responsible positions in
the passenger and ticket departments.
In 1880 he was tendercq and accepted
the position of general Southwestern
passenger agent of the Rock Island,
which office he held until April 1, 1887,
when he was appointed to the position
he now occupies. Mr. Sebastian is a
vigorous and progressive man and has
added greatly to the business of that ||
popular line since assuming his present
Office. :
O. W. RUGGLES,
One of the most popular and success—
ful railroad men in the country is O. W.
Ruggles, the general passenger and
ticket agent of the Michigan Central.
He is a young man, but he has won his
spurs. About the close of the war he
was a clerk in the passenger department
of the Ohio & Mississippi railway. A
few years later he went to the St. Louis
& Iron Mountain railroad and served as
clerk and passenger agent of the consoli-
dated system. His vigor, untiring ener-
gy and thoroughness attracted general
notice, and when Mr. Ledyard became
president of the Michigan Central, quick
to recognize such qualities, he appoint-
ed Mr. Ruggles to his present position.
Excellent in his judgment of men, he
rapidly increased the efficiency of his
department, and by his genial and ready
character and efficient service to the
*
public, he made a host of personal
friends throughout the country. Quickly
siezing the salient points of the situa-
tion, he made the Michigan Central
known to the world as the “Niagarga
Falls Route—the only railroad running
directly in full view of the cataract.”
This single fact, added to the admir-
able construction, the suburb equip-
ment and efficiert management of this
great trunk line, has made it, like its
general agent, one of the most popular
in the country. r: -
CHAUNCEY M. DEPEW. .
Chauncey M. I.)epew, the great rail-
road king, financier and statesman, was
born at Peekskill, N. Y., April 23, 1834.
He graduated at Yale and was admitted
to the bar in 1858; was elected to the
legislature and then secretary of state.
In 1868 he was appointed attorney for
extending over both lines, and was
elected a director. In 1875 he was ap-
poir.ted general conusel; eight years
later he was elected second vice pres-
ident, and in 1885 he was elected
president of the greatest railway in the
world. Mr. Depew has a fellow feeling
for the many thousand men in the em-
ploy of the companies he represents,
an i is a very popular man with all class-
es of railway men. -
J. H. BENNETT.
The subject of this sketch holds the
responsible position of general freight
and passenger agent for the Rio Grande
Western with headquarters at Salt Lake
City. Mr. Bennett was born in Eng-
land and began his railway career in
1869 in that country as ticket clerk for
the London & Northwestern railway at
Manchester. He remained with that
company until 1871, when he came to
America and accepted a position in the
prssenger departinent of the Detroit.'
made general passenger agent of the ;Iansing & Lake Michigan railroad at
Detroit, where he remained until 1873.
In that year he entered the freight de-
partment of the Lake Shore & Michigan
Southern at Detroit, where he remained
two years. In 1875 he accepted a po-
sition in the general freight office of the
Baltimore & Ohio railroad at Columbus.
After serving that company for four
years he went to Denver and accepted
a position in the general manager's of
fice of the Denver . & Rio Grande rail-
way, which position he filled so well
that in 1883 he was appointed auditor of
that line. In 1886 he was promoted to
the position which he holds today. Mr.
Bennett is one of the ablest men in the
western field and by his ability has built
up a business for his line second to none.
Since the Midland began running
through trains over the Rio Grande Mr.
Bennett's duties have been doubled, yet
every detail of the immensely increased
business is dispatched by his deparment
| with great promptness.
CAPTAIN W. F. TIB BITS.
It is with pleasure that we present in
this issue the portrait and biography of
.| Captain W. F. Tibbits, one of the best
known and most popular passenger men
in America. Captain Tibbi's was born
in 1828 and began his career as passenger
agent with the Michigan Central in
1853. At that time the railroads were
few and far between, and when the Cap-
tain was appointed general traveling
agent for that company he had to travel
almost exclusively by stage. He was
the first traveling passenger agent ever
appointed and was a worthy head of
What has since become one of the most
important branches of the railway ser–
vice. During the early days there were
no great departments devoted to adver.
tising alone, and the traveling men were
expected to carry a full line of time
cards and other matter. Often during
long journeys the Captain was com-
pelled to lay over at some town and
have the rural printer get him out a
new batch of literature. Mr. Tibbits
has, during his railway career, been
identified with some of the most prom-
inent railway men on the continent, and
remembers how hundreds of men who
are now in the front rank-as officials be-
gan their career. Since 1878 he has been
traveling passenger agent of the Denver
& Rio Grande, and by his great ability
has added greatly to the popularity of
the Scenic Line. He has thousands of
friends in all parts of the country who
join with us in wishing him many years
of health, and prosperity. '
JOHN BERNARD FRAWLEY.
John Bernard Frawley was born Sep-
tember 4, 1853, in Litchfield coun y ,
Conn. After holding various positions
in the railway business in the east, he
was made traveling passenger agent of
the Toledo, Peoria & Warsaw in 1876
• ‘l-As . C. To Send, general 3US–
ºne New York central, his jurisdiction|º.º.º.”.”.”.”.”
senger agent of that line with head-
quarters at Peoria. In 1878 he was em-
ployed by the Burlington in a similar
capacity. When the Chicago division
of the Wabash was completed in 1880 he
was transferred to Chicago, and his ter-
ritory embraced the states of Wisconsin
and Michigan. In 1885, Mr. Townsend,
having gone to the Missouri Pacific,
tendered Mr. Frawley a similar position
| with that company with headquarters at
Chicago, in charge of Michigan & Can-
ada. January 1, 1888, Mr. Frawley was
appointed traveling passenger agent of
the Union Pacific with headquarters in
this city He had shown such signal
ability in discharging the various duties
intrusted to his care that on December
1, 1889 he was made division passenger
agent with an office at Ninth and Broad-
way, Kansas City, Mo., with jurisdiction
over the entire passenger business of the
Kansas division, which position he has
ever since filled with signal ability.
CHARLES D. WARD.
Charles D. Ward, contracting freight
agent of the Mobile & Ohio, with head-
quarters in this city, was born in New-
ark, Ohio, January 4, 1862. In 1872 his
parents moved to Illinois where he was
educated. He entered the railway ser-
vice in 1882 as an operator for the Van—
dalia, filling that position for two years.
He was located during that time in the
local freight office of the Vandalia and
Indianapolis & St. Louis roads at East
St. Louis. In 1885 and '86 he was con-
nected with the Mobile & Ohio general
agent's office at St. Louis. In 1887
Mr. Ward was appointed contracting
agent of the East Tennessee, Virginia &
Georgia railroad at St. Louis, from
which position he was promoted to chief
clerk in the general freight office of the
same system at Memphis, Tenn. In º
June 1889 he was appointed to his present
position by the Mobile & Ohio people,
with headquarters at Kansas City, and
January 1, 1890, his office was transferred
to this city. Mr. Ward has made many
friends since he came to Omaha, both
for himself and the company he so ably
represents.
W. T. CANADA,
W. T. Canada is the genial and eficient
head of the special service in the claim
department of the Union Pacific system.:
He was born in Livingston county, Ken—
tucky, April 11, 1847, and at the close of
the War Came West. He settled at Ne.
braska City, where he held various posi-
tions of honor and trust, being one of the
first Democratic sheriffs elected in Otoe.
county. Mr. Canada studied law with.
Hon. John C. Watson and is a regularly,
licensed practitioner. He has been con-
nected with the claim department of the
Union Pacific for a number of years as
adjuster, and on June 1, 1891, his able.
services in , this difficult position were
rewarded by having added to his name
the title and duties of superintend nt of
special claim Service for the entire sys–
tem. Mr. Canada is as genial and whole-
Jouled as he is capable, and he considers
the U.P, the greatest road on earth,
Holiday
79
Number.
J. R, DEWAR.
. A young man well known in railway
circles in Omaha is J. R. Dewar in the
office of Assistant General Manager
Dickinson of the Union Pacific. Mſ.
Dewar is a native of London, Ontario,
and his first railroad situation Was 8S
stenographer with J. E. Dawson, super-
intendent of the Grand Trunk railway
now general agent a 5 Butte, Mont., for
the Great Northern, in 1883. He came
west to Omába two years later and ac-
cepted a position with P. S. Eustis, then
general passenger and ticket agent for
the Burlington & Missouri. Remaining
with the Burlington only a short time he
was tendered a more lucrative offer to
enter the supply department of , the
Union Pacific under J. J. Barnes. When
T. J. Potter took hold Of the U. P. two
years later, Mr. Dewar was transferred
to his office and has remained in the
executive department ever sicce, having
worked successively for T. J. Potter, C.
S. Mellen, T. L. Kimball, W. H. Hol—
comb and E. Dickinson. He is a faithful
worker and is by no means yet at the
top of his railway career.
P. W. CORBETT.
Peter Wilson Corbett first the light of
day in Glasgow, Scotland. He accepted
his first position in the railway business
as a clerk in the office of Comptrolle.
Mink of the Union Pacific at Boston
Later he took up the study of stenog-
raphy, and has ever since been pushing
the pencil in that line. Wanting to see
some of the “wild and woolly,” he was
transferred by the Union Pacific to Chey-
€I]]] {^.
Lake City, where he held the chief clerk-
ship in the office of Assistant General
Manager Cummings. When the latter
gentleman left the service of the Union
Pacific, “Pete” came to Omaha as sec-
retary to General Traffic Manager Mel-
Hen. Last year when Mr. Mellen went
to New Haven, Conn, as second vice-
president of the New York, New Haven
& Hartford company, Mr. Corbett ac-
companied him to act as his chief clerk.
“Pete” is a young man with many capa-
bilities, and a host of friends in the west
wish him a prosperous future.
JOHN C. I. ALOR,
John C. Lalor was born at Burlington
some twenty-six years ago. He began
his railway service as a clerk in the
loadmaster's office of the Chicago, Bur-
lington & Quincy at Burlington in 1884,
Shortly afterward he was promoted to a
position with Col. H. B. Scott, who had
general charge of townsite affairs a 'ong
the line of the Burlington system. In
1888 he came to Omaha and was secre-
tary to W. H. Holcomb, then vice-presi-
dent of the Union Pacific. Upon the
retirement of the latter official, he acted
in the same capacity for E. Dickinson,
assistant general manager, until the first
of last November, when he resigned to
accept the responsible position of chief
clerk to General Superintendent Barton,
of the Mew York & New England rail-
way, with headquarters at 180 Sumner
street, Boston. John is a capable young
railroad man, and the fact that he is one
of four brothers all holding splendid
positions in the same business speaks for
itself. Ile has a host of friends in
Omaha, being especially popular with
the fair sex, and we hope we are doing
our lady readers a favor by inserting his
address.
FRANK W. HILL.
Frank W. Hill, whose portrait adorns
one of the groups in this issue, is the
efficient secretary to Comptroller Mink
of the Union Pacific system, with head.
quarters at Roston, Mass. He is well
known in Omaha and the west where he
has a large circle of friends. Frank is an
intelligent and energetic young railroad
man and should moye west to be in his
proper.class,
Subsequently “Pete” went to Salt ||
FRANK ROBINSON.
Fränk Robinson, the well known sec-
retary of President C ark of the Union
Pacific, is an old-time railroader and
telegraph operator. His name has been
On the pay roll in various capacities for
the Wabash, Denver & Rio Grande and
Missouri and Union Pacifics, and in every
position that he has held he has ever
been an able and faithful worker.
Frank has been on the sick list for some
months, but his friends, and they are
legion, hope to see him at his desk again
in the early future. º
HARRY P. DEUEL.
Harry P. Deuel, the city ticket agen
for the Union Pacific system in this
city, has done business with the patrons
of several different roads for many
years, and as a city ticket agent is with
out a peer. Mr. Deuel was born Decem-
ber 11, 1836, and entered the railway
service as agent of the Hannibal & St.
Joe Packet company, with headquar-
ters at Omaha. Mr. Deuel remained
with the company until the Burlington
& Missouri was completed to Omaha, in
1886, when he was selected to represent
them in this city. He served the Bur-
lington as ticket and passenger agent
until the year of 1888, when he resigned
to accept the position he occupies to-.
day, which was tendered him by the
late Thomas J. L’otter. Mr. Deuel is
deservedly popular with the patro...s of
his line and is esteemed by all as a
citizen. It is hoped that Mr. Deuel
will be spared to the ranks of the
fraternity for many years to come.
J. R. MAN CHESTER.
J. R. Manchester, general claim
agent of the Union Pac.fic system, was
born at Boonville, N. Y., June 23, 1845.
March 11, 1862, he enlisted in the 97th
regiment New York volunteers, and
served until the close of the war. Dur-
ing his service he held various ranks
from drummer boy to captain and was
discharged from the service August 9,
1865, as captain of Company I of his
regiment. In 1867 Mr. Manchester
came to Omaha and engaged with the
Union Pacific. being placed in charge of
the lumber yards at the shops. There
he remained until January, 1869. From
the spring of that year and until the
spring of 1871 he was employed in the
county clerk's office, in this city, remov-
ing to Kansas in the latter year, where
he was engaged in contracting bridges
for the King Iron Bridge Co until the
summer of 1874. In that year he re.
turned to Omaha and again entered the
county clerk's office. In November,
1877 he was elected county clerk and re-
corder of Douglas county, and in 1879
was 1 e-elected to the same office. 1n
1882 he again entered the railway str.
vice with the Union Pacific as clerk in
the office of divis on claim agent, and
in 1885 was appointed division claim
agent of the Eastern division, remain-
ing as such until the time of the organ-
ization of the claim department, March
1, 1889, when he was promoted to the
responsible position of general claim
agent of the system. Mr. Manchester
is one of Omaha's best known and most
highly respected citizens and a man who
understands thoroughly the busines in
which he is engaged.
IRA. W. MALLORY.
A Union Pacific passenger conductor
with a host of friends is Ira W. Mallory,
who runs out of Omaha. He was born
in Earlville, Ia., in 1857, and commenced
service as a brakeman on the Iowa Cen—
tral in 1881. After two years he was
employed as a freight conductor on the
Chicago, St. Paul & Kansas (;ity, and in
1884 was given a passenger train by that
company between Marshall town and
Des Moines. Two years later he came
to Omaha and accepted a position as
brakeman with the Union Pacific.
After only one trip in this capacity he
was given a train and has ever since
been in the employ of that company as
a passenger conductor. “Ira” is a “hale
fellow well met,” and always has a good
word for everybody, He is a staunch
O. R. C. man and a faithful worker for
the Company.
GEORGE E. DORRINGTON.
George E. Dorrington, trav ling pas-
senger agent of the Missouri Pacific
railway, with headquarters in this city,
was born December 26, 1846; in New
-York. His first service was with the
United States Express company, and
for over ten years he filled the Falls
City agency for that company. In 1885
Mr. Dorrington resigned the position
which he had filled so long and well, to
accept the one he now holds. He is
-quiet and unassuming, but by strict at-
tention to his duties he has made a host
of friends for himself and gained hun-
dreds of patrons for the company he
represents. &
• . H. F. RUGER.
One of the best known and most highly
esteemed young men in railway circles
in Omaha is Harry F. Ruger, the solicit-
ing freight agent for the Burlington in
this, city. Mr. Ruger coramenced his
railway Career in 1885, when he secured
a position as clerk in the claim depart-
ment of the Burlington here. From
there he was transferred to the claim
department in 1885 from which position
he was promoted to a clerkship in the
general freight office. For faithful ser–
vice in this department he was again
promoted on July 1, 1888, to the responsi-
ble-position which he now fills to the
entire satisfaction of his employers. .
CON. KIRK.
A well known Union Pacific engineer
running out of Omaha is Con, Kirk, who
first saw the light of day in County
Tyrone, Ireland, about 1857. Becom—
ing dissatisfied with the climates there,
“Con” came to thei country in 1873.
He located in Philadelphia and remained
there three years, when he came to
Omaha and sucured a position as loco
motive fireman running out of Omaha
on the Union Pacific. For faithful
Service he was promoted to the right
hand side and given an engine in 1885,
Since which time he has always been at
his post of duty and one of the most
efficient engineers in the employ of the
Company.
C. R. DAVIDSON.
C. R. Davidson, Chief clerk of the gen-
eral passenger and ticket office of the
Burlington route in this city, was born
April 29, 1861, at Madison, Wis. He at-
tended school in that city, and in 1878
graduated with honor from the univer—
sity of Wisconsin. In 1880 he came to
Omaha and accepted a position in the
ticket auditor’s office of the Burlington
& Missouri, where he remained antil
September, 1888, when he was promoted
to the position of cashier in the general
passenger and ticket office. At the end
of a year he was made rate clerk, which
he held until the spring of 1890, when
he was promoted to his present position.
Mr. Davidson has made his business a
careful study and in consequence is
well posted in regard to every detail of
the office which he is filling with so
much ability.
A. B. SMITH.
A navī well known and esteemed in
railway circles is A. B. Smith, assistant
general passenger agent of the Burling—
ton & Missouri River railway, with
headquarters in this city. He began his
railroad life with that road as clerk in
the office of chief engineer in 1880.
Later he spent one year in field work,
after which he entered the office of Gen-
eral Superintendent Calvert, of the Bur-
lington at Lincoln. He came to Omaha
in August, 1889, as chief clerk in the
general passenger department, and Jauu-
ary 1. 1890, was promoted to his presert
position, the duties of which he is ex-
ceedingly well fitted to perform.
J. H. LICHTEBERGER.
One of the pioneers of the west
erp railway service is J. H. Lich-
teberger, His railway career began
in Indiana, Pa., and at the early age of
sixteen he came west and accepted a
position at Kansas City as bill clerk for
the Kansas Pacific. Subsequently he
was appointed assistant agent of Kan-
sas City station, which office he held
four years with credit. In 1874 he was
tendered and accepted the position of
general agent of the Atlantic. & Pacific
road at Kansas City. After one year he
resigned and returned to the Kansas
Pacific as freight accountant. February
1, 1880, when the Union and Kansas Pa-
cific were consolidated Mr. Ilichteber-
ber came to Omaha. and was made chief
accountant in charge of the freight
pools, a position which was at that time
a very responsible one. In 1884 he was
appointed to a position under General
Superintendent S. T. Smith, and in 1887
rose to the chief clerkship of the same
office. He remained in that position
under Mr. Dickinson, and was chief clerk
under him when he was general mana-
ger of the Missouri River division. He
was also with Mr. Dickinson when he
was general superintendent of the Bal-
timore & Ohio railroad. Mr. Licteber-
ger is with the Union Pacific again,
acting as chief clerk in the office of
Superintendent Toughy at Denver. He
is one of the most popular men in the
railway service as well as one of the
most able.
LYMAN SHOLES.
Lyman Sholes, general agent for the
Chicago, St. Paul, Minneapolis & Omaha
road in this city, was born February,
1854, at Springfield, Ills. In December,
1872, he was given a position as night
car clerk at Elroy, Wis... for the Chicago
& Northwestern, where he remained one
year, going to Madison, Wis., as a clerk
in the freight office at that point. He
came west in 1876 and engaged as bill
clerk at Council Bluffs for the North-
western and in 1879 went to the Union
Pacific freight Office there to serve in a
like capacity. In March of the latter
year, he returned to the north and was
given a position checking material on
the Northwestern’s Perry extension at
Tracy, Minn. In December, 1879, he
was appointed agent at Plainfield, Minn.,
and was transferred to Tracy in July,
1883. From there he went fo Kasota,
Minn., as joint agent for the Northwes'-
ern and Omaha roads, in 1885. In 1886
he was made agent for the Chicago, St.,
Paul, Minneapolis & Omaha at Mankato,
Minn. Mr. Sholes came to Omaha as
agent for the above company in July,
1888, and in August. 1889, was made gen-
eral agent of the same in this city.
G. Y. CAN DISH.
. G. Y. Candish was bo; n in GeneSea,
Henry county, lllinois. He came to
Nebraska in 1873 and commenced his
railway career on the Union Pacific as
a brakeman in 1881, and has been a
faithful employe in the service of that
company ever since. After twis' ing
brakes for two years he developed into a
fireman, and in 1888 was rewarded by
the company giving him charge of an
engine. He is one of the best known and
most faithful engineers in the employ of
the company, and is a member in high
standing of the B. of L. E.
Frank Fogg, who for several years
was a prime favorite with the railroad
men at Cameron Junction, Mo., is now
proprietor of a fine drug store in Omaha
and is doing well. -
R. B. Luther, contracting agent for
the Santa Fe at Kansas City, has been
appointed traveling agent of the road,
with headquartels at St. Louis. A. B.
Hoad succeeds him 8s gontracting agent,
8O
News-Reporter.
Omaha Railway
Limited Seria Capital Stock, $50,000,000.
Officers Handling Funds Under Bonds of $1oo,ooo.
Hällwä) E
|WES' ||
Guaranteed Capital Stock, $ooooo.
I5Ol Masonic Temple, chicago, Illinois.
Bălțing liſh,
OFFICERS:
Hon. James H. Teller . . . . .
Ex—Secretary of Dakota.
. . . . . First Vice-President
Ex-Grand Chief Conductor of the Brotherhood
of Railway Conductors.
Geo. G. Cochran. . . . . . . . . . Second Vice-President
Freight Traffic Manager Erie Lines.
C. & E. R. R.—N. Y. P. & O. R. R.—13 & S.W.R.R.
Geo. W. Howard. . . . . . .
. . . . . President
W .
OFGICERS:
H. Harrison, Jr. . . . . . . . . Third Vice-President
Northwestern Passenger Agent Georgia
Southern System.
Augustus Newman. . . . . . . . . . . . . . . .
Assistant General Freight Agent
& Alton System.
W. B. Huskey. . . . . . . . . . . . . . . . . . . . .
Ex-Chairman of the General Board of Adjust-
ment of the B. of L. E.-C. & A. R. R.
Wm. F. Howe, Expert Accountant. . . . . . Secretary
St. John & Merriam, Attºys at Law... Gen’ſ Counsel
. . . . Treasurer
Chicago
e & © . Manager
The only Industrial Banking Union in America operating un—
der an original and copy-righted plan, affording an opportunity for
the depost of small or large sums of money subject to call on which
are paid handsome returns according to time invested, ranging
from 6 to 20 per cent profits.
All deposits safely guaranteed.
Also a Department issuing contracts payable in monthly pay-
ments, subject to withdrawal at any time, and affording without
additional cost a protection equal to an insurance policy covering
accident, total disability or death from any cause.
Also a Department to provide funds to build homes payable
on the installment plan.
Our plan has been especially prepared .
to meet the wants of railway officials and employes.
A Limitëd Numbër Of Reliablº Mén, With First Class Röſörömſts, Can Find Employment With US,
RA|LWAY
EMPLOYES'
150. Masonic Temple, Chicago, Ill.
INDUSTRIAL BANKING UNION,
N. B. All Railway Men are Cordially Invited to Visit Us.
RAILWAY EVIPLOYES” INDUS-
TRIAL BANKING UNION.
The institution, the name of which is
the caption of this article, is located in
the city of Chicago, 1501 Masonic tem-
ple.
The institution is, in its operations,
financial, economic and beneficiary, to
know the full details of which, appli-
cation should be made to the office,
where exhaustive information, by cir-
culars, letters and blanks is furnished.
The general drift of the labor thought
of the country relates to the solution of
the vexed problem of how to live on
the wages paid, and at the same time
to lay by something to mitigate the ills
Consequent to sickness, protracted and
permanent disability and old age. He
who best solves this problem is a
greater benefactor of his race than he
who makes two spears of grass grow
where, previously, but one was pro-
duced.
In one of its circulars, the Railway
Employes' ſndustrial Banking Union
SayS:
The great question that, all labor organiza-
tions and ſrign ds of labor are trying to adjust
is capital and labor; also to improve the con-
dition of the industrial classes, and to pro-
tect, their Small accumulations, investments
and Savings, in case of accident and death.
We know the popular plan of this union will
become a powerful factor in bringing about
these required results, as it makes a capital-
ist of each member besides furnishing a pro-
tection in case of agcident, total disability or
death. We further know that no system of
investment offered has proven to be so umi-
VC1'Sally Satisfactory to all concerned as the
Building and Loan Society system. This
System places the Widow’s mite or the labor-
er’s dime. On an equality with the million-
aire's dollar, and cnables one dollar to earn as
much singly as if it were a part # * *
* * * * * * COnfld ent, that, the
plan OſlerCd by this Union is the medium
through which these demands will be met.
Our plan proposes to assist people in procur-
ing liones. It is the hope of \his Union in
placing its Superior plan before the public
that it will prove a valuable instrumentality
in furthering this end.
In launching such an enterprise upon
scciety, to take its chances of success
or failure, the first question one asks is
what of the personnel of its officers?
In answering this question the institu-
tion has no disguises. It names the
Custodians of the great interests it
seeks to control and gives so much of
the history as is required fo railway
employes to know every essential char-
acteristic.
These officers are: Hon. James H.
Teller, ex-Secretary of Dakota, Presi-
dent; Geo. W. Howard, ex-Grand Chief
Conductor of the Brotherhood of Rail.
way Conductors, 1st Vice President;
Geo. G. Cochran, Gen’ſ Freight Traffic
Manager Erie System, 2d Vice Presi-
dent; W. H. Harrison jr., Northwest-
ern Passenger Agent Georgia South-
ern System,3d Vice President: Augus-
tus Newman, Assistant General Freight
Agent Chicago & Alton System, Treas-
urer; W. B. Huskey, ex-Chairman of
the General Board of Adjustment of
the B. of L. E. C. & A. R. R., Manager;
William F. Howe, Expert Accountant,
Secretary; St. John & Merriam, Attor-
neys at Law, General Counsel.
But simply naming these officials, as
if not sufficient to establish unlimited
confidence in the minds of railway
employes, the R. E. I. B. U sends out
brief biographical sketches of the offi-
cials named, as follows:
Hon. James Teller, the president of the
Union, follmerly resided at Cleveland, Ohio,
Where he was the president of the Leslie
Sewing Machine Co. (now the Standard Sew-
ing Machine Co.) .In 1883 he was appointed
Segretary of Dakota, and resided at Yankton,
Where he was twice elected mayor. He also
Served three years as president of the Yank-
ton Building and Loan Association, one of
the most ploSperous associations of the coun-
try. He is now a resident of Chicago.
George W. Howard, the 1st Vice-President
of the Union, is 44 years of age, served in 58th
Veteral) Volunteer Infantry, and was dis-
charged July 25th, 1865, by reason of close of
War, and then entered the railway service
and in the intervening 27 years he has filled
the position of grader and subsequently time
keeper on new work, switchman in yard,
brakeman of construction, freight and pas'
Senger trains, conductor of same, yard mas–
ter, train master, live stock contracting
agent, division Superintendent, fireman, en:
gineer, foreman of car repairs, round hôuse
Ol'elman, Superintendent Of construction and
general Superintendent. He built and
9quipped the Street car system of San Diego,
California, with its Park belt motor line and
built the Coronado railroad around San Diego
Bay; Was a member of the Order of Railwāy
Conductors under its non-protective policy
and Was One of the founders of the Brother.
hood of Railway Conductors, which organiz-
ation was started with a view of placing the
railway conductors’ interests on a protective
basis. In this he was successful, and after
Serving three years as Grand Chief of the lat-
ter named organization, he was instrumen-
tal in bringing about a consolidation of the
O. R. C. and B. R. C. retiring, himself, to the
quietude of private farm life with his aged
father, brother and Sister, near Chanute, Kas.
Mr. Howard has had more practical railroad
º and is perhaps better known gen-
erally than any other railroad man on the
American COntinent. Eſe is a member Of FOr-
sythe Post No. 15, G. A. R., Division 25, B. of
L. E., and Division 265 O. of R. C.
His name has always been a guarantee of
good faith and Success in anything under-
taken by him and we have numerous letters
from principal railroad officials throughout
the country, endorsing his ability, integrity
and honesty, but he is so well known that we
think it not necessary to take up space with
them here.
George G. Cochran, the 2nd Vice-President
of the Union, entered the railway Service at
Springfield, Ohio, in the year 1858, as a clerk
in the ticket Office of the Cincinnati, Dayton
& Eastern R. R. In 1865 he º: a posi-
tion. With the Atlantic & Great Western R. R.
In 1867, Mr. Cochran returned to Sandusky,
Ohio, the city of his birth, to fill a position in
the freight office of the Sandusky, Dayton &
Cincinnati R. R., where he remained until
1868, when he again accepted a position in
the freight Office of the Atlantic & Great
Western R. R. In the year 1871 he was pro-
moted to the office of assistant general freight
agent, and in 1874 Was appointed general
freight agent of the same road. In 1887 he
WQS spººl Western freight traffic mana-
ger of the N. Y., L. E. & TW R., which
position he now holds. He is also freight
traffic manager of the Chicago & Erie Rail-
road Company.
W. H. Harrison, Jr.. the 3rd Vice-President
Of the Union, is Northweshern Passenger
Agent of the Georgia Soutlierm system, In-
cluding the Georgia, Southern & Florida R. R.
and the Macon & Birmingham R. R., having
Charge of their entire business throughout,
the whole northwest. Previous to assuming
his present position, Mr. Harrison was, for
Several years, Traveling Passenger Agent of
the Charleston, Cincinnati & Chicago R. R.,
and by his extended travels and his honor.
able and Courteous business methods, has
become widely and favorably known.
Augustus Newman, the treasurer of the
Union, left School in 1854, at the age of thir-
teen, and began life as an office iyoy in the
foreign banking firm of Moran Brothers, of
New York, where he remained for eight
years. He came west the first of May, 1862,
and Secured a position as freight clerk in the
treasurer’s Office of the Chicago & Alton R. R.
During the War his duties Were to look
after the military transportation, and make
Collections therefor. In 1864 he was made
ticket Clerk and Soon afterwards general
book-keeper. In 1865 he was appointed Gen-
eral Passenger and Ticket Agent of the
Chicago & Alion, remaining in that position
until 1871, When he was appointed Assistant
General Freight Agent of the same road,
Which position lie has filled with marked
ability up to the present time. Mr. Newman
enjoys the unlimited confidence of all who
know him and by his industry, economical
habits and judicious investments has accum-
ulated a large share of this world’s goods.
W. B. Huseky, manager of the Union, en-
tered the service of the Chicago & Altoni, R.
R. at the agg of seventeen as ā fireman, acting
|Ele
in that câpacity for thirteen months.
Was then employed by the International &
Great Northern R. R. as fireman, and after six
-
months Was promoted to engineer, remain-
ing With them three years. In 1878 he
returned to the Chicago & Alton R. R. and
remained. With them as engineer unil Feb-
ruary, 1891, When he resigned to aecept a
pOSition. With the National Tube Works.
1886 Mr. Huskey was elected chairman of the
General Board of Adjustment of the B. of L.
E. and held that position, with the exception
of one of the earlier years, until he quit the
road. For four years he was Chief Engineer
of Division 19, B. of L.E., Bloomington, iii.
In 1888 he Was elected to the Office of Grand
Guide, B. Of L. E. and was re-elected in 1889.
In 1890 he was elected 2nd Assistant Grand
Engineer of the Brotherhood of Locomotive
Engineers, filling the position with credit to
himself and to the B. Of L. E.
William F. Howe, secretary of the Union,
received his first experience on accounts in
a Massachusetts Savings bank and also in
the counting room of a large boot factory.
He afterwards completed a four years course
and graduated in technical sciênce and fig-
ures at the Well-known Worcester Polytech-
nig. Institute. He has been employed by
different large firms in various pārts of the
Country, filling positions that required the
best Skill both in mechanical figures and as
an eXpert àCCOllntant. We are glad to have
Secured the Services of such an a bie a CCOULIlt-
ant as Mr. Howe to Superintend the accounts
With the large army of members of the
Union.
We have devoted more space than is
Our habit, to the personnel of the Rail-
way Employes' Industrial Banking
Union, because railway employes de-
sire to know as much as possible about
the men with whom they deposit their
hard earned dollars, and in reproduc-
ing the sketches it enables us to say
that the positions they haye occupied
and the great trusts that have been
Committed to their hands by railway
Corporations, Supply the highest guar-
antees that the strictest business integ-
rity will distinguish their transactions.
It will be scarcely necessary in writ-
ling of the institution to do more than
say that George W. Howard occupies a
Supervising position. J t would be ac-
Cepted as the highest assurance that
every proposition is open, honest and
absolutely free from any taint of chi-
cane, and in addition, that he would
not be associated with men other than
those of unimpeachable integrity.
With such an organization, officered
as we have shown, and having in view
the welfare of a great body of work-
ingrimen, the conclusion is, that it will
Secure the confidence of thousands and
achieve success.-Eugene V. Debs in
the Firemens' Magazine.
In .



Holiday Number. 8 |
THE ST. LOUIS SOUTHWESTERN R'Y
BETWEEN
St. Louis,
Cairo and
Memphis.
Traversing the Finest Farming, Grazing and Timber Lands, and Reaching the Most
Prosperous
- - -
Towns an
FARM ING LANDS: Yielding abundantly all the cereals, corn and cotton, and especially
adapted to the cultivation of small fruit and early vegitation.
GRAZING LANDS: Affords excellent pasturage during almost the entire year, and
is comparatively close to the great markets.
TIM BER LANDS: Covered with almost inexhaustable forests of yellow pine, cypress, and
the hard woods common to Arkansas and Eastern Texas.
CAN BE PURCHASED ON REASONABLE AND ADVANTAGEOUS TERMS
Rates, maps and descriptive articles on Arkansas and Texas can be secured on appli–
cation to
W. B. DODDRIDGE, General Manager. E. W. LaBAUME. G. P. & T. A.
ST, LOUIS, MISSOURI,


82 Onnaha Rai lway News-Reporter.
CHALMERS BROWN, SAM’L BELLIS, GEO. J. JOHNSON, w. DeM. HOOPER.
President. Treasurer. Gen’ſ Supt. of Agencies. Actuary.
Wm. K. BELLIS, Secretary and General Manager,
Railway Officials and +
* Employes Accident
EIOME OFFICE :
i. | |. -
º Mºº 25, 26, 27, 28, 29, 30, 31 & 32, Ingalls Blk, ASSOciation #e
㺠-
Wº, T INDIANAPOLIS, IND.
tº ſº.
'º'
ORGANIZED JUNE 14, 1889.
Siſſligſ St Miſtlâl Attiliſt Ass'mill till ll, S.
Policies Issued to Date, Over tº- tºº 62,000 | Paid for Claims in 1892, tº- $248,435.53
Assets, December 31, 1892, Over - $200,000 || Number of Claims Paid in 1892, º 4,218
Number of Claims Paid to Date, Over 11,000.
PAYS CLAIMS
With0lt Delay and AdWäICES Indºmmity tº Injured Members.
HAS THE LARGEST ASSETS TO
Insurance in Force of Any Accident Company
HAS MORE RA|LWAY MEN INSURED THAN ANY OTHER COMPANY.
For Further Information, etc., address
Wm. K. BELLIS, Secretary and General Manager,
LOCK BOX 93, lºss ºn iºn iºni INDIANAPOLIS, IND,

Holiday Number. 83
HOT SPRINGS, ""
Ark Mous, sº
ARK. R. CARLSBAD
2- - OF-
MERICA $3
T... RAH OTEL
&CELLEsºf Iºnes.
wº- HOTELS
º
Hotel Eastman,
Park Hotel,
Avenue Hotel,
Waverly Hotel,
% Hotel Hay,
- Plateau Hotel,
Arlington Hotel, Haynes' Villa,
Sumpter House,
Pullman Hotel,
Hotel Worrell,
Hotel Josephine,
The Albion,
Magnolia Villa.
Great Northern.
º
sº
- º
ity, wo,09° \ºſ ãº
Hotel caºtion. 15,000. ºº: º
Permanent o00- ------ - :
... ors, 5*
Annual Visitºrings, 72.
Number of to versoo, ooogals.
Daily flow of hotwatº" city, 12,999.
daily bathing ca"
º - -
EXCELLENT CHURCHES. FOUR OTHER NOTED
FREE LIBRARY, L *\P
OPERA HOUSE, DARKs, tº RA S RI
2- - AN AG
FINE LIVERY. > * *gs
BEAUTIFUL DRIVES AND RIDEs.
SIX TIILES.
º to....
NEW OFFICIAL GUIDE TO Hot SPRINGS & H. C. Townsend, Gen'i Passenger Agt.,
TIAiLED & Iron Mountain Route,
*REE– ----ow. ST. LOUIs
“/º/COM 7T///E A 7T/AAV7/C 7TO
7///E GA2/54 Z' MAA/ES.”
- $3
BETWEEN
Chicago, Cincinnati, Cleveland,
AND
NEW YORK, B0STON, ALBANY, ETC.
Pullman Sleeping Cars. Westibuled Limited Trains.
Buckeye Route (Pullman Sleeping Cars) between
Chicago and Columbus, O., and Kenova, W. Va.
Buffalo
soº C Dunkiº
No." hautau ºa L
* (Jºmº
- cLEVELAND ce.
Hartford
*w York
*. thana *u. A.
Indianapolis yton ERIE LINES $3
ro St. Louis Cincºln NLATI ºt-r-M-N-my-Co., Chicago. - -
D. I. ROBERTS, A. M. TUCKER, F. W. BuSKIRK,
Gen'l Pass"r Agt., General Manager, Ass’t Genºl Passºr Agt.,
NEW York. CLEVELAND. CHICAGO.
-






















84
News-Reporter.
A-
* . . . 3.
JOHN L. KISSICK.
John L. Kissick, recently elected
chairman of the general grievance com-
Imittee of the O. R. C. on the Union
Pacific system, was born at Mercer, Pa.,
November 18, 1849. He railroaded first
as assistart fuel agent for the North
Missouri, in which capacity he worked
for three years In 1872 he went to
Denver and was employed as brakeman
on the Denver & Rio Grande. He en-
tered the servie of the Union Pacific in
the same capacity in 1873 and in 1874
was promoted to conductor. Since then
he has served continuously as conductor
on the Northern Pacific, Missouri
Pacific and Union Pacific, at the
present time being in charge of a train
on the U P., between Denver and Lead.
ville. Mr. Kissick is an arduous worker
for the O. R. C., and at the annual
meeting of the general grievance com-
mittee held here in Decamber he was
honored with the position of chair-
mân.
- N. R. MCBRIDE.
N. R. McBride, one of the best known
conductors in the western country, was
born in St. Louis, Mo., September 25,
1845, and removed with his parents in
1865 to Council Bluffs. He began his
railway career as a fireman on the Iowa
division of the Chicago & North we tern
in June, 1866. From July, 1868 until
the followirg summer he was employed
as brakeman on the Union Pacific.
From that time until August, 1873, he
was a freight corductor on the Hannibal
& St. Joe and the Burlington. In 1873
he entered the service of the Old St Joe
& Denver City, now the St. Joe &
Grand Island division of the Union Pa-
cific as freight conductor. He served
one year as assistant roadmaster, and is
now running a train betweed Grand
Island and North Platte. Mr, McBride
probably has more friends than any con-
ductor on the road. He was a charter
member of the old Conductors’ Brother-
hood division at St. Joseph in 1874 and
has kept up his membership ever since.
He is a leading member of division 35,
O. R. C., at North Platte, and has been
secretary of the general grievance com-
mittee of the U. P. system ever since
its organization.
M. A. LOWE.
M. A. Lowe was born in Griggsville,
Pike county, Ill., in March, 1856. When
he was ten years of age his parents re-
moved to the frontier of Kansas. He
commenced his railroad service in the
fall of 1876, when he entered the freight
office of the Illinois Central as clerk
and soon after became a brakeman.
In 1880 he went west and found employ-
ment with the Denver and Rio Grande,
with which company he remained as
brakeman, switchman, yardmaster and
conductor until 1884, when he resigned
and accepted a position as freight brake-
man with the Santa Fe. In 1886 he
went into the employ of the Union
Pacific as freight conductor, which
position he has held ever since, with
the exception of several months that
he served as messenger for the Pacific
Express company. Mr. Lowe is a mem.
ber in high standing of division 209, O.
R. C., at Pocatello, Idaho, and has a
host of friends both among the frater-
nity and in the outside world.
H. A. SHAFFER.
H. A. Shaffer is a born railroad man.
At Belle Plain, Iowa, where he first
saw the light on November 4, 1866, his
father was agent and his mother was
operator. He began his railway career
when only nine years old as a messenger
boy in the office of the superintendent of
the Chicago & North Eastern, now
known as the Chicago & Grand Trunk.
At the early age of thirteen he held the
responsible position of joint agent at
Granger, Ind., for the Chicago & Grand
Trunk and the Chicago & West Michi-
gan railways. After remaining at
Granger two years he resigned and
came west 1o accept a position as clerk
at Albion, Neb., on the Union Pacifie,
which place he left for a position as
agent of the Wells, Fargo Express com
pany at Chadron. The country being
very new then, the character of the res
idents exceedingly tough and the only
place of sleeping being in tents, young
Shaffer shook the dust of Chadron from
his feet after remaining there only three
days. He returned to the Chicago &
Grand Trunk and obtained a clerkship at
Wicksburg, Mich. Not being satisfied
there be began braking for the same
company and also for the Lake Shore &
Mickigan Southern, remaining with
either company only a short time in
that capacity on account of not being of
age. He was also employed braking
and running a train on the Burlington &
Missouri, and in September, 1887, com-
as brakeman. He served in that capacity
four months, when he was promoted to
conductor, the duties of which position
he has ever since continued to perform
with faithfulness and ability: Mr.
Shaffel is one of the most efficient and
popular conductors in the employ of
the Union Pacific.
T. W. LALLY.
T. W. Ially, whose portrait appears
in the group of Union Pacific conduct-
ors in this issue, was born in Aurora,
Ind., November 1, 1854. He was initi-
ated into the railway service on the
Ohio & Memphis in 1871. He next
went into the service of the Denver &
Rio Grande and was general yard master
at Pueblo, Colo., for two years and con-
ductor on the same road for two years.
He was also employed as conductor on
the Denver & South Park and Northern
Pacific, and is now 1 unning a train for
the Union Pacific between Pueblo and
Trinidad. Mr. Lally is a slaunch broth-
erhood man, being a prominent member
of division 247, O. R. C. He is con-
sidered one of the best conductors in
the company's service, and is a prince
of good fellows with a host of friends.
W. S. BENNETT. -
The subject of this biography was
born in Ontario county, New York, Jan
uary 2, 1850. When two years old he
came west, and in 1867 commenced
braking on the Union Pacific out of
Julesburg, and was mployed in that
capacity on every division between
Ogden and Cheyenne. He run his first
train on the Santa Fe in July, 1872, and
has been employed by several different
roads since, running a train most of a
time. He is at present in fle employ of
the Union Pacific, having charge of the
train running out of Portland. Mr.
Bennett is a mel.) ber of Mount Hôod
division 91, O. R. C., and is a conductor
highly esteemed for his faithfulness and
ability.
|R EI. CRAWFORD,
R. H. Crawford was born in Atlanta,
Ga. March 30, 1849. At the age of four-
teen years he entered the Confederate
army and served until the close of the
war. He then commen ed railroading
out of his native city on the W. & A
road as a fireman, and was after-
ward given charge of a locomotive.
He was employed as an engineer on
the Louisville & Nashville, Mississippi
Central and Texas Pacific. Mr. Crawford
is the man who made the flrm Stand with
A. A.Talmage for the matter of overtime
in 1882, he being then the representative
of division 187, B of L. E. Since that
time he has been employed as Con-
ductor on the Sanfa Fe, Denver &
Rio Grande and Union Pacific. Mr.
Crawford is now running a train on the
Fort Worth division of the U. P., and
is considered one of the ablest conduct-
ors on the system. He is an active
member of Evergreen division 57, O.
R. C., and a zealous worker in the in-
terests of the Order.
menced service with the Unior, Pacific |
C. D. ROBERTS. -
C. D. Roberts is one of the oldest and
and best known conductors on the
Union Pacific. He was born in Keokuk,
Ia., October 8, 1849. E
railroadiug on the K. Mt. P. & M., as a
brakeman, and was promoted to con–
ductor at the expiration of six months.
He was then transferred to the old
Des Moines Valley, where he remained
until 1870, when he was employed as
agent and trainmaster at Lincoln, on
the Nebraska Midland. He commenced
service with the Union Pacific in 1872,
at Cheyenne, and has been running a
train for ttle same company ever since.
Mr. Roberts was a charter member of
the first division of the Conductors'
Brotherhood that was organized in
Cheyenne, and is now a memuer in high
standing of Cheyenne division 128,
O. R. C. , .. -
- C. C. KISER.
C. C. Kiser, who was last year chair
man of the general grievance commit-
tee of the O. R. C. on the Union Pacific
system, was born in Olympia, Wash.,
September 15, 1854, and has the dis.
tinction of being the first white male
child born in the territory. At th age
of ten years he went with his parents to
| San Francisco, where he was introduced
to civilization and attended School,
Four years later he went to Fort Wayne, |
Ind., via Panama and New York. He
attended school and college there until
the winter of 1871, when he was gradu.
ated to the hurricane deck of a freight
train on the Pittsburg, Fort Wayne &
Chicago. He remained in the service of
that company for seven years, then mov.
ing to Nebraska, where he has been en-
gaged in the train service for fourteen
years, the greater part of which has
been with the Union Pacific for which
company he is now running a train out
of Umaha. Mr. Kiser has been a mem-
ber of the O. R. C. for eight years, hav.
ing been a charter member of division
126, which was organized, in 1884.
W. B. FREELAND. -
A popular young conduct or in he ser:
Vice of the Union Pacific is W. B. Free—
land, who runs local freight from Kan-
sas City to Junction City. He was born
in Cincinnati, Ohio, January 14, 1860,
and commenced railroading in the
spring of 1879. His first position was
that of brakema'i on the Chicago, Rock
Island & Pacific running out ºf Trenton,
Mo After two years' service he was
promoted to conductor and continued to
run a train on the Rock Island until
1886, when he began service for the
Union Pacific as brakeman He was
made a conductor on the Overland
Route in January, 1890, and is faithfully
serving the company in that capacity
now. Mr. Freeland
R. C. at Kansas City in January, 1891,
and is an active worker in the interests
of the Order, -
W. E. SPOON ER.
One of the best known rail oad men
in the northwest is W. E Spooner, who
runs a freight train between Rawlins
and Green River on the Union Pacific.
Mr Spooner began his earthly career at
Clinton, Iowa, April 6, 1859. He began
braking on the Chicago & Northwestern
in March, 1879, and was promoted to
conductor in May, 1880. In 1882 he re-
sign d and went to work on the Mexi-
can National, where he remained until
1889, when he went to Rawlins, Wyo.,
and accepted the position he now so
ably fills. Mr. Spooner belongs to divis-
ion 142, O. R. C. at Rawlins, and is high-
ly esteemed in fraternal circles
S. S. ENGLE,
S. S. Engle, another of the general
grievance committeemen of the O. R. C.
on the U. P., was born in Baldwinsville,
N. Y., in 1841. His first rail oad work
was braking on the Buffalo & Lake
Huron in Canada in 1859. From there
He commenced
Union Pacific passenger conductor.
joined the O.
baggage occassionally.
| he went to the Illinois Central, running
out of Chicago as conductor and brake-
man In 1864 he entered the service of
the United States Military railway, hav-
ing charge of a train running out , of
Nashville, Tenn. He has been in the
service of various western roads since
the close of the war, five years of the
time being in Mexico. Mr. Engle is at
present running a train out of Tekoa,
on the Washington division of the U.P.
He is a member of Tekoa division 285,
O. R. C., and is a man esteemed and re-
spected by a large circle of acquaintances
C. W. Clark was born in the thriving
little village of Mt. Pulaska, Ill, on No-
vember 19, 1856. He came to Nebraska
with his parents in 1870 and followed
farming and school teaching until 1884,
when he entered the employ of the
Union Pacific railway as a brakeman on
the Wyoming division. He has ever
since been a faithful employe of the
same company, and is at present in
charge of a freight train running out of
Ogden. Mr. Clark is a leading light in
Wahsatch division 127, O. R. C., and has
rendered the order valuable serv ce as a
member of the general grievance com—
| mittee.
A. V. MARTIN.
Noticeable in the group composing
the general grievance committee of the
O. R. C. on the Union Pacific is the por-
trait of A. V. Martin. Mr. Martin first
Saw the sunlight at Louisvile, Ky.,
where he was born August 19, 1858, He
entered the employ of the Southern Pa-
cific railway in 1875 as a brakeman and in
1879 was placed in charge of a train.
He was employed on various roads until
1888, when he was placed on the pay
roll of the Union Pacific as conductor,
in which capacity he is now running a
freight train on the Pacific division
with headquarters at La Grande, Ore.
Mr. Martin is a hale fellow well met,
and one of the most highly esteemed
members of the La Grande division 305,
| O. R. C.
E. D. WOODMANSEE.
There is not a better known or more
popular man in the train service than E
D.Woodmansee, the genial and efficiert
He
was born near the village of Abing-
don, Ill., July 8, 1855, and up to the time
he was of age remained on the farm
with his p relts. In 1876 he embarked
as a brakeman on the C. B. & Q. He
left that company on accourt of the Q.
trouble in 1877 and early in 1878 went to
work for the Rock Island, with which
company he was employed for about a
year. He then served two years on the
Milwaukee and the Northwestern as
fºreman of construction, after which he
came wist and found employment with
the Union Pacific as brakeman, Out of
Cheyenne west. That he is a first class
man is evident from the fact that after
one year he was promo'ed to freight
couductor and in 1890 began to sport the
blue and buttons of a passenger conduc-
tor... “Ed” is the chief of the Tai'amie
division 128, O. R. C., and his long rec-
Ord of faithful service on the U.P. is a
credit to the company and an honor to
him. -
CHARLES TIEL.
A gentlemanly young man in the em—
ploy of the Union Pacific train service
is Charles Tiel, who handles the brakes
on a passeuger train running out of
Omaha. Charley first saw the light in
Onondaga county, New York, April 4,
1864. His first railway service was in
|September,1886, when he came to Omaha
and secured a position with the Union
Pacific as brakeman and running extra
He was for three
years on the Omaha & Republican Wal-
ley branch and has since that time held
his present run from Omaha to North
Platte,
-- *...* ~ *-** : * ~ * *-*- *…; r?—a sº- ** *-*.
D. J. REILLY. :
D. J. Reilly, who last year presided
over the sessions of the B. R. T. general
grievance committee on the Union Pa-
cific, made his debut on earth at Mount
Kisco, N.Y., March 21, 1862. He began
railroading in his native state on the
Delaware & Hudson Canal road as a
brak m ºn. After coming west he was |
employed by the St. Pan], Minneapolis |
& Manitoba, Michigan Central, Central |
He is
Pacific and Northern Pacific.
now running a train on the Union Pa-
cific, and has a record for faithful ser-
vice unexcelled. Mr. Reilly was elected
chairman of the Mountain division gen-
eral grievance committee of the B. R.
T., January 1, 1892, and chairman of the
general grievance committee of that or-
ganization on the entire system January
15, 1892. He is a member of Mont-
pelier Lodge 194, and is a railroad man
esteemed by all who know him.
- T. W. W. O.O.D.
T. W. Wood, the present chairman of
the B. R. T. general grievance commit-
tee on the Union Pacific system, was
born in Chatanooga, Tenn., April 3,
1861. He embarked
business as brakeman on the New Or–
leans & Mobile road in 1878. In 1880
he moved to Buffalo, N. Y., and was
employed as a conductor on the Buffalo,
New York & Philadelphia, where
he remained until 1884, and he was em-
ployed on the Pennsylvania as brake-
man and conductor from that time until ||
1889. . He then came west and entered |
the service of the Union Pacific, by
which company he is now considered
tem. Mr. Wood stands high in the cir-
cles of the B. R. T., and was elected
chairman of the recent annual meeting
of the gene) al grievance committee of
the brotherhood held in Omaha. -
JAMES HOGAN.
James Hogan, the faithful and effi-
cent secretary of the Union Pacific B.
R. T. general grievance committee, was
born at Calais, Maine, August 18, 1867.
His first service in the line of railroad
work was as brakeman on the Buffalo,
Rochester & Pittsburg road in 1886.
After two years service there he came
pacity on the Santa Fe, Atlantic & Pa–
cific and Missouri Pacific, respectively.
He was enmployed by the Union Pacific
in January, 1890, to run on a train out of
Evanston, Wyo., where he still holds
forth. He joined the B. R. T. in Brad-
ford, Pa., in February, 1888, and is now
master of lodge 324 of that organization
at Evanston. Mr. Hogan is an active
worker in brotherhood circles, and is
one of the most popular trainmen on
that System.
J. P. CASE.
J. P. Case was ushered into livelihood
at Savannah, N. Y., February 19, 1862
His maiden effort at railroading was on
the New York Central in 1878, where
he worked a year as brakeman He
, then went to the Northern Pacific and
put in four years as brakeman and
fireman. In 1835 he commenced brak-
ing for the Elkhorn, and before the end
of the same year was placed in charge
of a train. He entered the service of
the Union Pacific at The Falls, Ore., in
1891, and has been a valuable and faith-
ful employe of the Overland Route ever
since. Mr. Case joined the B. R. T at
Missouri Valley, Ia., in 1886, and the O.
R. C. at Fremont, Neb., in 1889.
FRED KNU DSON.
Fred Knudson is one of the youngest
conductors in the employ of the Union
Pacific. He was born at Fairbault,
Minn., April 25, 1865, and commenced
railroading in 1882 His first position
was as brakeman on the Chicago &
Northwestern, where he remained for
five years. He then resigned to accept
a position as conductor on the Montana
division of the St. Paul, Minneapolis &
Manitºba. In October, 1890, he entered
the service of the Iſnion Pacific as con-
ductor on the Utah division, where he
has charge of a train at the present
time. Mr. Knudson is a member of B.
| R. T. lodge 325 at Salt Lake City, and
has been a membér of the general griev-
ance committee of the brotherhood for
two years. He is a capable railroad
man and a host of friends would like to
see him reach the top of the ladder.
O. E. HUGHES.
O. E. Hughes inherited his railroad
proclivities, his father before him be-
|ing an engineer. Mr. Hughes was born
in Jacksonville, Ill., November 7, 1866.
At the age of sixteen years he started
| to learn the tinner's trade, but after
three years service found it rather too
slow and came west, where he went to
| work on the Utah & Northern division
| of the Union Pacific. Being discharged
| for a minor offense, he went to work in
the Burlington yards at Creston, Ia
After working there only a few months
|he returned to the U.P. at North Platte,
where he has ever since been doing
in the railway |
excellent service for the company.
Mr. Hughes is a member of Platte
River Lodge 29, B. R. T., and was a
member of the general grievance com—
mittee that held its annual session in
Omaha from
27, 1892,
C. R. RYAN. .
A conductor well known in the circles
of the B. R. T., on the Union Pacific is
C. R. Rya , who was born in Portland,
Me., October 6, 1861. He entered the
railway service in 1879 as a brakeman
on the Old Colony railroad at Boston.
In 1881 he removed west to Denver and
and went to work for the Denver & Rio
Grande, with which company he re-
| mained until 1886, when he entered the
service of the Union Pacific at Laramie,
Wyo. He is still running a U. P. train
between that city and Rawlins, and is
a concuctor well thought of both by the
fraternity and the company.
R. H. BAILEY.
R. H. Dailey was born in Langdon,
Minn., June 23, 1866. He commenced
west and was employed in the same ca-| railroading in 1884 as a brakeman on
the Chicago, Milwaukee & St. Paul,
After three years service there he went
to work in the same capacity on the St.
Paul & Duluth and from there to the M.
C. at Helena, Mont. He entered the ser
vice of the Union Pacific August 4, 1890,
running on a train out of Pocatello, Idaho,
which position he still holds. Mr.
Daily is a member of S. W. Merril lodge
98, B. R. T., and took a prominent part
as a member of the general grievance
committee in the annual session held in
Omaha January 5 to February 27, 1892
C B. WHITN EY.
Kalamazoo, Mich., is the birthplace
of C. B. Whitney, the subject of this bi-
ography. He came to light there Jan—
uary 22, 1853. His first railroading was
the five years that he put in as a brake-
man on the middle division of the Mich-
igan Central, commencing in 1871. He
then secured a position on the Penn-
sylvania Central, which he soon gave up
on account of the trouble at Pittsburg.
After this he went to work for the
American and United States express
companies at Grand Rapids, Mich.,
where he remained until January, 1892,
when he resigned and entered the em—
ploy of the Chicago & Alton. Since
that time he has been in the employ of
Several lines west of the Missouri river
as brakeman and conductor, and is at
present in charge of a train on the Ft.
Worth & Denver City division of the
Union Pacific with headquarters at
Wichita Falls. Mr. Whitney is an ener-
getic member of the B. R. T., and took
an active part as a member of last year's
general grievance committee.
January 5 to Febuary |
on the latter run at present.
T. H. MCMAHON.
This well known conductor boarded
the train of earthly existence at Toxe
an active railway career in his teens
which he has kept up to the present day.
He has railroded all through the south
and west in the capacity of brakeman
and conductor and knows the train Ser- |
vice about as well as any man in the
business. Mr. McMahon is now running
a train on the South Park division Of
the Union l’acific, and is a member of
lodge 406, B. R. T., at Como, Colo. He
was a member of the general grievance
committee last year, and is always alive
to the best interests of the brotherhood.
WM. THOME’SON.
Wm. Thompson, another railroad man
whose features are noticeable in the B.
R. T. general grievance committee
group, was born at Warren, Pa., in 1856.
| In 1872 he entered the employ of the
Chicago, Burlington & Quincy as a
brakeman and served two years in tha'
capacity. He then went west to the
mountalns and until 1890 divided his
time about equally between railroading
and prospecting. In 1890 he went to
work for the Union Pacific at Trinidad,
Colo., where he has ever since held forth.
Mr. Thompson is a member of B. R. T.
lodge 193, and is in excellent standing
as a brotherhood man.
JOHN M. WANDELT,.
One of the oldest engineers in the
| service of the Chicago & Northwestern
| system is John M. Wandell, who has
charge of the mougul that hauls the
Freeport express. He began railroad-
|ing as a fireman in December, 1855, on
the Galena & Chicago Union, remain-
ing there for four years. In 1859 he
was transferred to the Chicago & North-
western Where lie fired on the Janes-
ville passenger. In September, 1860,
he was given charge of an engine, and
in 1864 was transferred to the Galena
| division and commenced running pas-
senger. Ever since that time he has
had only two runs, the Clinton pas-
senger and the Freeport express, being
During all
these years of faithful service he has
never had a passenger injured on or by
his engine, and during his entire 1 ail—
way career from 1855 until now has not
been away from his duty to exceed
three months. Mr. Wandell has a host
of friends aud has been an honored
member of the B. Of L. E. Since 1881.
W. L. BUTLER,
One of the most efficient and best
known conductors in the business is W.
L. Butler who runs a passenger train on
the Northwestern. He comes of a family
of railroaders and is a credit to his an-
cestors Mr. Butler was born at Au-
gusta, Carroll county, Ohio, June 25,
1853, and commenced railroading at the
early age of thirteen as a newsboy on
the Pittsburg, Fort Wayne & Chicago.
Two years later found him on the Pitts-
burg & Cleveland in the same capacity,
and after eighteen months service there
he procured a position as brakeman on
the P., F. W & C., his father being con-
ductor on the same train. In 1870 he
engaged in the same capacity with the
Pan Handle, and in 1872 secured a posi-
tion as clerk in the company store in the
Construction department of the Pitts-
burg & Connellsville road, which was
then being built between Connellsville,
Pa., and Cumberland, Md. He worked
his way up to superintendent and pay-
master of the construction under the
contract of W. S. Man full, who was his
grandfather. After this work was com-
pleted he was again employed by the
Same company as brakeman, soon be-
coming conductor. He then came west
in the same capacity for the Iowa Cen-
tral, and in 1881 went to Boone, Ia, to
accept a position as conductor for the
Chicago & Northwestern, with which
company he has done faithful service
ever since. Mr. Butler has been an active
| member of the Order of Railway Con-
yet, Wis., September 13, 1865. He began
ductors for the pâst nine years and is one
of the most highly esteemed members of
the Order.
L. H. WOODMANSEE.
If you don't recognize the initials in
the above name, you will surely know
who it is when we call him “Link.”
Everybody knows “Link.” He was
born at Abingdon, Ill., in 1858, and
began railroading eighteen years later,
at Galesburg, Ill., on the Chicago,
Burlington & Quincy. In 1878 he left
the Q. and secured employment in the
train service with the Chicago, Mil-
waukee & St. Paul, where he remained
until April, 1879, when the glories of
the far west drew him toward the great
divide. Cheyenne looked good enough
for “Link,” so he remained there, enter-
ing the service of the Union Pacific as
freight brakeman between that city
and Sidney. In 1881 he was promoted
to freight conductor and in December,
1889, he was trañsferred to the varnishcd
cars, where he is giving splendid satis-
faction and is deservedly popular with
all. “Link” has been failing in flesh
of late years and now weighs only 300
pounds. He comes a long way from
being a small man yet, however, and he
has a heart that is even larger in pro-
portion than his body.
The Baltimore & Ohio railway seems
to be truly entitled to the claim of being
the oldest railroad in the world, in the
sense in which railroads are now under-
stood, as a company ready to send or
transfer passengers, goods and ; mer.
chandise from one point to another, in
their own cars. Some other short lines
of so-called tramways had been built àU
quarries and mines to haul stone or
minerals, but the credit of first hauling
goods and passengers in clearly estab-
lished and belongs to the B. & O.
The Union Pacific company has just
closed a contract with the Colorado Fuel
and Iron company for 100 miles of steel
rail, to be used in repairs on the com:
pany's lines in Colorado. The exact
amount of the order is not given out, but
it will probably amount to over 10,000
tons of steel and will keep the Bessemer
works busy for about three months.
Most of these rails will be used on the
line between Denver and Pueblo.
The magnificent crops along the line
of the Chicago, Rock Island & Pacific,
in Kansas, Colorado and Nebraska and
Indian Territory have induced the pas-
senger department of that line to issue
a circular setting forth plans to work
up desirable immigration to settle up
that country.
The Vanderbil s have entered upon
an aggressive campaign against the
Pullruan Car company and offer to take
contracts to supply any road in Amer–
ica with Wagner cars on much better
terms than those quoted by the Pullman
Company.
A Contract has been let to John C.
Palmer & Son for driving 8,000 piles
for the Duluth, Mesaba & and Northern
dock and terminals at West Duluth.
Work will begin at once. The dock will
be fifty-one feet high above the water.
The Missouri, Kansas & Texas and the
St. Louis, Keckuk & Northwestern have
inaugurated their nevy sleeping car line
to St. Louis and Texas points via Han-
nibal, which has heretofore gone by the
Missouri Pacific via Sedalia.
The Monterey & Fresno Railroad com-
pany is a new California road to run
from FreSno on the main line of the
Southern Pacific to Monterey on the
coast, about 150 miles. The capital is
$3,000,000. -
If all the locomotive and passenger
and freight cars in the United States
were made up into one train it would
have a length of over 7,000 miles.
86 Omaha Railway News Reporter.
| | |0|0|0 Millſ Räilwä).
“PII & E'S PE, AIX ROUTE.”
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Barranch - * clayton
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A phºw. ". - - - - exline
ld Puebloss
*
– TTW O =
Througll I 'assenger Trains
DAILY IN EACH DIRECTION BETWEEN
Denver, Colorado Springs and Pueblo, Passing Through Buena Vista, Leadville, Aspen, Glenwood Springs and Grand
Junction, to Salt Lake City, Ogden, San Francisco, and all Pacific Coast Points,
º - Kºź K} h 0. {ee
. º . -
Pullman Palace Sleeping Cars and Tourist Cars will be Run Through Be-
tween the Above Points.
Elegant Equipment Shortest Line ! Fastest Time !
Through the Scenic Region that has no Equal in Colorado.
H. COLLBRAN, CHARLES S, LEE,
Gen’ſ Manager, Colorado Springs, Colo. Gen'ſ Pass. Agent, Denver, Colo.

Holiday Number. * 87
| l l in o is -tº- Central
& RAILROAD,
Has through Car Service over its own and connecting lines from Chicago,
St. Louis, Kansas City and Memphis,
SOUTH TO THE GULF OF MEXICO,
REACHING
New Orleans and all Important Pºints South
$3
From Sioux City and Sioux Falls it also has a through Car Service
EAST TO THE GREAT LAKES,
And is the Direct Route from these Points to Chicago and all
Eastern Points.
Pullman Sleeping Carson all Through Trains
See that your Tickets Read Via The
Illinois Central R. R.
They can be Obtained of Agents of connecting Lines
J. T. HARAHAN, M. C. MARKHAM,
Second Vice-President, Assistant Traffic Manager,
T. J. HUDSON, A. H. HANSON,
Traffic Manager. Gen'ſ Passenger Agent.

88
Onnaha Railway
*
News Reporter.
§
#
*** *** *-****
… *- º- --- -º-º-rº. rº sº cº-º.
THE NEW BRIDGE,
The Monster Project of the
Omaha Bridge and Ter-
minal Railway Co.
CONSTRUCTION NOW BEING PUSHED.
Trains Will Be Running Over
the New $1,200, ooo Bridge
this Year, and Terminal
Facilities on an E11 OT-
Innous Scale are Being
Provided — Grail d
Success Of a
Giant E11ter-
prise.
One of the largest and most impor-
tant railway projects in the country at
the present time is the Omaha Bridge
and Terminal Railway company.
Although the name of this enterprise
is new, still the enterprise itself is not;
for it was well known to the people of
Omaha some two years ago under the
name of the Inter-State Bridge and
Street Railway company, which com:
pany proposed building a combined
railway, wagon, motor and pedestrian
bridge across the Missouri river between
the city of Council Bluffs and the lards
of the East Omaha I. and company.
The object in changing the name of the
company was to widen its scope, the
scheme of the promotors of the enter-
prise haying been enlarged since its
inception so as to include the building
of a vast terminal system and switching
yards, a large union depot, freight
d pots and a belt railway, thus making
the undertaking one of the greatest
that has yet been instituted in the
United States
The Omaha Bridge and Terminal
company grew out of the East Omaha
Land company, which, though organ-
ized only several years ago, has already
grown to be a business enterprise of
monster proportions. While Omaha
men conceived and managed the de-
velopment of this enverprise, the stock–
holders in the connpany include men
whose wealth reaches into the millions,
and who are known throughout the land
for their business enterprise. The
Drexels and John Lowber Welsh of
Philadelphia, Mr. Fred Ames of Boston,
and President Perkins of the Burlington
road are some of the best known upon
the list of eastern stockholders, while
the list of Omaha capitalists interested
in the undertaking includes the names
of such men as General Manager Hold-
rege of the Burlington, Thomas L. Kim-
ball of the Union Pacific, l’resident
Yates of the Nebraska National bank,
R. C. Cushing, formerly mayor of
Omaha, C. E. Squiles, general manager
of the Barber Asphalt Paving Company,
and Arthur S. Potter, the general man
ager and promoter of the enterprise.
The capital stock of the East Omaha
Land company is $5,000,000. As orig-
inally projected, the undertaking was
pot supposed to involve the construction
of a railway bridge across the river,
but in time, however, the majority of
the stockholders in , he East Omaha
I,and compeny reached the conclusion
that the company could only be
brought to its full posibilities by
the construction of a bridge across
the Missouri river at Omaha, which
should admit directly to the lands
of the company the railroad traffic
and freight business of the Iowa
railway companies. The situation as
these stockholders view Cú it made the
bridge a business necessity, because
access to the East Omaha property
could only be had over Union Pacific
terminals. The bold idea was therefore
adopted for constructing a splendid
railway bridge across the river, thus
connecting the railroad lines in Council
IBluffs first with E 1st Omaha and then
by terminal lines with Omaha proper
and South Omaha. The Union Pacific
stuckholders in the East Omaha Land
company would not, of course, con-
sent to the construction of a rival
bridge, and it threfore became neces-
sary to organize among the other stock-
holders a new company, which first
bore the name of Inter–State Bridge
and Street Railway company and has
now been changed to the Omaha Bridge
and Terminal Railway Company.
The new enterprise has as strong if
not stronger financial backing than the
Land company, and the capital stock is
$7,500,000. The directors and officers of
the Bridge and Terminal company are:
R. C. Cushing, president.
George W. Holdrege, vice president.
H. W. Yates, treasurer.
Arthur S. Potter, secretary and gen-
eral manager.
John R. Webster, assistant manager.
C. E. Squires.
Alfred B. DeDong. *
The development of the Omaha
Bridge and Terminal Railway com-
pany’s enterprise was one of great
difficulty owing to the powerful railroad
opposition which, naturally, it devel-
oped; and most assuredly it would never
have been brought to a successful con-
clusion had it not been for the unfailing
energy and indomitable will of the
general manager, Mr. Althur S, Potter
of Omaha, who appears to be endowed
with that peculiarly Anglo-Saxon char—
acteristic of not knowing when he is
beaten. ->
A charter to construct a bridge was
obtained from congress after a short and
brilliant campaign in Washington, in
which rival interests were active in op.
position. Unfortunately, however, for
the enterprise the money market be-
came unfavorable and the depression of
1890 and 1891 threatened to put a stop to
th bridge undertaking. The enthusiastic
projectors, however, fought on every
hand by opposing interests, discouraged
by the effects of a financial depression,
were at last on the eve Of Success when
their hopes were once mole deferred by
the sudden prominence and popularity
of the Nebraska Central bridge project,
an enterprise on an entirely different
basis. The people of Omaha and
Douglas county were induced to vote a
subsidy of $750,000 for the construction
of a Nebraska Central bridge with its
termin Is and union depot. This natur-
ally caused another halt in the East
Omaha enterprise and seriously im–
periled the Omaha Bridge and Ter-
minal railway undertaking. Financiers
hesitated to adyance money for this
bridge when a rival bridge seemed to
be in prospect, supported by a public
grant of $750,000.
Nevertheless within three months
after the Nebraska Central subsidy was
voted the Jnaha Bridge & Terminal
Railway company succeeded in perfect—
ing the contracts which i,sured the con-
struction of the great new bridge and
which enabled the company to purchase
extensive tracts Of land in Omaha and
in Council Bluffs.
The gleat banking firms of Drexel &
Co., and J. Low ber Welsh of Phila-
delphia undertook to furnish the neces—
sary money for the construction of the
bridge forth with. Almost simulta-
neously with the signing of this con-
tract, which cmabled the expenditure
within the period of several years of an
amount of money probably exceeding
$4,000,000, the bridge company signed
contracts which had long been under
negotiation with the largest and most
responsible bridge building contractors
in the country
All the necessary surveys and engi-
neering estimates had been made in an-
ticipation of this result, and within
thirty days from the execution of the
contracts, October 1, 1892, work had be-
gun upon the new railway bridge across
the river at Omaha. . Four months have
now passed since the signing and de-
livery of these contracts and the new
bridge is being rushed forward as no
structure of equal cost and importance
has ever been constructed in the west be.
fore. Before 1893 shall have half passed
into history railway trains wil be run-
ning over the new bridge. This does
not mean, of course, that the structure
will be finished at that time, because
that is not within the posibilities, but it
means by the expenditure of an extra
$100,000 the company will be able to
carry trains across the new bridge be-
fore it is completed and upon temporary
wOrk.
In addition to this remarkable prog-
ress that has been made on the bridge,
the company has been making headway
in other d rections. A right of way
through the city of Council Bluffs o
connect with most of the railway lines
centering in that city bas been secured
and railway tracks have actually been
constructed. In this work alone the
amount of money expended has ex-
ceeded $50,000.
Within the city of Omaha immedi-
ately northeast of the Webster Street
depot 100 acres of land lying within the
limits of Omaha have been bought and
paid for to be used as terminal grounds.
The real estate purchases made by this
company during the last year amount
to about $750,000 Surveys have already
been made to South Omaha and the line
projected.
The location of the bridge is about
two and one half miles above the Union
Pacific railway bridge and at the end of
the levee which protects the city of
Council Bluffs. The finished bridge
will consist of a draw span five hundred
and twenty feet 'ong, and a simple fixed
pan fine hundred and sixty feet long.
Each of these spuns is somewhat longer
than any span of its kind yet built any-
where in the world. The great lengths
are necessitated by the almost unpre-
cedented depth of bed rock, viz one
hundred and twenty fine feet below the
lowest stage of water. On account of
this great depth it is economical to use
as few deep piers as possible, thus
necessitating long spans. Of the fonr
piers required to support the two spans
three will reach bed rock While one
(that on which the Iowa end of the
draw span will rest) will not. Some
idea of the cost of each deep pier can
be obtained from the fact that the Com-
plete pivot pier, which will be forty
feet in diameter, will cost $155,000. The
total cost of the two spans and the four
piers will be, as nearly as may be,
$1,000,000.
The bridge will carry a double track
line of railway inside of the trusses,
a combined single track wagon and
motor-way on each side of the bridge
just outside of the trusses, and a foot-
walk outside of each wagon-way, thus
making the total width of the structure
about seventy feet. The greatest depth
of trusses will be ninety-five feet be—
t\veen Centers Of Chords.
The draw span will be operated
by electricity, using a new and
very efficient storage battery, viz
that of the Waddell Eutz Co., of
Bridgeport, Conn. Under ordinary
conditions the bridge draw will be
opened in two and a half minutes,
although by turning on the full power
of the batteries it could be opened more
quickly. On account of the great
weight to be swung (nearly four million
pounds) some novel machinery will
have to be adopted, more especially an
equalizer for insuring that all four of
the operating pinions shall act equally
and together-
The electrical power will be obtained
by tapping the trolley wires which cross
the bridge. The cast iron wheels. . .
(forty-four in number) on which the
turn-table rests, will each weigh
twenty-eight hundred pounds, and will
be twenty-eight inches in diameter with
a seventeen inch face. Three of these
wheels have lately been tested under the
direction of the chief engineer of the
company on the great testing machine
at Phoenixville, Pa. Each wheel was
tested by a pressure of one million two
hundred and fifty thousand pounds,
without showing either sign of fracture
or the slightest permanent set. Cou–
sidering that the maximum load for each
wheel is only one hundred and forty-two
thousand pounds, the result of the tests
is eminently satisfactory. The tests
were considered necessary by the chief
engineer, because the wheels and their
loads are so largely in excess of all
similar wheels and loads ever used in
bridge work.
The Iowa end of the draw span will
rest on the sloping bank of the river
and will be approachad by an earth
em.bankment and a few pile bents,
On the Nebraska side, the bridge will
be approached by an earth embankment
and a long timber trestle, some of which
will be of novel construction, requiring
piles seventy feet long. To drive such
p.les, a piledriver of unusual size and
design is necessary. Such a piledriver
has been designed and built by the con-
tractors' engineer, C. E. H. Campbell,
of Council Bluffs. In spite of its great
dimensions and unwieldy appearance it
works to a charm, handling the immense
piles with ease, and putting them into
place in a few minutes by means of
water jets
The contracts for the work of build-
ing the bridge and approaches have
been divided as follows:
Sooysmith & Co., of New York City,
are to put in the piers; the Phoenix
Bridge Co., of Philadelphia, is building
the superstructure; the Waddell-Eutz
Co., of Bridgeport, Conn, is furnishing
and putting in the electric operating
machinery; the Milwaukee Bridge Co.,
of Milwaukee, Wis, is building the
combination span, pile press, draw rest
and tre sºle approaches; and the Wier
Engineering Co., of St Louis, is putting
in the mattress work. The same com-
pany is also building a pile dyke, just
above the bridge on the Nebraska side
of the river, the function of which is to
keep the channel on the Iowa side.
The present status of the work is
about as follows:
Sooysmith & Co. are building on the
Iowa Shore, and geting ready to launch
the steel caisson for the pivot pier.
The Phoenix Bridge Co. is manu-
facturing the metal work of the draw
span, and will be ready to start erection'
in two or three months.
The Milwaukee Bridge Co. has
Collected a large amount of material
and is making good headway with the
false work and pile driving, and the
Wier Engineering Co. is just completing
the dyke and mattress work.
The plans were prepared by the chief
engigeer, J. C. L. Waddell, of Kansas
City, Mo.
The bridge of course is the main pro-
ject, but the terminal facilities are of
almost equal importance, and the new
Company is so equipping itself in this
matter that there will no longer be
heard the oft repeated complaint that
railroads are shut out of Omaha. It
will furnish the most ample facilities
for companics desiring to enter or-pass
through the city, and at an expense in-
finitely less than the cost on their invest-
ment, should each road undertake to
furnish terminals for itself. These fa-
cilities, which ultimately include a
union passenger station and a union
freigh d-pot, will cost in the neighbor-
hood of $4,000,000, and when complete
will be like an enormous spider spread
Holiday
89.
Number.
*g, * * *-º- ºr
• **** * * * * ~ *
out in such a way as to reach South.
Omaha, Omaha, East Omaha and Coun-
cil Bluffs, and so designed as to furnish
the shortest and quickest and best con-
nection between all railway companies
doing business in either place,
The freight terminal yards of the
Omaha Bridge & Terminal Railway
company in Omaha are located on the
level lands east of Thirteenth street and
extend from the alley north of Nicho-
las to Locus; street. The deeds for
this property have already been re-
corded. The southern part of these
yards will be used for depots, for which
the land is admirably adapted, both in
regard to dimensions and location.
Facing both Thirteenth and Eleventh
streets are tiers of lots, which can have
sidetracks in the rear and good paved
streets in front, unobstructed by rail-
roads. On these lots some very im-
portant industries have already decided
to locate because of the shipping fa-
cilities Offered them.
The tract already purchased for ter-
minal grounds is a mile long, north and
south, affording a great frontage for
warehouses, depots and factories. The
lower half is two blocks wide. The up-
per is twice that width, or four blocks
wide. Through these yards the tracks
extend north and south, which rrange-
ment permits the full utilization of all
the yards. It also enables the yards to
be crossed by several of the main streets
running east and west, which affords
easy access for loading and unloading
cars in yards to be set apart for that
pulp Ose.
The freight depots will be located at
the suuth end of the grounds. Whether
there will be a union freight depot has not
yet been decided and will be left to the
discretion of the incoming roads,
Several valuable square tracts were
offered the Omaha Bridge and Ter-
minal company before it found and
secured the long and narrow grounds
that have been bought. The best
freight depots and yards the world
over are plannad as are these grounds,
and many of the best yards in the
United States were carefully looked
over before these were located. Every
advantage is afforded by them and
none lost.
Access to the d pot grounds will be
had by broad, level, paved streets, un-
crossed by tracks, such as do not exist
at any other freight terminals in the city
or in this part of the west. Danger or
inconvenience prejudices a shipper if
he has had a costly experience. These
grounds will be free from such draw-
backs There will be no crowding
possible, and loading or unloading will
be expeditious. *
Yards for loading and unloading, par-
ticularly for bulky commodities for
which no warehouses are built along-
side of tracks are here provided. These
yards will be admirable for that purpose.
There will be an abundance of room
where teams can go in and transfer
their loads from team to car, or unload
directly upon the wagon in perfect
safety. The grounds will be larger
than all others in Omaha combined.
North of the loading and unloading
yards are the distributing yards. These
are to be used for storing cars, for
distributing them to the various roads
that may want them to take out to
private tracks and for taking the cars
from the various roads and bringing
them to their places at the depots or
loading yards.
Still further north are the sidetracks
to factories and other industries. A
large number of these plants such as
the Standard Oil company, lumber yards
and coal yards are now located in the
immediate vicinity of these terminal
yards and the company will seek to
furnish the best trackage facilities to
them all that can be obtained.
The one hundred acres of terminal
grounds are intended to be a nucleus in
locations for business. From these
grounds will radiate sidetracks to every
industry in Omaha needing them and
to which tracks can be laid.
The frontage facilities for war, houses
and manufacturir g purposes are ex-
celled by no terminal grounds in the
world, and the desirability of the loca-
tion is already attested by the number
of important industries that have de-
cided to build beside the tracks. There
is not on the globe so large an area
tracked as these grounds and the man-
ufacturing district of East Omaha,
•which adjoins them on the east. The
grounds are level, there are no fillings
or cuttings of ravines or banks necessary,
and the tracks and warehouses can be
laid out and built to the best advantage.
Not only in railway circles but among
business men throughout the country is
this enterprise of the Omaha Bridge and
Terminal Railway company looked up-
on as a monster undertaking, the Suc-
cess of which is now an assured fact.
And now that the tridge and terminal
project is a reality the benefits that
will accrue to Omaha and the project-
ors are incalculable. And not only is
the investment a profitable one to those
interested and a benefit to the city, but
it involves the creation of terminal fa-
cilities in Omaha which will admit those
roads which have long been clamoring
to get into the city, and it will attract
other roads which have never dared ap-
proach Omaha on account of the for.
bidding cost of terminal facilities. The
policy of the company is a most liberal
one, and on account of the Superior fa-
cilities offered several roads have al-
ready opened negotiations for entering
the city via the new bridge and termi-
mals. The Jatter fact, illustriates how
urgent the need of the new bridge is
and how determined the company is to
to develop the enterprise with the ut-
most possiblé speed.
The magnitude of the undertaking
far surpasses anything in the his-
tory of Omaha both in the
amount of : . money involved and in
the benefits to be Conferred. First was
the idea of creating a manufacturing
community upon St. Veral thousand acres
of land immediately adjoining the city
of Omaha For this purpose the most
careful preliminary work is done. The
streets and alleys, the sidewalks, water
supply and sewers are so planned as to
afford the most perfect facilities for
carrying on manufacturing enterprises.
The ideal and the perfect are constantly
kept in mind. Every mann facturing
institution is to have ample room, ample
water supply, ample sewerage and the
very best of shipping facilities, involv-
ing a paved street in front of the build-
ing and a double sidetrack at the rear.
After the expenditure of hundreds of
thousands of dollars in improvements
and the investment of several million
dollars, the most progressive members
of the company determined that a
bridge and terminal enterprise were
not only essential adjuncts to the man-
ufacturing community but would of
themselves be profitable investments.
No Sooner was this conclusion reached
than earnest work was begun to carry
the idea into execution. Here again
more millions were required. Not only
must an expensive bridge be constructed
across th? Missouri river after a charter
had been ob%ained from congress, but
several hundred acres of land for ter-
minal purposes had to be purchased
within the city of Omaha and railroad
lines constructed at enormous cost
throughout the city of Umaha to South
Omaha and through the city of Council
Bluffs to the connecting railway lines.
Fortunately for all concerned the
projectors of the enterprise had an un-
limited supply of funds to draw upon;
hence the wonderful progress that has
been made in the work both on the
bridge construction and in the way of
preparing terminal facilities. By a
recent act of congress the time when
the bridge must be completed has been
extended five years to July, 1898, but
by the first of the coming July the
terminal facilities will be in working
order and the bridge will be in such
shape as to allow the safe passage of
loaded trains.
The success of the Omaha Bridge and
Terminal Railway company's grand
undertaking marks a new era of pros.
perity for Omaha. During the period
of depression through which we have
passed so creditably and from which
we are now emerging this monster
enterprise, involving so great an ex-
penditure of money and bringing so
many immediate benefits, marks the
greatest epoch in the city's history.
Not only does it break the bridge
monopoly that has so long prevented
additional railways from entering the
City but it involves the location here
of many important manufacturing in-
stitutions that will be of incalculable
benefit to the business interests of
Omaha. *
Already there are upon the East
Omaha territory a number of successful
manufacturing institutions giving em-
ployment to several hundred men.
From now on, however, additions to
these institutions must be rapid and
extensive. With the new bridge, ex-
cellent terminals and additional rail-
roads there is every reason to believe
that East Omaha will become the ideal
manufacturing center of the west.
With unsurpassed shipping facilities,
with perfect arrangements suitable to a
manufacturing community, with un-
limited capital and with the most pro-
gressive managemeut, East Omaha must
inevitably become one of the II. anu-
facturing Communities of the United
States, celebrated for its extent, its
advantages and its management.
In the face of adverse circumstances
and a most powerful opposition the
Omaha Bridãe and Terminal company
has made wonderful progress in its
immense enterprise. From an infant
project it has in a miraculously short
time developed into one of the monster
institutions of the western country, and
that the profits of those interested may
be many fold is the wish of every pro-
gressive minded citizen of Omaha and
Council Bluffs.
W. B. DODDRIDGE.
William Brown Doddridge, he able
general manager of the Cotton Beit
Line, was born in Circleville, Ohio, Oc-
tober 19, 1848. He entered the railway
service in 1866 as a telegraph operator
on the Pittsburg, Columbus & Cincin
nati railway. In 1867 he went lnto the
employ of the Union Pacific as agent
and operator and was advanced from
time to time until 1876, when he was
made a division superintendent. In
1882 he was general superintendent of
the Idaho division, and in 1887 was
made general superintendent of the
Central branch of the U. P., and the
Western division of the Missouri Pa-
cific. In 1889 he w, nt into the employ
of the St. Louis' Southwestern, and
since that time has held several high of-
ficial positions on that line, being now
general manager of the great Cotton
Belt Route. Mr. Doddridge has ad-
vanced himself through merit and
faithful service, and today occupies a
prominent place among the leading rail-
road men Of America.
J. B. K. efe has been appointed agent
for the Union Pacific at Colorado
Springs in the place of George Ribblet,
resigned.
J. M. Steere, assistant general fºreight
agent of the Santa Fe, with headquart-
ers at Dallas, Tex, has resigned and the
office has been abolished.
HON. A. G. COCHRAN,
Hon. Alexander G. Cochran, general
solicitor for the Missouri Preific railway,
was born in Allegheny City, Pa., March
20, 1846. He was educated in earlier
boyhood in the schools of Allegheny
county, and later, in New England;
studied law at Columbia Law School in
New York city and completed the
course there, but was admitted to the
bar by the courts, 'After admission he
returned to Pittsburg, and at once
commenced the practice of law. He
was in active general practice for seven
years, when he was elected to represent
the Twenty-third corgressional district
of Pennsylvania in the congress of the
United States, having been elected as a
Democrat in a district which ordinarily
gave a republican majority of five or six
thousand. While in congress Mr. Coch-
ran served on the committee on claims,
committee on expenditures in the de-
partment of justice, and was a member
of a special Committee sen, to New
York to investigate elections there; was
afterwards appointed as a member of
the Special congressional committee
sent to South Carolina to investigate
the Tilden-Hayes election; was also ap-
pointed a member of the special com—
mittee to investigate the whiskey frauds
in St. Louis, and, during a portion of
the investigation, was acting chairman
of the committee; was appointed one of
the Democratic electors to appear before
the electorial commission in the South
Carolina case. After his term in con-
gress he resumed the practice of law in
Pittsburg, where he remained until the
spring of 1879, when he removed to St.
Ilouis , to take up charge of im–
portant legal business there. He was .
for many years the counsel of the great
engineer James B. Eads, and was also
counsel for the South Pass Jetty com-
pany and for the Tehauntepec Ship
Railway company. In February, 1888,
Mr. Cochran was appointed general
solicitor of the Missouril?acific Railway
Company with headquarters at St. Louis.
In 1891 he was also appointed general
solicitor of the St. Louis Southwestern
Railway company, and is also general
Solicitor of the International & Great
Northern Räilway company. Mr. Coeh-
ran cºmes of a legal family, his father,
Jno. T. Cochran, having been a promi-
ment and distinguished lawyer of Penn-
Sylvania, and in point of merit as an at—
torney and Solicitor he stands at the top
of the profession.
CHARLES M. HAYS.
Charles M. Hays, general manager of
the great Wabash I ailway, was born at
Rock Island, Ill., May 16, 1856. He em—
barked in the railway business Novem.
ber 10, 1873, when he went to work as a
clerk in the office of the passenger de-
partment of the Atlantic & Pacific at
St. Louis. From January to March of
the next year he held a more lucrative
position in the auditor's office, and
from then until Jannary 1, 1877, he was
a clerk in the office of the general super-
intendent of the same company. He
then ertered the service of the Missouri
Pacific and was secretary to the general
manager until April 1, 1884, when he
accepted the position of secretary to the
general manager of the Wabash, St.
I ouis & Pacific. On October 1, 1886, he
was promoted io assistant general man-
ager of the same road, and on July 1,
1887, he was made general manager of
the Wabash railway, which responsible
position he has ever sinee held. Mr.
Hays is considered one of the Laost able
railroad men in the country, and he has
done a work for the Wabash that is a
credit to himself and the road.
Ransas has more than 23,000 railway
employes. ---
. The Union Pacific has fifteen long
and a greater number of short tunnels the
aggregate length being 6,000 feet,
90
Omaha Railway News-Reporter.
*: -t: 2. º.º. *, *- :----> *-e-, --, -, -º-º-e
J. A. FII,IIMORE,
J. A. Fillmore, general superintend-
ent of the Southern Pacific, was born
in Onondago county, New York, April
5, 1845. He began his career as a
brakeman on the Delaware, Lackawan-
na & Western in 1866 and in the follow-
ing year was promoted to foreman of
construction. In 1868 he received an-
other promotion, being made assistant
superintendent of the construction of
that line's double track between Wash-
ington, N. J., and Lehigh, Pa. He then
occupied the position of superintendent
of construction, building the double
track of the Morris & Essex rail Way
from Philadelphia to Dover. When
that work was completed be came west
and entered the employ of the Union
Eacific as assistant superintendent of
the western division, where he remained
until November 1, 1873, when he went to
the Central Pacific. He has been with
that company ever since, having been
successively division superintendent,
master of transportation, assistant gen-
eral superintendent and general
superintendent. In 1885 when the
Souther n Pacific company Secured Con-
trol of the Central Pacific he was made
general superintendent of all the leased
and operated lines of the now company,
which position he now holds. Mr. Fill-
more has made a great record, and his
every promotion has been well deserved.
From ſlie humble station of a brakeman
he has risen through Imerit to one of the
highest and most honorable positions in
the railway world.
D. W. EIITCHCOOK.
One of the oldest officials in the
employ of the Union Pacific is Danial
W. Hitchcock, the general western pas
senger agent of the company with
headquarters at San Francisco. He
was born at Granville, Washington
county, N. Y., and entered the railway
service in J854 as a brakeman on the
Cleveland, Columbus & Cincinnati. In
1885 he went into the exmploy of the
Mississippi & Missouri as foreman of a
gravel pit and the next year was made
foreman of construction. In 1861 he
entered the passenger service and from
them until 1869 was passenger agent for
the Hannibal & St. Joseph at Kansas
City, St. Joseph and Council Bluffs
Mr. Hitchcock then went into the em-
ploy of the Burlington and held several
responsible positions in the passenger
department until 1881, when he was
tendered and accepted the general west-
ern passenger agency of the Union
Pacific. He ably fulfilled the duties of
that position until October, 1887, when
he was promoted to general agent, his
present position. Mr. Hitchcock is one
of the best informed lailroad men in
the country, and has done a great work
for the U. P.
JOHN C. RONNELL.
John C. Bonnell, now managing the
advertising department of the GI eat
Rock Island Route, has been employed
in railroad office work since 1869. In
November of that year he began as as-
sistant at the C., B. & Q. depot at Ft.
Madison, Ia. The following February
he was given a position in the passen-
ger department at Burlington, Ia., by A.
E. Touzalin, general passenger agent of
the Burlington & Missouri River rail-
road in Iowa. In 1873 Mr. Touzalin
went to Topeka, Kas., as assistant gen—
eral ticket and passenger agent and
grand land commissioner of the Atchi-
son, Topeka & Santa Fe railroad and
took with him Mr. Bonnell and placed
him at the head of the Advertising and
ticket business of the land department.
On Mr. Touzalin's return to Burlington,
Iowa in 1874, Mr. Bonnell was made
secretary of the Iowa Grant of the B.
& M. railroad, Mr. Touzalin being local
commissioner of that grant as also the
larger grant of lands in Nebraska. In
1878 at close of sale of all the Iowa land
Mr. Bonnell was given the position of
genreal agent in the land department of
the B. & M. railroad in Nebraska at
Omaha, and also assumed the duties of
stationer of the company. In 1880 he
was appointed assistant land commis—
Sioner of the road with headquarters at
Lincoln, and remained in that office
several years until the grant was all
sold. During two years. of that time he
held the office of stationer as well as as-
Sistant land commissioner. In 1888 and
89 he was employed in the advertising
departument of the Union Pacific lands
with headquarters at Omaha and in
October, 1890 accepted the posilion he
now holds on the Great Rock Island
Route. No better comment on his
abilities and work can be made than
that given in the General Manager in
the March issue, and which we here
take pleasure in 1 epeating:
For some time the strife among rail-
roads to secure an attractive and telling
trade-mark has been so keen that in
many instances large sums of money
have been offered to the One who shownlo
submit the design most acceptable to
the direstors of the road. Many of the
trade-marks that have been adopted are
really beautiful and artistic, but per-
haps there is no one in the field that is
really better than that one gotten up for
the Rock Island by Mr. J C. Bonnell,
manager of the advertising department.
which fills the bill as near as possible,
in that it is not only attractive, but in
the smallest space gives the utmost pos—
sible in formation concerning the road.
Mr. Bonnell is to be congratulated on
his happy thought and the road on hav-
ing in its employ the man to whom such
happy thoughts do come.
Together with the duties that neces-
sarily attain to his office, Mr. Bonnell
edits the Western Frail, a paper that has
for years been published by the Rock
Island in their interest. Since his as-
suming this duty he has brought the
standard of that paper to a plane that
we can safely say, no journal published
in the interest of any corporation, so
fully meets the demands of the average
reader, and as clearly and completely
stands loyal to the company it repre-
sents. Its editorials are anent the times
an its discription of the great west
concise and full enough to interest, and
short enough to entertain all. It is
beautifully illustrated with half tone
pictures representing in many instances
the subject matter and being printed on
on exceedingly fine paper, gives it an
appearance that reflects credit to the
road who issues it, and practically to
the busy man who edits it.
GEORGE H. PEGRAM.
George H. Pegram, who was recently
appointed chief engineer of the Union
Pacific system to succeed the late Col,
E. C. Smeed, comes back to the Union
Pacific after fifteen years of wandering,
having commenced his engineering ca-
reer in th construction department of
the Utah & Northern. After working
with the Utah & Northern people for
some time Mr. Pegram became chief
engineer of Edgemore Iron works at
Wilmington, the largest iron works in
the world. Later he went to the
Missouri Pacific as assistant chief
engineer, and during his connection
there built the largest union depot in
the country at St. Louis, a depot that
contains thirty-two tracks, with twelve-
foot platforms between each, in size
800x606 feet.
Mr. Pegram is certainly one of the
greatest civil engineers in the country,
and in his selection the Union Pacific
has secured a valuable man for the head
of the engineering deparement.
There are in the United States, for
cach 100 miles of road, twenty loco
motives, seventeen passenger cars and
714 freight cars,
The slowest railroad in the World is
the Arizona & New Mexico. From Ben.
son to Nogales is eighty-eighty miles,
and the schedule time is eight hours.
The fare is $8.80, or 10 cents a mile.
CAPTAIN ALSDORF FAULKNER.
Captain Alsdorf Faulkner, general
passenger and ticket agent for the
Missouri, Kansas & Texas, is a genial
whole souled gentleman with as large an
acquaintance , and as many friends as
any railroad official in the country.
Captain Faulkner was born in Ulster
county, New York, but has lived the
grater part of his life in Texas and has
made a record in that country of which
the state is properly proud. When
quite a boy he left New York on a
sailing vessel and cruised about the
West Indles. He then went to Galves—
ton, Tex., and later to Houston, from
which city he moved to Dallas. He
was manager of the Dallas postoffice for
Postmaster Crutchfield, which position
he resigned to go to Montague where
he joined the famous Texas Rangers in
an attack upou the Wichitas, then one
Of the most bloodthirsty bands of
Savages on the frontier. In this action
he established a record for courage and
daring, and the civil war was only a
few months old when he joined the
Confederate army and fought his way
up to a captaincy before he had attained
bis majority. He served with the 15th
Texas cavalry and continued in com—
mand of his company until he was
assigned to the responsible position of
chief of ordnance of the brigade com—
manded by Col. Wm. H. Parsons in the
famous Walker division. Iſis ability
and daring attracted the attention of
General Walker who assigned him to
the command of a splen lit! company
carefully selected from the division for
escort duty and Scouting, the most
dangerous and trying service in any
army. When General Walker was put
in command of the district of Texas,
he secured the transfer of Captain
Faulkner and placed him in charge of
the commissary department of the
district, which position he occupied
until the close Of the war. One of the
great feats performed by Captain
Faulkner during the rebellion was up
in Arkansas, where with only a squadron
of the 15th Texas cavalry he charged
and routed an entire brigade of Curtis'
army. With a single company of
cavalry he kept between Banks' army
and Waiker's division the entire dis-
tance from Simmsport to Nacogdoches,
fighting the enemy every day. Coming
out of the war with nothing left but
health and energy, Captain Faulkner by
shrewd application Soon amassed quite
a fortune of which he was entirely
deprived by an unwise speculation in
cotton by his business associates. He
then began his brilliant railway career,
entering the service of the Houston &
Texas Central, with which company he
held various responsible positions until
he became general passenger and ticket
agent. His railway career was as
brilliant as his army record, and he was
esteemed and beloved by every one of
his business associates as well as by
those below him. In 1873 there was a
terrible outbreak of the yellow fever in
the little town of Calvert on the H. T. &
C. road, and the agent and all of his
employes were soon stricken down. No
one ventured to take up the work left
undone until Captain Faulkner volun-
tarily offered his services, went to Cal–
vert, discharged the duties of the agent,
nursed the sick and buried the dead.
In a brief space of time seventy-five
per cent of the population were stricken
to their death and the last to be taken
down was Captain Faulkner. He was
taken to Houston in a baggage car and
nursed by his intimate friend, J. Waldo,
now with the M K. & T. September.20,
1892, Captain Faulkner severed his con-
nection with the Houston & Texas Cen-
tral to accept the general ticket and
passenger agency of the M. K. & T.
which position he now so ably fills.
In point of business ability he has not a
superior in the passenger business, and
as a hospitable gentleman
Faulkner is a prince among men.
sºmeºmºsº
COL. A. C. DAWES.
Colonel A. C. Dawes, late general
passenger and ticket agent of , the
Burlington lines in Wisconsin who re-
cently died at Tampa, Fla., was One of
the best known and most highly esteemed
railroad men in the country. Colonel
Dawes was about 65 years of age and an
Ohioan by birth. At the beginning of
the war he was in the boot and Shoe
business at Indianapolis, which he gave
up when appointed an aide upon the
staff of Governor Morgan. In 1868 he
was residing in Quincy, Ill, removing
from that city to St. Joseph to accept
the position of passenger agent of the
Missouri Valley railroad. On the ex-
tension of the road and its consolidation
with the Kansas City, St. Joseph &
Council Bluffs he was made general
passenger and ticket agent of both.
This position he retained until a con-
Solidation was effected between the
Hannibal & St. Joseph and Kansas City,
St. Joseph & Council Bluffs road
under the Burlington system, when the
new additions were placed under his
jurisdiction. The next consolidation
was effected between the Hannibal &;
St. Joseph, Kansas City, St. Joseph &
Council Buffs, Kansas & Northwestern
and Chicago, Burlington & Kansas (,ity,
and Colonel Dawes was made general
passenger and ticket agent of the
Burlington system in Missouri. He was
married in the summer of 1855 to Miss
Medora Cressap, daughter of ex-State
Senator Cressap of Vernon county, who
survives him.
Co). Dawes was taken suddenly ill
early in December while visiting his
sister, Mrs. Frank E. Moores in this
city. He was removed to Tampa where
he had apparently improved to such an
extent that Mrs Dawes left him to re.
turn to their home at St. Joseph. On
the morning after her departure Col.
Dawes was found dead in his bed, hav-
ing suffered a relapse and expired dur-
ing the night.
F. M. GAULT.
General Manager F. M. Gault, of the
Omaha & St. Louis railway, entered the
service in 1868 at Rockford, Ill., where
he was successively baggagemaster.
clerk and cashier for the Chicago &
Northwestern. In 1880 he was ap—
pointed agent for the Wabash at Coun-
cil Bluffs, and after ably discharging
the duties of that position for two years
Captain *
he was promoted to general agent there .
for the same company in 1882. He re-
mained with the Wabash in that
capacity for six years, when in 1888 he
was tendered and accepted the position
of general manager for the Omaha &
St. Louis, in which office he is still giv-
ing excellent satisfaction both to the
company and its patrons.
S. M. SEIATTUC.
A man well known in the passenger
business throughout the Country is S.
M Shattuc, Colorado and Pacific coast
passenger agent for the Ohio & Mis-
sippi with headquarters at Denver, Mr.
Shattuc was appointed eastern travel-
ing agent for the Atlantic & Great Wes-
term, with headquarters at Elmira, New
York, in November, 1874. He held
that position until April 1883, when he
was tendered and accepted the position
which he now holds. He is exceedingly
well posted in the passenger business
and renders his Company valuable Ser—
vice in the large territory over which
he has charge.
A locomotive on the Pennsylvania
running between Ft. Wayne and Chi-
cago during eleven months of the past
year ran 90,250 miles, a monthly aver–
age of 8,260 miles. This equals the an-
nual record of the English locomotive
Charles Dickens.
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Holiday
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wn -- se. -- *** * * * * *
Number.
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º 9 |
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HON. J. STERLING MORTON.
The best known Nebraskan in the
United States is probably Hon. J. Ster-
ling Morton. He was born in Adams,
Jefferson county, New York, April 22,
1832. At an early age he removed with
his parents to Michigan, where he actend-
ed the schools at Albion, subsequently
went to the state university at Ann Arbor
and finally to Union college, New York,
where he graduated in 1854. After grad-
uating he was married and October 30,
1854, he and his wife left for Nebraska.
They went first to Bellevue, where they
Only remained a few weeks and re— |
moved to Nebraska City. Mr. Morton's
first occupation on reaching that city
was that of editor of the Nebraska City
News, in which position he earned the
royal Sum of $50 per month. He con-
tinued as editor for one year again tak-
ing the position in 1857, and continued
doing ediio:ial work for the next twenty
years. Previous to coming to Nebraska
he was a regular contributer to the De-
troit Free Press. One year after
reaching Nebraska Mr. Morton was
Chosen as a member of the territorial
legislature and was again candidate in
1856, but was defeated by eighteen votes
owing to his bitter opposition to “wild-
cat banks.” Th year following found
him again a member of the territorial
legislature, rendered famous by its ac-
tion of adjournment to Florence, one of
the most exciting and memorable ses.
Sions in the history of the tellitory. In
1858 he became secretary of the terri-
tory and a few months later by resigna-
tion of Governor Richardson, Mr. Mor-
ton became “acting territorial govern-
or.” In 1860 he was nominated by his
party as a delegate to congress and was
elected by a majority of fourteen votes.
On reaching Washington his seat was
Contested and the contest was decided
in favor of his opponent Samuel G,
Daily. Mr. Morton took no active part
in politics then until 1866, when his
party honored bim with the nomination
for governor, his opponent being David
Butler on the republican ticket. He re-
received the unanimous support of his
party in the fir t legislature for United
States Senator. and from that date de-
clined uumerous nominations of his
party up to 1882, when he was nomin-
ated for governor and in 1884, received
the nomination for congress in 1888 and
for governor again last year, making
numerous nominations from 1860 to '92,
a period of 32 years. Governor Morton
WaS appointed to represent Nebraska at
the Paris exposition and was one of the
Commissioners at the centennial
exposition at Philadelphia in '76.
For many years he was a prominent
member and president of the State
Board of Agriculture and Horticulture,
and to his undying fame be it said that
he is the originator of the beautiful
festival known as “Arbor Day,” whic
has been adopted by all the states in the
union.
President Cleveland recently honored
Nebraska by appointing Governor Mor-
ton Secretary of Agriculture, and he
‘Will be a valuable member of the cabinet
|HON. SAMUEL N. WOLBACH.
Hon. Samuel N. Wolbach, the Demo-
cratic nominee for lieutenat governor
last fall, was born in New York city, No-
vemb, r 18, 1851. He was educated in
the public and private schools of that
city and completed a business course in
1866. He lived in New York until 1871,
when he removed to Chicago and for
three years held a position with a whole.
sale boot and shoe house. Mr. Wolbach
came to Nebraska in 1874 and located at
Grand Island, where he has ever since
been in business. He has at all times
taken a very active part in the growth
of Grand Island, having put up the fir.t
brick business block erected in the city.
He has taken an active part in politics,
having been elected in 1884 to the legis
lature by a majority of 385 in a Repub-
lican county. In 1886 he was elected to
the Senate from Hall and Hamilton
counties, having carried Hall county by
nearly 900 votes and reduced a former
Republican majority of 500 in Hamil
ton county down to sixty. In 1888 he
was again elected to the senate from
Hall and Howard counties, being the
only Democrat elected in either of the
Counties during the campaign. He has
always been an anti-monopolist of the
strongest kind, and his record both in
business and in politics is above re-
proach. Nº
HON. GIEORGE. W. DOAN.E.
Hon. George D. Doane is an old set-
tler of Nebraska and one of the oldest
and most bighly esteemed residents of
Omaha. He was born in Circleville,
Ohio, December 17, 1824. He grew to
early manhood in that place and re-
ceived his education at Marietta col-
lege, graduating from that institutien
in 1845. He then immediately com-
menced the study of law and was ad-
mitted to the bar in Ohio in 1848. In
April, 1857, Judge Doane came west to
the territory of Nebraska and located at
Decatur, Burt county. In the fall of the
Same year he was electod district at-
torney of the Third judicial district,
which position he held until the change
Was made providing for a prosecuting
attorney in each county. He was elected
a member of the territorial council in
1858, and was ex-officio probate judge
for a time in Dakota county. He re-
sided at Decatur until the fall of 1859,
When he located at Folt Calhoun, where
he continued the practice of his profes-
Sion. Judge Doane came to Omaha in
November, 1864, and was elected prose-
cuting attorney in 1865, serving two
years. He was a member of the terri-
torial legislature in 1867, a member of
the Omaha city council in 1878, and
Was elected to the state senate in 1880.
In 1887 Judge Doane, after thirty years
of legal practice in the territory and
State of Nebraska, was solicited to be a
candidate for the bench in this judicial
district. He was elected by a large ma-
jority, and after four years of service,
Was again Solicited to run for the same
position, this time receiving a larger
Vote than any of the six judges elected.
After serving a year he resigned last
fall to make the race for congress, which
nomination was tendered him by ac-
clamation from the democratic judicial
Convention of this district. As a law.
yer Judge Doane is strong, incisive,
assiduous, fearless and more than com-
monly successful. His fidelity to his
Causes is upon the high plane that hon-
ors his profession, and his fealty to
clients knows no limits save those of
honor and untiring effort. As a judge
he had no peer on the Nebraska bench,
and public reliance upon his official up-
rightness, independence and usefulness
never abated or even wavered. He has
always been an agressive enemy of mo–
nopoly, and no corporation or trust has
ever been able to purchase his favor.
HON. W. S. FELKER.
Judge W. S. Felker is one of the lead-
ing attorneys of Omaha and Nebraska.
He was born in Howell, Maine, 1837 and
When a small boy he removed to Chica-
go where he lived for forty-one years.
He read law with Hon. J. B. Brad–
well, and finished with R. S. Blackwell,
author of “Tax Titles, a work used by
every lawyer. He was admitted to the
bar there in 1856, since which time he
has continuously engaged in his chosen
profession. In 1884 he located in
Omaha and during his residence here
has established a good clientage. He is
a life long democrat and stumped Illi–
nois for Stephen A. Douglas. He was
elected a member of the last state legis-
lature and served with credit to himself
and D9 uglas county. Judge Felker
Stands high with the Douglas County
Bar Association and is a credit to his
profession.
:
JUDGE CHARLES OGDEN.
Charles Ogden was born on December
16, 1856. At the early age of fourteen
he commenced the study of law. Dur-
ing this time he also devoted a great
share of his time to the Greek and Ro-
man classics, in which he became
very proficient. He came to Omaha in
1877 to follow the practice of his chosen
profession and has resided here contin-
uously ever since. On October 13, 1892,
Governor Boyd commissioned him as
judge of the Fourth judicial district to
succeed the Honorable George W. Doane.
Judge Ogden has been a close, diligent
and thorough student, and from the be-
ginning of his profession applied him—
Self to the task of mastering the prin-
ciples of law, and in consequence has
become well grounded in the funda-
mentals. His success on the bench has
more than justified the hopes of his
friends. Judge Ogden is an uncompro-
mising Jeffersonian Democrat, and has
always aided in the success of the party
Without seeking or expecting political
reward. He was for a long time secre-
tary of the Douglas county Democratic
Central committee, and in that behalf
labored assiduously with the hope that
the Democratic principles would ulti-
mately triumph. In 1888 he was elected
Chairman of the national association of
democratic clubs, at a meeting held in
New York city, and retained the po-
sition until the meeting of the clubs at
Baltimore, in the same year. In 1890
he was chosen chairman of the Demo-
cratic state central committee, and the
Success which crowned his efforts in
that memorable campaign in this state
culminated in the election of James E.
Boyd. To whatever position he may be
Galled, either by appointment or by the
suffrages of his fellow citizens, Judge
Ogden will take with him an honesty
of purpos”, and an integrity and un-
selfish devotion to duty.
HON. JAMES C. BRENNAN.
Hon. James C. Brennan, the well
known contractor, is one of the most
popular business men in Douglas county,
and as a member of the last state legis
lature he made a creditable record. It
is a fact well known that Mr. Brennan
had more influence with the country
members than any ot her member
Of the Douglas County ſele-
gation, and he won their influence
because he had the confldence and good
Will of all. He was ever watchful for
the interests of Omaha. It was by
Brennan's motion that the vote defeat-)
ing the Omaha charter was reconsidered
and it was largely due to Brennan's in-
defatigable efforts that the charter was
finally passed. Mr. Brennan was es-
pecially the champion of labor interests.
He introduced and caused to be passed
a bill to protect unions of workingmen
in the use of labels and trade marks used
on goods made by union lator. He in
troduced a bill requiring that all labor
on state lands and buildings should be
performed by day's labor and by union
labor. This bill was defeated. He also
Worked earnestly for the eight-hour
law.
H DN. CEIARLES H. WITHNELL.
Hon. Charles Withnel, is an Omahan
in every sense of the word. He was
born here in April, 1858, and has lived
all his life in the Nebraska metropolis.
He went through the High school and
took a complete course at the Omaha
Business college. He then spent three
years in the Military Academy at
Orchard Lake, Mich. On his return
home he worked for some time in the
offices at the Union Pacific transfer, after
which he was a member of the engin-
eering Corps that surveyd the route of
the Burlington & Missouri through Ne.
braska. Besides being a man of edu-
Cation and intelligence, Mr. Withnell
is a thorough mechanic, having served
his time as a bricklayer. Four years
ago he associated with his father and
brother in the firm of Withnell & Sons,
who do as large a building business as any
contracting firm in the state. Withnell
& Sons are also the owners of the im-
mense brick, manufactory which covers
six acres and extends from Twenty- *
second to Twenty-fourth street and
from Woolworth avenue to Hickory.
Mr. Withnell is a zealous friend of or—
ganized labor and has always employed
union men. He comes from a family of
Democrats and is a charter member of
the Samoset club of which he has always
been an active worker. Born, raised
and built up in Omaha, Charles With-
nell is an excellent representa'ive of
the enterprise and push of the young
business men who are doing so much to-
ward building up the west. His popu-
larity with the people was demonstrated
at the late election when he was one of
the few of his party chosen to repre-
sent Douglas county in the state legis—
lature, where he has already been recog-
nized as a man of excellent judgment
and many capabilities.
FRANK E. MOORES.
Everybody knows Frank E. Moores,
the genial and efficient clerk of the
Douglas countv district court. Mr.
Moores was born in Cincinnati, Ohio, in
the Summer of 1841. He entered the
railway service at the age of 27 at Kan–
Sas City, Mo., where for two years he
ably filled the position of city passen.
ger agent for the Kansas City, St. Joe &
Council Bluffs railway. He was then
Sendered and accepted the position of
city ticket agent for his company in
this city. The office was located then
at the Corner of Tenth and Fatnam
streets, and all his old associates, among
whom were Theo. Ensign, Al Maxwell,
Billy Shull, Billy Hurlbu', now with
the Union Pacific, Joe Teahon, Jack
Gallager, Ed Haney and Geo McMil-
Jian, will recall the happy days spent on
“Benevolent Corner.” Mr. Moores held
‘hat position with credit to himself and
profit to the company until 1880, when
he resigned to accept the passenger
agency of the Wabash, St. Louis & Pa-
cific. He soon made that line the most
popular line to the east and south with
all the residents of this city and sur-
rounding territory. In 1882 when the
Missouri Pacific completed, its line into
this city the business of the two com—
panies Consolidated and he was made
joint agent of what was then the larg.
est railway system in the world. Mr.
Moores filled that important position
with Satisfaction to all concerned, and
even after the alliance between the
Wabash and Missouri Pacific was
Severed in 1885, he was still retained as
joint agent, an honor which was not con-
ferred upon any other man in the ser-
Vice. He held the agency of the Mis—
Souri Pacific until the Belt Line rail-
way was completed in the fall of 1886,
When that company opened an office to
Which was transferred the business of
the Missouri Pacific. From that time
Mr. Moores gave his undivided atten-
tion to the interests of the Wabash, and
it goes without Saying that the “Wabash
Corner” was one of the most popular
Corners in the city. Mr. Moores has al-
ways been popular with the masses, but
not a polician in the strictest sense of
the term, and when the Republican
party without a dissenting voice ten-
dered bim the nomination for the office of
clerk of the district court four years
ago, he accepted and was elected by one
of the largest votes over given a candi-
date in this county. During his first term
he filled that office as it was never filled
before, and that he is still popular with
the people was demonstrated by the
handsome majority accorded him on his
re-election, Socially Mr. Moores is a
prince among men and that he may
long continue to prosper and be hap-
py is the Wish of all who know him.
92 Omaha Railway News-Reporter.
*:: ***** * * Lºº.
THERE ARE RA|LROADS AND THERE ARE RA|LROADS
The MissOlli KālūS&TYūSRailWä)
Is Now a Railroad of Railroads.
With her own rails into St. Louis, with one arm reaching out to CHICAGO,
through Hannibal, and the other to KANSAS CITY, through Parsons,
***º-º-º-ºw
now gathers together the traveling public at these and other gateways and
sends them down through the fertile valleys of Missouri and Kansas, over the
blossoming prairies of the Indian Territory, and through the rich cotton and
wheat-producing belt of TEXAS, to Denison, Sherman, Gainesville, Dallas,
Fort Worth, Hillsboro, Waco, Temple, Belton, Taylor, Austin, San Antonio,
Houston and Galveston.
The Only Southern Line Running the Celebrated
Wagner Palace Sleeping Cars
L|GHTED WITH THE PEERLESS PINTSCH GAS,
For further information concerning Schedule Time, Rates, Sleeping Car Accormmoda-
tions, etc., Call On or address
A FAULKNER, General Passenger and Ticket Agent,
No. 7 O7 Chestnut Street. : : : ST. LOUIS, MISSOURI.

Holiday
Number. 93
J. H. RICHARD
— M. ANU FACTU. RER OF —
C I GARS
— A N D DEAL ER IN —
Leaf Tobacco
IOI7 FAR NAM ST.
NEBRASKA.
s END For PRice List.
Wm. LYLE DIG (EY & G0.
lſº Douglas Steel
illlllllllli Tilſillſ.
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tº *** -:
STOVES,
RANGES,
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FURNACES.
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For Circulars, Pain plmlets, etc., apply to
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TELEPHONE NO. 4 or.
2 15 North 6th Street, ; St. Louis, Mo.



94.
News-Reporter.
Omaha Railway
W. S. DIMMOCK.
The rapidly growing popularity of the
Postel, Telegraph service in Omaha is
due more than anything else to the ex-
cellent management of W. S. Dimmock,
who has charge of the business of the
company in, this city. Mr. Dimmock
was born at Sandusky, Ohio, in 1867 and
when but a sm ll boy he moved with his
parents to Cincinnati, where he attend-
ed school. In 1882 be began his busi-
ness career as a telegraph operator at
Seymour, Ind., on the Ohio & Missis-
sippi and from there was promoted to
agent at Starrs, a suburb of Cincinnati,
where he remained two years. He then
went to the Wabash as operator at
Litchfield, Ill., and from there to Han-
nibal, Mo., as chief cl, rk to General
Superintendent Woodard of the Han.
nibal & St. Joe, which position he oc-
cupied for two years, when he was ap-
pointed agent for the same company at
Hamilton, Mo. He remained there for
five years and was then promoted to as-
sistant dispatcher at Brookfield on the
same line. In 1884 Mr. Dimmock went
into the employ of the Union Pacific at
Kansas City and was placed in charge
of the telegraph service of the Kansas
Pacific under J. J. Burns. In 1885 he
returned to the Burlington as chief
clerk in the freight department at Kan-
sas City, where he remained for one
year when he was appointed auditor
and private secretary to G neral Man-
ager Myers of the Pacific Mutual Tele-
graph company. When that company
was absorbed by the Postal in 1887 the
general offices at Kansas City were
abolished and he came to Omaha as
manager for the Postal. That Mr. Dim-
mock is the right man in the right place
is evident from the fact that when he
took charge of the Postal office it was in
a little 10x12 room on lower Douglas
street while now they are established in
handsome quarters on Farmam Street
with a business requiring fifty employes.
Everything under Mr. Dimmock's Super-
vision is run on a system which he is
ever careful to maintain, and his suc-
cess is largely due to that fact.
THOMAS B. LYNCH.
Thomas B. Lynch, the popular young
gentleman who holds forth at Louisville,
Kentucky, as the assistant general pas-
senger agent of the great Cotton Belt
route, was born in 1862. He entered the
railway service in 1885 as ticket clerk
in the office of which he is now in
charge. He was successively rate clerk
and chief clerk until October, 1892,
when he was promoted to his present
position, Mr. Lynch's rapid promotion
has been earned through application to
duty and his thorough performance of
the same. He has abilities especially
qualifying him for the railway business,
and a host of ſriends join the writer in
wishing him the continued advancement
which his abilities merit.
W. R. PIECE.
W. R. Peck, the genial and accomodat-
ing city passenger agent of the Denver
& Rio Grande at Denver, commenced
his railway service in 1879 at Kansas
City under S. K. Hooper, then assistant
general passenger agent of the Hanibal
& St. Joseph. He has been with Mr.
Hooper ever since with the exception of
two years spent in Dakota and Iowa and
one year in the service of the Burlington
at Chicago under general passenger
agent Percival Lowell. He has been
with the Denver & Rio Grande since
August, 1885, and is considered one of
the best passenger men in the Service
of the Company.
WM. C. BARNES.
Wm. C. Barnes, the affable assistant
city passenger agent for the Missouri
Pacific in this city, was born at Augusta,
Wis., March 25, 1869. He embarked on
his railway career November 1, 1887,
when he began trucking freight for the
| Missouri Pacific at Nebraska City. In
June, 1889, he was promoted to clerk
and in August of the same year was
made cashier. In August, 1892, he came
to Omaha to accept the position which
he now holds. Though here only a few
months, Mr. Barnes has already become
well acquainted with the duties of the
office which he is in every way fitted to
take care of during the absence of his
superior. “Billy” has already made a
host of friends in Omaha and the writer
joins them in the wish that he may
meet with the advance that his faithful
application and qualifications entitle
him.
L. L. DOWN IN G.
L. L. Downing, who recently went to
Salt Lake City as agent for the Red
Line Transit company, commenced rail-
road work in 1865 o , the old C. & T.
road, now the Lake Shore & Michigan
Southern He worked for various east—
ern roads until 1881 when he resigned
the position of superintendent of tele-
graph on the Ohio Central, and went
into to employment of the Denver &
Rio Grande. He was dispatcher, chief
dispatcher, and trainmaster on the D. &
Ił. G., and was master of transportation
and superintendent of telegraph on the
Denver & New Orleans. He then went
into the employ of the Union Pacific,
which company he served six years as
dispatcher, chief dispatcher, and train-
master. In 1890 he went to Denver as
contracting freight agent, for the Wa-
bash, which position he held until the
1st of December last, when he went to
Salt Lake City as agent for the Red Line
Transit company, which operates over
the Lake Shore & Michigan Southern,
New York Central, and the other big
eastern roads. Mr. Downing has had a
thorough experience in the railroad
business, and this, together with his ex-
cellent social qualities and ability, Will
make him a valuable official in his new
position.
DAVID T. BEANS.
The subject of this biography was
born May 27, 1849, at Lebanon, Ohio. His
railway career began in December,
1880, when he accepted the position of
Clerk in the office of assistant treasurer
of the Burlington & Missouri in this
city. On May, 1889, his faithful and ef-
ficient service was rewarded with the
promotion to assistant cashier, and in
December,1890, he was again promoted,
this time to the responsible position of
general cashier, the duties of which he
is ably discharging at the present time.
GEORGE MILLER.
George Miller, the modest Union
Pacific conductor whose features adorn
one of the page groupes in this issue,
was born at Decatur, Ia, September
8, 1858. He commenced railroading
as a brakeman on the Rock Island
in 1876. He run out of Des
Moines in that capacity for four years,
when he went into the employ of the
Union Pacific. In 1882 he was promoted
to freight conductor, and since July,
1885, has been running passenger on the
Omaha & Republican Valley branch.
J. C. WAIATERS.
The first experience of J. C. Walters
as a railroad man was on the Chicago
& Northwestern in April, 1870, and he
has been a faithful and efficient employe
of that company ever since. He com-
menced as a brakeman on the Wisconsin
division, and two years later began fir-
ing on the same division. In 1874 he
was promoted to engineer and has been
in charge of an engine continuously
ever since. He has been in the paSSen-
ger service since April, 1881, and it is to
his credit that he haſ never met With an
accident of any consequence. Mr.
Walters stands high in brotherhood Cir-
cles and has a host of friends,
OLIVER F. LONG.
Oliver F. Long was born in West
Haven, Vermont, November 14, 1833.
He is one of the oldest engineers in the
country as well as one of the best. Mr.
Long's experience has been a long and
varied one. He commenced the service
as early as April, 1850, as a brakeman on
the Rutland & Washington railway.
Tn May, 1852, he came west and found
employment with the Cincinnati, Hamil.
ton & Dayton, and in 1853 went into fine
locomotive service on the Greenville &
Maine as a fireman. In 1855 he was
made an engineer and he also served in
that capacity on the Bellefontaine road.
In 1862 he enlisted in company C., 79th
regiment, Indiana volunteers, and served
throughout the war, being mustered out
at Nashville, Tenn., August 7, 1865. He
then went to Chicago and resumed his
occupation as locomotive engineer run-
ning on the Chicago & Northwestern,
fºr which company he has been working
on the foot-board ever since. He became
a member of division 96, B, of L. E., in
1882, and has been an ardent worker for
the organization ever since. For twenty-
Seven years he has been running an
engine for the Nô1thwestern, and he
new feels that he is entitled to retire
from active service to enjoy a few of
earth's good things during his declining
years. Mr. Long is held in high esteem
by the company he has rendered so
many years of faithful service, and an
army of friends wish him health and
happiness during the remainder of his
days.
GEORGE F. MCINTOSEI.
George F. McIntosh is one of the old-
est and best known men in the train
Service Of the Union Pacific. He was
born in Taur; Jon, Mass., September 26,
1839, and came west in 1858 to Illinois,
where he engaged in farming, and later
learned the harness makers trade In
1861 he enlisted in the Twentieth Illi–
nois Volunteer infantry and took part
in several important battles. He was
discharged in the fall of 1863 and en-
tered the service of the Chicago, Bur-
lington & Quincy as a brakeman, run-
ning between Galesburg and Aurora.
In the winter of 1863 he was trans-
ferred to the Quincy division and pro-
moted to freight conductor the follow—
ing summer, which position he held un-
til 1868. Mr. McIntosh entered the ser-
vice of the Union Pacific in December,
1869, as a freight brakeman on the
Utah division and was given charge of
a freight train in March of the follow-
ing year. Later he took charge of the
Ogden yard, where he remained as
yardmaster until December, 1886, to-
gether with the position of depot master,
He was then transferred to Laramie and
appointed trainmaster of the fifth, sixth
and seventh districts of the Wyoming
division. In the following summer he
was transferred to Evanston in the same
capacity and remained there until June,
1888, when that office was abolished. He
then comrnenced running a passenger
train on that division, where he still re-
mains, having put in over twenty-two
years in the train service of the com.
pany. Mr. McIntosh is held in high es-
teem both by the company and his fel-
Jow employes. He is a member in high
Standing of the O. R. C., and has a host
of friends all along the line,
JOHN G. SAN BORN.
John G. Sanborn, the well known and
popular Chicago & Northwestern
engineer, came to light in Chicago,
July 30, 1859. He began his railway
career as a messenger in his father's
office at the Chicago Avenue shops.
He commenced firing on the Wisconsin
division of the Chicago & North-
western during the following year and
was made an engineer is 1877. Since
1880 he has been handling the pay car
through Illinois, Wisconsin and North-
ern Michigan with engine 17. In all
of that time he has lost but one trip and
that was when he attended the B. Of L.
E. convention at Denver in 1889, repre-
senting divisions 96 and 405. Mr.
Sanborn has ever had an eye to business
and is consequently very comfortably
situated. He is interested in the
Sullivan Metallic Packing company and
the Gollman Bell Ringer company and
is thus constantly blought into contact
with his brother engineers throughout
the country. Mr. Sanborn is an active
brotherhood man and is held in high
esteem by the fraternity.
I. W. SEAVERNS.
An engineer on the Chicago & North-
western who has done long and faithful
Seavice for the company is I. W. Sea—w
erns. He began railroading as a fire-
man on the Cleveland, Painesville &
Ashtabula, and in 1862 went to the At-
lantic & Great Western. He remained
with that company until 1865, when he
came west and began running an engine
on the Galena division of the Chicago
& Northwestern. In the latter part of
the Same year he was transferred to the
Wisconsin division of the same road.
Ever since that time he has been in the
employ of the same company and for
twenty-four years has been in the
through passenger Service. Mr. Seav-
erns is a staunch brotherhood man, and
is highly esteemed by all who know
him.
The Big Four will try electric head-
lights on its new engines. A test will
be given these lights and if satisfactory
they will be put into use on all passen-
ger trains.
Jacob Johann, one of the oldest master
mechanics in America, was on Decem-
ber 1st appointed master mechanic of
the Chicago & Alton, with headquarters
at Bloomington, Ill.
The most costly piece of railroad line
in the world is that between the Man-
Sion House and Aldagate stations in
London, which required the expenditure
of nearly $10,000,000 a mile.
Despite the rumors to the contrary
Grand Chief Conductor Clark of the
Order of Railway Conductors, says the
order anticipates no trouble with any
railway during the World's Fair.
A New York syndicate has purchased
about $1,000,000 Oregon Navagation
Consolidated 5 per cent bonds and a
proportionate amount of Union Pacific
5 per cent notes will be cancelled.
The opening of the Plymouth & Mid-
dleboro road was fittingly celebrated by
a banquet at Plymouth, Mass., on the
evening of January 4, a year from the
breaking of the ground for the road.
Bxhibits are going to the World’s
Fair grounds by the train load. The of—
ficial report shows that 160 cars daily
will be required to haul the matter nec-
essary to fill the space already taken.
The number of employes in the ser.
vice of Illinois railroads is given by the
state railroad commission as 66,680.
The amount paid annually in salaries to
this number of men aggregates $40,000,—
000. *
A bill allowing the Great Northern to
build a bridge across the Columbia river
for the completion of its Pacific exten-
Sion was passed by congress recently.
It will require a year to build the
Structure.
The St. Lawrence & Adirondack rail
road has asked the Canadian parliament
for authority to enter into an agreement
for permission to lease the Central
Vermont or Ogdenburg & Lake Cham-
plain railroad.
It is announced that the new Short
line of the Wabash road between
Chicago and Detroit will be opened
March 1. An additional train will be
put into Service, making in all three
trains daily each way on that road.
Holiday Number.
95
HON. R. C. CUSHING.
Hon. Richard C. Cushing is one of the
most esteemed and respected of Omaha's
citizens and is one of the leading busi-
ness men of the west. He was born
December 23, 1841, at Rochester, N. Y.
When he was eleven years of age his
parents removed to Portage City, Wis.,
where he attended school, graduating
with honor. His parents being poor he
Sought and found employment as a
school teacher, which position he held
until the civil war broke out, when, at
the age of twenty-one, he entered the
army and was assigned to duty in the
quartermaster's department. He began
at the bottom of the Jadder and by his
ability and sterling worth was soon pré
moted to the position of chief clerk of
that department. He remained in the
service of the government until 1868.
At the time of his retirement by U. S.
Grant he occupied the responsible
position of post superintendent at Fort
Morgan, Colo. After retiring from the
army he settled at Plattsmouth, Neb.,
where for fifteen years he was the mov–
ing spirit in the growth and enterprise
of that thriving city. He was for ten
years a member of the city council of
that city, and was elected president of
that body several times. Mr. Cushing is
well known to the great army of railroad
men in the west, he having been en—
gaged in the construction of railroads
during the past fifteen years. Since he
became an employer of laborers there
has not been a man among the tens of
thousands who has not stood ready to
testify to the fair and honest treatment
accorded him by Mr. Cushing. Six
years ago he was nominated for the
legislature by the democracy of Douglas
County, and was elected by the largest
majority of any man on his ticket. He
fulfilled every promise made to his
Constituents and while a member of
that honorable body his vote was cast
right—against might every time,
years ago his nomination for the
mayorlty gave every railway man in
Omaha a chance to vote for a true friend
of the fraterni y. His fine business
education eminently fitted him for the
executive chair of a great and growing
city and he was one of the best mayors
Omaha ever had. Mr. Cushing is a
member Of the well known firm of
Mallory, Cushing & Co., railroad con–
tractors, Who do an emmense business
throughout the entire western country.
He is also a director in the East Omaha
Land Co., and president of the Omaha
Bridge & Terminal Railway Co., and
was one of the leading projectors of
those two immense enterprises, Be-
sides these enol mous interests Mr.
Cushing is vice-pressdent of the Ne-
braska National bank, a director of the
German Savings bank and of the Equit—
able Loan and Trust company.
SMITH H. MALLORY.
Smith H. Mallory, the senior member
of the firm of Mallory, Cushing & Co.,
was born in New York state about fifty-
seven years ago. He moved with his
parents at an early age to Illinois, where
his father practiced his profession of
civil engineer and located the first line
for the "J., B. & Q. out of Chicago. Mr.
Mallory attended the local public schools
and afterward took a course of civil
engineering in the Polytechnic Institute.
After graduating he was employed in
the engineering department of the C.;
B. & Q. in various capacities until 1868.
when he took the contract for building
the bridges on that system from
Ottumwa to the Missouri river. Upon
the completion of this work he was ap-
pointed chief engineer and superintend-
ent of the Iowa division of the C., B. &
Q. railroad, which position he occnpied
until 1884, when he resigned to engage
in railroad building. Since then Mr.
Mallory has been interested in the con-
struction of quite a number of im–
Three ||
portant lines throughout the country.
Notably among these are the Cincinnati
Southern, Santa Fe, Denver, Memphis &
Atlantic, and large portions of the B. &
M. in Nebraska. Mr. Mallory resides
at Chariton, Ia., where he established
his beautiful home “Illion,” about 1870.
Besides his railroad interests, Mr. Mal-
lory is largely engaged in Stock raising,
coal ruining and banking and is also
president and general manager of the
Fulton county railway.
JOHN A. O'KEEFE.
John A. O'Keefe is the junior member
of the big contracting firm of Mallory,
Cushing & Co., and is a business man
and citizen highly esteemed and re-
spected. He was born in Lowell, Mass.,
in 1846, and moved in 1851 with his pa.
rents to Virginia, where his father, who
was a railroad contractor, had work on
the East Tennessee railroad near Lynch-
burg. After the completion of this
work in 1856, the family moved to Iowa
and Mr. O'Keefe attended the public
schools in Dubuque and Ottumwa. In
1864 he commenced railroading with
his father on the Des Moines. Valley
railroad and has followed railroad
building in different parts of the coun-
try ever since. Mr. O'Keefe located at
Plattsmouth in 1869 and lived there
until 1887, when he came to Omaha. His
long expereience, coupled with excel-
lent judgmert and remarkable ability,
make him a valuable member of the
big firm with which he is connected.
Since coming to Omaha Mr. O'Keefe
has always taken an active interest in
the city's advancement, and he is now
considered one of the most enterprising
and public spirited of the citizens of
the Nebraska metropolis. He is just
as genial and whole-Souled as he is
handsome, and is esteemed by a host of
friends as a “prince of good fellows.”
EIENRY WOSS.
Henry Voss is one of the representa-
tive business men of Omaha, and One of
the hest known architectS in the western
country. He was born near Hamburg,
Germany, and attended the excellent
schools of that city. He early evinced
a desire to become an architect, and hav-
ing natural talents in that direction, he
prepared himself for the profession by
completing a thorough course in the fa-
mous Polytechnical institute at Zuresch,
Switzerland. He served a year in the
Franco-Prussian war and came to this
country in 1871, locating first at Chi-
cago. In 1872 Mr. Voss came to Omaha
and has made this city his home ever
since, being now located in elegant of—
fice quarters at 214 South Fifteenth-
street. On opening here he immediately
embarked in business as an architect
and has been eminently successful. The
evidence of his handiwork can be seen
in many of the imposing structures that
adorn the Streets of Omaha and other
western cities. Notable among the
buildings in this city devised by his
skill are the St. Joseph’S hospital, the
Ambeuser-Bush Brewing association, the
Bichardson Drug company building and
the Thomas Davis refrigerator building.
He also had the honor of being selected to
draw the plans for the Nebº aska build-
ing at the World's Fair. In politics Mr.
Voss is a staunch Democrat, being one
of the leading members of the Samoset
club. As a citizen he is enterprising
and public Spirited, possessing a large
acquaintance and a host of friends. He
has a high financial standing and is a
prominent member of the Builders' and
Trades' exchange. The importance of
the part played by the architect in the
building up of a growing city cannot be
overestimated, and in this respect the
city of Omaha owes to Henry Voss a
large debt of gratitude.
J. F. Graham has been appointed
master mechanic of the Iowa Central
with headquarters at Marshalltown,
JOHN T. EVANS.
One of the best known and most pop-
ular citizens of Omaha is John T. Evans,
who was born in Wales in 1842. He
received his education in the public
schools in England and when quite a
young man entered the army, where he
served with credit to himself as lieu
nenant of artillery. Subsequently re-
linguishing the profession of arms for a
commercial life, he served apprentice-
ship as an accountant. Mr. Evans came
to this country in 1875, and was for sev-
eral years financial manager of one Of
one the large packing industries in Chica-
go and Kansas City. From the latter city
he came to Omaha in 1881 and became
associated in business with Governor
Boyd, where he remained until the lat-
ter’s retirement from the packing indus-
try. Mr. Evens, ever since locating
here has been an enterprising and zeal-
ous worker for the city's welfare and
advancement, and it was mainly through
his efforts that the first pork packing
industry was brought to South
Omaha. Mr. Evans. or “Jack,”
as he was more familiarly known,
is at present county auditor and
is one of the most popular men about
the court house. He is an efficient offi.
cial and has the fullest confidence of
the public and the connty commission-
©I’S.
PATHICK C. EIEAFE.Y.
Few young business men in Omaha
are better or more favorably known
than Patrick C. Heafey. He was born
in County Kerry, Ireland, June 15, 1858.
and possesses the Sterling qualities of a
self-made man, having accomplished his
business success entirely through his
individual efforts, At an early age he
emigrated to America and immediately
came to Omaha, reaching the city in
1877. For five years Mr. Heafey
occupied the position of receiving clerk
for the Union Pacific railroad company
and discharged the duties of that office
with marked fidelity. In 1882 he con–
cluded to embark in business for him—
self. Resigning his position with the
Union Paoific company he established
the undertaking and embalming firm of
Heafey & Heafey, taking his brother in
business with him as junior partner.
With Patrick Heafey’s eminent business
qualifications and reputation for hon-
esty, the firm immediately did a flourish-
ing business. A branch was soon opened
in South Omaha under the management
of Mr. Morgan. The firm conducts a
general undertaking and embalming
business and deal in all manner of fine
funeral decorations, making a specialty
of Catholic goods and are importers of
foreign religious literature. Mr. Heafey
is the treasurer of the (Catholic) Young
Men's Institute of Omaha, and is a
gentleman of many Social attainments.
He is also interested in the Buckeye
Stables, located at 418, 420 and 422
South Nineteenth street.
W. G. ALBRIGHT.
W. G. Albright is one of the most en-
terprising and progressive of Omaha's
business men. He is one of the leading
real estate dealers of the city, and is
president and treasurer of the Albright
Land & Lot Company with offices at
521, 522 and 523 in New York Life build-
ing. This company has a paid up capi-
tal Óf $175,000 and owns the well known
additions of “Albright's Choice” and
“Albright's Annex,” which forms a part
of the city of South Omaha, and com-
prises nearly 400 acres. Besides these
two additions the company own prop-
erty in all pro, minent localities, both in-
side of and Suburban to both cities. It
1S also the owner of large tracts of farm-
ing lands and ranch lands in different
parts of Nebraska. It does a general
real estate business and gives special at-
tention to the affairs of non-residents,
paying taxes, looking up titles and mak-
ing investments, Mr. Albright, the head
‘ing her first starring season.
of the enterprising firm, is a Self-made
man, coming to Omaha a few years ago
a poor man. By strict attention to busi-
ness he has amassed a fortune and at
the same time has assisted many Worthy
men to a good start in life. If there
were more men in Omaha like W. G. Al-
bright the city would be much better
Off.
JOEIN R. MOYNIHAN.
John R. Moynihan is a young Omaha
business man who has come rapidly to
the front through enterprise and push.
Mr. Moynihan made his debut in this
world at Chicago, August 10, 1858. He
was educated in the public schools there
and made that great metropolis his
home until 1890. In early days “Jack”
fell in love with the theatrical business,
and in 1869 went to work at McVicker’s
theatre as a call boy. After three years'
service behind the scenes he started on
the road as an actor with John Dillon
In 1874 he went into the employ of the
Adelphia theatre, where he remained
for three seasons, after which he ac.
cepted a place with Mattie Wickers dur-
At the
close of this engagement he went to
EHamlin's as manager. Since then he
has held responsible positions with dif–
ferent companies, one of which was a
tour as advance agent and manager for
the champion of champions, John L.
Sullivan. In 1890 Mr. Moynihan bid fare-
well to the theatrical life and came to
Omaha. He immediately associated
himself with his brother “Andy” in the
Saloon business, and the two opened
the magnificent place at 216 South Four-
teenth street, which has since become
famous as a theatrical and political
headquarters.
GEORGE N. HICES.
One of the representatives business
men of Omaha is George N. Hicks, the
well known real es'.ate dealer. Mr. Hicks
was born in Deerfield, N. Y., a suburb
of Utica, in 1857. After finishing his
school days at Utica, he entered the of
fice of ex-Goyernor Horatio Seymour
and was the private secretary of that
great statesman when he was first so-
licited to accept the nomination for the
presidency. Mr. Hicks came to Omaha
in 1878 at the solicitation of Dr. Miller,
who was an intimate friend of Seymour.
On coming here he went into the ſweight
department of the Union Pacific, where
he was employed as a clerk for eight
years In 1885 he started out for him—
Self in the real estate business, and from
that time to this his career has been one
of well deserved prosperity. He was
one of the originators and promoters of
the Omaha Real Estate exchange, is a
director and treasurer of the Real Es-
tate Owners' association and president
of the Midland Loan & Trust company.
His offices are now in the New York
Life building of which he is agent. Mr.
Hicks has always been among the first
to contribute and work for any enter-
prise in the city's interest, and is a man
of recognized worth and intelligence.
SYLVESTER R. RUSH .
Sylvester R. Rush is an able repre-
sentative of the rising young attorneys
of the bar of Douglas county. He came
to Omaha in 1885 from Pittsburg, Pa.,
and commenced to practice law. As an
attorney he has established a good cli-
entage and an excellent reputation, being
now one of the firm of Slabaugh &
Rush. He is a tireless worker and is
also an orator of considerable ability.
Politically Mr. Rush is a Democrat and
though not an office seeker, he has al-
ways taken an active part in politics
and his efforts have always been for the
success of his party. He was chairman
of the democratic county central com—
mittee during the las, election and man-
aged the campaign in an able and cred—
table manner,
96
News-Reporter.
Omaha Railway
THOMAS, IL, KIMBALL,
Thomas L. Kimball, president of the
Omaha Union Depot company and third
vice president of the Union Pacific
railway, has had an experience of thirty
years in active railroad work. He was
born at Buxton, Maine, October 1,
1831, and entered the railway service
August 14, 1859, with the Pennsylvania
road, serving as special contributor of
newspaper articles in the interest of that
road. He served in different official
capacities with the Peunsylvania until
1871, when he came west to the Union
Pacific, serving nine years and eight
months as general passenger and ticket
agent. On November 1, 1880, he was
appointed assistant general manager
and on August 1, 1884 entered upon the
duties of general manager, ir, which
position he remained up to September.
1887. In that month Mr. Kinball was
made assistant to the vice president and
in April, 1888, was appointed acting
general manager. In September of the
same year his title became general
manager and remained so up to No-
vember 1, 1889, when he was made third
vice president, which position he now
holds. Mr. Kimball is widely known in
the railway world, and has a reputation
which is second to none in the country.
J. A. MUNROE.
J, A. Munroe, general freight agent
of the Union Pacific railway, was born
in Bradford, Mass, August 18, 1853.
His father was an influential minister
of Bradford, and in circumstances
which placed a college education with-
in the reach of young Munroe. He
studied with fiattering success at
Andover college, and afterward entered
Dartmouth college, where it was in-
tended he should pre parc for Harvard.
The death of his father demanded a
change of plans, so that he never
entered Halvard, but shortly after the
sad event, came west to Green Bay,
Wis, where he entered the employ of
the Green Bay & Minnſ sota railway 9s
clerk successively of the passenger and
freight departments. His ability was
not long in being recognized, and he was
promoted to general freight agent of
the road, which position he resigned to
accept that of general agent of the
Chicago, St Paul, Minneapolis & Omaha.
with headquarters at Omaha. Before
he had held this office a year he Was
called to fill the position of assistant
general traffic manager of the same road
at Minneapolis and resigned this
position to 1eturn to Omaha as assistant
general ſreight agent of the Union
Pacific, December 20, 1882. He was
tendered the posi ion of first assistant
general freight agent with headquarters
at Kansas City, October 4, 1884, and in
January, 1886, was called back to Omaha
to accept the offlee of general freight
agent of the Union Pacific, which he
still holds. Mr. Munroe is recognized
as one of the ablest railroad men of
the country, and has won his eminence
by neither influence or accident, but by
efficient application to business for
which nature has admirably adapted
him.
*
J. J. DICKEY.
J. J. Dickey, general superintendent
of the Western Union Telegraph com-
pany for the district west of the Mis-
souri river with headquarters in Omaha,
has been a resident of this city since
1869. He is a son of the late Judge T.
Lyle Dickey of Illinois, and was born
at Rushville in that state, April 11,
1839. At the early age of sixteen he be-
came a school teacher in Missouri. He
taught for one winter in that state, and
the next winter he conducted a School
in Iowa. In 1857 he atti nded Bell's
Commercial college in Chicago, and for
the next three years earned a livlihood
Fo a book-keeper. He learned the art
ol telegraphy in the private office of
Judge John D. Canton in Ottawa, Ill ,”
becoming quite proficient in a very
short period. For five years he was em-
ployed as general book keeper for the
Illinois & Mississippi Telegraph com-
pany at Ottawa. When the lines of this
company were leased to the Western
TJnion, Mr. Dickey was transferred to
the office of general superintendent of the
latter company at Chicago as chief
clerk. In August, 1869, he was pro-
moted to the office of general superin
tendent of the Union Pacific lines at
Omaha. He also became superid ten-
dent of the Western Union in 1881.
During the summer (,f 1887 Mr Dickey’s
connection with the Union Pacific tele-
glaph service was severed in order that
he might devote his undivided attention
to the affairs of the Western Union,
and he was accordingly made general
western superintendent of that company
with a more extended jurisdiction. His
territory now includes Nebraska, Kan-
sas, Colorado, Wyoming, Utah, Idaho,
Montana, Arizona, New Mexico and
part of Iowa, Missouri, California and
Oregon. Mr. Dickey’s efficiency in the
telegraph service has been long dem-
onstrated, and his faithful work has
been apreciated.
Mr. Dickey also has the distinction of .
having put into operation the first tele-
phone exchange in Omaha. Through
his efforts a company was organized to
extend the system through the west,
and now owns all the exchanges in Ne:
braska, Utah, Wyoming, Idaho and
Montana. Mr. Dickey makes Omaha
bis home and is a citizen highly es—
teemed and respected.
DAVID C. DODGE.
One of the most prominent railroad
men in the United States is David C.
Dodge, general manager of the Denver
& Rio Grande Western. He was born
at Shirley, Mass., November 17, 1827,
and began his prosperous railway career
in 1853 as chainman in the engineering
corps of the Fox River Valley road in
Illinois and Wisconsin. Later he was
employed in the engineering depart
ment of the Wis onsin Central and the
Chicago, Iowa & Nebraska. In 1857 he
was made general freight and passenger
agent and paymaster of the latter road,
and in 1864 accepted the position of
general agent for the Chicago & North-
western in Nebraska and Iowa. From
1867 to 1870 he was general agent for
the same road at Denver, Colo., and
from then until 1872 was general agent
for the Kansas Pacific at the same place.
He then entered the Service Of the Den-
wer & Rio Grande, being six years traffic
manager, two years general superinten—
dent and four years general manager.
Since August, 1886 he has been general
manager of the Denver & Rio Grande
Western, and is also second vice
president of that rord. He has
also been prominently connected
with the Mexican National of
which road he was for several years
vice president and general manager.
Mr. Dodge has risen from the ranks to
one of the most important railway
positions in the country, and is a rail-
road official of remarkable ability and
enterprise.
GEORGE W. PARKER.
George W. Parker, president of the
Cairo Short Lille, has been a prominent
figure in railway circles for many years.
He was born in Springfield, Ill., August
12, 1836. Having studied law and been
admitted to practice, he entered the
railway service in 1863 as local attorney
for the St. Louis, Alton & Terre Haute
road. In 1865 he was made a director
and general counsel, in 1867 was elected
vice-president, and in 1869 was made
general manager and treasurer of the
same company. Since that time he
has been connected with the Cairo
Short I,ine in several high official
positions, now being at the head of the
road as president,
: International association,
& E. B. PARKER.
The subject of this sketch entered
the railway service as passenger repre-
sentative of the Texas Traffice associ-
ation, when said association was organ-
ized in August, 1884, with Mr. J. Waldo
as commissioner. This association be—
ing subsequently reorganized into the
and finally
forced to dissolve because of legal pro:
ceedings on the part of the state of
Texas, Mr. Parker, on the 1st of August,
1889, accepted a position on the Mis-
sourj, Kansas & Texas railway at Se-
dalia, Mo., acting in the capacity of
private secretary to the general traffic
manager. When this road was reor.
ganized in July, 1891, Mr. Parker con–
tinued in its service as assistant to the
first vice president. In November of
the same year he was placed in charge
of a branch of the passenger depart-
ment of this railway, with the title of
assistant general passenger agent, with .
office at St. Louis, Mo., which position
he still fills. Being, however, educated
to the law, having graduated from the
legal department of the University of
Texas, he has all these years hungered
to taste of the pleasures of his profes—
sion. In consequence, he will, in the
course of a few weeks, enter upon the
general practice of law at Houston
Texas, in addition to representing the
Missouri, Kansas & Texas railway in a
legal capacity at its Southern terminus.
He will be associated with the cele
brated firm of Baker, Botts, Baker &
Lovett, who stand at the head of their
profession in the state as corporation.
lawyers.
FRANCE CHANDLER.
One of the best known and most
popular men in the passenger business
is France Chandler, the efficient and
energetic general passenger and ticket
agent of the Wabash Line. Mr. Chan—
dler entered the railway service in 1854
and was subsequently several years in
the employ of the Chicago & Rock
Island and the Wandalia Line. He
was then successively general ticket
agent of the St. Louis, Kansas
City & Northern, assistant general
ticket agent of the Illinois Central,
and general ticket agent of the
Chicago, St. Louis & New Orleans rail-
way. On March 15, 1880, he was made
general passenger agent of the Missouri
Pacific, and in July, 1884, he accepted
the position of general passenger and
ticket agent of the great Wabash Line,
which he is now filling with rare excel-
lence. Mr. Chandler is
adapted for railway work and has had
an experience in the passenger business
that makes him one of the ablest officials
in that branch of the service in the
country.
FRANK P. WADE.
A veteran railroad man in the passen-
ger and ticket business is Frank P
Wade, the popular passenger and ticket
agent of the Missouri Pacific at St.
Joseph, Mo. In 1860 Mr. Wade entered
the passenger department of the Little
Miami at Cincinnati. He remained
with that company about six years,
when he went to take charge of the pas-
senger department of the Chicago &
Great Eastern under the auditor.
When the Great Eastern was consoli-
dated with the Columbus, Chicago &
Indiana Central he was transferred to
Indianapolis in the same capacity.
Later he went to Columbus with the
Pan Handle limes and then to Pittsburg.
In 1871 he returned to Indianapolis,
having been appointed general passen-
ger and ticket agent of the Indianapolis,
Peru & Chicago, with which company
he remained until 1879 when he went to
the Chicago & Alton in the capacity of
ticket and passenger agent. In 1880 he
was placcd in charge of the Grand
Union ticket office at St. Louis, and
after that was with the Big Four road,
especially
opening their city passenger and .
ticket office at St. Louis. From 1884
un'il 1890 he was district paesenger
agent of the Wabash at Indianapolis,
and during the latter year went to St.
Joe to accept the position which he
now holds win the Missouri Pacific.
Mr. Wade has an ( xperience coupled
with his ability that makes him a valu-
able official in the passenger depart-
ment, and his excellent social qualities
have brought many a patron to the com-
pany employing him. *
THOMAS F. GODFREY.
There is not a more efficient city ticket
and passenger agent in the country than
Thomas F. Godfrey, who represents the
Missouri Pacific in that capacity in
Omaha Mr. Godfrey was born in
Philadelphia, December 25, 1850. He
entered the railway service in the
Spring of 1870, as receiving and shipping
clerk for Davis & Carver, quarrymen,
who, in addition to 100 private cars, also
handled 100 cars of the Philadelphia &
Reading road, all of which were placed
in charge of Mr. Godfrey. In the fall of
the same year he was tendered a more
lucrative position with J. B. Morehead
& Co., who were also proprietors of a
large number of private cars which were
placed in Mr. Godfrey's charge during
the construction of several new fur-
naces. The following spring, being de-
Sirous of obtaining an education, he
attended the I’olytechnic College at
Philadelphia, from which institution he
graduated as a civil engineer with the
class of 75. In 1876 he entered the
service of the Pennsylvania railroad as
a train agent, which he filled until the
close of the Centennial year, when he
removed to the west, locating at Atchi-
Son, Kansas.
After two years residence in the west
he accepted a position with the Rock
Island as assistant ticket agent at Atchi-
Son. At the end of five mor;ths his
ability was recognized by the Missouri
Pacific people and he was tendered a
Similar position and an increased salary,
which he accepted. Three years later he
was made traveling passenger agent with
headquarters at that point, from where
he removed to this city. When the sep-
eration Of the Wabash and Missouri Pa-
cific occurred in 1887, Mr. Godfrey was
Selected to represent his company in this
City as passenger agent. Since coming
to Omaha Mr. Godfrey has made a host
of friends and is doing a great work for
bis company.
CHISHOLM. MCKENZIE.
Chisholm McKenzie, the efficient chief
clerk in the general passenger depart—
ment of the Union Pacific, was born at
Montreal, Canada, November 4th, 1859.
His early life was spent in Scotland.
His first railway service was with the
Canadian Pacific road, under D. Mc-
Nicoll, general passenger agent at To-
ronto. In 1883 he accepted a position
with the Chichago, Burlington &
Quincy road, under General Passenger
Agent Percival Lowell, and in 1887
came to the Union Pacific and engaged
in the geueral passenger office as a clerk.
His faithfulness and aptitude have
since advanced him to the position he
now occupies and he is considered one
of the most efficient employes in the
service of the company.
P. P. Shelby, formerly general traffic
manager of the Union Pacific at Omaha,
and of the Great Northern at St. Paul, is
now vice president and general manager
of the western lines built by the Great
Northern railway. His headquarters is
at Seattle, Washington.
Frank Griveri, for years and years a
conductor on the North end Of the Wa-
bash between Moberly and Ottumwa,
is running a ranch in Idaho, and if all
reports are true he has “struck it rich,”
as he is part owner of the recently dis-
covered diamond fields,
Holiday Number.
//w/6/77, Z30//A&p. co-cºv/.
HOOPER,
K.
S.
General Passenger and Ticket Agent of the Denver & Rio Grande Rºy,

98
Omaha Railway News-Reporter.
*
ALBERT L. NIEW.
One November day in 1856, albeit the
21st, in Hancock county, Indiana, there
came into this world a bright baby boy
who was destined to grow to manhood
to, among other things, vote for victo-
rious democratic nominees and beoome
an important factor in the political
arena of this country. This boy be
came known as Albert L. New. His
childhood and early manhood's years
were spent in his native state and
around about the home of his birth,
where he learned the true faith and be—
came imbued with the convictious that
democracy possessed the principles
formed by man and sanctioned by God
to be followed by a free and liberty low-
ing people in this land, where the right
hand of fellowship is ever extended to
welcome the people of all nations of
the earth to come, build homes and
and abide. In 1884, Mr. New went to
Evanston, Wyoming, where he was ap-
pointed receiver of the United States
land office, and upon retirement from
that position, which he filled with abil-
ity, he took up law and became identi-
fied with the coal department of the
Union Pacific railroad.
In 1892, when there novered Over the
state of Wyoming the darkest cloud
that a countmonwealth ever knew— when
armed men marched upon the homes of
the hardy settlers, in the northern coun-
ties, with the avowed purpose of com—
mitting murder and arson—of depriv-
ing the struggling families of their
heads and to lay desolate their homes—
the invaders sanctioned, aided and
aoetted by the republican party of
Wyoming, with its endless supply of
money, it became necessary for the
democracy, shattered, helpless, dis–
organized, all but hopeless, to elect
Someone with a keen foresight, an iron
will, possessed of an indomitable
eourage and proper ideas of organiza-
tion, to lift from the dust the tattered
rags of the standard of the party and
carry it to victory. Few in the party
believed the achievement possible. The
opposition scoffed at the id a of a
democratic victory in a state where
republicanism owned two senators. a
congressman and the governor, and
where it had never known defeat. The
democracy recognizing in Hon. A. L.
New, a man whom it could trust,
placed him at its head in the most
memorable state campaign ever known
to the history of the union. His in-
łuence was soon felt. Of money the
democracy had little, not enough to
pay the necessary expenses, but soon
had as thorough an organization as was
ever known. Everywhere the magnetic
touch of a leader of the people was
felt. New breath sprung from the lips
of , the shattered body. A grim
determination was everywhere visible.
Weary days and sleepless nights its
Standard bearer spent over his work,
until at last, an the eve before the
battle, Chairman New exclaimed: We
are ready | We will win!” So com-
plete had been made every detail that
he knew the morrow's sun, which, by
the way, dawned warm and comforting
would shine for the first time upon the
broken idol of the aristocracy and
upon the victorious hosts of the
people. Nothing was saved from the
wreck for the opposition. Every hope
melted like snow in the glare of a
searching noonday sun. While the
legislature was such as to make the
election of a republican senator im-
possible, by careful skirmishing, it had
not the necessary straight democratic
strength to elect a democrat, else the
gallant leader of the people would have
been today in the United States senate,
a testimony of a grateful people and a
credit to the state. Mr. New was ap-
pointed in July to the office of collector
of internal revenue for the distric,
of Wyoming and Colorado, which po-
sition he now fills with rare ability, and
in the days to come he wil be heard
from.
W. J. COAPMAN,
The subject of this sketch was born
at Wyocena, Columbia county, Wis-
consin, January 3, 1859. He was edu—
cated in the public schools of that lo–
cality, and at the age of 18 learned the
art of telegraphy. After completing
his studies he was appointed operator
for the Chicago, Milwaukee & St. Paul,
with which company he remained until
1887, having successively and success.
fully filled the position of operator,
agent and train dispatcher, five years of
which he spent in the latter position at
Milwaukee,
In February, 1887, owing to poor
health, he started for California. Find-
ing the climate of Colorado beneficial
he accepted a position as operator with
the Denver & Rio Grande. A few
weeks later he was appointed train dis-
patcher, and later train master, for the
same company. He filled , the position
of train dispatcher also on the Colorado
Midland.
In January, 1890, he went to the City
of Mexico and worked in the same ca—
pacity. He also held a trick for the
same company at San Lois, Potosi.
Owing to a return of his old ailment
—asthma, he came back to the States
and located at Green River, Wyo, as
train dispatcher for the Unión Pacific,
from which he resigned to accept his
present office.
Mr. Coapman is au efficient and popu-
lar railroader, and he takes with him to
his new position the best wishes of a
large circle of friends.
At the time of his appointment, which
was made October 21, Mr. Coapman was
secretary of Mt. Moriah Lodge, No. 6,
A. F. & A. M., member of Green River
Chapter No. 5, R. A. M. and Albert
Pike Commandery No. 4, . K. T. of
Evanston. He assisted in organizing
Overland Division No. 6, O. R. T., in
April, 1892, and was chief telegrapher
of division at the time of his appoint-
ment. He was a charter member of the
A. T. D. A., but resigned to join the
Protective Order of Dispatchers in Oc-
tober, 1892.
The Green River Advertiser under the
head, “A Worthy Appointment,” says:
“W. J. Coapman of this city has
been appointed deputy revenue col—
lector for the Colorado district, by
Collector A. L. New, The appointmeut
was made last Wednesday and comes in
the nature of a gratifying surprise to our
people.
Mr. Coapman is a well-known and
highly esteemed young man; a sterling
democrat and an active worker in the
cause, being ever ready to assist and
contribute.
In making the appointment Mr. New
has recognized a class of men who are
above the average in intellect and whose
qualifications to fit them for their pres–
ent positions, erminently qualify them
for any avocation in life, It is a meri-
torious compliment and one that will
redound to the benefit of Wyoming's
democracy as well as Mr. New’s.”
Charlie Cunningham, who was one of
the conductors who laid the track of the
Utah & Northern, is now running a pas-
senger train on the Wabash with head-
quarters at Moberly, Mo.
J. H. McCoy, for many years yard-
master at Omaha for the Burlington
and Union Tacific, is now holding a
similar position with the latter com-
pany at Ogden, Utah.
T. W. Lee, who held the position of
assistant general passenger and ticket
agent of the Union Pacific, is now en.
gaged in a Texas land enterprise.
Frank E. Tracy formerly assistant to
the president of the Ohio & Missippi
has been appointen assistant secretary
of the Baltimore & Ohio Southwestern.
PERRY E[.. BICE FORL).
It is alway a pleasure for the NEWS-
REPORTER to chronicle something good
about railroad men, and it now takes
special pride in telling of the merited
reward bestowed on one of its old-time
friends.
Perry Bickford, one of the oldest and
best engineers in the service of the
|Union Pacific company, a few days
since assumed the duties of surveyor
general of Wyoming, to which position
he was appointed by President Cleve-
land.
Mr. Bickford was born at Westfield,
New York, in 1840, where he was edu.
cated and grew to maſuhood. At the
age of eighteen he began the study of
civil engineering and was engaged in
the survey of the Lake Shore and Mich-
igan Southern. After spending three
years in that profession he decided that
a more active participation in railroad-
ing would suit him best so he secured a
position on the Erie as a fireman. Just
One year from the day he entered the
service he was promoted and from that
time until September of this year he
has run a locomotive.
He was elected to the New York leg.
islature from his county in 1868, and
served two years with credit to himself
and his constitmency.
He came west early in 1875 and ac-
Cepted a position as engineer with the
Union Pacifle at Laramie where he re-
mained until he tendered his resigna–
tion to accept the office which he is now
filling.
Mr. Bickford has always been a strong
democrat and he was one of the original
Cleveland men in Wyoming whose col-
ors will always be found on his flag—
pole. *
The appointment of Mr. Bickford is
especially pleasing to the labor organ—
izations of Wyoming for he has taken
an active part in labor matters, and is
proud of his connection with them.
He was the choice of nearly every rail-
way man in Wyoming and was actively
endorsed by Hon. A. L. New, who never
loses an opportunity to say a good word
or do a kind act for a member of the
fraternity.
The NEWS-REPORTER extends the
heartiest congratulations to Mr. Bick-
ford, and through him to the party on
the selection.
FRANK A. SECORD.
Two months ago Mr. Secord, who
for three years had been manager of the
Union Pacific telegraph office at
Cheyenne, Wyo., was elevated to the
lucrative and responsible position of
cashier of the revenue office of the
Colorado and Wyoming districts,at Den-
ver, which he so ably fills to-day. Mr.
Secord was born in 1863.
He entered the railway service as tele-
graph operator for the Burlington &
Missouri River at Dorchester, Neb., in
1881. In 1884 he resigned and accepted
a situation on the Cedar Rapids (Iowa)
Republican as reporter. A few months
later he was offered and accepted a sit
uation on the New York Herald. He
remained in that position eight months,
and was then sent South as special col-
respondent of that journal. When he
had finished his mission in the south, he
resigned from the Herald staff and
came to Omaha, where he secured em-
ployment with the Western Union, He
shortly after returned to the newspaper
field where he remained until 1857,
when he returned to Omaha and ac-
cepted a position as operator for the
Ljnion Pacific at the end of the double
track From that position he was pro-
rooted Lo the dispatcher's office, and
from that office to the headquart—
ers, under Mr. J. B. Sheldon.
February 1st, 1891, he was promoted to
managership of the Cheyenne telegraph
office, from which office he was elevated
to his present high government posi-
º
tion by A. L. New, internal revenue
collector for Colorado and Wyoming.
Mr. New is a true friend of the railway
employe, and his promotion of Mr.
Secord is especially pleasing to the Or-
ganizations of railway employes. We
extend to Mr. SF cord Our Sincere Con-
gratulations and wish him every suc-
cess in his new field. *
PERCY B. FORD .
This gentleman is the well known
and p pular manager of the Standard
Life and accident Insurance, company
of Detroit, Mich., for Nebraska and
South Dakota. Iſe was born in Bridge-
water, Somersetshire, England, and is
the son of Captain J. Ford, a very
highly respected magistrate and banker
of that town. The captain has a buil—
liant record as an army officer. Mr.
Percy B. Ford came to this country in
1888 and occupied for some time a re-
Sponsible position in the Omaha Na-
tional bank, which he resigned at the
close of 1891 to accept the position of-
fered him of manager of the Standard.
Mr. Ford is a gentleman of high attain-
ments and great abilities, and his care-
ful management has resulted in a
large increase in the business of the
Company, so that notwithstanding the
general depression, thu outlook for the
coming year is vely bright, We con-
gratulate Mr. Ford upon having made
Such a marked success of his business,
and wish him a long continuance the re-
of.
P.O BERT H. HOLMES.
The labor element are certainly en.
titled to representat' on in the city
Council, and the pal (y that refuses such
recognition will realize to its sorrow
that a poor man’s vote counts equally
with that of his rich neighbor. The late
democratic city cohvention was asked
to have a representative placed on the
Councilmanic ticket, and the delegates
centered on the subject of this sketch, the
well known president of the bricklayers'
union, who was triumphantly elect d
to fihe position. Robert H. Holmes was
born March 19, 1856, at Princeton, Ill.,
Where he grew to manbood. He finished
his education in the public schools and
learned the art of building with brick.
In 1878, just as he had attained his ma-
jority and cast his first democratic bal-
lot, he came to Omaha, where for two
years he worked at his trade. In 1880
the silver excitement carried him with
thousands of others to Tleadville, where
he found emp'oy ment and remained
three years. The year 1883 again found
him in the Gate City as a contractor
and builder and a prominent member of
the bricklayers' union. In the year 1887
the high honor of representing his union
in the national convention was conferred
upon him. The convention was held at
Washington, D. C., and on his return
Mr. Holmes was voted a capable and
successful delegate. He has filled all
the prominent offices of the union, and
has been elected several times, the last
election having occurred in July. Mr.
Holmes is a loyal union man and will
make a fil st-class representative of the
true interests of the people.
JOEIN C. DREXET,
The democratic sheriff-elect of
Douglas county, whose portrait appears
on another page, is one of Omaha's
Sterling business men, and will make a
good and efficient officer. He is a native
born democrat, and we have no doubt
of his thorough loyaltv to his party.
As democrats, we are profoundly glad
of his election, in order that the court
house may be purged of the political
accidents, who, for the past two years
have held the fort, and we have no
doubt when he assumes office on January
1, 1894, a new era of purity and honest
administration will begin,
sm--
Holiday
Number. !
99
JEFFERSON W. BED FORD.
Jeff W. Bedford, the democratic cam-
didate for mayor of Omaha at the last
election was born at Lexington, Mo.;
June 3, 1845, and is therefore forty-
eight years old He received his
education in the public Schools of that
city. About the month of October,
1862, at the age of sixteen years, he left
school and came west to hustle for
himself. He stopped at Nebraska City,
which, at that time, was a great Supply
point for freighters across the plain to
Denver and other frontier points. Not
b sing afraid of work, he hired out to
drive a six yoke oxen team, hauling
corn for the government to Denver and
Old Fort Laramie.
In the summer of 1864 agents of the
Southern Confederacy incited the In-
dians on the plains into a state of war.
To defend the homes of the frontier
people and protect emigrants and
freighters across the plains the Third
Colorado regiment of cavalry was called
for by the govelnment. Jeff W. Bed-
ford was the tenth man who responded
to that call and enlisted as a private in
company A. He was with Colonel
Schlvington in that memorable fight
with the Indians at Sand Creek, in
which the Indians were completely de-
feated and many kille 1, This was the
end of the Inuian War. Mr. Bedford
was wounded in the fight. After his
regiment was mustered out of service,
he hired out as a clerk in a government
suſler’s store at Fort Halleck, Wyo.
Young Bedford was prudent and in-
d strious, and saving his money, re-
turned home to Lexington, where he en-
gaged in mercautile pursuits. He sold
out his business to go to Rich Hull in his
state and take the position of Superin-
tendent of the coal mines at that place,
which position he held for four years.
He had as high as 1,400 men under
his employ at times. They were
composed of uative born Bohemians,
Belgians, Scotch, Cornish and Irish
miners and yet in all the time of his
superintendeney his treatment of the
men was such that a Strike never
occurred. From Rich Hill he came
to Omaha in 1881, coming in on
the first engine and caboose which
came into Omana over the Missouri
Pacific railway. He has been engaged
in the coal business since coming to this
city. Without his knowledge or
solicitation he was nominated for the
city council at large by the democrats
in 1887, and was overwhelmingly
elected, although the city, at that time,
was 500 republican. He received the
next highest vote of any candidate
on any ticket. From the above it will
be seen that Mr. Bedford started in life
as a laboring man and is in sympathy.
and touch with the laboring people.
He is, in fact, one of the common
people, not in any way aristocratic in
luis tendencies.
HENRY M. MORROW.
The brilliant young attorney, Henry
M. Morrow, whose portrait will be read-
ily recognized by all Omaha people, is
a son of the late General Henry A. Mor-
row, and was born at Niles, Mich., Oct.
29, 1864. He spent the greater portion
of his boyhood at the different army
posts, and ih 1882 entered the Univer-
sity of Michigan. After spending three
years at that great institution, he read
law in the office of Judge George W.
Hurst, at Sidney, Neb Returning to the
university he continued his studies in
the literary department. In February,
1887, he entered the law department
and was admitted to the bar while pur-
suing his studies, He graduated with
the class of 1888, and one year after re-
moved to this city. During his resi-
donce in Omaha he has made thousands
of friends by his upright and manly
ways, and without being in any sense a
Candidate, was nominated by the demo-
cratic couvention for police judge at
the last election; and we very much re.
gret his defeat, as the city is thereby
deprived of the services of a man who
would have made a just judge.
For several years he has been promi-
nently connected with the Modern
Woodmen of America. He was asso-
ciated in business for several years with
John L. Webster, and is now practising
law with headquarters in the N. Y. Life
Building.
HON. IRVING F. BADXTER.
Hon. Irving F. Baxter, the nominee
of the bar convention for county judge
at the late election, was born January
11th, 1863, in Liverpool, a suburb of
Syracuse, N. Y. After graduating from
the high school of the latter city he en-
tered the office of Senator Frank, where
he read law for four years and was ad-
mitted to practice before the supreme
court of that state in 1887. He refused
a flattering offer to become the attorney
for a large corporation in that city on
the advice of Senator Hiscock to come
west, and a few months after his admis-
sion to the bar he took up his residence
in Omaha. He became a member of
the firm of Greene, Marple & Baxter,
and on the withdrawal of Mr. Marple
Some time afterward the firm became
Greene & Baxter. Ilast March Greene
& Baxter dissolved partnership.
Mr. Baxter is a young man of bril-
liaut attainments and has taken a great
deal of interest in politics during his
six years residence in this citv, but had
never before been an aspirant for office
before the people. In 1892 he was
elected attorney for the board of educa.
tion and was unanimously re-elected to
that position last July. He is a married
man and an honored member of the
Elks. His popularity among the attor—
neys, old and young, was attested by
'the action of the bar committee which
started him on his electoral race. We
shall hear of him again.
WALTER MOISE.
A sterling young business man who
was put forward by the democratic party
for councilmanic honors last month, is
Walter Moise, the popular and well
known Virginian. Mr. Moise was born
October 25th, 1861, at Charlotterville,
Va., where after completing his studies
in the public Schools, he entered the
University of Virginia, from which in-
stitution he graduated with high honors
in 1882. The follow ling year he came to
Nebraska ahd found employment as a
traveling Salesman for a Lincoln whole—
sale firm, making his headquarters in
this city. In 1892, in company with sev-
eral others, he formed the American
Cigar and Glassware company whose
business house 1s located at 1405 Jack-
son street. Mr. Moise is a gentleman
whom to know is to honor and respect,
and while he was defeated at the last
election, We feel Sure that his youth and
energy will be better rewarded in the
near future.
JOHN LEMLY.
This well known and able business
man was born September 21, 1854, at
Rogerville, O. He was educated in the
public Schools of that city. At the age
of seventeen he engaged in the general
merchandise business for several years,
after which he went on the road as a
traveling agent for a wholesale boot
and Shoe house. He was for several
years a reliable and competent em-
ploye of the United States government.
In 1878 Mr. Lemly opened a gents’ fur-
nishing goods, cigars and tobacco es—
tablishment at 1260 South Sixteenth
street, where he is now located. Mr.
Lemly is one of the most highly re-
spected citizens of Omaha, a fact which
was amply proved by his carrying the
democratic flag to victory as council-
man last November. Even his political
Opponents say that he Will make a care—
ful, homest and able administrator,
DISTINGUISHED MERICAN INVENTORS,
Denjamin Franklin, born at Boston,
1706, died, 1790. At the age of twelve
was a printer's apprentice, fond of use—
ful reading. From twenty-seven to
forty he was engaged in the task of
teaching himself Latin, etc., and made
various useful improvements; at forty
studied electricity, in 1752 brought
electricity from the clouds by ideans of
a kite, and invented the lightning rod.
Elias Howe, the great inventor of the
modern sewing machine, was born at
Spencer, Mass., in 1819. He was a
machinist. In 1846 he patented his
Sewing machine. From that time till
1854 his priority was contested and he
suffered greatly from poverty, when
a decision Of the Courts in
bis favor brought him large
royalties, and he realized several
millions from his patent. He died in
1867,
Eli Whitney, inventor of the cotton
gin, was born at Westborough, Mass.,
1765, went to Georgia 1792 as teacher,
the next year he invented the cotton
gin, prior to which a full days work for
one person was to clean one pound of
| cotton by 'hand, one machine performs
the work of 1,000 persons. In 1800 he
founded Whitneyville and made fire
arms by the interchangeable system of
the parts. He died in 1825.
Cyrus H. McCormick, inventor of the
harvesting machine, was born at Wal–
nut Grove, Va., in 1809. In 1851 he ex
hibited his invention at the Crystal
Palace exhibition in London, with prac-
tical Success. The mowing of one acre
was one man’s work for a day. Now a
boy with a mowing machine cuts ten
acres a day. His patents made him a
millionaire.
Charles Goodyear, inventor and
patentee of the simple mixture of rub-
ter and sulphur, the basis of the present
great rubber industries of the world,
was born at New Haven, Conn., in 1800.
In 1839 by the accidental mixture of a
bit of rubber and sulphur on a red hot
stove he discovered the process of vul-
canization. The Goodyear patents have
been immediately profitable.
Thomas Blanchard was born at Sutton,
Mass., and died in 1864. He invented
the tack machine in 1806, in 1825 he
built a successful steam carriage, also a
stern wheel boat for shallow waters, now
in common use on western rivers. In
1843 he patented the lathe for turning
irregular forms, now generally used all
over the world for turning lasts, spokes,
axhandles, gun Stocks, hat blocks, tackle
blocks, etc.
John Ericsson was born in Sweden in
1803. He designed the locomotive and
competed with Stephenson of London.
He also designed the screw propeller
and mechanism for ships and tugs. In
1839 he came to the United States and
produced many important works, among
which was a design of the war ship
Princeton. He constructed heavy
Ordnance and invented the hot air en-
gine. In 1862 he built the first ironclad
monitor. He designed torpedo boats
and made Solar engine, etc. He died in
New York in 1889.
James B. Eads was the author and
constructor of the great steel bridge
Over the Mississippi at St. Louis in
1867 and the jetties below New Orl
leans in 1876. He was born in 1820.
His remarkable energy was shown in
1861, when he built and delivered com-
plete to the government, all within
sixty-five days, seven iron plated
steamers, 600 tons each, and subsequently
Other Stealmers. Some of the most
brilliant successes of the Uniou arms
were due to his extraordinary rapidity
in constructing these vessels.
Samuel F. B. Morse was the inventor
and patentee of the electric telegraph.
He was born at Charleston, Mass., in
1891. He was an artist painter. In
1832 he exhibited the first drawings of
a telegraph, and in 1835 had a half mile
wire in operation. Congress appro-
priated $30,000, and in 1844 the first
telegraph line from Washington to
Baltimore was opened. After long and
costly litigation the courts sustained
his patents, from which he realized a
large fortune. He died in 1872.
Alexander Graham Bell, inventor of
the telephone, was born in Scotland in
1847. In 1876 he produced the electric
telephone He is the author of many
valuable scientific contributions. The
telephone brought him immense wealth,
and to bis associates far more than
himself. *
Thomas Alva Edison was born in
Ohio in 1847, and began as a printers'
devil, then became telegraph operator.
In 1864 he invented the quadruplex tele-
graph. Many electrical inventions
followed, including the telephone, the
Incandescent system of lighting, the
dynamo, magnetic separator for metals,
etc. In 1875 he produced the phono-
graph. He has patented over 600 in-
ventions, bringing him great wealth.
Mr. Edison is justly regarded as the
greatest intellect of modern times.
Robe t Fulton was born at Little
Eritain, Pa., in 1765. He is best known
as the invent or of the steamboat, was
an artist painter. In 1793 he invented
the Steamboat, and from 1797 to 1801
was engaged in perfecting his invention
of the submanine torpedo. He built a
steamboat in France in 1803, and in
1807 launched the passenger boat
Clermont at New York, which steamed
to Albany. In 1812 he built steam ferry
boats, and in 1814 constructed the first
steam war vessel. He died in 1825.
FRANK J. LAN G. E.
Above is the name of the talented
young gentleman who was nom.inated
by the great democratic party for the
honorable position of treasurer of Doug-
las county at the last election. He was
born May 22, 1861, at White water, Wis.
Shortly after his birth the elder Lange
removed to Pike's Peak. Colo., taking
his family with him across the plains.
After remaining in Colorado for two
years, Mr. Lange's parents returned to
Nebraska and settled on a farm one
mile south of Gilmore station in Sarpy
county. A couple of years later Mr.
Lange Was offered a fine piece of Omaha
property for his farm Forseeing the
improvements that were bout.d to come
Mr. Lange, Sr., made the trade and se—
cured the splendid Jo s at Thirteenth
and Jackson streets that afterwards .
made him a very rich man.
The subject of this biography was ed.
ucated in the schools of this city. In
1882, when the Omaha Savings bank was
organized, Frank entered the service
of that institution as office boy; how
well he discharged the duties assigned
to him is shown by the rapid advance-
ment whicn he made. In i887, when
the Omaha Loan and Trust company
was organized by A. U. Wyman, E. W.
Nash, J. J. Brown, W. B. Millard, Guy
Barton, Thomas Lord Kimb ill, George
B. Lake and others, Mr. Lange, who
was then assistant cashier of the Omaha
Savings bank, was offered the position
of Cashier Of the new institution. Com-
ing from Such a body of financial men
the compliment paid Mr. Lange can be
truly appreciated by all. He continued
with the Omaha Loan and Trust com-
pany until July 1st, 1891, when he was
compelled to look after his own private
interests. He became a retail grocery
merchant and is still in the same busi-
mess. in the beautiful Lange block,
corner Of Thirteenth and Jackson.
Along with other prominent and worlhy
democrats, he was defeated at the polls
by the machinations of the wire pullers
and boodlers.
| OO
Omaha Railway News-Reporter.
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Popular Members
of the Order of Railway Conductors.
A. J. FELL, F. C. WEBB, L. W. V. ADNEY,
Delegate Div. 97, Roodhouse, Ill. Condºctor C. & A. Rºy Bloomington, Ill
Conductor C & A. Rºy, Bloomington, Ill
E. W. BURCII, F. F. STEVENS, S. M. DRAKE,
Conductor C. & A. Rºy, Bloomington, Ill. Conductor C. & A. Rºy, Bloomington, I l. Conductor C. & A. Rºy, Bloomington, Ill.
JACOB PATRICR, Z. T. UNDERWOOD,
Delegate Div. 210, East Radford, Va. Delegate Div. 318, Asheville, N.
C. R. MARTIN,
Delegate Div. 6, Battle Creek, Mich
C.



Holiday Number. | Ol
Popular Members of the Order of Railway Conductors.
R. R. STALLINGS, E. MUNDY, P. J. COLLINS,
Atlanta, Georgia. Delegate Div. 75, Montreal, Canada. Permanent Member, Mobile, Ala.
H. J. CH A RTER, J. A. McG ON A GLE, D. F. McPHERSON,
Delegate Div. 94, Wadsworth, Nevada. Delegate Div. 93, Sioux City, Iowa. Delegate Div. 252, Leadville, Colo.
R. MOORE, W. H. B.A.I.R.D, JAMES B. JONES,
Delegate Div. 221, North Danville, Va. Delegate Div. 217, Bennett, Pa. Delegate Div. 340, Gladstown, Mich.



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News-Reporter.
Omaha Railway
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C. W. STONE.
C. W. Stone was born at Johnson,
Ilainville county, Vt., August 11th,
1847. In 1865 he began his connection
with railroads as messenger with the
Union Line Express company, running
out of Pittsburg This he maintained
for four years, when he joined the
American Express company's office at
Crestline, Ohio, as bill cierk. At the
end of six months he drifted to the oil
regions of Pennsylvania, and in the fall
of 1869 began work as brake and bag-
gageman on the Warren & Franklin
railway out of Irvineton, Pa. When
the Oil City and Warren & Franklin
consolidated he was appointed baggage-
master and express messenger. Die re-
remaind there until 1874 and was given
passenger train on what is now knowa
as the Western New York & Pennsyl-
vania railroad, which he runs today ou
the Pittsburg division between Oil City
and Buffalo. Mr. Stone lives at Oil
City with his family. Was delegate
from division 163, Oil City, of which he
enjoys all the honor and glory of being
secretary and treasurer,
G. H. BAILEY,
G. H. Bailey was born in Clinton Co
Uhio, in 1842. He began railroad work
in 1863 as brakeman on the Baltimore
& Ohio, unning east of the Ohio river.
He only filled this position for six
laonths and was lifted up to a freight
conductorship, which he held down for
a year. Desiring to master another
branch of the service, he gave up con-
ducting and commenced filing. At this
he remained two years, then getting
placed on the right side. After run.
ning his engine for eight years he re-
verted to a freight conductor's position,
also doing extra passenger service,
where he may be found at present. His
run is from Grafton to Parkersburg, W.
Va. Mr. Bailey is married and lives
with his family at Parkersburg. He was
delegate to St. Louis and attended the
last four grand divisions as representa–
tive of his division No. 183, of
Keyser, West Virginia. Although he
has been in many wrecks he has always
escaped scot free, and consequently
considers his star a lucky one.
C. R. MARTIN.
C. R. Martin was born in Jackson
county, Michigan, on May 25, 1859, and
began a railroad career in 1877 on the
Michigan Central as brakeman o, the
run between Jackson and Michigan
City, where he spent four years of his
life. . He then received promotion to
the conductorship of a freight train
which he kept till 1887. Resigning, he
went to the Grand Trunk, running out
of Battle Creek as brakeman for six
months, when he was appointed freight
conduct or, and in the spring of 1893 he
was given a passenger train on the same
division. Mr. Martin represented di
vision 6, Battle Creek, Mich., at the
Toledo convention; was secretary and
treasurer of his division for two years
and was also a member of the grievance
and finance committees for a like period.
He is present vice chairinam of the
general grievance committee for the en-
tire system. His home and family are
at Battle Creek.
W. J. WALLA (J.E.
Conductor W. J. Wallace was the
delegate from division 50 Hartford,
Conn., and represen'ed the same
division at the St. Louis meeting. He
was born at Jamesville, Wis , December
10, 1854, and in 1869 opened his railway
future by acting as brakeman on the
New York & Harlem, now part of the
New York Central, where he stayed a
year, leaving to accept a similar position
on the old Connecticut Western, now
part of the Philadelphia & Reading and
remaining there two years. He then
transferred himself to the Housatonic
Railroad and braked there for five and
a half years, being promoted to a freight
rain as conductor for soveral months.
Mr. Wallace then joined the New Yor
& New England as yardmaster at Hart-
ford, filling this position for eight
months. We next find him at work
for the New York & New Haven as
brakeman, where after six weeks he was
made freight conductor, and in July,
1892, he got his passenger train where
he is now to be found on duty aſ all
times. Mr. Wallace lives with his
family at Hartford.
JOEIN P. LOW.
The gentleman whose name appears
above was born at HomeSdale, Pa.,
December 8, 1850, and in 1868 began
railroad work on the Delaware, Lake-
wanna & Western as brakeman out of
Kingston, and in a few months was
made coal and freight conductor. For
eighteen years he kept this position, in
1886 his long and faithful service being
rewarded by his appointment as con–
ductor of a passenger train. He is now
running mail and express from Scranton
to North Umberland, Delaware division.
Mr. Low was the delegate from
division 160, Wilkesbury, and is a past
assistant chief conductor of the same
division. He lives with his family at
Kingston, Pa. a
JAS. A. STONE.
Is a Queen & Crescent conductor.
Mr. Stone was the delegate from di-
vision 148, Chattanooga, of which di-
vision he is chief conductor. He was
born of a good old Puritan family at
Worcester, Mass., on December 19th,
1848, and at the age of sixteen joined
the Cincinnati, Hamilton & Dayton as
freight brakeman, where he worked for
three years and was then appointed
baggagemaster, a position he retained
for four months. He then got promo.
tion to freight conductor, where he was
on duty five years, till his appointment
as passenger conductor, remaining there
for six years. His health failing and a
southern climate being recommended
in 1883 he got a position as local freight
conductor on the Queen and Crescent,
where he is today. Mr. Stone is highly
esteemed for his many good qualities,
and enjoys the esteem and good will of
all with whom he comes into contact
His home and family are at Chatta-
no Oga,
J. T. MULLEN.
This gentleman hails from the Emer-
ald Isle, where he was born in County
Louth during the year 1847. He came
here with his parents at the age of five
and Settled in New York state. In 1875
he began braking on the New York Cen-
tral railroad and in 1878 was promoted
to conductor between East Syracuse and
Buffalo. In 1884 he wen: to the Beach
Creek railway as freight condutcor and
the following year was promoted to a
passenger train which he is now run-
ning. Mr. Mullen was delegate from
division 168, Jersey Shore, Pa. He was
also a delegate to St. Louis and is past
chief conductor of his division. He
lives with his family at Williamsport,
Pa.
J. D CARLTON.
J. D. Carlton was born in Stuben Co.,
New York, September 29th, 1853, and
at the age of nineteen began as brake
man on the Fallbrook railway out of
Corning, N. Y. He stuck to this for
seven years, when he got charge of a
freight train as conductor, and in Octo—
ber, 1891, was appointed passenger con
ductor and has been running as such
continually ever since. Mr. Carlton
was the delegate at the last convention
from division 176, Corniug, New York,
aud was chief conductor of same divis–
ion for about five years. He is noted
for his zeal and for the genuine hard
work he puts in on behalf of the O. R.
C. His home 2nd family are at Corn—
ing, N. Y.
C. N. KNOWLTON.
In an other column we present our
Teaders with a photograph of this much
esteemed railroader.
horn in Union county, Indiana, on
Christmas day, 1850, and as may readily
be imagined there was genuine rejoic–
ing in the household. A steady and
creditable railway caree began in 1868
by his joining the Atchison, Topeka &
Santa Fe on construction between
Topeka and state line, and in 1872, he
went to Seladia on the Missouri Pacific
as brakeman. Here he remained for
six months, joining the Missouri,
Kansas & Texas out of the same place,
Texas Central, where after a few month's
service he got a freight and passenger
continuing this work for three month.
In September 1873 he migrated to Texas
and begon braking for the Houston &
train as conductor out of Denison, run-
ning it till 1876. Mr. Knowlton then
put in two months on the Texas Pacific
as brakeman, and rejoined the M., K. &
T. out of Denison, where, after acting
as brakeman for a few months was made
conductor, working thus till 1882. Re-
igning this he made his way to Colo-
rado, where he conducted on the Den
ver & Rio Grande till September 1884
Finally he returned to Texas and took
up his old run on the M., K. & T., where
he now is. Conductor Knowlton is a
charter member of division 53, Denison,
and a permanent member of the grand
division, having attended every grand
division since 1888. Like a good son he
lives with his father and mother at
Denison, Tex.
J. B. WAN DYKE
J. B. Van Dyke was born at North
Umberland, Pa., June 11th, 1853. He
joined the Sunbury division of the
Pennsylvania railway in November,
1878, as brakeman performing the duties
of the position for two years. He was
flagman for eighteen months, and was
then appointed baggagemaster, which
position he retained for four years,
at the end of that time being made pas-
senger conductor. For seven years he
has traveled between Wilkesburg and
Pottsville, and is careful and earnest in
the discharge of his duties, enjoying
the confidence of his employers and the
esteem of his patrons. Mr. Van Dyke
was the delegate from division 187,
Sunbury, Pa., and was alternate for
same at Denver in 1889. He was secre-
tary and treasurer for two years and
has filled other offi ‘es. His home and
family are at Sunbury
E. L. JOEINSON.
E. L. Johnnsori was born at Isle La
Mott, Vt., on June 5, 1858. His first
railway appointment was in 1880, when
he joined the St. Paul, Minneapolis &
Manitoba as fireman out of St Paul,
running there a year. His next position
was that of foreman under master me-
chanic in the shops at St. Paul, where
he stayed six months. He then
entered the Service of the Iron Moun.
tain railway, Missouri division; as brake.
man remaining at this till May, 1885,
when he was promoted to freight con–
ductor between Bismarck and Foplar
Bluffs, where he now is. Mr. Johnson,
represented division 241, De Soto, Mo.,
a t the last annual meeting. He resides
at Popular Bluffs with his family.
J. T. FLAHERTY.
J. T. Flaherty was born at Baltimore,
Md., on August 3, 1852, and at the age of
Sixteen began railroad work on the main
line of the Baltimore & Ohio. He was
on a section in Virginia for three years
and went to Pennsylvania, working on
the Alleghany Valley as a section hand
and running a work train for eleven
years. He then joined the Buffalo
Rochester & Pittsburg company as
freight conductor and remained for
four years. Mr. Flaherty then wound
up a creditable railway career by put-
Mr. Knowlton was
ting in the next five and one-half years
as passenger conductor on the Bradford,
Bºrdell & Kinzua, resigning to go into
the festaurant business at Bradford, Pa.
where he is now located with his wife
and family. He was the delegate to the
last convention from his division No.
200, Bradford, and was at Rochester as
alternate. He has been assistant chief
conduc' or, also senior and junior con-
ductor of the same division.
JOHN DEVENING.
For thirty-five years John Devening
has been connected with our railway
Systems in some capacity. He was born
at Cincinnati, O., on April 16th, 1843.
and in the spring of 1858 joined the
Lafayette & Indianapolis as train boy
on the run between Lafayette and In-
dianapolis. After two years of this he
went on the old Jeffersonville & In-
dianapolis in the same capacity, and in
1861, got a position as brakeman on the
Indiana & Cincinnati, now part of the
Big Four. In March, 1863, he took up
braking on the Cincinnati, Hamilton & .
Dayton, after a year of which he was
promoted to bagga zemaster, where he
was a fixture until 1868. His next step
was to freight conductor and the fol.
lowing year was made passenger con
ductor, which position he has held for
twenty-four years, and which he is still
occupied.
Mr. Devening was the delegate from
division 107, Cincinnati, and is a past
chief conductor of game division. The
delegates wish us to make a record of
| the obligation they owe to Mr. Deven-
ing for tho special train from Cincin-
nati.
A. W. I.O.V.E. I.AND.
This gentleman was born at Brown-
helm, Lorain county, O., October 18,
1855. At the age of 20 he began railroad
work in the Service of the Lake Shore
& Michigan Southern as brakeman on
the Toledo division, where he emained
for a year, after which he joined the
Michigan Central braking for two years
out of Jackson. He then took up a
fireman’s duties for a year, and was
transferred to the Canada, Southern for
about six months. He then put in three
years' service with the Chicago &
Grand Trunk line as brakeman out of
Port Huron, and was made freight and
extra passenger conductor. Mr. Love
lan represented division 316, Port
Huron, as the del gate at the last annual
meeting. He is chief conqu :tor of this
division, and chairman of the local
grievance committee. He lives with
his family at Port Huron, Mich.
A. G. CARL'I'O N.
Division No. 233 was ably represented
by the gentleman whose nume appears
above at Toledo. He is a p 1st chief
conductor and has filled several offices
in his division, being held in the highest
esteem by all the member 3.
Mr. Carlton was born in June, 1851,
at Mount Holly, Vt., and joined the rail-
way Service in 1873, being brakeman on (ſ
the Central Vermont out of Rutland for
eight years. Removing to the Ve mont
Valley railroad he worked as brakeman
for eighteen months, and was given
Charge of a freight train out of Brat-
tleboro, which he is still running. He
lives at Brattleboro with his family.
J. DALEY.
J Daley was born in New York on
June 17, 1857, and began railway work
in 1877 as brakeman on the Chicago,
Burlington & Quincy at Beardstown, Ill.
Four years later he was promoted to
the position of freight conductor, which
he filled until 1886. In that year he ac-
Cepted a position on the EIannibal & Sr.
Joe at Brookfield, where he has been
employed continuously ever since. Mr.
Daley was the delegate from division
194, Brookfield, Mo., of which division
he is a past chief conductor.
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Holiday Number.
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ARTHUR LEWIS DAIN.
This young man; better known as the
“kid conductor,” was born at Burling-
ton, Iowa, February 21st, 1864. We
have his authority for the statement
that his parents were “poor but respect-
able,” and we trust that the former ap-
pellation will not alw vy's b > applic uble
to the son. When full of youth and ex-
pectation he began the vicissitudes of
a railroad career on the Chicago, Bur-
lington & Quincy where he was “broken .
in.” He next appe ared on the Chicago
& Ohio in West Virginia, and for the
six years he has been running out
of Denison, Tex., the last three as pas-
senger conductor. Mr. Dain was the
delegate of Division 53 of the Lone Star
state, of which division he was chief
conductor for three years. He has
never been successful in his endeavors
to enter the married state although re-
puted to be a great man among the fair
sex, we have, however, great hopes of
him yet, as he is still young. Next
year, when we have occasion to re-
write his biography, we fully exp?ct to
chronicle his appointment to the posi-
tion of president of one of the big
roads.
C. W. BRONSON.
This popular B. & M. conductor was
born at Mt. Rose, Pa., in 1863. His rall.
road work had a beginning when he
joined the Burlington & Missouri out
of Plattsmouth as flagman in 1879,
where he remaiued a year, being made
brakeman on a construction train, where
he worked nine months and proceeded
to Denver as fireman. After a year of
this he resigned on the B. & M. and
went to the Santa Fe, braking out of
Las Vegas for four months, then he
went to the C. B. & Q. at Villise , Ia,
where he put in ten months, after which
he rejoined th B. & M., working as
brakeman out of McCook, Neb. At the
end of six trionths' service he was made
freight conductor, which he ran for
four years, audin 1889 he was promoted
to a passénger train, where he is still on
deck. Mr. Bronson was the delegate
from division 95, McCook, Neb., and is
a past chief conductor, and was also on
last year's grievance committee. He
lives with his wife and family at
McCook.
E. MCCONN AUGHTY.
E. McConnaughy was born in Bridge-
port, O., in June 1863, and opened the
ball by joining the Cleveland, Loraine
& Wheeling railroad as brakeman out
of Bridgeport at the age of seventeen.
This position he maintained for four
years, and in 1884, was made freight
conductor running the same for eight
years. For serving his fellow employes
on the grievance committee he was dis-
charged, notwithstanding his twelve
years of continuous and meritorious
services for the company. He then be—
came conductor on the construction of
the Iron Range & Huron Bay railroad
in northern Michigan, in which employ
he still remains. Mr. McConnaughy
was the delegate from division 289,
Wheeling, W. Va., which he organized,
and of which he is a trustee. His home
and family are at Bridgeport, O.
L. C.L.A.Y.
Mr. Clay was born in 1858 in central
Pennsylvania, and at the age of twelve
was a water boy on the Pennsylvania
Central, a few years later being ap-
pointed brakeman. By assiduous at-
tention to duty his promotion was rapid,
and for several years he has been a
passenger conductor on the 1 un between
Harrisburg and Altoona. He was the
delegate from the Hall of Dauphin di-
vision No. 143, at the Toledo annual
meeting. * n
S. M. WAN DEREN.
This delegate from Ozark division
No. 30, Springfield, Mo., was born in
Coles county, Illinois, April 5, 1858. He
received his education at the public
schools and Lee' academy at Loxa,
Ill. At the age of nineteen he began
life as a school teacher, but was troubled
with indifferent health, and on this ac-
count traveled west, accepting an ap-
pointment on the St. Louis & San Fran-
cisco railroad as brakeman. He kept this
post for four years and was made
freight conductor. For the last four
years he has been running as extra
passenger conductor. Mr. Van Deren
is a prominent Knight of Pythias, also a
Knight Templar. He lives with his
family at Springfleld, Mo.
ORANGE SACKETT,
The above named gentleman is well
known as chief clerk and cashier in the
general office of the Order of Railway
Conductors. He joined the Erie rail—
way company in 1872 as car checker,
and a few months later was made brake-
man on a local freight train, . On the
Dansville branch. The following year
he was appointed extra conductor, and
three years later was assigned a regular
freight train. He remained in the
service of the Erie railway as freight
and passenger conductor until 1886,
when he, got leave of absence and
studied stenography; thus qualifying
himself to accept a position in the
general office of the Order of Railway
Conductors, and for two years acted as
stenographer, being then appointed
chief clerk and cashier for the order.
Mr. Sackett gives entire satisfaction in
the performance of his duties, and has
the confidence of the Officials Of the
Order.
FRANK C. W.E.B.B.
The esteemed subject of this notice
was born on a farm in Jefferson county
Ransas, December 13, 1860. He learned
telegraphy and entered service as
operator and brakeman on the Atchison
Topeka & Santa Fe in 1880, running
between Raton and Las Vegas, N. M.
After two years service in this employ,
having filled the positions of brakeman
baggageman and conductor, he resigned
and engaged with the Burlington &
Missouri in Nebraska, as conductor
until 1887. He then transferred to the
Missouri Pacific as conductor, and for
two years occupied the position of
trainmaster for the Kansas & Colorado
division. In May 1892 h ’ joined the
Chicago & Algon as passenger Con-
dúctor, where he is now employed on
the run between Kansas City and
Roodhouse, Ill.
S. H. EIUSSEY.
S. H. Hussey was born at Biddeford
Pool, Me., on January 21, 1853, and at
the age of eighteen got his first railway
position as passenger brakeman on the
Indianapolis, Cincinnati & Lafayette,
now part of the Big Four, which he re-
tained about four years. He then re-
moved to Elkhorn, Ind... and entered the
service of the Lake Shore & Michigan
Southwestern as freight brakeman,
where he remained till 1879, and was
made freight conductor. He ran this
for seven years and was promoted to a
passenger train on the run from Toledo
to Chicago, where he now is. Mr.
Hussey is a member of division 1,
Chicago, and lives in Toledo.
LEWIS W. WADNEY.
This well known Chicago & Alton
conductor was born in Albany, N. Y.,
in 1846, and in 1864 entered the service
of the New York Central & Hudson
|Biver railroad as brakeman. In 1867 he
received promotion to conductor on the
Same line, where he ran until 1878. At
this time getting an attack of the
“western fever,” he entered the service
of the Union Pacific on the Kaw Valley
division and remained there until 1888,
when he resigned to join the Chicago &
Alton as passenger conductor, where he
is now running between Kansas City
and Roodhouse, Ill.
SAM STEWART.
This typical American was born on a
farm in Lawrence county Indiana, and
at the age of seventeen ran away from
home, determined to strike out a line
for himself. He crossed the plains on
the old Santa Fe trail and was occupied
herding cattle and with surveying
parties until 1874 when he entered the
service of the Ohio & Mississippi rail-
way as brakeman, working at this for
two years, In 1876 he was yardmaster
at East St. Louis, remaining there for
five years, when he went to Pueblo,
Colo., and was appointed yard master
for the Denver & Rio Grande ; a year
later he was yardmaster at Denver Colo.,
and the following year was conductor
for the Colorado Midland road. Re-
Signing this he put in four years as
general yardmaster and passenger Con-
ductor at Tacoma and Portland, Ore.
At present he is with the Northern
Pacific Terminal company as yard and
depot master and is chief conductor
of division 91, Portland, Ore., which he
represented as delegate at the annual
meeting at Toledo. Mr. Stewart has
been a great traveler, and has very
decided opinions on most subjects; for
instance, he says that any man, whether
democrat or republican, who opposes
the Nicaragua canal scheme should not
be permitted to cumber this earth with
his presence. He is manager of the
Western Automatic Car Coupling
Company.
ALBERT J. FELL.
Mr. Fell was born and spent his early
years on a farm in western Pennsylva-
nia. From 1869 to 1873 he was em-
ployed as telegraph operator on the N.
Y., P. & O., the B. & M., the A. T. & S.
F. and the U. P. railroads, occupying
the position of train operator and
brakeman, and in the winter of 1873,
while on the western division of the
Santa Fe, was promoted to freight con-
ductor. This he resigned in 1875 and
went to Texas, accepting employment
on the Texas Pacific as freight and
passenger conductor. For two years he
reimained at this and in 1877 went east
to engage in the lumber business. Two
years later he again entered train serv-
ice as freight conductor keeping this
position for four years when he joined
the Chicago & Alton, where he is now
employed.
B. W. BURCH.
Chicago & Alton Conductor Burch
commenced work on the C. & I. J. road
in 1869 and remained in the service of
this company as brakeman and baggage-
man until 1872 when he joined the
Missouri Pac.fic as baggageman. He
continued at this for three months and
then went on a freight train as brake-
man, being shortly after promoted to
conductor, a position he held for six
years. In 1878 he joined the Wabash
in a similar capacity between St Louis
and Decatur and within a year was pro-
moted to be passenger conductor. Mr.
Burch ran this train successfully for six
years, when he resigned to accept a
position on the Chicago & Alton, where
he is still employed.
S. M. DRAKE.
S. M. Drake was born in Landinsville,
O., July 13, 1853, and entered the service
of the Chicago & Alton as brakeman
between Louisiana and Mexico, Mo., in
1872. In 1876 he was promoted to the
position of conductor on the same line
He is now running a passenger train
between Kansas City and Roodhouse,
Ill. Mr. Drake's record of twenty-one
years service in the same employ is a
clean and creditable one.
F. F. STEVENS.
F. F. Stevens was born August 1842,
at Monro, N. Y., and in 1863 was ap-
pointed brakeman on the Delaware,
Lakawanna & Western, running out of
Scranton for about three years. He
was then placed in charge of a coal train
till 1877, when he became a pissenger
conductor. In 1881 he went to the
Buffalo division for a year, and then re-
turned to the main line out of Scranton,
where he now is. Mr. Stevens was the
delegate from division 12, Scranton, Pa.,
of which he is chief conductor. He also
represented the same division at Omaha
in 1877. His home and family are at
Dunmore. near Scranton.
. F. F. STEVENS,
F. F. Stevens was born in Chicago,
Ill., April 1, 1856, and entered the ser–
vice of the Chicago & Alton railroad as
fireman in 1874. He was promotet-to-
an engineer in 1877. After running an
engine for a number of years decided to
make a change from the head end to
the lear end of the train, and in con-
sideration of good service given on his
engine, was promoted to a passenger
train, and is now running between
Kansas City, and Roodhouse, Ill. Mr.
Stevens has consequently served nearly
twenty years in his first employ.
O. P. BRAY.
This gentleman is a native of the
Emerald Isle, having been born in County
Kerry, Ireland, in 1860. He began rail—
road work in this country by serving as
brakeman on the Wandalia out of Terre
Haute for three years. He was then
given a freight train, and has r ºn 1 he
same continually since, his jouruey be-
ing from Terre Haute to East St. Louis.
Mr. Bray was the delegate to Toledo
from division 327, Effingham, Il., and
attended the St. Louis meeting as a
visitor. His home and family are at
Effingham,
MASTER CLARENCE E. LONG.
THE EIOOSIER BOY RIFLE SHOT.
A great feature of the entertainment
of the delegates at Toledo was an ex-
hibition of rifle shooting by this little
fellow, aged ten years, son of Delegate
J. E. Long, of diyision 302, Lafayette,
Ind. He is certainly a wonder. His
performances included such things as
shooting small discs an inch in diameter
frºm his father's fingers, snuffing the
ashes from the cigar which ...is father
was Smoking, and cutting several visit—
ing cards held, edgewise. He also per-
formed many wonderful feats in several
positions. Such as standing on his head
etc. The gun he uses is a Colt lightning
magazine rifle, made expressly for him
by a Hartford, Conr., firm. If he con–
tinues in practice he will certainly be a
wonderful shot.
PRESENT LOCATION OF OLD
—A-IN D–
Well KnOWn Railroaders,
*===º sº:
John D. Hunter, formerly master me-
chanic of the Omaha and St. Louis, is
now with the Union Pacific at Chey-
€In 16°.
H. B. Gibney for many years a train
dispatcher at Omaha for the Union Pa-
cific is now with the Rock Island at
Des Moines.
Frank Gault, for several years gen-
eral manager of the Omaha and St.
Louis is now located in Chicago in the
Commission business. -
G. W. Cushing, formerly master me.
chanic of the Union Pacific at Omaha.
is now filling a similar position on the
Queen & Crescent.
O. P. McCarty, for several years gen-
earl ticket agent of the Union Pacifle, is
now general passenger agent of the
Baltimore and Ohio Southwestern sys-
tem, with headquarters at St. Louis.
Dennis McGraw, for many years an
engineer on the Missouri, Kansas &
Texas, and Wabash and who was later
traveling engineer for the Denver &
IRio Grande, is now with the Rio Grande
Western at Salt Lake.
| O4. Omaha Railway News-Reporter.
Popular Members of the Order of Railway Conductors
E. D. WOODMANSEE, FRED PALMER,
Delegate Div. 128, Cheyenne, Wyo. Conductor U. P. Rºy, Grand Island, Neb.
ED. FORSYTHE, A. L. KORNER,
Conductor U. P. Rºy, Omaha. Conductor U. P. Rºy, Salt Lake City.
BEN GEIST, E. H. LEE,
Conductor St. L. & S. F. Rºy, St. Louis, Delegate Div. 209, Pocatello, Idaho.
|
IRA. S. MALLORY,
Conductor U. P. Ry, Omaha.
L. H. WOODMANSEE,
Conductor U. P. Rºy, Cheyenne, Wyo.
W. R. H.A.RDING,
Conductor U. P. Ry, Omaha.









Holiday Number. | O5
Popular Members of the Order of Railway Conductors.
- -
- -
-
CONDUCTOR HART, RUBE ACKERT, JOSEPH FLORY,
Wabash Railroad, Detroit, Mich. Conductor Wabash Rºd, Moberly, Mo. Conductor Wabash Rºd, St. Louis.
CONDUCTOR RICHARDSON, ANDY DURFIELD, CHARLES CHURCH,
Wabash Railroad, Detroit, Michigan. Conductor Wabash Rºd, St. Louis. Conductor Wabash Rºd, St. Louis.
M. D. FALKNER, H. H. BREW ER, HARVEY SMITH,
Delegate Div. 322, Covington, Ky. Delegate Div. 49, Moberly, Mo, Conductor M., K. & T. Rºy, Sedalia, Mo.





| O6
News-Reporter.
Ormaha Railway
ºrrº aress Mitcºx.m. tour-.
A continuous Journey of More
Timan ro, ooo Miles by Rai1.
The tour of ten thousand miles and
more through three countries, where
the tourist did not leave the cars, or
station platforms from departure to the
objective point of the journºy, and
thence to the ending of it, yet traveled
as the every-day passenger does, in the
regular cars of the every-day service,
has shown in actuality the perfected
car service and union depot accom-
modations that even the average passen-
ger agent had only read about, and
possibly doubted the existence of, until
it has been proven to him—and of
which the general traveler, American
or foreigner, had not the slightest idea.
The glory of it is Bess Mitchell's, the
story of it, in ten thousand papers and
periodicals gatherad some inaccuracies
as it flashed over the wires or came from
the reportorial pencil. The truth of
it had but the interest of the traveler
and the railways for an objec.. and nºw
well it has been accomplished the story
tells.
During a discussion among a party of
railway officials, distinguished
passenger circles, as to the superiority
of the regular passenger service of
American railways, and their excellent
union depot accomodations, a boºst w is
made by one, and doubted by some of
the others. But all were interested to
know if trains did run on such schedules,
over such a distance, and if connections
were so closely made that a traveller
departing on any train, on any day
could travel 10,000 miles and need not
go from under roof or step upon the
ground.
A trial trip was decided upon, and
that a lady should make it, was taken
up on a unanimous consent and under
the assurance that it was not to be a
test of endurance, a race, a record
against time, or in any one particular
interest, Miss Bess Mitchell of Chicago
was chosen, and the wisdom ºf the
choice has been attººsted by the success.
ful completion of the tour, ahead of
time, and the most complimentary
record made in the reports of all the
prominent daily papers in every city
along the line of her tour.
Miss Mitchell is a business woman
and one, whom the American, Mexican
and Canadian reporter, with singular
unanimity, writes down as able to take
care of herself, not unfamiliar with
the passenger service and enjoying an
extended acquaintance among the
officials of that department in trans-
portation circles, she is regarded as in
the foremost rank of business capacity.
She comes from one of the best families
of the Nºrthwest and numbers among
her near relatives some senators, Uni ed
States court judges and others of high
degree, but she has not relied on great
names for her progress in life, long
ago she decided to make her own way
in the world, and how well she has
succeeded is shown in her responsible
position and confidence bestowed in
work of moment and importance.
Bright, witty, vivacious, quick of
repartee, of attractive face and figure.
full of grace, she is a favorite in social
as well as official life, and her best
friends are those that know her best.
On March 22, 1893, at 10:30 p. m. , in
the station of the Chicago & North-
western railway, Miss Bess Mitchell
started upon her tour of 10,000 miles
under the conditions imposed. She
went unattended and alone, leaving
behind friends and well wishers that
had come with floral tokens to bid her
good speed and safe return.
The next day brought the tourist to
Omaha where she was met by officials
of the Union Pacific and representatives
of the press who accompanied her
across the state of Nebraska. The
second and third days were spent on
the Union Pacific lines to and across
the Rockies, and the morning of the
fourth day out she came to Portland.
The courteous attention that conn-
menced with the journey continued
with her everywhere.
The change of cars was made in
the union depot at Portland and the
journey southward over the Shasta
Route was completed at San Francisco
on the morning of the sixth day where
the second change of cars was made.
The Californians surpassed themselves
and made a perfect bower of roses of
the section reserved for Miss Mitchell.
The ride over the Southern Pacific was
a further continuance of kindly
and back to Colonia the station of the
Mexican National railway where dinner
was served in one of the tourist cars of
that company.
The journey northward was com-
menced on the afternoon of the eleventh
day and on the morning of the thir-
teenth day Bess Mitchell crossed the
border to her native land and changed
cars the fifth time at Laredo, Texas, to
the Pullman cars of the International &
Great Northern railway.
Texas hospitality attended the ride
through the state, which was made in
a hurry. The fourteenth day was com—
menced on the Texas and Pacific rail-
road and the arrival at Texarkana
found the mayor and the town to meet
the New York Central did all to make
the short stay in the city a pleasant one.
|Arrival at the Grand Central depot
was made at 8:50 p. m., although the
train left Buffalo forty-five minutes late.
Orders had been given to go to New
York on time and the orders were
obeyed. The eighth change of cars was
at New York.
From New York to Boston over the
New York, New Haven & Hartford
and Boston & Albany roads was a quick
run, and the morning of the seventeenth
day the lady took breakfast in the
Boston & Albany station, made the
ninth change of cars and in the after-
noon was flying through the Berkshire
hills and the Mohawk Valley homeward
courtesies that only res ed when she
left the line at El Paso, on the afternoon
of the eighth day.
The third change of cars was made
at El Paso and the ninth and tenth
days spent on the Mexican Central
railway, the arrival at the City of
Mexico on Easter Sunday, the eleventh
day out was signalized by an ovation
of feasts and flowers, after breakfast in
the private car of the Central's general
manager, the drive was made to La
Viga, the Cathedral, the flower market,
the Alameda and through the Paseo de
la Reforma to the top of the Hill of
Chapultepec the southern point of travel,
MISS BESS
MITCHELL,
The Ten-Thousand Mile Heroine,
her, and an official of the Iron Mountain
route to escort the traveler. Here the
sixth change was made for St. Louis,
where the seventh was made on time,
and connection with the great Wabash
secured, the fifteenth day found schedule
made up to Detroit, Michigan.
The Michigan Central's official con-
tinued the courtesies and floral offer–
ings that had commenced in the west
and Miss Mitchell went to New York
ou the sixteenth day with a car load of
flowers.
New York was enthusiastic, every
paper had a representative on the
reception committee, and the officials of
- 3. *** |
--
bound, changed cars the tenth and last
time at Detroit and at 5:00 p. m., on
the eighteenth day at the passenger
station of the Michigan Central railroad,
Bess Mitchell completed on April 9,
under all the conditions imposed her
great tour of ten thousand miles eigh-
teen hours ahead of the time calculated
upon, had traveled through twenty
states, three different countries; and
between two Sundays had been in the
City of Mexico, San Antonio, St. Louis,
Toledo, Detroit, Buffalo, New York,
Boston and Chicago and until she
reached the door of her own home she
put not her foot upon the ground.



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| O8
Omaha Railway News-Reporter.
*– - :* 2-º-º-º:
- *__3;&_- rºs - sº * * • * ** **
J. A. MATOTT.
. The subject of these few lines was
born at Valparaiso, Ind., on March 7th,
1855, and began railway operations at
the age of sixteen, in the service of
the Pittsburg, Fort Wayne & Chicago
Company in the bridge department,
then a year later began duties as brake-
man in the same employ, after eighteen
months of this work he was promoted
to freight conductor where he remained
for six years and was transferred to the
Conductorship of the work train in
maintenance of way on the same road.
In February 1884 Mr. Matott resigned
to accept a position on the Oregon
Navigation railway running out of
Portland. After eight months he
entered the service of the U.ah &
Northern railway as freight conductor
Out of Butte, Mont. Two years later
he was transferred to way maintenance
department as road master during the
important operation of widening the
guage of that road, and la'er was
tin, ber inspector for the Union Pacific
in Oregon. In 1888 he resigned to
accept a position as conductor in the
construction department of the Northern
Pac.fic out of Gueney, Wash. Here
he remained only three months and be-
came freight conductor on the Oregon
division of the Union Pacific, Serving
for a year, when he got a passenger
train, this he kept warm for six months
and was transferred to the maintenance
of way as division road master.
Shortly after this Mr. Matott met with
an accident and received injuries which
necessi' ated his transfer back to the
position of freight coil (lucLOr running
out of La Grande, Ore., where he is
now. Ple is a great man among Secret
Sucie Lies and has for seventeen years
been an active and euthusiastic un ember
of the O. R. C. Was delegate from
division 305 Lºu Grande, Ore , to Toledo
and is secretary and the surer of the
division.
COMMODO RE W. P. SHEEEIAN.
Our friend the Commodore was born
a 5 Ashland county, Perrysville, Ohio, on
Christmas day, 1848. History records
that he was a very beautiful and wel–
come Christmas present. He entered
the railway service as water boy at
Crestiline, Ohio, on the Pittsburg, Fort
Wayne & Chicago railroad in 1862. The
following year he began the duties of
brakeman for l’ast Grand Chief Con-
Čuctor A. G - Black. From 1865 to 1870
he was locomotive fireman, being then
promoted in 1871 to the right side. In
1876 he resigned to engage in mercantile
pursuits at Fort Wayne, Ind , which oc-
cupied his attention for three years,
and in 1879 he resumed railroading by
joining the Wabash at Fort Wayne as
brakeman, and in 1881 was made con–
ductor and has been in that position
continuously since, running out of
Splingfield, III. He belongs to di-
vision 200, Springfield, Ill., and is a
permanent member of the grand di-
vision.
D. S. M AIIA R.G.
This gentleman is a n tive of Ontario,
Canada, having been born in 1867. In
1885, being then eighteen, he began
braking on the Canadian Pacific rail.
road out of Toron’ o He served the
company faithfully in this position for
three years and was appointed freight
conductor. In April of this year his
efficient service gained for him his
passenger train on the same line where
he may now be found. He is a great
favorite with everybody and is a zealous
and capable worker for the order. He
was delegate from division 345, West
Toronto, Canada, and present chief
Conduct Or. e
Z. T. UNDERWOOD.
The checkered career of this Veteran
railroader began as most of our lives
do with his birth on December 5, 1848
at Greenville, Dark county, Ohio. A
the age of nineteen he started and has
been going ever since. His first position
was that of brakeman on the Spring-
field, Jackson & Pomeroy railroad,
where he held on for five years
and was made conductor. A year later
1873, he went to Colorado with the
engineering crew on the Denver & Rio
Grande and the following year was
placed in charge of a freight train,
between I,eadville and Canon City. A
year later he went east and was em-
ployed, in the construction department
of the Pittsburg, Cleveland & Toledo.
This being completed he was made
passenger conductor between Newcastle
Junction, Pa., and Akron, Ohio. He
was then conductor successively on the
Chesapeake & Ohio, East Tennessee,
Virginia & G orgia out of Atlanta
putting in another three years of his
varied life and then ran out of Birming-
ham for the Georgia Pacific for some
time, Tiring somewhat of this and,
like Alexander, thinking there might
be “other worlds to conquer” he went
to South America and ran a passenger
train on the Panama railroad. In this
locality the average life of a white man
is only about six monºhs but American
stamina was equal to the occasion. A
little later Mr. Underwood was to be
found acting as roadmaster and con–
struction superintendent on the Mexican
National where he put in a considerable
time. He is now to be seen on the
Richmond & Danville traveling out of
Ashville, and thinks it about time he
Sobered down SOſmewhat. He is
na urally full of good stories about his
experiences which as the reader may
imagine have been many and varied
Mr Underwood thinks he knows a wbite
man when he sees one. He is a delegate
from division 318, Ashville, N. C.
J. E. ARCHER.
This genial and popular gentleman
was born in Walker county, Texas,
November 8, 1850. His railroad career
began in 1878 on the International &
Great Northeru as brakeman, and after
serving for one year was placed in the
baggage car. In 1881 he went to the
Louisiana Western, now part of the
Missouri Pacific system, as freight
conductor between Orange, Texas, and
Lafayette, ſ.a. In 1884 he was general
yardmaster at Beaumont, Texas, and
later was in charge of a mixed train
on the same system. In 1878 he was
made co, ductor of the main line
passenger run between Houston, Texas,
and Lafayette Texas, and has occupied
this position continuously since. Mr.
Archer has always been successful in
giving satisfaction to patrons and em-
ployes. He lives at Houston, Texas,
with his family. He was delegate
of division 7, Houston, to St. Louis,
Rochester and Toledo and as four
years chief conductor of his division,
last year being vice chairman of general
grievance committee.
T. A., BROWN.
T. A. Brown was born in Armstrong
county, Pa., in 1851. His railroad ex-
perience had a beginning in 1869, when
he secured an appointment on the Ma-
rietta & Cincinnati railway now part of
the Baltimore & Ohio system as brake—
man, remaining there for two years,
when he was promoted to the con-
ductorship of a freight train and ran it
for three years, being them placed in
charge of construction work, which oc-
cupied one year. He was then ap-
pointed freight conductor again, run-
ning that until seven years ago, when
he was placed in charge of a passenger
train, thus showing a creditable record
of twenty-three years on 1 he same
line.
Mr. Brown was a delegate from di-
vision 181, Chillicothe, O., and was also
a delegate to Rochester. He has been
chairman of the local grievance com-
mittee for five years. He lives with
his family in Cincinnati.
g F. D. HARTEL.
This estimable young man was born
in Waukeshau, Wis., in 1858, and began
braking on the Chicago, Milwaukee &
St. Paul out of Milwaukee, remaining
there about a year and removing to the
Iron Mountain railway, acting in the
same capacity out of St. Louis. This
he did for two years and then got a
freight train as conductor, which he
kept for eighteen months, when he re.
signed to go into the hardware busi
ness in Waukeshau, Wis. He was get-
ting along nicely in his new capacity
when the store was burned and he re-
turned to his first love, going to Texas
on the Cotton Belt route, 1 unning a
passenger train from Texarkana to Me-
Gregor, Tex. He remained at this for
nearly two years, then accepted an ap
pointment on the Gulf, Colorado &
Santa Fe line as freight and passenger
conductor; this occupied another two
years, when he returned to the Iron
Mountain out of St. Louis as freight
conductor in 1886, where he still re.
mains.
vision 3, St. Louis, and was a de'egate
to the convention held in that city last
year, where he was elected grand junior
conductor. He is chairman of the lo–
cal and member of the grand grievance
committee. His home and family are
in St. Louis.
R. T. HEDIRICK.
No conductor on the Pacific coast is
more widely known or better liked than
R. T. Hedrick. Among railway men the
is respected and popular, and the gen-
eral public like him. He was born at
Eaton, Ohio, December 28, 1848. In
1868 he entered the service of the Cen-
tral Pacific as brakeman, working his
way in a short time to conductor, since
then he has been conductor on most of
the different roads in California, Neva-
da and Oregon, and at present he is a
passenger conductor on the Southern
Pacific out of Portland, Oregon. While
steadfastly attending to the interests
of his employers, Mr. Hedrick has al-
ways kept before him the interest of
the O. R. C. and railway employes gen—
erally. In 1884 he was elected Chief
Conductor of the Mount Hood division
No. 91, and has been one of the most
active members of the order ever since.
In 1891 he was chairman of the local
grievance committee for the Southern
Pacific system, which position he now
fills. He was elected delegate to the
grand division in 1891 and 1893.
J. EI. TO WINE.
This well known and popular Missouri
Pacific conductor was ushered into this
world of care at Montpelier, Vt., on
February 4, 1845. He commenced rail-
roading in 1866 on the Montreal &
Plattsburg as brakeman The following
year he was promoted to baggageman
and in 1868 his intelegence and skill had
secured for him a position as conductor
on the Whitehall & Plattsburg, now
part of the Delaware & Hudson Canal
company. This he occupied with credit,
to himself and satisfaction to his em—
ployors until 1880, when he joined the
Rock Island, remaining in that service
for six years, when he accepted an
appointment with the Missouri Pacific.
Mr. Towne is on the road between
Coffeyville and Larred and enjoys the
confidence and esteem Of all who come
into contact with him. He lives with
his family at Conway Spriugs, Kans.,
and is a much respected member of
division 245. He is also past chief con-
ductor of divisions 28 and 245 and a
permanent member of the grand
division.
M. A. WALSH.
The above Northern Pacific con–
ductor was born at Bénnington, Vt., in
1858. At the age of twenty he was em-
ployed on the construction of the
Janadian Pacific for one year, and then
joined the same department of the
Mr. Hartel is a member of di-,
Northern Pacific west of the Missouri
river, putting in several months. He
then had a year's cessation from railway
work, but in August, 1880, entered ser-
vice in the car repairing depurtment on
the Northern Pacific at Fargo, N. D
Here he remained till 1883, and was
placed in charge of the work train on
Dakota division of the Northern Pa–
c.fic. After periorming these duties
for a year, he ran a freight train for
three years, and was appointed as pil S-
senger conductor out of Fargo West,
where he now is. He was a delegate
from division No. 72, Fargo, to the last
convention, and was also a delegate to
Toronto in 1888. Mr. Walsh has for
four years been secretary and tre surer
of his division. His home is with his
family at Fargo.
W. N. C. AMP BELL.
The gentleman whose name appears
above, was born in the year 1856 at
Marietta, Cobb county, Ga. Twenty
years later he began railroad work as a
brakeman on the Louisiana division of
1]he Illinois Central, at that time the
N. J. & C. His services being ap-
preciated by the company he was ap-
pointed yardmas!er at Jackson, Miss.,
in 1880, and the following year became
freight conductor. Mr. Campbell is a
sticker and remained in this position
till 1891, when he was made extra pas–
senger conductor, which he now is. His
record of seventeen years in the same
service is a good one. Hiſ home is at
New Orleans, La.,and he was the delegate
of division 108 of that city.
W. G. C.R.A.B.B.E.
Mr. Crabbe was born at Aledo, Ill.,
on February 9, 1861, and is therefore
today a smart young man of thirty-two.
He began his railway career at the age
of eighteen as a brakeman out of Gales-
burg on the Chicago, Burlington &
Quincy, where after a few months he
earned promotion to conductor, this
position he filled satisfactorily until
1886 when he went to Huntington, W.
Va., to fulfil an engagement on the
Chesapeake & Ohio. The next year he
proceeded to Kansas City to j, in the
Kansas Pacific as passenger conductor.
Later he transferred to the Chicago &
West Michigan out of Grand Rapids,
where he is still to be found attending -
to his duties.
He lives at Grand Rapids and was a
visiting member from division 102.
J. J. BRESNA HAN.
J. J. Bresnahan was born January 15,
1857, at Cincinnati, O., where he spent
his early youth. After graduating at
Antioch college and filling various com-
mercial positions he entered the railway
service as brakeman on the Little Miami
railway, having successively become
conductor and yardmaster. In 1882 he
resigned to travel westward, and for
ten years was connected with the Union
Pacific as general yardnaster, conductor
and trainmaster, until forced to resign
on account of ill health, very much to
the regret of a large number of close
friends. Mr. Bresnahan is now engaged
in mercantile business in Denver, having
joined the army of the “[nights of the
Grip.”
J. B. JONES.
This gentleman was born at Pine
Grove, Pa., on April 5, 1859, and at the
age of 21 entered the railway business
in the employ of the Carada Southern
as brakeman and baggageman. He
continued with this company until
1887, when he went to the construction
department of the Soo Line. On Decem-
ber 31, 1887, he look the first train over
the International bri 'ge into Canada.
He ran a freight train as conductor on
all the districts of that line until 1891,
when he was made extra passenger con-
ductor, a position which he still fills
with skill and faithfulness. Mr. Jones
was a delegate to Toledo from division
340, of which he is a valued member.
Holiday Number.
1 O9
- W. R. MooREY.
The prominent railroader whose name
appears above first saw the light on
July 11th, 1856, at Lowell Mass. At the
age of eighteen, after spending two
years in an office, he enlisted in the U.
S. army where he served his country for
a further two years. He ilhen joined
the Oregon Steam Railway and Naviga-
tion Co as freight clerk, remaining there
one year. Returning home he took a
commercial college course to flt him
more completely for the battle of life.
and in 1876 entered the sirvi e of the
Old Boston & Lowell railroad, now part
of the Boston & Maine system, as pas-
senger brakeman, there he remained un-
til 1889, when he was promoted to be
passenger conductor running between
Salt m and Boston, via Lowell, until 1885
when he was transferred to the run be—
tween Nashua and Boston, and in Janu
ary, 1883, he was promoted to the train
mastel ship of the Boston and Concord diº
vision of the Boston & Maine system,
which position he now holds. Mr
Mooney is a charter member of division
157, Boston, and was a delegate to Roch-
ester, St. Louis and Toledo, is a member
of the Board of Trustees, Past Chief
Conductor and secretarv and treasurer
of his division for the past five years
and nominated the Grand Chief Con
ductor at Toledo,
J. D. HOLDER.
This estimable young man was born
on April 28th, 1860, at Gullutin, Tenn.,
and in 1880 entered the service of the
Atchison, Topeka & Santa Fe. He re-
mained with this company in various
e i pacities for six years, always per-
for ming his duties satisfactorily, and in
1886, much to the regret of friends and
fellow employes, he left, the service to
er gage in mercantile nursuits. His
mind, however, continually ran on rail-
rt ad matters, and two years later he ac-
cepted an appointment with the Chi-
cago. Rock Island & Pacifi , where he
is still to be found, always at his post as
through freight conductor between
|Fairbury and Phillipsburg, Kas. This
is a matter of choice with Mr. Holder,
as he prefers this run and declines any
promotion which intel feres with it.
He was a delegate from division 343,
Blue Valley and Fairbury.
H. J. STANLEY.
H. J. Stanley first became a denizen
of this planet at Homesdale, Pa., on
Jnne 10, 1857, and after the usual boy–
hood vicis situdes, began railroad work
at the age of sixteen as a brakeman in
the service of the Delaware, Lackawan-
na & Western railroad, remaining in
Various positions until 1880, when he
was made passenger conductor on the
New York Central traveling out of
East (ºn, Pa.
On account of poor health he resigned
in 1890 with the idea of removing to
the salubrious climate of Colorado.
where in May of that year he enfered
the employ of the Atchison, Topeka &
Santa Fe at the beautiful city of Col—
orado Splings, where he is still to be
found doing his duty like a true Amer–
ichn. No man any where around is more
esteemed for genuine good nature than
II. J. Stanley. He is chai man of the
general grievance committee of the
Santa Fe system for 1882 3, is a member
of division 244, Colorado Springs, and
was a delegate to St. Louis and Toledo.
T. A. B.UNN.
The gentleman whose name heads
this sketch was born at Bellfonte, Ala ,
July 1, 1864. He was educated at and
is a graduate of the University of South
Sewan ee, Tenn., also of Eastman’s
Business College, Poughkeepsie, N. Y.
His rail, oad life began in 1880 as brake-
man on the Memphis & Charleston.
Promoted to yardmaster at Tuscumbia,
Ala., Soon after, where he remained a
year. He then joined the Cincinnati
Southern as brakeman, and later was for
a short time night yardmaster at Chat—
tanooga, Tenn., for the Virginia & Geor-
gia, a short time after receiving the ap-
pointment of general yardmaster. De-
siring a change after a year of these du-
ties, he acted as conductor on the Lack-
awanna & Western and then fiſled a
similar position on the Cotton Belt out
of Tyler, Texas. Then he took up his
present pesition on the Intern itional &
Great Northern, where he has been the
past five years as conductor. being de-
servedly popular with all. Mr. Bunni
married and resides with his family at
San Antonio, Texas He was a delegate
from division 256, Tyler, Tex ; secre-
tary and treasurer general grievance
committee 1892, and is Past Chief Con-
ductor of division 256.
F. W. KIMBALL.
The above name is that of a gentle—
..man who is well known and popular
among all who travel out of Chicago on
the Atchison. Topeka & Santa Fe. He
was born at Keokuk, Ia., on May 2, 1857.
His railway work began when he was
nineteen as brakeman on the Chicago &
Northwestern lunning out of Barabos.
Wis. He remained there four years
and went to the Northern Pacific in the
same capacity on the Minnesota divis-
ion. In a year he was given charge of
a freight train where he worked con–
stantly and efficiently for two years.
Then he removed to the Minnesota &
Northwestern as freight conductor and
in one year became passenger conductor.
He only remained here a year and then
accepted a position w th his present
company as conductor and for three
years past has been running a passenger
train out of Chicago. He was delegate
! or division 222, Chillic othe, Ill., also
secretary and treasurer same division.
E. H. LEE.
E. H. Lee, who is now a passenger
conductor on the Oregon Short Line
running out of Pocatello, Idaho, was
born on March 11th, 1854, at Madison,
Ind. His railroad career began in 1879
when he became machinist helper for
Jeffersonville, Madison, and Indianap-
olis at North Madison. Afterwards
he migrated to Denver, Col., where he
obtained employment in the same ca-
pacity at the Denver and South Park
shops at Como, Col.; afterwards, desir
ing to get on the road, he became
brakeman for the same company, run-
ning out of Denver. Afterwards for
eight months on the Denver & Rio
Grande, and later on the Denver & New
Orleans. 1n November, 1890, after be—
ing four years in the service, he was
given a passenger train out of Pocatello,
which position he still adorns. His
urbane manner has made crowds of
friends for Mr. Lee. He was delegate
from division 209, Pocatello.
WELLINGTON SPRAGUE.
This well known Portland and Bangor
conductor was born at Bath, Me., on
March 7th, 1852. At the age of seven—
teen he began railway life as brakeman
out of Bath on the Portland & Ken-
nebec railroad, now the Maine Central.
He acted for four years in this position,
coupled with baggageman. He then
went to Toledo, Ohio, to work for the
Pennsylvania railroad company be-
tween Toledo and Mansfield as brake.
man, baggage and frt ight conductor.
Then he returned to Bath, Me., and was
baggage master on the Knox & Lincoln
for four years. After this Mr. Sprague
re-entered the service of the Maine Cen-
tral and in 1887 was made freigh, con-
ductor, the following year getting his
passenger train. Ever since then he has
been running for the company between
Portland and Bangor. He lives with
his family at Auburn, Me. Was dele-
gate from Division 66, Portland, to St.
Louis and Toledo and is Past Chief Con-
ductor, same division, ©
E, MUNDY.
E. Mundy was born in Hampshire
county, England, in 1841. At the age of
seventeen, like many another good man,
he left home and joined the British
armv, where, after six months service
in the Mediterranean, he went with his
regiment to Canada, and in 1866 pur-
chased his discharge. He began rail-
roading in 1868 as brakeman on the
Grand Trunk running out of Montreal,
Canada. After three years of this he
became a freight conductor and later
was promoted to be a passenger con-
ductor, in which capacity he has shone
for the last nine wears. Mr. Mundy has
Seen quite a good share Of railroad ac
cidents, in all of which he has been
lucky. In 1888 he slipped off a train
on Victoria bridge—which is a solid
tubular bridge—and his escape from
death was almo-t miraculous, he being
off duty for only three weeks. He was
also on his train when in a blinding
snow storm it collided with another,
both going at full speed. Inſ.June, 1892,
at Hillburst washout, his engine and
train became a total wreck, he having a
lucky escape, several being killed. Mr.
Mundy was a delegate from division 75,
Montreal; was a delegate to Denver in
1889, and elected grand inside Sentinel;
was also delegate to St. Ilouis in 1891.
He is married and lives with his family
in Montreal.
CHAS. A. W.E.B.B.
This gentleman was born at Chicago,
January 16, 1865. He says this village
was not then what it is today and we
believe him. In 1878, at the tender and
susceptible age of thirteen he began
| railroad business as operator at Chicago
for the Illinois Central and later
worked in the same capacity for the
Grand Trunk. This occupied just a
year When he moved to Decatur and
Secured a position braking on the Wa-
bash, St. Louis division. He remained
at this until 1883 when he was made a
freight conductor, and in 1889 he got
his passenger train which he still cares
for, and is always to be found at his post
on the run between Decatur and Quincy.
Mr. Webb, a though still young, has
won by his good nature and efficiency
the respect and esteom of all. He re-
sides with his family at Springfield, Ill.
Was delegate from Division 206, Spring-
field, Ill., to Tole ſlo and is Past Chief
Conductor of the same division.
J. D. RIGGS.
The gentleman whose name appears
above, was born in 1857 at Selma, Ala.
His railroad career began when only 10
years old as office boy on the Selma,
Rome & Dalton, where he served time
as boiler maker. In 1878 he went into
the transportation department of Ala-
bama division of the East Tennessee,
Virginia & Georgia railway as brake-
man, and in 1882 was given charge of a
freight train, in which position he gave
Satisfaction, and five years after was
promoted to a passenger train, where he
now is. Mr. Riggs is still on the rosy
side of forty and has hopes of a bright
future, in which all his friends join.
He was a delegate to Boston in 1886, a
Visitor at Rochester, Louisville and a
delegate to Toledo from division 185,
Selina, Ala. He is one of the patentees
of the Riggs & Tews' patent switch
which has been placed in oper ution on
the E. T. & V. raili o ud, and which, we
undel stand, will soon be extensively in-
troduced throughout the country, and
if it is what its friends claim, Mr. Riggs
will be on top.
G. S. WARD.
G. S. Ward was born in Crawford
county, Pa., in 1863, and began railroa
life on the New York, Pennsylvania &
Ohio as telegraph operator at Evans-
burg, Pa., in 1882. He remained thi're
four years and then went to Texas,
Serving in a position as brakeman on
the Galveston, Harrisburg & San Antonio
railroad, a part of the Southern Pacific
system. After six months he wss pro-
moted to yard master at Del Rio, which
he kept for a further six months and
then went to Southern Califºrnia, but
after a short stay here returned and was
appointed freight conductor on the G.,
H. & S. A., running between San Antonio
and Saunderson, where he is now still
hanging out. Mr. Ward has had uther
cxperience besides railroad work, hav- .
ing in 1881 acted as timekeeper for the
North River Construction company
on the New York, West Shore &
Buffalo–building a viaduct over Round-
out creek, Two years ago he was sec-
retary and , treasurer of the general
grievance counrmittee of the Atlantic
system of the Southern Pacific company,
He was a delegate from division 76, San
Antonio, Texas. -
R. E. MALE A DY.
R. E. Mal ady was born in Corning,
N. Y., in 1854, and in 1871, when 17
years old, commenced life as a brake-
man on the Fallbrook railroad, and has
been there ever since; thus showing a
continuous record of twenty-two years
Servic with the same company. In the
fall of 1871 he lost an arm
by falling between the cars, and
on recovering from this acci-
deut became a freight conductor, run-
ning out of Corning, his native town.
Two years later he was appointed pas-
senger conductor on the same line, and
to day he is to be found on duty some
where between Corning and Uyons. Mr.
Male ady was grand outside sentinel at
Toledo, He is a member of division
176, Corning, N. Y., and for the last ten
years has been one of our order's most
zealous and enthusiastic workers.
W. J. CO, HRANF.
W. J. Cochrane, one of the most pop-
ular conductors on the Auburn division
of the Lehigh Valley railroad, was born
at the town of Sterling, Cayuga Co.,
New York.
He began railway work at the age of
sixteen, switching for the South Cen-
tral railroad. In this capacity he re-
mained for two years and then acted as
brakeman for two years and has been
freight and passenger conductor for the
past eleven years.
Mr. Cochrane was delegate from di-
vision 155 and Chief Conductor, Au-
burn, N. Y.
W.M. MCPIKE.
The subject of these few remarks was
born in Chester county, Pa., on April
19, 1858. He began railroad work by
entering the service of the Alleghany
Valley road at Driftwood, Pa. After
Several experiences he got restless for a
Sight of land across the seas and went
to Australia in 1877. Two years later
he returned without having become a
millionaire and joined the Southern
Pacific at Oakland, Cal. Shortly after
this he went to Texas and has seen
Service Ou most of the roads in that
State,
He is at present with the Gulf, Col-
Olado & Sai, tº Fe. Mr. McPike is a
member and delegate of division 262,
Cleybourne, Texas.
J.ACOB PATRICK.
Notwithstauding the Celtic smack
about this gentleman's name, he was
born at Jefferson, N. C., that too on
October 10, 1849.
His railroad experience began in June
1869, when he became a section hand on
the old Virginia & Tennessee, now the
Norfolk & Western. He was thus em—
ployed for two years and then became
section fore man, laying several tracks,
till December, 1880, when he was ap-
pointed conductor of the work train,
and has been running it ever sinc . He
has been a most faithful and efficient
Servant and has always had good luck.
Mr. Patrick was a delegate from Stone-
Wall Jackson division 210, Roanoke, Va.
| 1 O Onnaha Railway News. Reporter.
THE
STANDARD LIFE
AND
Accident Insurance
Company,
x4 OF DETROIT, MICHIGAN. ×
o o oſo oc oo o os co o oſo o o o o o o colo so oc o oooooooooºoo coo o o oſo o o 'o o o o c > on o o
PERCY B. FORD,
T. ANACER.
sº | General Oſlº, Rºms 434 and 4%, Bº Billing, Omaha, Nūr,
The Standard allows for 52 weeks indemnity.
The Standard pays, as specific indemnity, the full amount of its Policy in case the assured
shall meet with an accident which shall entirely destroy the sight of both eyes, or cause the loss
of both hands or both feet, or of one hand and one foot, and also agrees in case of the loss of one
hand or one foot to pay one-third of said amount, also one-eighth thereof in the event of the loss
of the sight of one eye. e
• *- The Standard makes no deductions for death claims for indemnities which may have been • *-
paid for prior injuries. O O
c o o o o o o o o o o o c o C o o o o c > o o O © O C C C C C C C C C C C o O o o o o O C o o o o c o c o o o o o o c
§ 3 WE CLAIM FOR § 3
* “The Standard,” +
A REPUTATION UNRIVALED FOR
Pro Inn pt Pay Innerht Of Clairms
And Fair Treatment of Beneficiaries.
Has been Paid by the “Standard,” to the employes of the
y / Union Pacific Railway to December Ist, I 893.



Holiday
. Number.
| | |
C. S. POTTER,
GENERAL AGENT AMERICAN EXPRESS
COMPANY.
C. S. Potter began his career as an
express man in 1858, driving a di livery
wagon for “Mabie's Express” in New
York City, until the fall of 1861. His
parents moving to Troy. N. Y., he went
also and on November 1, 1861, engaged,
with the veteran Doctºr Benedict, who
was joint agent for the American and
National express companies. After,
serving as “paste boy” and porter, he
filled the various positions of driver,
clerk and messenger until 1872, when
he was sent to the New York office to
take an important position. which be
filleul to the Satisfaction of the Company
and credit to himself until the fall of
1879, when with wife and seven children
he came west “to grow up with the
country.”
Failing to raise a crop of corn in 1880
he made application to Mr. Hancock,
superintendent of , the American Ex-
press company at Council Bluffs, Iowa,
for a position, and on November 1st,
1880, was sent to Cedar Rapids, Iowa, as
clerk. On February 1st, 1881, Mr. Pot-
ter went with Wells, Fargo & Co. as
messenger, taking out for that company
from Kansas City, Mo., the first “run”
on the Santa Fe. In September, 1881,
he was appointed assistant route agent,
or traveling auditor, under L. A. Garner
now general superintendent American
Express company here. In June, 1882,
Mr. Potter took charge of all the lines
west of Tincoln on the B. & M. as route
agent and was appointed agent at Lin-
coln for Wells, Fargo & Co's express in
May, 1887, and on January 1st, 1888,
came to Omaha as joint agent for
American and Wells, Fargo & Co. ex-
pres companies. , -
Mr. Potter is quite a prominent Free
Mason, a member of Omaha chapter No.
1, and the various Scottish Rite bodies
and Tangier Temple of the shrine. He
is also exalted tuler of the Elks Lodge
of this city.
ALBERT H. HANSON.
The gentleman named above is the
highly efficient and popular general
passenger agent for the great Illinois
Central railroad. He was born at Salem,
Mass., October 24, 1846, and entered the
railway service in 1869 on the Illinois
Central road. For five years he oc-
cupied a position in the general freight
office, and for a further three years was
secretary to the superintendent. He
then received promotion to the position
of assistant general passenger agent,
and in June 1880 his ability and
melitorious services were recognized
by his appointment to the position of
general passenger agent, a position he
fills to-day with zeal and ability. Mr.
Hanson enjoys in a very marked degree
the confidence and esteem of all with
whom he comes into contact. His bead-
quarters are at Chicago, Ill.
W. E. THURBER.
The gentleman whose name appears
above arrived in this world at Corning,
N. Y., November 8, 1844. His railrord
career began in 1868 with the Cleveland,
Columbus, Cincinnati & Indianapolis
railway at Cleveland, O. He remained
with this company thirteen years eight
of which were spent at its headquarters,
occupying positions grading from junior
clerk in the auditor’s department to
chief clerk assistant and acting auditor,
traveling auditor, assistant paymaster
and secretary to the president. The
other five years he was joint agent for
his company and the Illinois & St.
Louis road at Indianapolis, Ind.
In 1880 he resigned that position to
accept Service with the Deuver & Rio
Grande railway at Colorado Springs,
but remained at this only six months,
being Selected by the Denver blanch of
the Palmer-Sullivan syndicate, as one
of the outfit to go to Corpus Christi,
| railroad.
Texas, where in the early part of 1881
operations began to build the Texas &
Mexican railway, a branch of what is
now known as the Mexican National
He remained With that
interest until the completion of this
branch and part of the main line into
Mexico, occupying positions as auditor,
paymaster, and general freight and
passenger agent. On account of in-
sufficient educational facilities for his
family, he resigned his position with
this company, returning to Cleveland,
O., where he accepted an appointment
with the Nickle Plate, as commercial
agent, starting in with the opening of
the road and running with them for
eight years, up to January 1, 1891, when
he again joined the Mexican National as
general western agent at Chicago, which
position he still occupies. Mr. Thurber's
twenty-five years of railway life have
brought him a host of friends, and he
is most deservedly popular to-day among
all railroad men. *.
ALEXANDER. B. PLOUGH.
Mr. Plough was born at Jacksonville.
N. Y. He entered the railway service
in June 1871, and served a year as bag-
gageman with the Central Iowa rail-
way, and during the next year was agent
successively at Albia and Eddyville,
Ia. From 1876 to 1877 he was clerk to
the agent at Marshalltown, being then
appointed agent at Eldora, Ia., a posi-
tion he filled until 1885, when he became
traveling freight agent, and on Novem-
1, 1887, was promoted to the post of
assistant general freight agent for the
entire service of the Central Iowa road.
Mr. Plough shortly after resigned from
his old company to accept the appoint-
ment of general passenger agent with
the St. Paul & Duluth railroad, and in
1890 his great administrative ability
and thorough knowledge of railway
business secured his promotion to the
position which is the cynosure of all
railway eyes—that of general manager.
No man in the service is held in greater
respect to-day than Alexander B. Plough.
CHARLES MARRIS RATHEURN.
Mr. Rathburn was born August 24,
1846, at Lower Harbor, N. S. He en-
tered the railway service in 1865 and for
a year was employed as thmekeeper in
the car shops of the Chicago,
Burlington & Quincy road at Aurora,
Ill. During the next two years he was
car clerk in the car and stores depart-
ment of the same road, and for a further
four years was car repairer and builder.
In 1872 he was promcted to the position
of chief clerk of the track department
of the eastern division, with office at
Aurora. In May, 1874, he resigned to
accept an appointment with the Na-
tional Life Insurance company of the
United States of America at Chicago,
where he remained four years. He re-
joined the railway Service in October,
1878, as chief clerk in the transporta-
tion department of the Atchison, To-
peka & Santa Fe, being appointed as-
sistant superintendent and superintend-
ent of the eastern and western divis—
ions. Mr. Rathburn's connection with
the A, T. & S. F. ceased at the end of
1888, when he resigned, and January 1,
1889, was appointed superintendent of
the western division of the Missouri
Pacific and superintendent of the cen-
tral branch of the Union Pacific. On
January 1st, 1893, he was also made
general Superintendent of the Kansas
City, Wyandotte & Northwestern road,
and these positions he fills today with
zeal and ability. Mr. Rathburn is justly
looked upon as a first class man in all
railway matters, his large experience in
all the business departments of the
Service entitling his opinions tº great
w cight.
Mark Wilson, an old time conductor
formerly with the Union and Northern
Pacific and the Wabash, is now in busi-
ness at Seattle, Wash.
W. H. WOODWARD.
The subject of this picture and
sketch is not a railway man, but when
the elements that have made the great
railway lines and systems of the west
and southwest are Summed up, the
part taken by Mr. W. H. Woodward,
President of the Woodward & Tiernan
Printing company, of St. Louis, cannot
be overlooked. Although without con-
nection with the railroads, the public
seldom rides on them in the west with.
out the assistance of his printing talent.
They read of productive farming lands,
rich mineral and grazing lands, sum-
mer and winter resorts of the
Mississippi valley, the Rocky Mountains,
the Pacific coast and of Mexico, with
profuse illustrations from his press
and engraving rooms. When they begin
to cogitate on the route they shall
take to reach their destination, his
show cards, hand bills and time tables
safely point the way; when they step
on board the train, the yard, more or
less, of printed and numbered coupons
which insures them against hostile
demonstrations from the conductor, are
Mr. Woodward's products. Through
his printing house the railroads are
known to the public, and through the
same channel the public learns where
to travel and how to travel comfortably
and with enjoyment.
As a printer Mr. Woodward com-
menced his apprenticeship in the office
of the Wisconsin Statesman, at Madison,
Wis. He came to St. Louis in 1852 and
completed his time as apprentice with
the Missouri Republican. He rapidly
rose through the various grades to the
position of foreman, and after thirteen
years as an employed printer in St.
Louis, went into the printing business
for himself in 1865. The commence.
ment was on a Small scale, and he soon
associated with him Mr. James Tiernan.
The success of the firm was steady, and
at periods the advancement was rapid.
The field of railway printing was
a new one for St. Louis, but this firm
early saw the great opening here and
were not slow to take advantage of it.
St. Louis was the center of the railway
system of the Mississippi valley, and
their Judgment in entering this field
has been vindicated over and over again.
Frem the small beginning in 1865 this
house has arisen te a position easily
first in its line in the whole territory
west of the Mississippi river. The
year 1886 was marred by the death of
Mr. Tiernan, but this did not check the
prosperity of the house, for it was dur-
ing the same year that its present large
six story building was completed and
taken possession of. This gave
Opportunity for greater expansion and
department after department was added
until the original job printing house was
strengthened hy an unsurpassed
lithographing plant, steel plate engrav-
ing, designing, half- one and straight
photo-engraving, map making, electro-
typing, binding and stationery depart-
ments. It is now one of the most com.
plete printing establishments in the
country.
Mr. Woodward, on account of his high
character and enterprising spirit, has
always enjoyed the confidence and
esteem Of his fellow citizens and fellow
Craftsmen. In competition his methods
made no enemies. Not an aspirant for
public office he has served in the St.
Louis City Council, was grand master
of the Independent Order of Odd Fel-
lows, and is one of the managers of the
St. Louis Fall Festivities Association.
In 1892 he was elected president of the
United Typothetae of America, com-
posed of the employing printers of the
United States and Canada, and repre-
senting an aggregale investment in
printing and kindred interests of
$100,00,000.
W, H OLM STEAD.
Wm. H. Olmstead was born in Cass
county, Michigan, September 26, 1860.
On July 16. 1862, he came to Omaha
with his parents and has been a resident
Of Douglas county ever since. He
acquired his education from the schools
of Douglas county and is a graduate of
the Omaha High school. He has fol-
lowed the business of farming and has
made of it a success. For eight years
he has been a supel visor in Union
precinct, and that he has satisfactorly
fulfilled the requirements of the office,
is evident from his long term of ser–
Vice.
Mr. Olmstead was the candidate of
the Douglas county democracy for the
office of county commissioner from the
Third district for the second time last
November Last year it will be re-
membered that he was a candidate and
was cheated out of his rights by a
Conspiracy in having his name placed
on the ticket as a prohibitionist by F.
J. Sackett the present county clerk.
There is not a shadow of doubt but
that the action of the men in the county
clerks office was a deliberate attempt
to fool the people and one that was
crowned with success. This year Mr.
Olmstead was defeated at the polls.
CHARLES A. TRACY.
The democratic nominee for county
Clerk at the last election is a gentleman
of more than ordinary ability, one of
nature's noblemen, who will bear
acquaintance and retain his friends.
He is respected and held in high esteem
by those who know him best and is
thoroughly well qualified to fill the
office of clerk should he be declared
elected. Mr. Tracy was born in Bloom-
ington, McLean county, Illinois. He
received a common school education
until 1878, when he entered the Illinois
State Wesleyan university and remained
there until 1881. In the fall of that
year he took up the career of a com-
mercial traveler. In 18SS Nebraska
became his territory, and during his
visits here he became infatuated with
Omaba, and made arangements to make
this city his home. He quit the road in
1890, and settled down with his family
in this city. He is engaged in the
Wholesale and retail tobacco business in
this city. All fair minded people agree
that M. r. Tracy was honestly elected,
but his opponent was awarded the
position. We have no doubt, however,
that the court which adjudicates on the
Case, Will put the democrat
rightful place.
JOHN P. THOMAS,
John P. Thomas was born at St. Louis,
June 24, 1860. He received a liberal edu-
cation in the public schools at St. Louis,
and is a graduate of the Christian
Brothers' college of that city. After
completing his education he entered a
retail grocery store to learn the busi-
ness. He was advanced rapidly and
Was soon representing his firm through-
out the state of Illinois. In 1875 he
went to another firm in St. Louis, with
Whom he remained thuee years. Early
in 1879 Mr. Thomas was offered a lucrl.
tive position at Helena, Mont., by a
large grocery concern. He stal ted for
that place, but was prevail, d upon to
cast bis fortunes with the people of
Omaha. Soon after coming to this city
he entered the meat trade and became
a jolly retail butcher. He soon tired of
this business, however, and longed once
more to become a traveling salesman.
He secured a position wit tº a wel known
firm, wi h which he remained until
September, 1886, when he returned to
Omaha and purchased the branch
grocery heuse of Willium Gentleman at
Twenty-Fourth and ſake streets. At
the beginning of 1887 he branched out
as a contractor and builder, in which
business he is still eng gel. Mr.
Thomas received the democratic nom
ination at the last convention for state
Ullàtol',
in his
wOOLE BR OS


RAILWAY PRINTERS


*—S-XC4-2–
Map and General Engravers

e----- A N D —->

ELECTROTYPERS .
*-Tamr ETums--
316 DEARBORNSTREET


CHICAGO, ILL.
Holiday Number.
1 13
C. H. WILEIN S.
This gentleman so well known to all
railroaders was born Fobuary 4, 1854,
at Lowell, Mass. Not appreciating, as
he did later in life, the benefits and
advantages of an education he neglected
his early opportunities and was appren-
ticed to a machinist, and after Serving
his term faithfully he worked at his
trade one year, when he entered the
service of the Boston & Lowell railroad
as switchman, this was in Febuary 1871.
A few months later he began braking on
a passenger train and at that time the
absence of the Westinghouse air brakes
and other late improvements compelled
the exercise of a considerāble quantity
of main strength. The following year
he had a few months of yard service
and was promoted to freight con–
ductor, continuing as such until Feb-
ruary, 1882, when he resigned to travel
West and entered the Service Of the
Wabash, on the Chicago division as
freight conductor and in I887 was pro-
moted to full charge of a passenger
train.
his election as assistant grand chief
conductor at Denver, Colo., in May,
1889. Mr. Wilkins has a good clean
record as a railroad
spected by all. He resides at Chicago
with his family. He was chief con–
ductor of division 41 Chicago for several
terms and represented it at Boston,
Louisville, New Orleans and Toronto
where he became a permanent member
and as such he attended Denver when
he was elected assistant grand chief
conductor. At the present writing
Mr. Wilkins is with Chief conductor
Clark at the Lehigh strike, controlling
events, and helping to make the history
of the country. Thousands of eyes are
upon him, but it is felt by the rank and
file that they will, both well, and
worthily discharge the duties of their
trust.
F. M. MITCHELL.
The picture we presenu of the above
named gentleman is that of a veteran,
both in railway and military affairs.
He was born March 14, 1841, in Franklin
County, Georgia, and began work as a
Section band on the Memphis & Charles-
ton. He only worked at this a very short
time and was sent to the castern division
as brakeman, for the same company.
After four months of this he was ap-
pointed conductor of freight train,
which he ran till 1862, when Huntsville
was captured by the federal troops. Mr.
Mitchell's sympathies being with the
south, he ran the blockade and entered
the confederate army serving until the
close of the war under General
Lee. After working four months
for the Western Atlantic, he
returned to EIuntsville and re-
entered the service of the Memphis &
Charleston as yard foreman at
Memphis, being promoted to yard-
ma.Ster shortly afterward. He re-
mained here for nearly two years,
when Superintendent C. B. Wallace
especially selected him to act as freight
conductor on the main line. In 1869 he
was given a passenger train, and for
the last twenty-four years has been
unning it between Memphis and
Chattanooga. This is quite a consider-
able stay, and his well known and fa–
miliar ſace would be much missed if he
were to change. Mr. Mitchell is a
permanent member of the grand division,
having attended no less than five annual
meetings. He is a charter member of
division 148, Chattanooga, and was chief
conductor for five years. He lives at
Memphis, Tenn., with his family.
A. H. GRAVES.
A. H. Graves was the replesentative
from division 26, Toledo, O. He was
born at Clayton, Mich., December 2, 1847,
and at the age of twenty began a railway
career on the Michigan Southern &
North Indiana, now the Lake Shore &
This position he retained until
rūan and is re-
Michigan Southern, as brakeman on a
local freight train, Two years later he
was promoted to freight conductor,
which he kept going for nine years,
and in 1878 he was appointed extra
passenger conductor. Two years later
he resigned to engage in the hardware
business in Toledo, which he carried on
for eleven years. In 1891 he joined the
Cincinnati, Jackson & Mackinaw, where
he worked on passenger and freight
trains as conductor for a year, eventually
resigning to accept the position of yard
master for the Toledo, St. Louis &
Kansas City at Toledo, where he is at
present employed. Mr. Graves is the
compiler and author of “Flashes of
Thought,” a little book full of good
things and an ornament to any home.
His gentle disposition and kind manner
made him many friends, and he was al-
ways called the “good natured conductor
of the L. S. & M. S.,” using for his
motto the old proverb: “Kindness makes
friends,” which motto was carried in
his car for years, and many of his old.
friends will remember that it was his
study to fulfill it to the letter.
E. H. EIOEINE.
Conductor Hohne was born at Pitts-
burg, Pa., on June 24th, 1857, and be-
Came Connected with railroad matters
in 1873 as operator on the Pennsylvania
at Pittsburg, working at this for two
years, being then put to braking for the
Same Company for six months. He
then removed his services to the Balti-
more and Ohio, and acted as brakeman
out of Pittsburg for eighteen months,
receiving promotion as conductor of a
freight train. This engrossed his time
and attention for a year, when he trav-
eled to Texas, joining the Texas and
Pacific as yardmaster and conductor,
staying there five years. During the
next two year S Mr. Hohne ran a train
for the M. K. & T. out of Denison, Tex.,
and for a similar period he performed
a like service for the Cotton Belt. We
next find him for eighteen months on
the Aransas Pass road and for three
months he was with the Austin & North-
Western. In 1891 he proceeded to Mex-
ico and has ever since represented the
Mexican Central as conductor on the
freight train between San Luis Potosi
and Aguascalientes. He was the dele.
gate from division 261, San Luis Potosi,
to Toledo and represented division 275
of Yoakum, Tex., at St. Louis. The
latter division he organized in 1890.
Mr. Hohne resides with his family at
San Luis Potosi. -
JOHN DOYLE, J.R.
The gentleman whose name adorns
the top of these few lines, was born
April, 1857, at Newark, O. His first
railroad venture was on the Baltimore &
Ohio as brakemän, out of Newark,
where he remained for two years, being
then appointed conductor to a freight
train, remaining thus for seven years.
He then received promotion to a pas-
Senger train, Same division, which he
has devoted his time to continually ever
Since, and tº-day he will be found at
his post doing his duty to the satisfac-
tion of his employers and all concerned.
Mr. Doyle was the delegate from di-
vision 166, Newark, N. J., where he
lives with his frmily.
D. J. CLIFFORD.
D. J. Clifford runs a freight train on
the Springfield, Athol & Northeastern
on the line between Athol and Spring-
field. IIe was born on November 9,
1861, at Bondsville, Mass., and began
railroad work in 1878 with his present
Company as brakeman. After three
years he was promoted to be freight
conductor and took up the run he is on
to-day. The Boston & Albany now con-
trol this line. Mr. Clifford was the
delegate from division 198, Springfield,
Mass., of which he is senior conductor.
He makes Springfield his home.
SAMUEL PHIPPS.
It is with more than ordinary pleasure
that we present our readers with a pic-
ture of this veteran—this hero of thirty-
five years of continuous and meritorious
service in the employ of the New Jersey
Central railroad. Mr. Phipps was born
at Lowell, Mass., in 1835, and is there-
fore fifty-eight years old. He entered
the employ of the N. J. C. in 1858 as
brakeman from Phillsburg to Elizabeth-
port, remaining at this for four years,
when he did two years firing on the
same line and received the first position
of train dispatcher ever appointed for
Phillipsburg. Here he worked for a
year, and in April, 1865, was given
charge of the construction train under
S. H. H. Clark, which he has been run-
ning ever since, now nearly twenty-nine
years. Mr. Phipps is the oldest con-
ductor on the New Jersey Central and
prides himself on never having
a Car broken or a dollars worth of ex-
pense entailed on his company through
his neglect. He has often had tempting
offers made to run a passenger train,
but he says his present job suits him,
as he prefers a “wild cat train” and he
will stick to it. He carries a very hand.
Some chronograph, which was presented
to him by the employes of the road. He
is a permanent member of the grand
division since the annual meeting at
St. Paul, and an ex-member of the in-
Surance Committee. His division is
No. 37, Phillipsburg, of which he was
secretary and treasurer for ten years.
His home and family are in the same
city.
WM, WELCH.
Who travels between Kansas City, St.
Joe and Omaha and does not know the
subject of these remarks? William
Welch was born at Doncaster, England,
in 1842, and was forcibly abducted to
this glorious country by his parents the
following year. He is therefore not
quite a pure bred American but “mighty
adjacent” thereto. He began as brake-
man in 1868 on a freight train on the
western division of the Philadelphia &
Erie railroad. After eleven months of
this he became freight conductor where
he rendered eleven years loyal service,
and was made extra passenger con–
ductor for two years. In 1881 he came
west and entered the employ of the
Union Pacific at Kansas City as freight
brakeman; here he remained fourteen
months and then joined the Missouri
Pacific as freight conductor. He filled
this position for three years, running
out of Kansas City, being then given
his passenger train, which he operates
now between Kansas City, St. Joe and
Omaha. Mr. Welch was a delegate
from division 55, Kansas City, to To-
ledo, and also represented the same di-
vision at St. Louis. He is a past chief
conductor and lives at Kansas City with
his family.
JAMES CON ROY.
This delega e from division 153, Mauch
Chunk, Pa., is quite a veteran member
of the Order of Railway Conductors,
having held every office in his di-
Vision except that of sentinel. He was
born at Mauch Chunk, Pa., in 1858, and
began railroading as a brakeman on the
New Jersey Central railway in 1879,
where he remained two years, being
then given charge of a coal train, after
running that for four years, he was
made freight conductor, and from ISS5
till the present time has been con-
tinuously at this duty between Mauch
Chunk and Scranton, Pa. His fourteen
years of steady service has always been
marked by a conscientious devotion to
duty.
GEORGE A. WOODS.
G. A. Woods was born at Port Hope,
Ont., in 1863. Ile entered upon a railroad
career in 1878 on the Midland Railway
of Canada, as brakeman, where he
worked steadly for five years. He then
went to Credit Valley railway, which
is now included in the Canadian Pacific
system, and was brakeman out of
Toronto for about eighteen months,
when he was appointed conductor of
a freight train, which he ran steadily
and successfully for seven years, and in
July, 1892, he was promoted to be a
passenger conductor, where he is now
running on the same line. He was the
delegate from division 16, London, Ont.,
better known as Forrest City. Mr.
Woods is chief Conduct or of the division.
His home and family are at London,
Ont.
W. S. WILRINS.
Travelers out of Council Bluffs over
the Rock Island will not have much
difficulty in recognizing the well known
features of Conductor Wilkins. Our
highly esteemed friend was born at
Marietta, Ohio. September 14th, 1851,
and began railway work in 1868 on the
Chicago, St. Paul, Minneapolis &
Omaha, laying track. He was soon pro-
moted to water boy on a gravel train,
Serving four months; be was then given
a position as brakeman on wood train,
being removed to a gravel train soon
after. In 1870 he was made freight
brake man out of St. Paul, which posi-
tion he filled satisfactorily for two
years when he received a well deserved
promotion to freight conductor. For
two years he kept on the run, and then
went to firing and working in the shops
till 1874, when he again found himself
braking out of Sioux City on a freight
train on same line until 1877. Resign-
ing this position he accepted an ap-
pointment with the St. Paul, Minne-
sota & Manitoba as conductor out of St.
Paul. This he kept for a year, return—
ing to his old position on the St. Paul
& Sioux City. A year later he was
made passenger conductor, performing
these duties satisfactorily until 1885,
when he resigned the service to enter
commission business in St. Paul. At
the end of a year, owing to indifferent
health, he accepted his present ap-
pointment as conductor on the Rock
Island out of Coucil Bluffs, where he is
a fixture. Mr. Wilkins was the dele—
gate to the last annual meeting from
his division, No. 328, Council Bluffs.
He is a charter member, has been junior
Conductor and is at present chairman of
the grievance committee.
W. T. BATES.
This well known Missouri Pacific con-
ductor was born in Selma, Ala., in 1850.
At the age of eighteen he began as a
freight conductor on the Mobile &
Ohio, and after two years was given a
passenger train running between Macon
and Baldwin, Miss., on the Mobile di.
vision. On this and the Cairo division
of the Same line he spent thirteen years,
giving the utinost satisfaction all
around. In 1886 he joined the Missouri
Pacific as traveling passenger agent
with headquarters at Cairo, which posi-
tion he filled for one year, when he took
up the running of a passenger train as
conductor west of Kansas City, where
he now is. Mr. Bates was the delegate
from his division, No. 137, Osawatomie
Kansas, to Toledo. He lives with his
family at Council Grove, Kas.
W. H. SEBRING.
W. H. Sebring is so well known that
any Very extended notice would be
Superfluous. He was born in 1840 in
Gibson county, Tenn., and in 1855 he
began his railway career in the em-
ploy of the Hannibal & St. Joe as
brakeman. His railroad experiences
have been many and varied, as may
easily be imagined from his nearly
forty years connection with various
roads in the country. Mr. Sebring was
a delegate from division 175, Memphis,
where he resides with his family.
| 1.4 Omaha Railway News-Reporter.
- - - - -
- - -
T
- - - - -
EDWARD E. HOWELL, ALBERT L. NEW,
A Leading Member of the Omaha City Council, Collector of Internal Revenue for Colorado and Wyoming.
º'-.
"Wºº
º
º
ºl
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º
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ſ º
HON, WILLIAM. S. CURTIS, JEAN HOOPER.
Prominent Member of the Omaha-Bar, Grand-Daughter of Colonel S. K. Hooper


Holiday Number. | 15
|
PETER. E. ELS ASSER, ALBERT CAHN, JAMES M. BROWN,
County Register of Deeds. Member of the City Council. A Rising Young Democrat.
W. S. SHOEMAKER, HENRY M. MORROW, W. H. OLMSTEAD,
Attorney at Law. Attorney at Law. Deputy Sheriff.
GEORGE C. COOR RELL. CHARLES W. THOMPSON, FRANK. J. BURKLEY,
Justice of the Peace, Of the Firm of Helin & Thompson, Member of the City Council,





| | 6
Onaha Railway News-Reporter.
**.*
J. J. KELLY.
J. J. Kelly was born in 1855 in
Williams county, O. He began a rail-
road career in 1878 and has been in
harness continuously ever since. His
first appointment was that of brake-
man an the Chicago, Rock Island and
Pacific, where he was employed for a
year, leaving to join the Atchison,
Top"ka & Santa Fe in the same capacity,
braking out of Dodge City for three
months, after which he was transferred
to New Mexico on the same line, acting
as brakeman on the run out of San
Marcial for nine months. Mr. Kelly
was then placed in charge of a train,
which occupied his time and attention
for two years. He then worked for
the Mexican Central a few months in
old Mexico and was with the Union
Pacific for six months, eventually re-
joining the Santa Fe, where in a short
time, he was made yard master at
El Paso, Tex. Here he was a fixture
for eighteen months, and took charge
of a train for a further year and a
half. He then ran a train for the
Colorado Midland, for eight months,
after which he travelled out of Chicago
on a Santa Fe passenger train. Finally
he went to Raton, N. M., where he
successively acted as brakeman, yard-
master and conductor and is now
general yardmaster at that place, Mr.
Kelly has had quite a varied career and
has now capped the climax by being
elected mayor of Raton in April last.
He was a delegate from division 296
and is chief conductor at the present
time.
smºsºmº-
BEN. W. THOMPSON.
This well known and popular con-
ductor was born in Sangamon county,
Ill., on September 6, 1850. In 1868 he
began his railroad connection as laborer
in the construction of the departrident
building for the Toledo, Peoria & West-
ern railroad company. He worked there
for about eighteen months and began
braking on a passenger train out of
Burlington. This occupied a year of his
life, and Le was appointed freight con-
ductor out of Peoria; he filled this
position for about six years and was
given a passenger train on the same
road, which has engrossed his attention
ever since. Mr. Thoun pson lives at
home with his family at Peoria.
He was a delegate from division 79,
Peoria, of which he is a past chief
conductor and charter member. He
was also a delegate to the Toronto
grand division. -
R. J. YEARWOOD.
The subject of this notice was born
on August 8, 1853 at Sweetwater, Tenn.
He began railroad work as a brakeman
on the East Tennessee, Virginia &
Georgia in 1873, traveling out of Knox-
ville, after nine months of service in
this capacity he was promoted to the
position of baggageman, which he oc-
cupi d for three years, when he got an-
other lift upward by being made freight
and extra passenger conductor. He re-
mained at this seven years, running
regula: ly between Bristol Tenn., and
Cha’ tanooga, until in March 1892, he
resigned the railway service and is now in
the livery business at Knoxville, where
he re-ides with his family. His railroad
career has brought h m a host of friends,
and we understand his business is in a
flourishing, condition of things, which
we trust may long continue. He is
permanent member since grand division
at St. Louis, charter member of division
139 Knoxville, and was chief Conductor
for five years besides holding numerous
other offices.
J. E. LONG.
The gentleman whose name appears
at the head of this, is a conductor on
the Monon railway, and is a good
worker for the O. R. C. He was born
at Kingston, O.. in 1855, and entered
the Service of the Wabash as brakeman
t out of Lafayette, Ind., in 1878. For
three years he wºrked at this and then:
had a few months firing on the same,
road, after which he resigned the rail-
way service to operate an electric plant
at Lafayette. Here he was engaged.
for three years, again embracing a
railroad opportunity on the Monon out.
of Lafayette as brakeman, he only re-
mained a short time at this before
being made freight conductor, a position
he filled for a year, Again he resigned
the railway business for the mercantile,
but after a short time he once more
found himself back on the Monon.
This time he served four years in
charge of a freight train and for the
past three years has been a passenger
conductor. Mr. Long was a delegate
from division 302 Lafayette, Ind., and
is a past chief conductor.
THOMAS C. JONES.
Thomas C. Jones is a native of Lon-
don, England, where he would pass no
doubt for a genuine Cockney. He was
born in 1855, and as a boy was
attached to a news agency at Broad
street station, in the world’s great
metropolis. In 1870 he arrived in
Canada, where in 1872 he entered the
service of the Great Western as brake-
man, running out of London, Canada.
He remained at this for eight and a
half years and was promoted to freight
conductor, which position he filled until
1891, being then appointed to a passen-
ger train. During the World's Fair he
ran a special between Niagara Falls and
St. Clair Tunnel and is still on the same
road. Mr. Jones was a delegate at the
last annual meeting from division 13,
St. Thomas, Ontario, and also repre
sented the same division at Louisville,
Ky., in 1885, and was chief conductor.
for three terms. He was first secretary'
of the general' grievance committee of
the Grand Trunk system, and acted as
spokesman for the same. In 1892 Mr.
Jones was presented with a souvenir
watch charm for excellence Óf Service.
It was he who fathered what is known
as the “Flag resolution” passed at
Toledo. No man in the Service is more
respected than Thomas C. Jones. He
lives with his family at St. Thomas,
Ontario.
VOLNEY RHINES.
A veritable Veteran. This well
known Cld stager was born at Chicago,
November 16, 1835, and at the age of
nineteen began service with the
Michigan Southern as water boy.
Were we to attempt anything like a
fair sketch of his interesting career it
would take up nearly all our book, so
we refrain. He has been passenger
conductor for twenty five years past,
without any break. The total distance
traveled by him is estimated to be
1,750,000 miles, equivalent to seventy
trips round the world, and he is “still
in the ring.” He belongs to division
26, Toledo, and is chairman of the
finance committee.
W. H. BAIRD.
W. H. Baird was born in Muskingum
county, Ohio, November 18, 1861.
His railroad career began in 1885 on
the Pittsburg & Western as brakeman,
where he remained in that capacity for
little more than a year, being then
made freight conductor, running out
of Pittsburg. Until the fall of 1889 he
held this position. and was then
appointed extra passenger conductor
until 1891 when he became night yard—
master at the Willow Grove yards in
Pittsburg. He stayed here until August,
1892, and was promoted to a passenger
train where he now is, running out of
Pittsburg. He was delegate from
division 217, Bennett, Pa., and has been
secretary and treasurer of the same
division continuously since its organiza-
tion. Mr. Baird lives at home with
his wife and family in Pittsburg.
I. M. VAN SLYECE. -
An interesting and varied career was
begun by the entry of Mr. Van Slyke
into this world of care at Ashtabula
“county, Ohio, in November 1856. At the
*äge of fourteen he was apprenticed to a
physician, but thinking he would sooner
kill people by railway than physic he
ran away and secured a position as
%rakeman on the Lake Shore & Michigan
“Southern out of Cleveland. He remain d
ºthere until the strike of 1877, when on
account of doing committee work dur-
ing the strike bis resignation was asked
for. In the spring of 1878 he went
traking for the Grand Rapids & Indiana
railway out of Fort Wayne. Two years
later he was promoted to passenger
conductor, which position he held until
the fall of 1890, when he left the railway
‘service for insurance business at Fort
Wayne, where he is now located.
He is a member of division No. 119
Fort Wayne, and a permanent member
of the grand division. Mr Van S.yke
lives at home with his family at Fort
Wayne and enjoys the good wishes of a
very large circle of friends, among them
a big crowd of old time railway men.
C. D. BAKER.
This is a gent'e man who can repeat
“many a tale of storm and gale”, and
that too from his own experience. He
was born in New York City in 1843,
and has therefore seen half a century
ef this world's ups and downs. His early
life was spent on the briny ocean. two
years being in the United States navy.
He naturally visited many foreign ports
and eventually rose to the position of
master. After many years of sea life
he was unfortunate enough to lose his
vessel in 1873 of Cape Hatter as, when he
ceased ploughing the waves and joined
‘the ranks of the railroaders in New
El gland; where. after working his way
up he now acts as passenger conductor
"on the Boston & Maine system. He re-
Šides with his family at Boston. Mr.
Baker has represented his division No.
122 of Boston at four sessions, and is
...therefore a perman nt member of the
grand division.
E. A. WALLACE.
The subject of this sketch was born
"at Princeton, Ind., on July 17, 1861, and
began his railway career as brakeman
on the Chicago & Northwes ern railway
out of Winona, Minn., at the age of
eighteen. He remained at this for
hearly two years, when he removed to
the Illinois Central, braking out of Cairo
for fourteen months. He then joined
the Louisville, Evansville & St. Louis
for a short time, and later was with the
L. & N., St. Louis division. After
eight months he was transferred to
Pensacola, Fla., on the same line, where,
after acting as brakeman for three
weeks, he was given a passenger train,
and has been conducting ever since. He
was a delegate from his division, No.
199, Pensacola, Fla., and was also a dele-
gate to St. Louis in 1891, was chief con-
ductor for four years and chairman of
the grievance committee of that di-
vision. -
R. M. HIG GS
B. M. Higgs was born at Memphis.
Tenn., on November 2, 1856. His rail.
way work began in March 1876, by his
joining the Texas & Pacific as brake-
'man and yard worker between Marshall
and Dallas, Tex., on the same line, be-
ing constantly employed until 1880,
when he was placed in charge of bag-
gage on the Iron Mountain road between
St. Louis and Little Rock, where he
stayed for six months. He then put in
between three and four years at
Memphis, Tenn., for the Mississippi &
Tennessee railway as freight and extra
passenger conductor, and in 1884 re-
turned to the Texas & Pacific, braking
out of Fort Worth. Hemaining here
for two years, he was appointed freight
and extra passenger conductor, which
position he still fulfills. Mr. Higgs has
always been an active man in thinking
of the welfare of his fellow emplºyes,
and has been a useful member of the O.
R. C., having been selected at a union
meeting held at San Antonio as a them-
ber of the legislative committee,
which, with representatives of the
Brotherhood of Locomotive En-
gineers, considered laws for the pro-
tection of railway employes. In this
Mr. Higgs took a prominent and able
part and was entirely successful in
formulating a law which abolishe l
peralties, blacklisting, etc. He resides
with his family at Fort Worth, Tex
W. A. MCſ, ON AGLE.
Illinois Central Conductor McGon gle
was born in Guernsey county, Ohio,
on July 27, 1860. His first railway
position was that of brakeman on the
Illinois Central out of Sioux City,
There he worked for eight months.
and went to the Des Moines & Fort
Dodge railroad, now part of the Rock
Island system; he ol,ly remained at
this for six months, and returned to the
Illinois Central where, after braking
three months, he became yardmaster at
Cherokee, retaining this position for
two years. He then ran a freight train
as conductor between Sioux City and
Fort Dodge until 1889, when he took
charge of a suburban train out of the
former city, and a year later was
appointed passenger conductor on the
main line. He was the delegate from
division 93, Fort Dodge, at the last
convention and also represented the
same division at St. Louis. Mr. Mc-
Gonagle is secretary and treasurer of
his division. He lives with his wife
and family at Sioux City.
E. E. BRY ANT.
E. E. Bryant was the delegate from
division 237, Worcester, Mass., at
Denver, Rochester and Toledo. He
was born at West Brookfield, Mass,
on Noyember 26, 1862, and on arriving
at the mature age of sixteen, began
railway duties on the Fitchburg road
as brakeman, where he ran for two
years between Fitchburg & North
Adams, being then transferred to the
Connecticut River railway at Holyoke
yards for four months. He then joined
the Atchison, Topeka & Santa Fe as
brakeman on Las Vegas and Wallace
division and remained eight months.
H proceeded at this time to the
Atlantic & Pacific as brakeman, work-
ing four months and was made con–
ductor of construction train, continuing
there five months. Resigning this he
returned to Massachusetts where he was
appointed brakeman on the Boston &
Albany, and in 1885 was made con-
ductor. Here he has run his train
Continuously ever since on the same
road. Mr. Bryant lives with his family
at Worcester, Mass.
T). F. MCPHIER SON.
Travelers and business men between
Aspen and Leadville, Colo., on the Col-
orado Midland will readily recognize
the portrait we pre ent of this popular
conduct or. He was born at Halifax,
Canada, in 1860, and at the age of
eighteen began railroad work, running
out of Denver on the Union Pacific as a
brakeman. This he did for three
years being then promoted to freight
conduc or. Another three years were
put in at this, and he became a full-
fledged passenger conductor, retaining
his position for five years. In 1889 he
left the Union Pacific service for that
of the Colorado Midland, acting as
freight conduct ºr, where he is now.
Mr. McPherson is married and has his
home at Leadville, Was delegate from
his division No. 252, Leadville, Colo., of
which he is an energetic and capable
secretary and treasurer,
Holiday Number.
| 1 7
º
-
|-
-
-
Zºº, 484/azo-º-º/.
W. F. WHITE,
Passenger Traffi : Manager of the Atchison, Topeka & San Fe Rºy.
W. A. BISSELL AND SONS,
General Freight and Passenger Agent of the Atlantic & Pacific Ry.
*…*ed co-ºw.
-
J. J. BYRNE,
Assistant Passenger Traffic Manager of the A., T. & S. F. Rºy.
Knighrºomano-co.
-
W. E. THURBER,
General Western Agent of the Mexican National, Chicago.




| | 8 Onaha Railway News-Reporter.
Scenes at the Driving of the Last Spike of the Union Pacific Railway at
Promontory, Utah, May o, 1869.
º º [. º
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º
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Holiday Number. | | 9
Popular Members of the Order of Railway Conductors.
DENNY O’B RIEN. J. D. HOLDER, WILLIAM W. E.I.CII,
Conductor Mo. Pac Ry, St. Lou's. Delegate Div. 343, Fairbu y, Neb. Delegate 1) iv. 55, Kat.sas City, Mo.
W. S. HEATH FREE PAYNE, W. L. BUTLER,
Conductor C, B. & Q Rºy, St. Louis. Conductor C. & N. W. Rºy, Boone, Iowa. Conductor C. & N. W. Rºy, Boone, Iowa,
-
-
W. S. WILCOX, CONDUCTOR MEAD, W. M. LEA II Y,
Conductor U. P. Rºy, Omaha. Union Pacific Ry. Conductor U. P. Ivy, Omaha.






| 20 Onaha Railway News. Reporter.
Prominent Citizens of Omaha.
- -
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--~~~~~~~~
D.R. JAMES H. PEABODY, JEFFERSON W. BEDFORD,
One of Omaha's Most Skilled Physicians. Omaha's Leading Coal Dealer.
HON. EDWARL) R. DUFFIE, JOHN C. DREXEL,
A Leading Member of the Omaha Bar. Douglas County’s Democratic Shriſt–Elect,





Holiday Number. | 2 |
Prominent Young Democrats of Omaha
*** **** ****
C11.Alº LES A. TRACY. LEE W. SPRATLIN. F.R.A.N. K. J. LANGE.
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ºcca-cº- -
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HARRY H. SA LISBURY. LOUIS J. PIATTI. CHARLES R. SHERMAN.
JOHN LEMLY. - ROBERT H. HOLMES. WILLIAM NEVE,





| 22
Omaha Railway News-Reporter.
* * * * * *** * * * * * * * * * * * * * - ~ * -- - - - - - --> * ~ * ~ * * *-*-
-- - 2 > > --- rºº. ...aarººt…a...º. → *
Driving the LäSí Spik}
— OF THE —
UNION PACIFIC
BY THE LATE SIDNEY DILLON.
(Fr m Scribner's Magazine Aug. 1892.)
The traveler over the Union Pacific
railroad in 1892 sees very few things
aside from the physical features and
general topography of the country
through which it passes to remind him
of the Scenes which presented them—
Selves to the view of those who com-
posed the first excursion party over the
Completed road, and who witnessed, on
May 10, 1869, at Promontory Point,
Utah, the formal ceremony of driving
the last Spike. Nothing now marks the
Spot where this ceremony took place,
and even the small, station known as
Promotory, is at some distance from the
point where the connection between the
two transcontinental roads was originally
made. The whole aspect of the country,
fi Om the Missouri river to Salt Lake,
has marvelously changed. Where there
Were then only tents, there are now
Well built, Substantial, and prosperous
towns, and instead of great desert wastes
supposed to be beyond reach of cultiva-
tion, one may now see an almost un-
broken stretch of corn fields and cul-
tivated lands, -
It is not too much to say that the
Opening of the Pacific road, viewed
Simply in its relation to the spread of
population, development of resources
and actual advance of civilization, was
an event to be ranked in far-reaching re-
Sults with the landing of the Pilgrims,
or perhaps the voyage of Columbus. In
less than twenty-five years it has ac-
Complished results
ſluenced the whole world more than
what happened in the century following
the landing of the Pilgrims.
The five or six hundred men who saw
the connection made at Promontory
Were strongly impressed with the con–
viction that the event was of historic
importance; but, as I remember it now,
we connected it rather with the motion
of transcontinental communication and
trade with China and Japan than with
internal development, or what railroad
men call local traffic. We were some-
What visionary, no doubt, but none of
us dreamed that the future of the Pa-
cific roads depend more on the business
that would grow out of peopling the
deserts it traversed, than on the through
traffic. We have not been disappointed
in the Stupendous results attained, but
they are different from those we looked
for, and of vastly greater consequence
to thc Country. Our expectations con-
cerning Asiatic trade, it must be owned,
have fallen short of fulfillment, but the
enormous development of local busi-
mess has surpassed anything we could
have ever dreamed of. Instead of being
incidental and subordinate, it is the chief
business, the main dependence of the
road, the through business for 1891 be-
ing only about 5 per cent, and the local
ninety-five of the whole volume of
traffic.
Nearly forty years earlier Asa
Whitney, reading in China the account
of the first experiment in railroad build-
ing in England, began to reflect upon
the enormous changes the new invention
made possible in bringing together re-
mote sections of the globe, and naturally
enough, his thoughts turned upon the
possibilities opened to Asiatic com-
merce. So impressed was he with the
feasibility of a railroad across the
American continent as a means of rapid
Communication betwoen the Asiatic
ports and the European countries, that
he set to work at once compiling
statistics concerning the trade of China,
Japan and India, with a view of direct-
which have in-
ing public attention to the subject. He
began his public work somewhere about
1841, and in 1845 secured a hearing be-
fore congress. It was due almost en-
tirely to his persistent efforts that the
first appropriation for surveys was made
in 1853. His proposition was to build a
railroad from Lake Superior to Puget
Sound, in consideration of a grant of
land from the government to a certain
amount over the whole line. Experience
has shown that his plan was far from
feasible, but he clurg to it with the
faith of an enthusiast, keeping it before
the people and before congress until he
had sacrificed his own private fortune
and became discouraged. About the
time the present charter was passed he
disappeared from the scene
But the idea that a transcontinental
railroad must depend chiefly upon the
commerce of China and Japan continued
to possess the public mind. How little
thought was given to the development
of the vast territory between the
Missouri river and the Pacific is in-
dicated by the fact that the examina-
tions and surveys made by order of con-
gress included the isthmus routes and
the possibilities for railroads or canals
on the whole stretch of country from
IPanama north to the Canada line.
The main thing was not to de-
velope the country and make
it habitable, but to get across it
as quickly as possible. The gold dis-
coveries in 1849, the large emigration in
consequence, and the admission of Cali–
fornia as a state, added an important
element to be considered, and con–
tributed largely toward keeping the
subject in the public mind. But the
real objective point continued to be
China and Japan and Asiatic trade.
Congress spent large sums of money
between 1853 and 1860 in surveys of the
country between the Missouri river and
the Pacific ocean, the results of which
were printed in large volumes, profusely
illustrated, and distributed to the peo-
ple at government expense. Beyond
these tentative steps nothing could be
effected. Political conditions prevented
further progress. In the first place the
agitation of the slavery question oc-
cupied the attention of congress to the
exclusion of everything else; and out of
the sectional jealousies engendered by
that controversy had arisen differences
as to the route to be adopted—whether
a northern, southern or middle—which
were irreconcilable. Nothing could be
done as long as those conditions con-
tinued. The south, which was then in
the control of the government, would
never consent to any northern route,
and not a dollar of capital Could be en-
listed for the SOuthern route reCOm-
mended by Secretary of War Jefferson
Davis. : +.
But politics, which had so much to
do in preventing progress, took a turn
in 1860, which resulted in the enterprise
being put in practicable shape and
hurried forward with unexampled speed
to completion. The charter of 1862 was
rushed through congress because the
war had disclosed the dangers of the
existing situation. Our Pacific coast
and the new states of California and
Oregon were from twenty to twenty-
four days out of reach, and only ac-
cessible then by transit through a
foreign country. The coast was almost
entirely undefended, and the Trent
affair had awakened anxiety in the di-
rection of a war with England, which
the Confederate Admiral Semmes had
intensified by the destruction of nearly
a hundred whaling vessels in the Pacific
ocean. The citizens of the new States
were urgent for some action by Congress,
and President Lincoln publicly and
privately pressed the importance of the
subject upon members of congress and
upon capitalists. -
China and Japan were for the moment
lost sight of, and the ruling thought in
the public mind was as to the necessity
for strengthening the Union by bring—
ing its remotest coasts in quick and
easy communication, as soon as possible,
and at any cost. Even then the
possibility of making the great inter-
vening deserts habitable and populous
and fruitful of profitable traffic, had not
entered men's minds. Investigation
showed that the transportation of mails,
troops, munitions and supplies between
the Missouri river and the Pacific ocean
was costing the government upward of
seven million doſlars annually. It was
estimated that the road could be built
for one hundred million dollars. So that
simply to do its own work the govern—
ment, had there been no constitutional
hindrance, could well afford to issue its
6 per cents for the amount, build the
road, and save a million dollars annually
on its own transportation.
The charter Öf 1862 was believed by
congress, to contain sufficient induce—
ments in its land grants and subsidy
loan to enlist the capital requisite to
begin the enterprise. No one had any
idea that the full capital would be sub-
scribed or paid in. That was plainly
impossible. There were not many who
believed the scheme was practicable.
Most people looked upon the whole
thing as visionary. Under the charter
of 1862 nothing was done beyond effect-
ing an organization. Capital held aloof
from So unpromising a venture.
In 1864 the charter was amended, the
land grant was doubled, and other
changes made enlarging the induce-
ments to capitalists to put enough
money into the enterprise to give it a
start. Even then the practical railroad
builders, who were extending to and
beyond the Mississippi the lines of what
are now the great systems of that sec-
tion, after thorough examination of the
subject, shrank from the undertaking.
The Rock Island and the Northwestern
were half way across Iowa, but still a
long distance from their objective point,
the Missouri river. To one or the other
of these roads it would fall naturally to
take hold of the Union Pacific charter,
and under it extend its own line
beyond the river. The franchise
WaS more valuable to them
than any one else. Both looked the
matter over, considered the whole sub-
ject and shook their heads. They saw
no money in it.
With experienced railroad builders so
advantageously situated, taking this
view of the enterprise, the difficulty of
procuring subscriptions and raising
money to start the work may be easily
imagined. Enough subscriptions were
made, however, to justify a beginning,
though it was quite evident that very
few of the subscribers had any expecta-
tion of a return on the investment either
as interest or principal. The first in-
stalments on these subscriptions fur-
nished about money enough to pay the
cost of a celebration on the occasion of
breaking ground at Omaha in the autumn
of 1864. This was quite an affair for
Omaha, and Council Bluffs, both of
them at that time sprawling settle-
ments, chiefly made of canvas, with
hardly a two-story house in the outfit;
but it did not make much impression on
the outside world. Ground having been
broken with proper ceremony, every-
thing stopped. Durant and Bushnell,
who were the leading Spirits in obtain-
ing the charter and effecting au
organization, were hard at work rais-
ing money and vainly trying to get
bona-fide subscriptions enough to war-
rant going ahead. The limitations of
the charter were a fatal obstruction.
It was only when these difficulties were
surmounted by the device of a con -
struction company that they began to
See light,
This is not the place to treat of the
Credit Mobilier. I have only to say,
as its executive officor during the period
Of its activity, that in my judgement
its methods were as legitimate and
honorable as those of any corporation
with which I have ever been Con-
nected; and, without it the Pacific
railroad could not have been built.
It was through this organization, having
been in the business of a railroad Con-
tractor all my life, that I became in-
terested in the Uuion Pacific; and I
may say as evidence of my faith in the
property that a large part of my original
stock in the company is held by me
today.
The advances made by the Credit
Mobilier enabled the railroad Company
to go ahead, but on account of differences
arising from a change in the original
location of the line from Omaha west,
work was delayed so that it was about
the beginning of 1865 when construction
may be said to have fairly, begun.
Some grading was done in the autumn
of 1864, but the first rail was not laid
till July, 1865. During 1865 we laid
forty miles of track, on the acceptance
of which by the government we received
$640,000, in government donds—being
$16,000 a mile—as a subsidy loan. The
land grant was in addition to this, but
was not available to meet current ex-
penses. Our land-grant bonds and
first mortgages were practically un-
salable, and could only be used as
collateral for loans made through the
means of the construction Company.
This money was a great help to us,
though it came far short of relieving
the pecuniary embarrassments which
constantly beset us. Everything Was
done at enormous cost. None of the
Iowa roads had reached the river,
consequently all Our materials,
machinery, fuel, provisions, men, every-
thing in fact, had to go to St. Louis
and be transferred thence by boat to
Omaha. The treeless plains furnished
no ties, and we were obliged to trans-
port thm from remote points at very
great expense. Ties for a long distance
cost us sometimes $2.50 a piece. The
cost of labor and provisions was also
greatly enhanced by the lack of direct
communication with markets; and in
the absence of wood or coal We Were
obliged to procure fuel from long
distances at a frightful cost.
Affairs wore a very unpromising
look at the close of 1865, and were not
much better at the end of 1866, though
we had laid 260 miles of track during
the year. During 1867 we climbed to.
the summit of the Rocky Mountains,
and adde 3 240 miles of track, making
about 540 miles of coºpleted road be-
yond the Missouri river. At the end
of that year, we were over the top of
the mountains and nearly half way to
Salt Lake City. The cost of building
over the mountains was so much less
than we had expected that the Con-
struction company found itself with a
surplus from the proceeds of the sub-
sidy, bonds. This was imprudently
distributed in dividends, so that in a
short time we were in greater distress
than ever for money. To add to Our
embarrassments the fact that we had
reached the dividend point brought the
harpers down on us from outside, and
led to dissensions among Ourselves.
Nothing but the faith and pluck of the
Ameses, fortified with their extensive
credit, and the active financial aid of
men like John I. Blair and other capi-
talists carried the thing through. Mean-
time the scene of active operation from
the river to the mountains was attract-
ing public interest and exciting public
curiosity more and more every day.
People who thought for a long time that
the whole scheme was wild and vision-
ary began after a while to realize that
out there on the “Great American Des—
ert” an extremely interesting enterprise
was afoot, and that whatever came of
1t one thing was certain, the world had
never seen railroad building on so
assº sºrrº - • *-*.*.* Lºº. ... -ºs-_* *- -- ------- -- *_*_*-*-* - - - - fº- - -º º
Holiday Number.
123
grand a scale under such overpowering
disadvantages and at such a rapid rate
of progress. It opened fresh fields to
the newspaper correspondents and a
theme of uncommon interest for the
press. After the first year the news-
papers of the country began to be filled
with accounts of the progress of the
work, with descriptions of the methods
pursued in construction and the physi-
cal aspect of the country traversed.
Pub ic interest had gradually been
wrought up in this way to such an ex-
tent that during the last year of con-
struction it was the prominent topic,
and the progress made in track laying
was telegraphed all over the country
each day. It culminated May 10th,
1869, when in all the large cities in the
Union business stood still while the
telegraph clicked the blows of the ham—
mer that drove the last spike.
The chief engineer of the work, a
man whose animating spirit had much
to do with the wonderful rapidity with
which it was pushed, was General G.
M. Dodge, who had explored the whole
country from the Missouri river to Salt
Take as far back as 1853, when he was
employed on the Rock Island road mak-
ing surveys. He was an enthusiast who
communicated enthusiasm to his work-
ing forces, and he showed skill in the
management of hostile Indians, con-
tractors, laborers, and the ruffians and
gamblers who followed the camp. The
close of the war, in which he distin-
guished himself, left him at liberty to
accept this position of chief engineer,
and his intimate relations with Grant
and Sherman put him on such terms
with commanding officers of garrisons
and military posts along the route that
he was enabled to avail himself of mil-
itary aid against marauding Indians,
and a 'So frequently in maintaining Ur-
der when worthless camp-followers be—
came unruly. With him were General
Jack Casement and his brother Dan, in
charge of the track laying, men of
boundless energy and undoubted cour-
age, upon whom he could rely to carry
out any order with military promptness
and unquestioning obedience. The
working force was almost entirely com-
posed of discharged soldiers, whose ex-
perience during the war admirably fit—
ted them to encounter the dangers from
hostile Indians ard endure the priva-
tions and hardships of camp life on the
p'ains, At an alarm of Indians these
men fell into line and prepared to meet
the attack with the readiness and de-
cision of veteran Soldiers.
During 1868 and to May 10th, 1869, we
laid 555 miles of track, which took us to
Promontory Point, just north of the
shores of Salt Lake, where we met the
track of the Central Pacific and mado
the Connection between the two roads.
For various reasons the two companies
had not always worked together in per-
fect harmony; and one result of mutual
misunder Standing was, that instead of
making the connection when the two
working parties came together, the
graders on both sides kept right on till
the two roadbeds lapped over two hun-
dred miles. When the tracklayers met
the law required a junction to be made,
and this was done at Promontory. A
controversy on the subject was subse.
quently settied by the Central Pacific
leasing of the Union the track from
Promontory to Ogden, which became
the junction point.
Popular interest in the enterprise had
become so universal and absorbing, and
the event of completion was awaited
with so much anxiety, that a celebra–
tion of the occasion with formal ceremo-
mics was not only proper but necessary to
meet the public expectation. But the
Scene was so remote, and we who were
on the ground had been so much occu-
pied with pushing construction and
Overcoming the pecuniary embarrass-
ments and other complications with
which we we were beset, that there was
no opportunily to make arrangements
on any adequate scale for the celebra-
tion of what we all felt to be one of the
most important achievements of the
nineteenth century. There was no time
to make an elaborate programme nor any
facilities for carrying it out when made.
But our feeling was that, however sim-
ple the ceremony might be, the people
of the whole country, who had kept in
such close touch with us, and had given
us such sympathy and encouragement
from the beginning, should be with us
in spirit at the culminating moment,
and participate in the joy of the occa-
Sion.
Arrangements for this purpose were
made at a very short notice, and through
the hearty co-operation of the tele.
graph companies, all the principal of
fices in the country were informed a
few hours beforehand that as soon as
the preliminaries were completed, a
signal would be given and every office
being put in connection with the Prom-
ontory, the blow of the hammer driving
the lasi spike would be communicated
by the Click of the instrument at the
same moment to every station reached
by the wires s
General Dodge and the two Case-
ments, and the force under them, were
not idle during the night of May 9th and
the early hours of the 10th. The rivalry
between the two companies had been
very sharp, and neither neglected an
Opportunity to gain an advantage. The
tracks were only a few feet apart on
the night of the 9th. During the even-
ing General Dodge Jearned that the
Central people had made their arrange-
ments to put in sidings early next morn-
ing and Secure possession of the
terminus. But when in the grey of the
morning the Central's construction train
moved up they found, to their surprise
the sidings all laid and the rails
Occupied by the Union Pacific loco-
motives and cars, The Central people
took it, on the who'e, very good-
naturedly, and did not permit it to
disturb the general good feeling of the
Occasion.
It was not a large crowd. In brass
bands, fireworks, procession and oratory,
the demonstration, when ground was
broken at Omaha, less than five years
before, was much more imposing. A
small excursion party, headed by
Governor Stanford, had come from
San Francisco; while on our side, be-
sides our own men, there were only two
Or three persons present, among whom
was the Rev. Dr. Todd, of Pittsfield.
Not more than five or six hundred, all
told, comprised the whole gathering,
nearly all of whom were officials of the
two companies—contractors, surveyors,
and employes.
The point of junction was in a level
Circular wal.ey, about three miles in
diameter, surrounded by mountains.
During all the morning hours the hurry
and bustle of preparation went on.
Two length of rails lay on the ground
near the Opening in the roadbed. At
a little before eleven the Chinese
laborors began leveling up the roadbed
preparatory to placing the last ties in
position. About a quarter past eleven
the train from San Francisco, bringing
Governor Stanford and party, arrived
and was greeted with cheers. In the
enthusiasm of the occasion there were
cheers for everybody, from the presi.
dent of the United States to the day
laborers on the road. -
The two engines moved nearer each
other, ard the crowd gathered round
the Open Space. Then all fell back a
little so that the view should be un-
Obstructed. Brit f remarks were made
by Governor Stanford on one side, and
General Dodge on the other. It was
now about 12 o'clock noon, local time,
or about 2 p. m. , in New York. The
tWO Superintendents of construction—
*
S. B. Reed of the Union Pacific, and S.
W. Strawbridge of the Gentral—placed
under the rails the last tie. It was of
California laurel, highly polished, with
a silver plate in the center bearing the
following inscription: “The last tie
laid on the completion of the Pacific
Railroad, May 10, 1869,” with the names
of the Officers and directors of both
companies.
Everything being then in aediness
the word was given, and “Hats off.”
went clicking over the wires to the
waiting crowds at New York, Philr-
delphia, San Francisco and all the
principal cities. Prayer was offered
by the venerable Rev. Dr. Todd, at the
conclusion of which the operator tapped
out: “We have got done praying
The spike is about to be presented,” to
which the response came back: “We
understand. All are ready in the East.”
The gentlemen who had been com—
missioned to present the four spikes,
two of gold and two of silver, from
Montana, Idaho, California and Nevada,
stepped ſlforward, and with brief, ap-
propriate remarks discharged the duty
assigned them.
Governor Stauford, standing on the
north, and Dr. Durant on the south
side of the track, received the spikes
and put them in place. Our operator
tapped out : “All ready now, the
spike will soon be driven. The signal
will be three dots for the com—
mencement Of the blows.” An
instant later the Silver hammerS
came down, and at each stroke in all
the Offices from San Francisco to New
York, and throughout the land the
hammer of the magnet struck the bell.
The signal “Done” was received at
Washington at 2:47 p.m., which was a
quarter to 1 at Promontory. There
was not much formality in the dem—
onstration that followed, but the
enthusiasm was genuine and un-
istakable. Two engines moved up
until they touched each other, and a
bottle of champagne was poured on
the last rail, after the manner of
Christening a ship at the launching.
The event was celebrated in all the
large cities, and everywhere hailed
with demonstrations of delight. In
New York, Trinity church was thrown
open at mid-day, an address was deliv-
ered by Rev. Dr. Vinton, and a large
crowd united “to tender thanks to God
for the completion of the greatest
work ever undertaken by man.” In
Philadelphia bells were rung and cannon
fired. At Chicago a great impromptu
demonstration took place, in which all
citizens joined; at Buffalo a large
crowd gathered to hear the telegraph
signals, sang the “Star Spangled Ban-
ner,” and listened to speeches from
distinguished citizens; and at every
important point the announcement of
the completion of the work was re-
ceived with unbounded joy. -*
That night our party started on
their return, and the next day, May 11,
1869, trains began running regularly
over the whole line. New York was
in direet rail communication with San
Francisco, and a new empire was
thrown open in the heart of the
Continent.
HARRY H, SALISBURY,
Few people in the city of Omaha
will fail to recognize in our picture
gallery the manly face of our old and
popular base ball pitcher Harry H.
Salisbury. His high standing in the
community was not won altogether
on the ball field, for his actions during
all of the years that he has resided here
toward his fellow men have been such
that he has won thousands of friends
among all classes of the community.
Harry H. Salisbury was born in
Providence, R.I., May 15, 1855. He
attended the public schools of that city
until he was twelve years old, when
he entered Nichols academy, Dudley,
Mass. After leaving that institution he:
entered the Wesleyan academy from
which place he entered Brown university
at Providence, R. I. After graduating
with honor Mr. Salisbury studied law.
and was admitted to practice at Racine,’
Wisconsin. Shortly after he had been
admitted to the bar his Services were
claimed by his old college team and he
appeared on the diamond in the games
played by the Brown University nine
for the intercollegiate championship of .
1876. In 1877 he began his professional
career with the St. Paul, Minn., team.
1878 found him with the great Detroits
and one year later with the New York
state league. For two years he deter-
mined to give up ball playing and
devote his attention to the profession of
law, but the inducements were too
many and too great, so we again find
him, is 1881, with Alleghanies of Pitts-
burg. After the close of the season of
'82 Harry removed to this city and
secured a situation with the Union
Pacific company and became the star
pitcher of the world famous Union.
Pacific base ball club. In 1884 he
resigned to accept a position with the
Pacific Express company where he is
still employed in a responsible position.
Mr.Salisbury was the democratic
nominee for Councilman at the last
election, but was unsuccessful.
JUDGE EDWARD R. DUFFIE.
Hon. Edward R. Duffie, one of the
democratic and non partisan nominees
for the district bench at the last elec-
tion, was born October 21, 1844, in
Lewis county, New York. He passed
through the common schools at his early
home, and completed his education at
Ilowville academy. He pursued the
study of law at Albany, being admitted
to practic : in 1867. He removed to Sac
City, Ia, where he first entered into the
practice of his chosen profession.
Legal business was not rushing in the
then far west, and Mr. Duffie accepted a
nomination for county treasurer of Sac
County, to which office he was elected,
and Served One term. 1n 1873 he was
elected to the legislature, and in the
fall of 1876 he was elevated to the dis-
trict bench for the Fourteenth judicial
district for a four year's term, being re-
elected in 1880. In both instances he was
the only candidate in the field, the
democrats refusing to nominate a man.
against him. He voluntarily retired from
the bench in January, 1885, and after . .
closing up a number of legal cases for
his former partner, removed to Omaha.
in 1887, where he has ever since resided.
He was a republican until he thought
that party became too wild on the tariff
question, and cast his fortunes with the
democracy, voting for Cleveland in 1888
and again last fall. He was an intimate
friend of ex-Governor Sherman and
Chief Justice Rothrock of the Iowa
Supreme court, by both of whom he was
strongly endorsed. He is a man of
family, and in his six years of residence
in this city he has achieved a standing
among his legal blethern that made
him the first choice of the bar of this
district.
..His endorsement by the democratic
judicial convention was proceeded by .
his appointment by Governor Crounse to
fill the unexpired term of Judge Her—
bert Davis. The confidence shown by
the governor in his ability and up-
rightness is shared by all who knew
him.
The Busk-Ivanhoe tunnel on the
Midland road, twelve miles west of
Leadville, Colo., was completed and ’
opened for traffic with proper eclat on
the 17th instant. The tunnel will re-
Sult in doing away with nine miles of
the most dangerous part of the road
over the Continental divide. This big
bore is the third longest in the United
States, being 9,400 feet long, being only
Surpassed in this country by the famous
Hoosac tunnel and the Boulder tunnel
in Montana. The altitude of the Busk-
Ivanhoe is 10,800 feet.
124 Onnaha Railway News-Reporter.
i
i
F. W. GREENE, JOHN H. KEENE,
General Agent of Pass, and Land Dept.'s. Mobile & Ohio, St. Louis. General Agent of the Chicago, Milwaukee & St. Paul Rºy, Denver
1:0 BERT MARTIN, JOIN. S. TOWNSEND,
Business Manager for Knight, Leonard & Co., Chic go. Leading Railway Jeweler, Chicago, Ill.


Holiday Number. | 25
Popular Members of the Order of Railway Conductors
- *
C º
GEORGE E. VANCE, GEORGE A. KENNEDY, C. W. STONE,
Delegate Div. 114, Pittsburg, Pa. Delegate Southern Tier Division 10. Delegate Div. 163, Oil City, Pa.
E. McCONN AUG HY, G. W. GRANTIER, W. J. COCHRANE,
Delegate Div. 289, Bridgeport, Ohio, Delegate Div. 9, Elmira, N. Y. Delegate Div. 155, Syracuse, N. Y.
W. E. GALBRAITH, G. O. MILLER, E. REYNOLDS,
Conductor, St. Paul, Minn, Delegate Div. 67, Waterloo, Iowa. Delegate Division 130, Quebec, Can,



| 26 Onnaha Railway News-Reporter.
W. H. WOODWARD, BEN. S. JOSSELYN,
President of Woodward & Tiernan Printing Co., St. Louis. General Manager of Kansas City, Osceola & Southern Rºy.
P. M. ARTHUR, HGN. PERRY. H. BICKFORD,
Grand Chief Engineer, Brotherhood of Locomotive Engineers, Surveyor General of the State of Wyoming.


Holiday Number. | 27
THE LATE RICHARD FITZGERALD, MARTIN CLANCY,
Who was a Prominent Member of the Order of Railway Conductors. Chairman of the Executive Committee, O. of R, C
HON. CHAS. F. MANDERSON, W. B. MOORE,
United States Senator: from 'Nebraska, Conductor on the Missouri Pacifle Rºy, Kansas City, Mº.


| 28 Onaha Railway News-Reporter.
Popular Members of the Order of Railway Conductors.
ARTHUR LEWIS DAIN, J. F. MORTON, J. E. ARCHER,
Delegate Div. 53, Denison, Texas. Delegate Div. 288 Danville, Va. Delegate Div. 7, Houston, Texas.
ROBERT DUNCAN, E. H. H. O. H. NE. J. H. COSTELLO,
Delegate Div. 313, Tucson, Arizona, Delegate Div. 261, San Luis Potosi, Mexico. Delegate Div. 290, Memphis, Tenn.
T. A. BUNN, W. J. W. RIGHT, S. M. WAN DEREN.
Delegate Div. 256, Taylor, Texas. Delegate Div. 116, Tyler, Texas. Delegate Div. 30, Springfield, Mo.




Holiday Number. 129
Popular Members of the Order of Railway Conductors.
C. N. KNOWLTON, PALMER H. ARCHER, W. H. SEBRING,
Permanent Member, Denison, Tex. Son of Mr. and Mrs. J. E. Archer. Delegate Div. 175, Memphis, Tenn
R. J. YEARWOOD, W. H. OVERMAN, E. L. JOHNSON,
Permanent Member, Knoxville, Tenn. Knoxville, Tenn. Delegate Div. 241, De Soto, Mo
WILLIAM McPIKE, W. N. CAMPBELL J. D. RIGGS,
Delegate Div. 262, Cleybourne, Texas. Delegate Div. 108, New Orleans, La. Delegate Div. 185, Selm: , Alabama.





13O Onnaha Railway News-Reporter.
Prominent Members of the Order of Railway Conductors.
J. J. BRESNAHAN, G. A. TAYLOR, J. J. KELLEY,
Delegate Div. 44, Denver, Colo. Delegate Div. 36, Pueblo. Colorado. Delegate Div. 296, Raton, N. M.
J. M. RAPELJE, R. T. HEDRICK, H. J. STANLEY,
Delegate Div. 191, Glendive, Montana. Delegate Div. 91, Portland, Oregon. Delegate Div. 244, Colorado Springs.
M. S. WALSH, SAM STEWART,
Delegate Div. 72, Fargo, N. D. Genºl Yardmaster, Portland, Ore,
J. A. MATOTT,
Delegate Div. 305, La Grande, Ore.



Holiday Number. | 3 |
Prominent Members of the Order of Railway Conductors.
THOMAS C. JONES, WILLIAM CRAW FORD, GEORGE A. WOODS,
Delegate Div. 13. St. Thomas, Ont Delegate Div. 255, Medicine Hat, Assa. Delegate Div. 16, London, Ont.
JOHN DOYLE, JR., A. L. GRAVES, VOLNEY RELINES,
Delegate Div. 166, Newark, Ohio. Prominent Member, Div. 26, Toledo, O. Chairman Finance Com , Div. 26, Toledo, O.
T. A. BROWN, T. F. CORY GAN, F. W. KIMRALL,
Delegate Div. 191, Cincinnati, O. Eureka, Ili. Delegate Div. 222, Chillicothe, Ill.




| 32 Onnaha Railway News-Reporter.
Popular Members of the Order of Railway Conductors.
**
WELLINGTON SPRAGUE, B. J. CLRFFORD, C. D. BAKER,
Delegate Div. 66, Portland, Maine. Delegate Div. 198, Springfield, Mass, Permanent Member, Boston, Mass.
T - - -
BEN. W. THOMPSON, T. M. MITCHELL, J. H. TOWNE,
Delegate Div. 79, Peoria, Illinois. Permanent Member, Memphis, Tenn. Permanent Member, Conway Springs, Kas.
I. M. VAN SLY KE, COMMODORE. W. P. SHEEELAN, R. M. HIGGS.
Permanent Member. Ft. Wayne, Ind. Permanent Member, Springfield, Illinois. Permanent Member, Ft. Worth, Tex.





Holiday Number. | 33
Popular Officers of the Order of Railway Conductors.
CHARLES H. WILKINS, A. B. GARRETSON,
Assistant Grand Chief Conductor. Grand Senior Conductor.
W. R. MOONEY, E. W. PURRETT,
Member of the Executive Board. Grand Junior Conductor.


134 Omaha Railway News Reporter.
JAMES F. HOW,
Ex-Vice President of the Wabash Railroad.

Holiday Number. | 35
WILLIAM. K. BELLIS,
Secretary and Treasurer of the Railway Officials and Employes Accident Association.
Indianapolis, Indiana,

| 36
Omaha Railway News-Reporter.
- ~~< * *
CHARLES KENNEDY.
Mr. Charles Kennedy is well known
as general Northwestern passenger agent
for the Rock Island railway with head-
quarters at Omaha. He is as well
known as the town clock, and as popular
as a good looking mail carrier deliver-
ing love letters to a pretty girl. He
was born in Delaware county, Penn
sylvania, November 1, 1850, and is
therefore ferty-three years old. At the
tender and susceptible age of nineteen,
he entered the service of the Phila-
delphia, Wilmington & Baltimore rail-
way, now a part of the Pennsylvania
system, as yard clerk and switchman,
and two years later was promoted to
yardmaster, shortly afterwards going
to New Orleans, being appointed to
the old New Orleans, Jackson & Great
Northern as conductor. In 1872 he
went on the Iron Mountain road, out of
St. Louis, as passenger conductor, re-
maining there two years, when he ac-
cepted a position as solicitor in the land
department of the Missouri, Kansas &
Texas, a position he filled with ability
and zeal for five years. Indeed the ex-
pressions of regret at his resignation
were general, being only counteracted
by the knowledge that he had received
a more lucrative position with the
Chicago, Rock Island & Pacific as pas-
senger agent at Kansas Cily, where a
year later he was made southern pas-
senger agent, and was transferred to
Los Angeles in the same capacity the
following year. Mr. Kennedy then
filed a similar position at Portland for
the Rock Island and Albert Lea route
for nine years, and in 1892 was trans-
ferred to Omaha as general northwestern
passenger agent for the Rock Island.
Throughout the whole service no man
has a more thorough knowledge of his
duties, or a more efficient method of
discharging them than our friend
Charles Kennedy.
WILT,IA.M. A. BISSELL.
Mr. Bissell appears on page 117 in
company with his two sons. He was
born at Lyons, N. Y., January 8, 1848,
and is therefore forty-five years old. He
entered railway service in November
1864, and for a year was messenger boy
in the stores department of the Michigan
Central at Detroit, Mich., and for a
further three years acted as a clerk in
the office of the auditor. He then got a
bad attack Of the Western fever, and at
at the age of twenty he was to be found
doing duty as clerk for the Central
Pacific at Sacramento, Cal. In 1870, hº
was appointed freight auditor on the
Southern Pacific at San Francisco, three
years later being promoted to the po-
Sition of Chief clerk in the same Office,
where he was fixed for nine years. His
next appointment was as Pacific coast
freight agent for the Missouri Pacific
and the Texas & Pacific. He was also
Pacific coast freight agent for the At.
lantic & Pacific fast freight line, and
since May 1887, has sa isfactorly and
ably fill the position of general freighi
and passenger agent for the Atlantic &
Pacific. As tile above Sketch will show,
Mr. Riscell has had almost thirty years
of continuous railway service in the
business departments of various lines,
and at all times has proved worthy of
the confidence reposed in him.
ROBERT G. FLEMING.
R. G. Fleming was born at Peter-
horough, Ont., January 25, 1853, and at
the age of fifteen began work on the
( hicago & Northwestern as water boy
between Chicago and Milwaukee. In
those early days thirsty passengers had
to be supplied by boys going through
the train, and this was his first employ-
ment. After two years of this, he went
to the Pittsburg, Fort Wayne & Chicago,
braking on a mail train, and when the
first train ran between Chicago and New
York in twenty-six hours, Mr. Flem-
ing was on it acting as brakeman. He
remained on this road about two years,
joining the Chicago & Alton in the
same capacity. This filled up nearly
three years of his life, and he in oom-
mon with many another good man de-
cided to try his fortune in the them far
west, and obtained employment on the
Illinois Central at the western end of
road, acting as baggageman until 1875.
He then went on the Sioux City &
Pacific, running between Sioux City and
Missouri Valley, doing this for over a
year and then being appointed yard-
master at Sioux City, short y after be-
ing promoted to the position of Con-
ductor. At this time he was induced
by his parents to live at home with
them on their farm at Sioux Falls, but
his restless spirit could only endure this
life three months, so with a yearning
towards railway work he got an en-
gagement with the B. & M. at Lincoln,
Neb., as conductor between Plattsmouth
and Omaha. He remained on this line
until 1881, when he joined the Union
Pacific, acting as brakeman for a few
months, being then given charge of a
passenger train between Omaha and
Grand Islnnd. In March 1887, he was
unfortunate enough to lose his right
foot, but exhibiting the most indomitable
perseverance was at his old duty in less
than three months, and continued
thereat until the spring of 1891, when he
resigned the road to go into the hotel
business at Columbus, Neb.
This life seems to agree with him, as
his increased weight will testify. Mr.
Fleming was always popular among his
employers, fellow employes and the
general public, and a host of friends
wish him well.
JOHN H. KEENE.
There are few men more widely
known than John H. Keene. He was
born at Bureau, Ill., in September 1855,
and his railroad record dates from 1873,
when he began as night ticket agent at
Marengo, Ia., for the Chicago, Rock
Island & Pacific. He remained at
that station three years, being promoted
and transferred to Council Bluffs as
baggage and check clerk for the same
company. After three and one-half
years of service, he resigned to accept
the position of live stock agent of the
Chicago, Burlington & Quincy, with
headquarters at Council Blufls. So well
did Mr. Keene handle the affairs con-
nected with the position, that in 1882, he
was offered a similar position with in-
creased salary by the Chicago, Mil.
waukee & St. Paul. Here he hu-tled
with characteristic energy and ability
until about six months ago, he went
to Spokane Falls, Wash., but shortly
afterward went to Denver, where he
is now acting as general agent for the
Chicago, Milwaukee & St. Paul.
E. P. BRINEGAR.
The gentleman whose name appears
at the head of this sketch was born in
Ke tucky in 1867 and was educated in
Missouri, From 1884 till 1887 he was
employed on the southern division of
the Rock Island road as clerk, telegraph
operator and local agent at various sta-
tions. In August 1887, he entered the
service of the Southwestern Pacific, do-
ing service at Sacramento and other sta-
tions in the Oregon division as clerk and
agent. A year later, he was to be found
at the San Francisco ferry ticket office
and remained there till 1891, when he
was made joint ticket agent for the
Rock Island and several other leading
lines at Twenty-Second street, Chicago,
being eventually in June 1893, appointed
World's Fair passenger agent for the
Rock Island, with headquarters at
Englewood, Chicago. A few weeks
ago Mr. Brinegar was appointed travel-
ing passenger agent for the same Com-
pany, his headquarters being at Omaha.
He is now twenty-six years old, and ap-
parently has a bright future before him,
for which he has our best wishes.
October 1880.
MARTIN CLANCY.
What railroader does not know our
genial friend Martin, the able and
popular Older of Railway Conductors'
executive committeeman? He was born
at Geneva, N. Y., September 16, 1843,
and at twelve was left an orphan. His
experiences were many and varied and
to quote his own words, he was “some-
times the top, and sometimes the under
dog,” until the breaking out of the War,
when he enlisted as a private in Com-
pany “K” Seventeenth New York,
volunteers on October 9, 1861. His army
record is a creditable one and he retired
when his term of service expired, having
worked his way to a lieutenancy in the
same company. In 1864 he joined the
New York, Pennsylvania & Ohio rail-
way, and the following year was made
conductor. Martin is a sticker, for
with religious regularity he has tapped
the pay car for a full months pay every
month since that time, so that next
year he will have completed thirty
years of faithful service with the same
company. Railroad men are pretty
observant fellows, and usually know
and recognize ability in the right place.
and this was never more exemplified
than when every delegate present at
Denver in May, 1891 voted that Mr.
Clancy should be a member of the
executive committee of the Order of
Railway Conductors. and at the Toledo
annual mt eting, after faithfully and
zealously doing his duty he was re-
elected by acclamation. It speaks
volumes for the good government of
the order that such men are at the
helm of its affairs. Long may it be so.
W. L. HEATH.
There are not many conductors among
our railway systems, who enjoy the
genuine respect and good will of their
fellowmen to a greater extent than
Burlington Conductor Heath, He was
born near Muncie, Ind., May 14, 1861
and at the age of six his parents re-
moved to Missouri where he was
educated. His first train service was
as fireman on the Hannibal and St. Joe
railway, shortly after working as brake-
man on the run between Laclede and
A cornville. When the gap between
Unionville and Acornville, Mo., Was
completed he acted for a short time as
news agent between Laclede and
Burlington, Ia., being soon given a
permanent position as brakeman which
he kept for five years, and in 1882 was
promoted to a conductorship on freight
train. Four years later he became extra
passenger conductor, and in 1889 was
given a regular train between Burling-
(on and St. Louis. After a year he was
transferred to the Burlington and Den-
ver express, on the line between S.
Louis and Hannibal, Mo. In 1891 when
the joint service was established be
tween Hannibal and St. Joe under
Burlington auspices he was mnde con–
ductor on the line where he is still
running.
Mr. Heath is a perfect rara avis
among conductors, inasmuch as he is a
teetotaller, and prides himself on never
entering a saloon, not even to buy ;
cigar. We know several of the frator-
nity who do not refuse a drink
occasionally, who, we are Sure, Would
feel very happy to make up for his'
deficiencies in this respect.
JOHN J. B.Y.R.NE.
Mr. Byrne is well known and justly
esteemed as the assistant passerger
traffic manager on the Santa Fe. He was
born January 16, 1859, at Hamilſ on
Ont., and in 1873 entered the servi e ºf
the Great Western of Canada as offi e
boy, being subsequently promoted to a
clerkship in the same office. In 1877 he
was appolnted clerk in the passenger
agent's office of the Chicago & Alton at
Chicago, where he remained until
Then for a year he was
rate clerk no the Iron Mountain at
St. Louis, and the following year spent
a few months with the Missouri Pacific.
His next move was to the Michigan
Central, being there in the passenger.
department till 1883, when he received
the appointment of secretary to the
Chicago Railroad association. Resign-
ing this after two years' service, he
rejoined the Michigan Central as chief
clerk in the passenger department, and
filled this position for a further two
years. Mr. Byrne then traveled to the
Pacific coast and ably filled the position
of general passenger and ticket agent
for the Oregon Railway & Navigation
company, and in 1887 became passenger
agent for the Atlantic & Pacific with
headquarters at San Francisco. He is
now, as above noted, assistant passenger
and traffic menager for the Santa Fe
enjoying the confidence and good will
of all with whom he comes into coll-
tact.
B. S. JOSSELYN.
Mr. B. S. Josselyn is the able and
highly respected general manager of the
Kansas City Osceola and Southern Rail-
way at Kansas City. He was born in
Champaign county, Ills., February 7th.
1858, and commenced a railroad career
on the Illinois Central at Ft. Dodge, Ja..
June 1879, as bill clerk and telegraph
opera or. He has filled nearly every
position in the service, having been re-
spectively, brakeman, yardmaster. Con-
ductor, station agent, train despatcher,
trainmaster, division clerk, chief Oper-
ator, time card expert, stationer, and
car accountant, and at all times and in
every position, bus intelligence and skill
have won for him golden opinions and
rapid promotion. Besides the Illinois
Central. Mr. Josselyn has served the
Burlington, Cedar Rapids & Northern;
Kansas City, Fort Scott & Msi-
souri; Chicago, Rock Island &
Pacific; the Union Pacific, North- .
ern Pacific, Denver & Rio Grande, and
now as general manager of the K. C. O.
& S. For many years Mr. Josselyn was
connected with the Union Pacific at
Omaha where he has a very large circie
of acquaintances among whom he is
very highly esteemed. It was on Janu-
ary 1st. 1893 he was appointed to his
present position, a fact which brought
great satisfaction to hosts of well wishers
throughout the country. Mr. Josselyn
is only thirty-five years old, and given
good health will we are sure rise to a
still greater eminence in the railroad
sphere, we shall have pleasure in chron-
icling his future flights.
United States Railway8s
Total miles constructed..... .....& 175,023
Miles built in 1892. . . . . . . . . . . . . . . e 4,429
ASSetS. . . . . . . . . . . . . . . . . . . . . . . . . . . . . . 11,089,000,000
Liabilities. . . . . . . . . . . . . . . . . . . . . . . . . 11,482,000,000
lèarnings in 1892. . . . . . . . . . . . . . . . . . 1,215,000, 00
WOrking eXpen SeS. . . . . . . . . . . . . . . . . St)7,000,000
Net earnings. . . . . . . . . . . . . . . . . . . . 398,000,000
Interest Chal'geS . . . . . . . . . . . . . . . . . . 239,000,000
Paid in dividends. . . . . . . . . . . . . . . . . 100,000,000
Passenger revenue......... 290,000,000
Freight, revenlle a e s e º a # s a s 800,000 00:
Pullmam passengers 1892. . . . . . . . . 5,613,129
Railway employes. . . . . . . . . . . . . . . . . • S21,41’’
Employes killed 1892. . . . . . . 2,554
Employes injured. . . . . . . . . . . . . . . . 28,367
Passengers killed. . . . . . . . . . . . . . . . . 375
Passongers injured . . . . . . . . . . . . . . . 3,227
Number of railway corportutions 1.82%
The total livil eage ºf Our rai –
ways is more than equal to that of all
the rest of the world put together.
TOO WHzasny Couplers.
Nearly 10 000 car coupling devices
have been granted letters patent in this
country. The exact number is 9,556, but
there are still a number of applications
to be considered. The number is steadily
'ncreasing, but the proportion of really
meritorious devices is painfully small.
The crop of 1894 threatens to be as large
as that of previous seasons, but the yield
of financial profit will probably be no
no larger than in former years. Exper-
ience teaches in most cases, but the crank
coupler inventer seems to be about the
last man to learn a needed lesson as to
the inutility of his device and the futility
of its application.
Holiday
137
*---_*- -> --- - *_+- -- *__-_--- * * * * a -- a-- r * *. --
DR, JAMES H. PEABODY.
Dr. James H. Peabody, one Of
Omaha's most respected physicians, was
born in Washington, D. C., March 7,
1833. Dr. Peabody's father died in 1847,
, leaving a widow and five children
dependent upon the exertions of the
• 1 sons, the second of which is the
su ject of this sketch, and who in 1847
was appointed a page in the United
States house of representatives, which
position he held for five years. While
in the house of representatives as pâ8°
he formed warm attachments for
several members of that body of the
senate, among whom were Andrew
Johnson,
Schuyler Colfax, all of whom continued
his staunch friends until their d' aths.
After his mother's death, which 00:
curred in 1852, he commenced the study
of dentistry with Dr. R. B. Donaldson
of Washington, at the same time read-
ing medicine with Dr. Thomas J. Cath-
cart of the same place. In September,
1856, he matriculated at the medical
department of the University of George-
town, Washington, and graduated
March 8, 1860. At the outbreak of the
civil war the doctor was holding a
clerkship in the United States pension
office, and practicing his profession be
fore 9 a.m. and after 3 p.m., only six
hours work being then required of the
clerks in the government office.
In 1862 he was appointed acting as
sistant surgeon United States army. He
was with the army of the Potomac at
the battle of Antietam and remained in
Frederick, Md., in charge of the
wounded after that battle until January,
1863, when he was ordered to report to
General Schofield, then in charge Of
the department of the Missouri at St.
Louis. In March, 1863, he was at
Franklin, Tenn., the acting medical in-
spector of the army of Kentucky. On
April 20, he returned to St. Louis and
was placed in charge of the United
States Marine hospital in that city.
August 15, 1863, President Lincoln
promoted him to full surgeon United
States volunteers with the rank of
major, and on May 4, 1864, the secre.
ſary of war ordered him to report to
Major General Curtis, in comro and of
he department of the Missouri at
Leavenworth. General Curtis ordered
him to take charge of the medical
department of the district of Nebraska.
From July, 1864, the doctor has been
a citizen of Nebraska, having invested
in lands and lots in Omaha. He was
with General Clinton B. Fisk at Macon,
Mo., as medical director of the district
of North Missouri. He was mustered
ut at Washington in August, 1865, and
was breveted lieutenant colonel by
President Johnson.
The fall and winter of 1865 and the
spring of 1866 were spent by the doctor
in New York at the Bellevue Medical
college and the College of Physicians
and Surgeons and in the hospitals of
New York City, preparing himself for
a general practice in civil life. In
April, 1866, he returned to Orūaha and
has had a very large practice ever since.
In 1866 he was appointed acting as:
sistant surgeon United States army, and
placed on duty as attending physician
to officers and families stationed in
Omaha. -
In 1867 Dr. Peabody became one of
the charter members of the Omaha
Medical Society, the pioneer and best
C llege in the state, and was elected
president, and for a second term in
1868. He also fissisted in organizing
the state Society and was elected its
president in 1869.
In 1874, owing to his wife's ill health,
|)r. Peabody went to Stockton, Cal.,
“where he took an active part in the or-
ganization of the San Joaquin Medical
| barbers business.
| Society and was elected vice president
of that institution. The doctor is a life- |
peace is a gentléman whom to know is
| to respect. He was born in Jersey
| county, Illinóis, June 8, 1836, and re-
long democrat. - |
PETER E. ELSASSER. -
The name of Peter E. Elsasser is one
well known and highly esteemed by the
| Citizens of Omaha who are interested in
a clean administration of city affairs.
He is the genial young councilman of
the Second Ward during the past three
years and was the successful democratic
candidate for the office of register of
deeds. -
Mr Elsasser, or “Pete,” as he is more
familiarly known, was born in Chicago,
August 16, 1860. With his parents he
came to Omaha when but 7 years of
age and in Omaha he has been ever since.
General Lewis Cass, and He attended the high school until a good
sized boy, when be went to work at the
After becoming an
adept at the trade he started in business
for himself at the corner of Fourteenth
and Farnam. Being a good workman
and possessed of a large acquaintance,
he was phenomenally successful and
now with his brother owns several
places of business besides other real es-
tate. * - *
In 1890 Mr. Elsasser was prevailed
upon by his friends to run for the coun-
cil in the Second ward, and notwith
standing the fact that his opponents
were Isaac Hascall and Melvin Redfield:
both well known and respected citizens.
he was accorded nearly 300 votes more
than the two others combined. Charges
of corruption and obstruction have been
exceedingly numerous throughout the
last four years, but with them the name
of Peter Elsasser has never heen con-
nected, even by his political enemies.
Though young in years he is wise in
the affairs of the city and has made a
model councilman. “Pete” has never
had the opportunity of obtaining a
classical education, but he is endowed
with a wonderful amount of “common
horse sense,” and is always on the alert
for everything in the interest of his
constituents. He is in every sense a
man of the people, a fact which is amply
proved by his latest victory. :
Mr. Elsasser is a man of family, hav.
ing married in 1881 Miss Anna Lorenzen.
The Iruits of this union are three “little
shavers,” whom we hope will grow up
and become good citizens like their Pa
—if they are boys. Mr. Elsasser has
honestly won the promotion which he
has secured in the political service of the
city and we have no doubt he will win
golden opinions in his new sphere.
CHARLEs R. SHERMAN.
One of the most reliable business men
in the city of Omaha is Charles , R.
Sherman, senior member of the firm of
Sherman & McConnell, wholesale and
retail druggists. The splendid establish-
ment of this enterprising firm is
located in the Arlington block, in the
rear of the post office on Dodge street,
and for four years has been the principal
drug store of the city. Mr. Sherman
was born March 2, 1862, at Montgemery,
Vt. At the age of 15 he had passed
through the grammar schools and had
graduated with honor from the Mont-
gomery high school. Soon after com
pleting his education he came west, and
in company with an elder brother
established a drug business at Eneta, Ia.
Firiding the trade dull in that small
place he removed to Des Moines con-
tinuing in business there until he re-
moved to Omaha in 1880. Mr Sherman
has since made a reputation of which
he may well feel proud. His standing
among the fraternity, of which he is an
honored member, is shown by his election
last year as treasurer of the Nebraska
State Pharruaceutical Society and his
unanimous election as president at this
year's session. He was the democratic
nominee for the school board at the last
election.
GEORGE C. cocKRELL.
The newly elécted justice of the
sided there until three years ago, when
he came to Omaha. The family which
he belongs to is one of the most in-
fluential in the county in which he was
born, and he is related to some of the
leading men of the nation, Senator
Cockrell of Missouri being a cousin. He’
entered the Union army at Alton, Ill.
in 1862, joining the Ninety-Seventh
Volunteers and remained in active
Service until the close of the war. He
Was for years a member of Lowe Post,
Grand Army, at Jerseyville, but was
transferred to U. S. Grant Post, this
city, in 1892. He is well up in law,
Strictly honest, and people of all shades
of opinion unite in the feeling that in
his hands the scales of justice will be
fairly held.
HON. WILLIAM. S. CURTIS.
Hon. William S. Curtis, first saw the
light of day in 1850, in Wayne county
Indiana. While still small his parents
removed to Putnal.) county in Northern
Illinois, and it was there and in Ohio
that he received his first schooling.
In 1866 the family removed to St. Louis,
where he attended Washington univer-
sity, graduating there in 1873. He read
law in the law school of that institution,
| and was admitted to practice in 1876.
He practiced but little during the next
eight years, remaining at the univer-
sity as a teacher, but on coming to
Omaha in 1884 he entered upon active
practice and has ever since given his
Whole time and attention to law. His
first partnership was with Judge H. J.
Davis, and he was later associated with
Judge W. W. Keysor, both of whom
are now on the bench of this district.
Since the elevation of the latter to the
bench, Mr. Curtis has been associated
professionally with ex-Connty Judge
George W. Shields. He has never been
a candidate for any public office, but at
the late election was prevailed on to
accept the democratic and nonpartisan
nomination for county judge, but he
was defeated by a very few votes.
JAMES B. SHEEAN.
One of the most ardent young demo-
Crabic workers in Douglas county and
Nebraska is James B. Sheean, the
gentleman who so ably filled the dual
position of chairman of city central and
State Central committee at the late olec-
tion. Mr. Sheean is a member of the
law firm of Andrews & Sheean, and one
of the most promising young attorneys
practicing before the bar of Douglas
county. Though a man young in years,
he is exceedingly well versed in poli
tics, and he did great work for the suc-
Cess of the democracy in Nebraska last
year as Secretary of the state central
Committe.
His selection this year to lead the
fight against an enemy entrenched by
the power of every office in the city
government, was a merited compliment
to his power and ability as a political
manager. James B. Sheean has “no such
word as fail” in his vocabulary although
he is manly enough to admit that the
onward march of the only true political
faith occasionally receives a setback
through the influence of wealth and
power.
FRANK J. BURKLEY.
Frank J. Burkley, was born October
24, 1857, between Tenth and Eleventh
on Farnam street, where the Burlington
& Missouri headquarters now stand.
He is a native born Omaha boy and also
a graduate of our public schools. After
learning all that could be taught in our
schools Mr. Burkley learned the art of
telegraphy, and for nine years he was
a faithful and accomplished operator
for the Western Union Telegraph com-
t.
pany. From there he went into the
government service as operator and
two years later was appointed clerk to
the chief quartermaster of this depart-
ment. In 1876 he was agent and
operator at Maxwell station, then called
McPherson, from which station he
entered the service of the Omaha
Herald under Dr. George L. Miller. He
remained with that paper until 1881,
when in connection with G. M. Hitch-
cock he started the Evening World.
When in 1889, the Omaha Herald and
Evening World were consolidated Mr.
Burkley was given full chorge as busi-
ness manager, whice position he filled
up to last fall, when he resigned to
Start the Burkley Printing company,
now doing business at 114 and 116 North
Fifteenth street. Mr. Burkley is one of
the best young business men in Omaha,
and was selected for his business
ability by the democratic convention as
their candidate for councilman, at the
late election. It is needless to say he
was elected.
ALBERT CAHN.
The subject of this sketch is a sure
enough Omaha boy, as he was born
August 9, 1860, at the corner of
Thirteenth and Farnam streets, where
he Hellman blook now stands. He ac-
quired an education in the public schools
of this city, and at the age of sixteen
went to New York City, where he ob-
tained the experience that in future
years made his reputation as a business
man above par. The first eighteen
months of his stay in New York was
spent in the great banking house of
Kountze Bros. After gaining an insight
into the business methods of Gotham,
Mr. Cahn accepted a lucrative position
in a wholesale clothing house, where he
continued until 1882, when he returned
to Omaha and entered the service of
the late M. Hellman. In 1884 Mr. Cahn
returned to New York to bring out a
pair of eyes that had daily burned holes
in his vest for two years or more. After
the wedding, he with his brother, Mr.
Cahn opened up a splendid clothing
establishment for themselves at 1313
Farnam street. In 1886 he purchased
his brother's interest and continued
running the establishment until Decem-
her 1888, when he sold out to start his
present place. Mr. Albert Cahn is one
of the ablest bu iness men in Omaha
and is also a man of large property in-
terests, in fact just the man to do
justice to the city of his birth in the
council, a position to Which he was
enthusiastically elected in November
last.
LEE W. SPRATLEN.
There are many young men in Ne—
braska who are rapidly coming to the
front in our political campaigns.
Among those who have devoted their
time and money to the best interests of
the demo ocratic party of this city and
county, is Lee W. Spratlen, the affable
and good natured subject of this sketch.
Mr. Spratlen bas been a resident of this
city for nearly twenty years and
is considered One of the ablest
young business men here. He is
a director of the National Bank of
Commerce, where he can always be
found ready to advance the business
interests of Omaha and the cause of
democracy. Mr. Spratlen is a resident
of the Fourth ward, and worked hard at
the late elections for the cause of the
true political faith. He has all the
embellishments of youth, energy and
ability on his side and in the vista of
the future, bright with glorious ex-
pectations will be found standing in the
forefront of many a battle dealing death
and destruction to the foes of order and
good honest administration. Mr.
Spratlen is treasurer of the city
central committee and ably discharges
the duties of the office.
1 38
Onaha Railway News-Reporter.
º X. VAATIIV7|^{
['g69/ */ /i/onº/p/， pºſ/aſp/0070/…/]
OI, HIOW&I I’HOMOSSIIN {HHL ,HO LNHINL’HVÆÐICI OI, HJHWHL LHĐICH?H.H. BHHL

Holiday Number. | 39
zzº 2 2-2-2-1-- /? ~~~~

& Omaha Railway News-Reporter.
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Write for our Agents’ Terms and
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Established 1877.
Film W Rilm Mº EVErywhere,







Holiday Number.
| 4 |
Popular Members of the Order of Railway Conductors.
ORANGE SACKETT, F. J. DORSEY,
Chief Clerk and Cashier of the Order of Railway Conductors Chairman Board of Trustees, O. R.
C.
W. C. BRADLEY, WILLIAM K. MAXWELL,
Permanent, Member, City of Mexico,
Permanent Member, Parsons, Kansas.


| 4-2 Onaha Railway News-Reporter.
Representatives of the Passenger Department of the Chicago & Alton Railway.
|Photographed in 1892.

Holiday Number. | 43
FRANK M. GAULT,
Ex-General Manager of the Omaha & St. Louis Railway,

14.4.
Popular Members of the Order of Railway Conductors.
Map Engraving
Photo-Engraving
(Plain and Half-Tone)
Copper Plate Work
Wood Engraving
*Y*
×5
Twelve Distinct Depart-
mentS.
3O9–3 || 9 N. Third Street, St. Louis.
Ticket Printing
W00dward&Tiëſmall Printing(0, º
ommercial Printing
Catalogue Work
Book Work
T H E LARG EST AND
|S| | |0|| Prilling HOLS:
To be Foul in Cl in the VVest.
|
ºº
º
100,000 Square Feet of
Floor Space.
º|
-
º
$3
WMVâll & Till Pillſig (),
Stereotyping
Electrotyping
Office Supplies
Stationery
Designing
All Kinds of
Prilling all Litllſgräphing in Cºlors,
309-319 North Third Street, St. Louis, Mo.
Binding
Blank Book Makers.
Steel Plate Engraving
Steel Plate Printing
Lithographing



Holiday Number.
1 4.5
|
MAJOR R. s wilcox,
Manager for Browning, King & Co., Omaha, Neb,
CHARLES S. POTTER,
Agent: for the American Express Company, Omaha, Neb.
FRANK E. MOORES,
Clerk of the District Court, Omaha, Nebraska.
EMIL BRANDEIS,
Managerſ of the Boston Store, Omaha, Neb,





1 4-6 Onaha Railway News-Reporter.
- - T
W-H-ENG tºº ".
WILLIAM C. WAKELEY,
City Clerk, Omaha, Neb.
DR. GEORGE L, MILLER,
Collector of Customs, Omaha, Nebraska,
JOSEPH MALY,
City Clerk, South Omaha, Neb.
THOMASIAHOCTOR,
City Treasurer, South Omaha, Neb.


Holiday Number. 14.7
GEORGE W. HOLDREGE,
General Manager of the Burlington & Missouri Railroad.
(From! a Photograp/l. Zaken Fifteen Years Ago.)

14. Onnaha Railway News-Reporter.
L -, *
J. E. LOCKWOOD, C. M. HICKLIN,
Gen'l Passenger and Ticket Agent of the Memphis Route, Kansas City. Gen'] Western Agent of the Mallory Steamship Co., Denver,
A. F. WINTER, C. H. DUXBURY,
Assistant Passenger and Ticket Agent of the D. & R. G. Rºy, Denver. Traveling Passenger Agent of the Baltimore & Ohio Rºy, Omaha,


Holiday Number.
THOMAS F. BOYD,
Manager of Boyd’s New Opera House.
D. W. HAYNES,
Treasurer of Boyd's New Opera House.
i
…
CHARLES W. ROBERTSON,
Of Robertson Brothers, Cigar Dealers.
EDWARD L. ROBERTSON,
Of Robertson Brothers, Cigar Dealers.




15O Onaha Railway News-Reporter.
|
THOMAS McCLINTOCK, CALE MCCLINTOCK, JOHN HARRING,
Conductor A., T. & S. F. Pueblo, Col. Conductor A., T. & S. F., Raton, N. M. Engineer Union Pacific System.
DAN McGRAW, WOOD M. WHITE, LUTHER O. FARRINGTON,
Engineer on the Union Pacific System. Engineer on the Union Pacific System Engineer U. P. System.
CHARLES DILL, GEO. W. DILLIARD, CON. KIRK,
Engineer Union Pacific System. Engineer Union Pacific System. Engineer Union Pacific System.






Holiday Number. | 5 |
Popular Members of the Order of Railway Conductors.
C. J. CAVAN AUGH, A. W. LOVELAND, J. DALY,
Delegete Div. 38, Des Moines, Ia. Delegate Div. 316, Ft. Gratiot, Mich. Delegate Div. 194, Brookfield, Mo.
w ºves.
FRANK. G. BEVANS, CAPT. L. D. WILSON, ROBERT CROFT,
Conductor U. P. Rºy, Laramie, Wyo. Conductor M. P. Rºy, Kansas City. Conductor F., E. & M. V. Rºy, Norfolk, Neb.
B. A. JOHNSON, WILLIAM SIIIELDS, E. E. BRYANT,
Conductor U. P. Rºy, Beatrice, Neb. Conductor M. P. Rºy, Omaha. Delegate Div. 237, Worcester, Mass.





| 52 Onaha Railway News-Reporter.
- THOMAS M. SCHUMACHER, CHARLES J. LANE,
Union Pacific Freight Department. Division Freight Agent of the Union Pacific System.
FRANK D. BROWN, FRANK WASHIBURN,
Local Treasurer of the Union Pacific Railway, Omaha. Superintendent of the Pacific Hotel Company.


Holiday Number. I 53
Laºs ºn tº
ROBERT R. SUTHERLAND, JAMES A. FOLEY,
Superintendent of the Union Pacific Railway, Omaha. Superintendent of the Union Pacific Rºy, Lincoln, Neb.
EDGAR W. BURROUGHS, WILLIAM L. PARK,
Local Freight Agent of the Union Pacific Railway, Omaha. Superintendent of the Union Pacific Rºy, North Platte, Neb.



154. Onnaha Railway News-Reporter.
HERBERT DURAND, FRANK STILLWELL,
General Advertising Agent Wabash Railroad, St. Louis. Superintendent Union Depot, Kansas City.
JAMES N. BROWN, REAV CAMPBELL,
Chief Clerk Pass. Dept. B., C. R. & N. Rºy, Cedar Rapids, Ia. General Traveling Passenger Agent Mexican National Rºy.


Holiday Number. 155
CAPTAIN ALSDORF FAULKNER, E. B. PARKER,
Ex-General Passenger and Ticket Agent of the M., K. & T. Rºy. Law Department of the M., K. & T. Rºy, Houston, Texas.
S. G. HATCH, T. J. HENNESSY,
Chief Clerk Passenger Department Cotton Belt Rºy, St. Louis, Railroad Commissioner, St. Louis.


156 Onaha Railway News-Reporter.
HARRY GILMORE, - CHARLES M. RATHBURN,
Superintendent of the Omaha Belt Railway. Superintendent of the Missouri Pacific Rºy, Atchison, Kansas.
W-H-ENG, Lº, Utº- - - * ***6, Cº ºver.
º - - - -
FRANK E. WHITE, JAMES E. NORTH,
United States Marshal for Nebraska. Collector of Internal Revenue for Nebraska and South Dakota.


Holiday Number. 157
GEORGE E. LARY, GEORGE W. C.A.L.E.
General Freight and Passenger Agent of the Cairo Short Line. Freight Traffic Manager of the St. Louis & San Francisco Rºy.
-
---
CHARLES E. STYLES, J. E. DAVENPORT,
Passenger and Ticket Agent of the Missouri Pacific Rºy, Atchison. Kas, St. Louis Tkt. Agt, of the Cotton Belt and Clover Leaf Railways,


158 Onaha Railway News-Reporter.
JOSEPH H. ARTHUR, JAMES E. PRESTON, COURT S. CARRIER,
Contracting Freight Agent C., M. & St. P. Rºy. Contracting Freight Agent C., M. & St. P. Rºy. City Ticket Agent C., M. & St. P. Rºy
º
*
F. A. NASH,
Omaha General Agent of the Chicago, Milwaukee & St. Paul Railway.
JAMES K. CHAMBERS, EUGENE DUVAL, W. S. HOWELL,
Ticket Agent Union Depot. Private Secretary. C., M. & St. P. Ry. Trav. Frt, & Pass. Agt. C., M. & St. P



Holiday Number. 1.59
W. R. WOOD ARD, LEW WOODARD,
General Manager, Toronto, Hamilton & Buffalo Rºy. An O'd Time Railway Conductor.
W. S. DIMMOCK, L. E. SESSIONS,
General Superintendent Omaha & Council Bluffs Rºy. Traveling Passenger Agent Monon Route, Minneapolis, Minn.


16O Onaha Railway News-Reporter.
Group of Locomotive Engineers of the Chicago & Northwestern Rºy, Clinton, Iowa.
GEORGE RILEY. J. M. WAN DELL. - J. G. SAN BORN.
N. S. MOORE. J. C. WALTERS. CHARLES WATSON.
JAMES ROBINSON, - J. W. SEAVERNS.






Holiday Number. | 6 |
A. E. COGGSERSHAL, - LEWIS BOHME, W. H. LIDDIARD,
Deputy United States Marshal, Omaha. Deputy United States Marshal, Omaha. Deputy U. S. Marshal, Rushville, Neb
J. C. THOMAS, C. V. GALLIGHER, PETER O'MALLEY,
Deputy Collector of Customs, Omaha. Deputy Int’l"Revenue Collector, Omaha. Deputy Collector of Customs, Omaha.
M. J. HUGHES, E. L. MAGNUS,
S. R. RUSH,
Special Agent U. S. Treasury. Prominent Democrat, Omaha.
Assistant District Attorney.



162
Omaha Railway News-Reporter.
GEORGE J. GOULD,
President of the Missouri Pacific Railway System.


Holiday Number. 163
W. B. DODDRIDGE,
General Manager of the Missouri Pacific Railway System.

| 64. Onnaha Railway News-Reporter.
GEORGE H. HASTINGS, W. E. CUNNINGHAM, H. L. HARMON,
General Manager of the C., B. & N. Rºy. Superintendent of the St. L., K. & N. W. Rºy Gen’ſ Agt. Burlington Route, Kansas City
FRANK M. R.U.G.G. C. L. GRICE, M. J. DOWLING,
Pass. Agent of the Burlington Route, St. Louis. City Pass. & Tkt. Agt., Burton Route, St. Louis. City Pass. Agt, Burlington Route, Omaha,
- - - - ſ
E. D. BRANCH, W. F. McMILLAN, RUSH H. BARNES,
Asst. City Tkt. Agt., Burton Route, Omaha. Genºl Agent, Burlington Route, Salt Lake City. Trav. Pass. Agt., Clover Leaf, St. Louis




Holiday Number.
GEORGE F. W. EST.,
City Ticket Agent, C. & N. W. Rºy.
R. W. JOHNSON,
Stock Agent of the C. & N. W. Rºy.
J. D. BENJAMIN,
Engineer on the C. & N. W. Rºy.
D. W. ALD RIDGE,
Trav. Pass. Agent for the C. & N. W. Rºy.
J. MELLEN,
Private Secretary, C. & N. W. Rºy.
D. L. STURGES,
Contracting Frgt. Agt., C. & N. W. Rºy
E. W. DENT,
Asst. Ticket Agent, C. & N. W. Rºy.
E. E. BENJAMIN,
Trav. Freight Agent, C. & N. W. Rºy.
FRANK. G. BENJAMIN,
Engineer on the C. & N. W. Rºy.








166
*
News-Reporter.
Omaha Railway

DR. GEORGE L. MILLER.
Our readers will readily recognize the
pictures in this issue of the above named
well-known and worthy citizens of Oma-
ha. It is safe to say that no man in
Nebraska has a better or more extended
reputation than the doc:or. He was
born in . Boonville, Oneida county, New
York, July 1, 1831, and at the age of 17
he entered upon the study of medicine
in Syracuse. After flve years of office
study he became a student at the Col-
lege of Physicians and Surgeons in New
York, graduating in 1852. Dr. Miller
began the practice of his profession in
Syracuse, but af er two years he de-
cided to try his fortune in the new west,
and accordingly came to Omaha, ar-
riving here in October, 1854. He imme-
diately resumed the practice of medi-
cine, but took considerable interest in
outside matters, with the result that
after residing in the city one year he
was elected to the territorial council, a
position to which he was twice re-
elected, and during his second term was
president of the council.
In 1860 he moved to St. Joseph, and
during his stay in that city he con–
tributed numerous editorial articles to
the St. Joseph Gazette. These articles
were so highly complimented that it
was not surprising to find him adopting
journalism as his profession a short
time after.
While at St. Joseph he received the
appointment of army Sutler at Fort
Kearney, at which point he resided
until 1864. He then returned to Omaha
and ran for congress on the democratic
ticket but was defeated.
In 1865 Dr. Miller established the
Omaha Herald, which under his edito—
rial guidance soon grew to be an influen-
tial journal, attracting widespread at—
tention, and it is as an editor that he is
best known. He is a smooth and vigor-
ous writer, and it was with much regret
that the public received the announce—
ment March 1, 1887, that he had retired
from the editorial chair.
Dr. Miller has been the intimate
friend of many of the country's most
eminent statesmen, among whom were
the late Horatio Seymour and Samuel
J. Tilden. During his editorial career
he was regarded as one of the most
prominent and influential democrats in
the west, and was frequently called into
consultation with the national leaders
of his party. He was strongly urged
by these leaders for a cabinet position
under President Cleveland, but outside
of the honor of the position he had no
desire for the office.
Dr. Miller in March last received the
appointment of surveyor of the port of
Omaha straight from the president
himself without any application or
solicitation on his part, and all the peo-
ple of Nebraska, whether democrat or
republican, unite in commending the
wise choice of the executive, as there is
no man in the state who is esteemed
more highly for his sterling honesty
and many good qualities than Dr. Geo.
L. Miller.
W. S. FELKER.
One of the most prominent and best
known of our Omaha democrats is
Judge W. S. Felker, who was born in
Howell, Maine, in 1837. When a small
boy he removed to Chicago, where he
lived for forty-one years. He read law
with Hon. J. B. Bradwell and finished
with Hon. R. S. Blackwell, author of
“Tax Titles,” a work used by every
lawyer. He was admitted to the bar
there in 1856, since which time he has
continuously engaged in his chosen pro-
fession. In 1884 he located in Omaha,
and during his residence here he has
established an extensive clientele.
Mr. Felker is a life long democrat,
and stumped Illinois for Stephen A.
Douglas when he ran for president. He
was elected a member of the legislature
four years ago, and served with credit
to himself and Douglas county. Al-
though a strong democrat Judge Felker
enjoys the confidence and respect of the
whole eommunity irrespective of poli-
tics, a fact which is no doubt as pleasing
to him as it is creditable to €maha.
LOUIS J. PIATTI.
One of the able young men of the city
of Umaha, who is devoting a great deal
of time to the upbuilding of the demo-
cratic party is Louis J. Piatti a promis.
ing young lawyer. He has given freely
Of his time to the best interests Of the
party and by his labors has done much
for the cause, Mr. Piatti was born in
New York city, April 15, 1863, where
he remained until he had completed his |
education. After his graduation he
began the study of law and was ad-
mitted to practice at the May term of
the New York court in 1884. For four
years he practiced before the courts of
that city, when he ſtarted west, stopping
at Buffalo, where he remained until 1890,
when he removed to Omaha. Mr. Piatti
has since been successful in his chosen
profession and is looked upon by all
who know him as a thoroughly compe-
tent and capable attorney.
M. J. HU GHES.
Mr. Hughes was born in Bedford Co.,
Pa., March 8th, 1853, and was educated
at Cumberland, Md, and Peoria, Ill.,
completing it in this state. He came to
Nebraska in 1867 and began western
life by driving a team between West
Point, Fremont and Omaha, places now
Supplanted by the network of railroads
which permeate the country. Desiring
to pursue further studies he put in two
terms at school and on finishing the
course assumed the duties of teaching
for a time. In 1874 he returned to Illi–
nols and was engaged as traveling sales-
man, a position he filled for three |
years, when he returned to Nebraska
and in 1877 was elected superintendent
of public instruction, remaining at this
post for two years. Mr. Hughes then
turned his attention to the live stock
business, following it constantly and
successfully until April of this year
when he was appointed special agent of
the United States treasury for the states
of Nebraska and Iowa, a position of
trust and importance which he is well
adapted to fill, and in which he should
have the good will and support of all
patriotic citizens.
THOMAS HO(3TOR.
The respected subject of these few re-
Imarks, who at present occupies the
position of city treasurer of South
Omaha, was born in Scott county,
Minnesota, March, 1865. At the
tender and susceptible age of 10 he
removed to Nebraska with his parents,
who had purchased a farm near what is
now the important and growing city of
South Omaha. Mr. Hoctor, like many
another good man, received only a
limited education, but being gifted with
intelligence and foresight, always made
the most of even the small opportuni-
ties for self-education which came his
way, and since settling in his new home
has taken advantage of the Omaha
business college to go through a course
of study. His honesty and great busi-
ness ability brought him into promi-
nence among his fellow democrats, and
he was honored in 1888 by being elected
city clerk by a large majority over his
opponent who was run on the citizens’
ticket.
After honorably and zealously filling
this position for two years, he was
unanimously chosen as democratic can.
didate for city treasurer, and so satisfied
were the people with his past services
that he was elected by a very great ma-
jority, being re-elected in April of 1892,
again in 1894 the largest number of
votes polled by any candidate for the
office were recorded for Thomas Hoctor.
ED. JOHNSTON.
When the great democratic party of
South Omaha selected the subject of
this sketch as their standard bearer in
the late campaign, they selected
wisely. Mr Johnston is a native of
Pennsylvania, having first saw the
*light of day through the smoke in the
city of Pittsburg, October 31, 1846.
He attended the public sebools of that
City until he had obtained a liberak edu-
cation. After his graduation he sought
and found service as a bookkeeper,
which occupation he followed in that
city until 1869, when he came west and
settled in Omaha, again securing service
as a bookkeeper. In 1873 he was se-
lected city treasurer of Omaha by a
handsome majority and served the city
ably and faithfully for two years.
After completing his term Mr. John-
ston engaged in commercial pursuits
until seven years ago, when he saw
what the finture held for South Omaha
and removed to that city. Not for one
instant since casting his lot with the
large hearted people of that city has he
neglected a single opportunity to ad-
vance the interests of the city of his
adoption. i.)uring the two years that
he served the people in the city council
his every act was above reproach. His
well trained mind and business ability
made him an invaluable man to his con-
Stituency and he was the means of turn-
ing back to the people thousands of Čol-
lars of taxation.
Mr. Johnson has done much for
South Omaha and her citizens have
honored themselves by honoring him.
He won the election for mayor of South
Omaha in April, 1894, against heavy
odds, but already the people are discov-
ing that he is the right man for the po-
sition.
JOHN RYAN.
In all Nebraska there is not a more
popular city clerk than the man whose
name heads this article. Mr. Ryan was
born March 25, 1863, in the city of
Chicago.
In 1868 his parents moved to Omaha
and he came along, because at that
early age he foresaw that South Omaha
was to be a great city and that he
would be called upon to assist in its
flnancial management and upbuilding.
That he has done so is beyond dispute,
for during the six years that he has
lived in South Omaha he has served the
people two terms as city clerk and has
done many other things for the good of
the city and its people that entitles him
to the good will of every resident,
irrespective of party. Mr. Ryan is
especially fitted for the office which he
Occupies, as he is a large property
owner himself and can appreciate fully
the meaning of increased taxation any
time.
HENRY MIES.
The above named well known citizen
of South Omaha was elected a few
weeks ago on the democratic ticket for
the office of councilman, and before we
go any further we shall state what no
honest and sensible person will venture
to dispute, viz; that in Mr. Mies the
great democratic party has a represen-
tative whose record at the close of his
term will be good
Henry Mies was born at Cologne, Ger-
many, under the shadow of the grand-
est cathedral in the whole universe,
Sep"ember 18, 1860. and is therefore 34
years old, just the age when the prac-
tical embellishments and energy of
youth are paramount. He has lived in
Omaha and South Omaha the last 15
years, and for one-third of that time
was a member of the democratic city
central committee, and for the last five
years has been on the county central
committee. The experiences of Mr.
Mies are many and varied. From 1880
till 1883, he was engaged in the hotel
business in Idaho and since living in
Nebraska has been engaged in mercan.
tile pursuits. He is enterprising and
has immense faith in the future of
South Omaha, having given ample
proof of this by building one business
block at a cost of $20,000, and last sum-
mer, not withstanding the depression,
he erected four houses. Mr. Mies is
Very popular and is looked upon as one
of the men to whom the city owes a
great deal, and it is felt that he well
ideserves a seat in the council.
JóSiRPH J. MALY.
One of the very ablest, young men in
South Omaha is the gentleman, whose
name appears above this notice. Mr. Maly.
is of Bohemian extraction and was born
September 10, 1859, in Wisconsin. In
1868 his parents removed to Nebraska,
locating in Cummings county, where the
subject of this sketch was reared. In
1881, after completing his education,
Mr. Maly entered a general store at
Schuyler where he remained for a num-
ber of years, later removing to Rogers,
Neb., where he ably filled the position
of manager of a large lumber yard.
Mr. Maly has been a resident of
South Omaha for a number of years,
and during that time has proven by his
every.action that he is a man of marked
ability and well worthy of the respect
and confidence of all. His ability and
education especially fit him for the
duties of city clerk, to which position
he was electſ d a few weeks ago, and we
are sure the citizens will never have oc—
casion to regret their choice.
Mr. Maly speaks English, Bohemian
and German, and always talks politely in
whichever language he uses in speaking
to patrons of his office.
JOHN S. WALTERS.
One of the best known democrats in
Douglas county is John S. Walters, the
subject of this sketch, who has been
elected councilman of South Omaha.
Mr. Walters, or Jack, as he is familiarly
called by his friends, was born at
Chicago, July 1, 1859. He attended the
public schools of that city until he had
secured an education, when he entered
the service of his father, who was a
carriage smith. At the age of 20 Mr.
Walters entered the service of the
Union Stock Yards company, where he
remained for several years, fi ling im—
portant positions. It will be seven
years since Mr. Walters cast his fortunes
with the future of the Magic City, all
of which time he has been in the em-
ploy of the Union Stock Yards company,
and by strict attention to his duties has
been advanced to the responsible po-
sition of yardmaster. Iu 1891 Mr.
Walters was elected Councilman from
the Fourth ward and the second year of
his term was elected president of that
body. When Mayor Miller died Mr.
Walters succeeded him, and for six
months most ably discharged the duties
of that office. The people of South
Omaha have higher things in reserve for
him yet. - -
Ex-Governor John Evans, through his
attorneys, Wells, Taylor & Taylor, filed
a new petition June 5th in the federal
courts at Denver in the suit against
Oliver Ames, the second, and other di-
rectors of the Union Pacific railway.
The new bill alleges that on September
4, 1891, the Union Pacific company
pledged with Drexel, Morgan & Co.
$100,000,000 in bonds to secure their
note to the amount of $29,000,000,
issued to take up floating indebtedness.
Among other securities pledged were
$8,000,000 in bonds and $13,000,000 in
stock of the Gulf road. In the new
petition John Evans asks leave to bring
a suit against Drexel, Morgan & Co.
and the receiver of the Gulf company
in the courts of New York or any other
place, restraining Drexel, Morgan & Co.
from disposing of the Gulf bonds and
shares of stock until the bonds and
stock pledged in that trust shall be sold.
Holiday Number. 167
-
- -
-
º
HENRY VOSS, JOHN S. WALTERS.
A Leading Western Architect, Omaha, Neb. City Councilman, South Omaha, Nebraska.
-
HENRY MIES, FRANK CHRISTMANN,
City Councilman, South Omaha, Neb. Police Judge, South Omaha, Nebraska.


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Holiday Number.
| 69
The Safford Automatic Draw Bar Co., .
MOnadnock BIOCk, Chicago, Illinois. |
X.
The Safford Automatic Draw Bar is the best Coupler
for freight service now in use. It recommends itself to
the intelligent consideration of all railroad men for the
following reasons:
It is the least expensive of any automatic coupler now in the market.
It is simple in mechanism and durable.
It fulfils all the requirements of legislation.
It has received, and still continues to receive, the hearty and cheer—
ful endorsement of railroad men engaged in train service.
Its cost of maintenance is very small, and it is therefore an econom-
ical device.
In connection with air brakes it has been found to work perfectly.
There is no condition of track on which it has been found impossible
to couple automatically.
lt does not uncouple in transit, and in case of breakage does not
wreck the train. * \ *
As connpared to the vertical plane type of coupler it saves the Car-
riage of nearly two hundred pounds of dead weight.
It is close coupled and reduces free slack to the smallest fraction
consistent with economy. There is no possible advantage claim-
ed for Other types that is not magnified in the “Safford.” Plain,
common sense and economical handling of railroad properties
demand its universal adoption for freight service.
It is so sinnple that it requires no lengthy discussion for the practical
railroad man to see its merits. Its cheerful advocates are found
in freight service all over the country, and their advocacy is not
in any any case influenced by financial interests.
lt appeals for recognition on merit only.
Its universal adoption will save many millions of dollars to the rail—
road companies of this country within the next few years.
Its adoption will not disturb existing order of business and will there-
fore not increase the hazard, already very great, to the men enn-
ployed in train service,
lts first cost is but a small percentage above the cost of the ordinary
link and pin draw bar. lts adoption, therefore, will work no
hardship on any railroad. It will prove to those adopting it a
most satisfactory device. Its use will afford an opportunity for
stockholders to participate in dividends.
The handling of traffic will be greatly facilitated by its use.
lt affords perfect protection to the operator and simplifies the prob-
lenn of transportation.
ls there, therefore, any reasonable cause that can be offered for the
rejection of this coupler in freight service?
Yours Respectfully,
JAS. B. SAFFORD, Treas.
# ºil. . |
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ºss
§: º
§§§
> -º ºr
Legal Opinion of Ilon. Thomas M. (Dolby
On Car Coupler Quislim as aſſeſſed
by rºnt Att Of Congress.
*=msºmºmº
Answering your direct in-
quiry:- “Whether the Saf-
ford Automatic link and pin
draw bar in its present form
meets the requirements of the
law,” I cannot, with the evi-
dence before me of competent
and reliable witnesses, hesitate
to say that it It is
shown to me by very conclu—
sive proofs that it “Couples
by impact and can be uncoupled
without going between the
This is clearly all the
law requires, and I am of the
does.
cars.’’
Opinion any railroad is at lib-
erty to equip its cars with any
type or style of coupler it pre–
fers, provided only that the
coupler chosen will meet the
requirements of the act both in
respect to coupling and un-
coupling. And the company
may continue the use of such
couplers after the act has taken
effect notwithstanding those of
different style or kind, not
coupling automatically with it
though they do with each oth-
er, are in use on the cars of
other companies which are re-
ceived for hauling over its line.
THOS. M. COOLEY.





1 7
Onaha Railway News. Reporter.
JOHN A. CREIGHTON,
One of Omaha's Most Prominent and Generous Citizens.

Holiday
| 7 |
Number.
-
CREIGHTON MEMORIAL--St. Joseph's Hospital.
CREIGHT ON MEMORIAL.
The handsome and imposing edfice
which adorns this page, is the result of
the generosity of one of Omnha's best
known citizens, John A. Creighton. In
September, 1870, there was first opened
for the reception of patients, St.
Joseph’s hospital, a two story frame
building containing two wards and ten
rooms, which had been erected by the
Order of the Sisters of Mercy, at a cost
of $10,000, which had been obtained by
the personal solicitation of the sisters.
Two years later, by an outlay of $14,000,
the accommodation of the building was
doubled, the indefatigable perseverance
of the sisters enabling them to collect
the money in the same way they secured
the first $10,000. In April, 1880, the
control and management passed into
the hands of the Order of St. Francis,
known as the Franciscan Sisters, and it
was carried on as before—for the benefit
of suffering humanity, and when in
1882, small pox made its appearance in
Omaha, these noble women voluntarily
took charge of the temporary hospital
provided for the patients by the council,
thus placing the city and every person
in it, under a debt of gratitude which
no money on earth can repay.
For two months this service was con–
tinued, at the close of which the then
mayor, James E. Boyd, sent the sisters
his personal check for a considerable
sum in recognition of their self-denying
work. At this time it was suggested
that the council appropriate a reason-
able sum to the hospital in this connec-
tion, but the suggestion was not
adopted.
As time went on and the city grew and
extended, it was agreed that not only
was the site unsuitable, but a larger and
better building was necessary, and Mrs.
John A. Creighton, who died in 1888,
bequeathed a sum of $50,000 for the pur-
pose of a building, and as a labor of
love in memory of his noble wife, her
husband has continued the good work,
donating four lots having a frontage
of 252 feet on Tenth street and 264 feet
on Castellar as the site, and undertaking
the whole cost of the building, which
has not been less than $200,000. It is a
very imposing structure, being built of
brick with three stories and a basement.
The corner stone of this institution was
laid with impressive ceremonies on No-
vember 23, 1890, by Bishop Scannell of
Concordia, Kan., and was christened
the Creighton Memorial, being finished
and ready for occupation by the patients
on July 4, 1892. The building which
was vacated being now used as the J.
A. Creighton Medical college, another
of this benevolent citizen's benefac-
tions.
The hospital has eight small and six-
teen large wards, which will accommo-
date nearly 200 beds, all are for non-
paying patients, while there are about
seventy private rooms for those who
desire to pay for the attendance and
services they receive. Fully two-thirds
of the patients, however, are treated
free. The money thus received, to-
gether with any sums which may be
donated from time to time, form the
who e income of the institution, but
the expenses are kept down to the
smallest point consistent with efficiency,
by the sisters in charge, who draw lo
salary, giving the whole of their tire
to the noble work without reward, save
that which comes from the gratitudes
of the patients, and the consciousnes of
having labored for the benefit of suffer-
ing humanity.
Although a Catholic institution, any
person, no matter what creed, is wel-
come to partake of its benefits, for the
pastport is to be a sufferer from some
bodily affliction. Medical attendance
is given freely by the physicians of the
city to any who cannot afford to pay,
and no one need suffer when such a
well equipped and ably managed
hospital opens wide its doors to all who
need its help. It is probably no part
of the writer's duty to express opinions,
but it is hard to refrain from saying how
much good could be done for the poor
of any community if its wealthy people
would only follow the example set by
Mr. Creighton.
The noble band of Franciscan Sisters
who manage the hospital number about
forty, and everything necessary for the
comfort and convenience of the inmates
is done by them. All the nursing, cook-
ing, washing and scrubbing—even the
most menial labor—is performed by
these grand women, and performed
gladly, for they feel that like Abou Ben
Adhem they will receive a full reward,
and a great place hereafter for the love
and devotion they show their fellow
men here.
Visitors are welcome on certain days
and at stated hours, and there is nothing
more soul ennobling than to pay a visit
to the abode of the sick. A visit to the
Creighton Memorial and a little con–
sideration of the self-denying work
which is carried on there must always
result in bringing out those feelings of
humanity which are latent in every
human breast, for the more we are
brought face to face with those who
suffer, or are less fortunate than our-
selves, the better men and women we
become.
All honortherefore to John A. Creigh-
ton and to the memory of his noble
wife, who have at least done their share
towards alleviating some of the ills to
which human flesh is heir.
JOHN A. CREIGHTON.
Omaha has not within its borders a
more enterprising or respected citizen
than the popular and well-known gen-
tleman whose name appears above. Mr.
Creighton was born in Licking county,
Ohio, October 15, 1831, and came to
Omaha June 10, 1856. During the first
three years of his western life he was
engaged in farming on the prairie, and
tiring of this accepted a clerkship in
the store of J. J. and R. A. Brown. In
1863 in company with his cousin James
Creighton he took a cattle train loaded
with supplies to Montana, then in the
midst of the gold excitement, and lo-
cating in Virginia City he remained
there three years engaged in mercantile
pursuits, and for two years he was con-
nected with the building of a telegraph
line from Salt Lake City to Helena,
Mont. In 1868 he engaged in the
wholesale grocery business with Frank
C. Morgan under the title of Creighton
& Morgan. On the death of his brother
Edward he became administrator of the
estate, being charged with the dis-
bursement of large sums of money.
Mr. Creighton was one of the incorpo-
rators of the Inter-State Bridge and
Railway company, and took a similar
part in the establishment of the nail
works; took a leading part in organiz-
ing the Union Stock Yards company in
1883, and is a director of that company,
as also of the Union Stock Yards Rail-
road company and the Stock Yards
bank. He is also a large stockholder in
the street railway of Omaha and the
South Omaha land syndicate. Mr.
Creighton is at present first vice-presi-
dent of the First National bank of this
city, and is prominent in almost every-
thing for the advancement of Omaha
which needs enterprise and capital to
push it along.
In politics he is a staunch democrat,
and was a delegate to the Chicago con-
vention which nominated Grover Cleve-
land in 1884. He is also a member of
the Samoset association.
Mr. Creighton is one of those large
hearted, liberal men to whom people in
need do not appeal in vain. His public
acts of liberality in founding “The
Creighton Memorial” and “The Creigh-
ton College” need little in the way of
commendation from us as his public
spirited benefactions are so well
known.
It is conceded by all that to him
Omaha owes a great deal, for he has al-
ways been foremost in doing everything
in furtherance of her interests. It would
be interesting to know what his gifts,
public and private, during the last few
years have amounted to, but on this
question he maintains a modest reserve,
It is opined, however, that their magni-
tude would surprise no one more than
the generous donor himself.

| 72 Onaha Railway News-Reporter.
|NTERIOR VIEW OF THE CELEBRATED PHENIX SALOON.
--
|
Thomas J. Foley, Proprietor, 1412 Douglas Street, Omaha, Neb.
gººgºſºſºſº Kºſºſºſºſºſºſºſºſºſºſºſº
º Y. 7. . . . º º *
Frank Wilcox Co,
On Douglas St. Bet. 15th and 16th Sts, º
ARE HAVINC. A WA,
| SHOE SALE . .
By a shoe sale they do not mean just ºr
an ordinary every day selling of º
:
º
HELIN & THOMPSON,
Merchant Tailors,
| 6 || 2 FARNAM ST., OMAHA
§
º
º
:
Shoes, but a crowded rush after §3.
bargains, and the prices they have º § HAVE
put on Tan and Black Oxfords §3. iº RECEIVED THEIR
- ought to get them the crowd.
For $1.00 they offer a Ladies'
Patent Trimmed Oxford that has
few equals for near the price. For
$1.25 a Ladies’ Tan Oxford that
Pºy has always cost $1.75.
Spring
Woolens
And desire their inspection
by all interested
The most complete line of tan
shoes in the city are now being ºx
shown. Many of the styles are on
display in their great show windows. jº
º Their Prices are
º, Always Right.
Frank Wilcox Co.,
1515 and 1517 Douglas Street.
º - ------ --~~~~~~~ --N-- --- --------
àº, §3.
º º --~~~~~~~~~~~~~~~~~~~.º.º.º.º.º. º
gºść.










Holiday Number. * º | 73
(0|||||||IS Blºg) ()|)
LARGEST BUILDERS OF ---------- | | |nº gº # S stºl
All the Latest Eastern Varieties . . . .
A FULL LINE OF
__YTſ lºſſ HT) tººlſ infº gº
witHIPs, saloolEs, Roses, etc. Etc.
IUUK.VIIITUTILaw JYJ
ONE OF OUR NEW STYLES FOR 294,
OMAHA BRANCH
"ºws. G. D. Edwards, Manager.
ſ
FOR, NEW YORK CITY . . . .
. . . . TAIKE TIHE . . . .
--- Mallory Line.
~~~~~~~~~~~~~~~~~~~...~~~~~~~~ -- ~~~~~~~~~~~~~~~~. --Ji--~~~~ ^_^_^_^_^_^_*.
Max Meyer & Bro. Co.
ESTA ELISHED 1866.
~~~~~~~~~~~~~~~~~~
$60.00 First Class
$43.65 Sec’d Class
COr. Farnam and 11th Streets, Omaha.
Manufacturing Jewelers
and Music Dealers
Importers of Diamonds, Watch
A R A Jº OM . . . . 5
FROM Materials and Optical Goods, Etc.
DENVER, COLO. SPRINGS, PUEBLO, TRIN-| || General Western
IDAD and all Common Points in Colo, Agents for
Steinway, Inabe, Ivers & Pond,
Vose & Sons and Sterling Pianos.
\
.
.
\
§
\
.
.
--~~~~~~~~~~~~~~ *…*&^_^_^_^_^_^_^->~~~~~~~~~
All Kinds Of
First Class, Round Trip, $100.00.
Steamers leave Galveston, Tex., every Wednesday and Saturday
and usually make the trip within six days.
Musical Instruments and Sheet
Music
3.
S-Tº-º-º-º-º-º-º-º-º-º--~~~~~~~~~~~~~~~~~~~~
For Through Coupon Tickets via the Mallory Line, Sailing CHEAPEST HOUSE IN AMERICA
Lists, reservation of Staterooms, plans of Steamers and .
full information apply to any Coupon Tkt. Agt. of
-- * *-ºrm.
Atchison, Topeka & Santa Fe, Colorado Mid-
land, Union Pacific or Denver & R. G. Ry.
~~~~~".”v.---~~~~~~~ ^^ --~~~~~~~~~~~~
Corner Farnam and 11th Sts.
C. M. Hicklin, General Western Agent, “Mallory Line,”
3 p. we Y 1. , ſ \ > * > - • ". 3.
1654, Lawrence St. Denver, Colo. P. S. By shipping your
freight from Seaboard territory via this line you Save from ten to --
thirty-eight Cents per h undred pounds against all rail. * ~~~~~~~~~~~~~~~~~~~~~~~~~~~~~~~~~~ ~ *--~~~~~ * ~ *-- ~~~~~~ --~ ^--> --~~~~~~~
OMAHA, ; ; ; NEBRASKA.


1 74.
Onaha Railway News-Reporter.
FRANK W. H.ILL.
P.
A. W. EBER HART." L
Chief Clk. Frt. Dept., C. & N-w, Cedar Papids,
-
FRANK ROBINSON. JOEIN C.
W. CORBETT. J. R. DEWAR.
DAVID L, HICKEY,
Gen'l Superintendent's Office, Ogden.
LAYLOR.
CHISHOLM MACKENZIE,
Union Pacific Pass. Department.
E. W. WILLS.
F.
F. W. IRELAND. H. A. HOMEYER.
F. FITZEATRICK. W. A. DRIPS.





Holiday Number. 175
PATRICK J. CARMODY, DR. ENO SANDERS,
Prominent Business Man of St. Louis, Mo. St. Louis, Mo,
Q
S. M. SHATTUC, FRANK. P. G.ORMAN,
Baltimore & Ohio Southwestern, St. Louis. General Agent for the Phoenix Powder Company, St. Louis.


| 76 Onaha Railway News. Reporter.
D.A.N. B. HONIN AND CHILDREN.

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Holiday Number.
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34 - f *- & $3. *LEA-44-4----> “$ -&--.” --~&º-ºw --i-º-º-º-ºº-- *-* *-*
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177
;

----- 2.4׺- +---8. -rº- x- sº
FACTS AND FIGURES
RELATIN G TO THE RAILWAYS
G) F THE UNITED STATES.
*
Statistics of Railways in the United States
For the Year Ending June 30, 1893.
*
The sixth statistical report of the
, Interstate Commerce Commission, pre-
pared by its statistician, being the com-
plete report for the above-named period,
for which a preliminary income account
was issued in December, 1893, has just
been submitted, of which the following
is an abstract : g
, MILEA G.E.
The total mileage of railways in the
United States on June 30, 1893, was
176,461.07, being an increase during the
year of 4,897.55 miles. The correspond-
ing increase during the previous year
was 3,160.78, from which it appears
that there was some revival in railway
construction during the year covered
by the report. The state of Washing-
ton leads in constructioa, with 556. 32
miles; Montana shows an increase of
409.66 miles; Minnesota of 406 69 miles,
and West Virginia of 365.01 miles. The
other states which show an increase in
mileage in excess of 100 miles are Cali-
fornia, Florida, Indiana, Michigan,
Missouri, New York, Ohio, Pennsylva-
nia, Texas, Wisconsin and Wyoming.
The states of Kansas, Oregon, the
Territory of New Mexico and the Dis-
trict of Columbia, show a slight de-
crease in mileage, due to remeasure-
ment of main lines or abandonment of
small, unimportant lines. The number
of roads abandoned during the year
was 19. The total length of line, in-
cluding all tracks, was 230,136.27,
which includes 10,051.36 miles of second
track, and 42,043.40 miles of yard track
and sidings.
GLASSIFICATION OF RAILWAYS.
The total number of railway corpor-
ations in existence June 30, 1893, was
1,890, being an increase of 68 during
the year covered by the report. Of this
number 752 were independent operat-
ing roads and 939 maintained operating
accounts. The number of subsidiary
roads which maintained financial ac-
counts only was 778, of which 326 were
leased for a fixed money rental, and
195 for a contingent money rental, the
remainder being operated under some
form of traffic agreement not easily
subjected to classification. The tend-
ency toward some form of consolida-
tion during the year has been quite
marked; 28 roads, representing 749.87
miles, have been merged; 20 roads,
representing 1,732.79 miles, have been
re-organized; and 16 roads, represent-
ing 1,409.19 miles, have been consoli-
dated. These items are higher than
the corresponding items of the previous
year. A classification of railways ac-
cording to length of line operated
shows that there are 42 companies in
the United States having a mileage in
excess of 1,000 miles, 26 companies op-
erating a mileage between 600 and 1,000
miles, 23 companies operating a mile-
age between 400 and 600 miles, 41 com-
panies operating a mileage between
250 and 400 miles, and 902 companies
operating a mileage of 250 miles or less.
The total length of line controlled by
the 42 companies operating in excess
of 1,000 miles was 98,385. 54, being equal
to 55.78 per cent of the total mileage of
the country. The second class of roads
controlled 11.20 per cent of total mile-
age, from which it appears that 68
companies controlled 76.98 per cent of
the total railway mileage.
EQUIPMENT.
The total number of locomotives on
June 30, 1893, was 34,788, being an in-
crease of 1,652 during the year. Of
these, 8,957 were passenger locomotives,
| being unclassified.
18,599 freight locomotives, and 4,802
switching locomotives, the remainder
The total number
of cars owned by the carriers making
report was 1,119,878, to which should
be added 154,068 leased cars, making a
total of 1,273,946 cars operated directly
by the carriers. This shows an in-
crease in the number of Čars directly
controlled, of 58,854 during the year.
Of the total number of cars, 31,384 were
in the passenger service, and 1,047,577
in the freight service. The number of
passengers carried per passenger loco-
motive was 66,268 and the number of
passenger miles per passenger locomo-
tive was 1,588,601. These figures show
an increase in the efficiency of passen-
ger locomotives. The number of tons
of freight carried per freight locomo-
tive was 40,062 and the number of ton
miles accomplished per freight locomo-
tive was 5,031,889. These figures show
no change in the efficiency of freight
locomotives as compared with previous
years. The number of passenger cars
per 1,000,000 passengers carried was 53
and the number of freight cars per
1,000,000 tons of freight carried was
1,613. The increase in equipment fitted
with train brakes, or automatic coup-
lers, as compared with the increase in
the equipment itself, is not as marked
as in the previous year. Thus, from a
total increase in equipment during the
year ending June 30, 1893, of 60,506,
the increase in equipment fitted with
train brake was 42,158, and the in-
crease in equipment fitted with auto-
matic coupler was 77,904.
E MIPLOYES.
The total number of employes in the
service of railways on June 30, 1893,
was 873,602, being an increase of 52, -
187. Of this total of employes, 35,384
are assigned to the work of general ad-
ministration; 256,212 to maintenance
of way and structures, 175,464 to main-
tenance of equipment, and 397,915 to
conducting transportation, the re-
mainder, 8,627, being unclassified by
the carriers making report. If the
employes be assigned to mileage, it
appears that 515 men found employ-
ment in the railway industry in the
United States per 100 miles of line, 21
being assigned to general administra-
tion, 151 to maintenance of way and
structures, 103 to maintenance of equip-
ment, and 234 to conducting transpor-
tation.
C APITALIZA "I ION AND VALUAT, ON.
The aggregate of property properly
classified as railway capital was on
June 30, 1893, $10,506,235,410, which
shows railway capital equal to $63,421
per mile of line. The amount of stock
outstanding was $4,668,935,418, of
which $3,982,009,682 was common stock,
the remainder, $686,925,816, being pre-
ferred stock. The funded debt out-
standing was $5,225,689,921, classified
as follows: Mortgage bonds, $4,504,383,-
162; miscellaneous obligations, $410,-
474,647; income bonds, $248, 132,730, and
equipment-trust obligations, $62,699,-
282. The amount of investment in the
railway securities has increased during
the year from $1,391,457,053 to $1,563,-
022,233, being an increase of $171,565,-
180.
The amount of stock paying no divi-
dends during the year was $2,859,334,-
572, being 61.24 per cent of the total
stock outstanding. Of stocks paying
dividends, 5.25 per cent of the aggre-
gate stock paid from 4 to 5 per cent,
11. 62 per cent paid from 5 to 6 per
cent, 5.24 per cent paid from 6 to 7 per
cent, and 5. 32 per cent paid from 7 to 8
per cent. The total dividends paid was
$100,929,885. The amount of mortgage
bonds paying no interest was $492,276,-
999, or 10.93 per cent of the total mort-
gage bonds, and the amount of income
bonds paying no interest was $204,864,-
269, or 82.56 per cent of the total of in-
come bonds.
p
*: PUBLIC SERVICE.
The total number of passengers car-
ried during the year ending June 30,
1893, was 593,560,612. Passenger mile-
age during the same year was 14,229,-
101,084. The average journey per pas-
senger was 23.97 miles. The number
of tons of freight reported by the rail-
ways for the year was 745,119,482. Ton
mileage was 93,588,111,833. The aver-
age number of tons in a train was
183.97 and the average haul per ton for
the entire country was 125.60 miles.
Passenger train mileage was 335,618,-
770 and freight train mileage was 508,-
719,506.
IEATRNINGS AND EXP Is. NSIES.
The gross earnings from operations
on the railways of the United States
for the year ending June 30, 1893, was
$1,220,751,874, being an increase of
$49,344,531 over gross earnings reported
in the previous year. Operating ex-
penses during the year were $827,921,-
299, being an increase of $46,923,303
over the previous year. The income
from investments reported by the rail-
ways was $149,649,615, while deductions
on account of fixed charges and other ||
analogous items were $431,422,156. The
final net income available for dividends
was $111,058,034, being a sum less than
the corresponding amount for the pre-
vious year of $4,907,157. After deduct-
ing from this amount the dividends
paid, the income account of railways in
the United States for the year 1893
shows a surplus of $8,116,745, which is
less than the surplus of the previous
year by $5,919,311. The complete re-
port shows a full income account for
each of the ten territorial groups into
which the country is divided. The
gross amount received from carrying
passengers was $301,491,816; from car-
rying the mail, $28,445,053, and from
carrying express matter, $23,631,394.
The gross amount received for carrying
freight was $829,053,861. The passen-
ger service accounts for 29.49 per cent
of the earnings from operation, and the
freight service for 68.23 per cent of
such earnings.
RAIL WAY A CCIDENTS.
The number of railway employes
killed during the year was 2,727, being
greater by 173 than those killed during
the previous year. The number of em-
ployes injured was 31,729, being greater
by 3,462 than the number injured the
previous year. The number of passen-
gers killed during the year was 299,
being less by 77 than the number killed
the previous year, and the number in-
jured was 3,229, being 2 in excess of
the number injured the previous year.
Of the total number of deaths to em-
ployes on account of railway accidents,
433 were due to coupling and uncoup-
ling cars, 644 to falling from trains and
engines, 73 to overhead obstructions,
247 to collisions, and 153 to derail-
ments, the remainder being due to
causes not so clearly defined. An as-
signment of casualties to the opportu-
nity offered for accidents shows 1 em-
ploye to have been killed for every 320
men employed, and 1 to have been in-
jured to every 28 men employed. . The
most dangerous service is that of train-
men, and for these the statistics show
1 employe to have been killed for every
115 trainmen, and 1 employe to have
been injured for every 10 in the service.
A similar comparison shows 1 passen-
ger to have been killed for each 1,985,-
153 passengers carried, or for each 47,-
588,956 passenger miles accomplished,
and 1 passenger injured for each 183,-
822 passengers carried, or for each 4,-
406,659 passenger miles accomplished.
An assignment of accident statistics to
the territorial groups shows great di-
versity in the relative safety of travel
and railway employment in the various
sections of the country.
CON CLUSION.
Mention is made in the report of an
important step toward the ‘realization
of uniformity in railway accounts in
that the Commission has, with the as-
sistance of the Association of American
Railway Accounting Officers, revised
the classification for operating ex-
penses. It is safe to say that within a
few years there will be practical uni-
formity in the bookkeeping of railways
so far as operating expenses are con-
cerned.
Another subject of interest touched
upon in the report is the necessity of
compiling freight statistics more fully
than at present is the case. It is prob-
able that something akin to a clearing
house of freight statistics will become
a necessity in the near future.
DR. W. J. GAIL BRAITH.
The popular and able physician
whose name heads this article was
born at Newark, N. J., May 2, 1859,
and at the age of 13 removed with his
parents to Dundaff, Pennsylvania, at-
tending public school for one year,
when he entered the Keystone academy
at Factoryville, Pa., remaining nearly
two years and proceeding thence to Dr.
J. C. Omstead, at Dundaff, where he
was located for three years. During
the years 1876 and 1877 he attended the
university of New York city and in the
winter of 1878–79 he was at the College
of Medicine and Surgery at Oincinnati,
Ohio, graduating March 26, 1879.
Dr. Galbraith located and practiced
his profession at EIarford, Pa., until the
fall of 1882, when he came west. set-
tling in Omaha, the same year. Every
year since the doctor has taken a trip
to the Bellevue hospital and the Mount
Sinai hospital at New York City, and
gone through an extra course of study
in Surgery under the celebrated Drs.
Joseph D. Bryant and John A. Wyeth.
It will easily be seen from this fact
that Dr. Galbraith keeps himself well
in the front in anything new in his
profession, and his numerous patients
freely testify as to his skill and ability.
Among the profession he is immensely
popular on account of his gentlemanly
demeanor, many evidences of which he
has, not the least being the fact that at
the Buffalo meeting in 1891 he was
elected vice-president of the national
association of railways surgeons, and
in 1893 at the Omaha convention was
made president of that body, being the
first president ever elected at his own
home. Under his able management
the association has made most rapid
progress, and is now recognized as a
great power, there being at present
Over 500 members.
As chief physiclan and surgeon to the
Union Pacific Dr. Galbraith enjoys the
confidence of the whole of the staff
and employes, for to his skill many a
man owes a great deal, while his suave
manner and kindness of heart have
endeared him to all with whom he
comes into contact. In private life the
doctor is very highly esteemed as a
true and loyal friend and we know of
no man who more thoroughly deserves
the respect and good will of his fellow-
men more than Dr. W. J. Galbraith.
C. H. D'UX BU RY.
Mr. Duxbury is the well known and
amiable young gentleman who repre- .
sents the Baltimore & Ohio railroad as
traveling passenger agent in the neigh-
borhood of Omaha. He was born at
Pittsburg, Pa., in 1859 and is therefore
in the full bloom of mature youth. His
first position in the railroad world was
in the general ticket office of the Burl-
ington, Cedar Rapids & Northern rail-
road, where he passed through the
various gradations incident to his voca-
tion. In 1890 he was appointed to his
present position which he fills with zeal
and ability, indeed there are few of the
passenger agents who can give him any
points. The biographer anticipates
great things for Mr. Duxbury in the
near future.
178
Onaha Railway News-Reporter.
LEWIS W. HARPER,
Clerk Southern Hotel, St. Louis, Mo
ED WARL) rosiº, W.A.T. Err.
The brainy and industrious editor of
the Omaha Bee was born at Bukowan,
a village about fifty miles south from
the historical city of Prague, in Bo-
hemia, on January 28, 1841. His early
education was obtained in the common
schools of that country.
Prague, where he remained until his
departure with
country.
On Christmas day, 1854, he landed in
New York and moved on to Cleveland.
Ohio. The limited means of his par-
ents, and the fact that he was the oldest
of nine children, compelled him to at
once earn his own living—a very diffi-
cult task for a boy who did not under-
stand English. He was successively
employed as boy in a store, where his
principal work was polishing stoves,
and clerk in a grocery store at $7. a
month and board. In 1857 he took a
three months' course in a commercial
college, from which he graduated into
several small positions as book-keeper,
finally removing to Sandusky, Ohio,
where he made his first venture on his
own resources, his sign reading: “Rose-
water & Warren, Intelligence Office.”
This concern only survived three
months, not certainly for want of in-
telligence on the part of the leading
partner. Warren was a telegraph oper-
ator, and though their business did not came to omaha, and in
pay, they decided to stick together.
Having about $5.00 in the common fund graph company at this point.
where
Warren obtained employment quickly
they moved on to Cincinnati,
a his profession, while Rosewater went finally in 1870, in conjunction with
with him to learn it. He succeeded in
this and filled several situations, finally
joining the Union army in 1862, and
being attached to General Pope, he
transmitted all his dispatches from the
battle field. Subsequently he was re-
called to Washington to fill a position
which required the pick of the profes-
sion, and was one of the operators who
handled the messages for President
Lincoln and the general of the army.
In September, 1803, at the instance of
Edward Creighton,
At the age of
eleven he was sent to the academy at
his parents for this
he resigned and Mr. Rosewater started a small paper in
JOHN C. BONNEL L.
General Advertising Agent C., R. J. & P. Ry.
EDWARD ROSEWATER,
Editor Omaha Daily Bee.
pointed manager of the Pacific tele- the Omaha Daily Bee. These sheets
were distributed gratis for a short
time, and the cause it was established
to advocate eventually winning, the
paper was enlarged and has been a big
others he started the Omaha Daily SuluºvoSS.
Tribune, and wrote the principal edi- It is not within the scope of this arti-
torials, though not named as editor. cle to follow the remarkable career of
This was a losing concern and it was this great journal through all its vicis-
fortunate that he had not left the tele- situdes, suffice to say that today it is
graph service. This same year he was the leading newspaper in the state of
elected a member of the most stormy
Nebraska, a fact which is due the inde-
legislature ever held in Nebraska, and, fatigable energy and push of the gen-
it is almost superfluous to add, took
tleman who has been editor the whole
his full share in the doings of that twenty-three years of its existence.
body. Omaha has not a more worthy, zeal-
In June, 1871, for a political purpose,
he be
correspondence, ".
It was while in this position
gan gathering
ganization
ous and fearless citizen than Edward
Rosewater.
cott on
ceased
Sºº was ap- the shape of a theater program entitled
E. S. COLLINS,
Clerk Southern Hotel, St. Louis, Mo.
PU LLMAN STRI iv. E.
of the most important events
happened during the past few
One
which
| months was the strike of railroad men
at Chicago, and which spread with
great rapidity through the whole coun-
try, east and west of that center.
The strike had its origin at the town
of Pullman, where the men employed in
the workshops of the Pullman car man-
ufacturing company struck against a
reduction of wages.
The American Railway union, an or-
which has existed only
about a year, but which has manifested
great activity under the presidency of
Eugene V. Debs, in enrolling members
from all ranks of railroad employes,
took up the matter and with the object
of assisting the strikers declared a boy-
all Pullman cars. This was a
large order, and men in many large cit-
ies, even if they had no complaint,
work “in sympathy.” The
strike thus soon attained proportions
far beyond the control of the union.
The importance of the movement will
be appreciated when it is remarked
that every one of the twenty-four rail-
road companies centering in Chicago
were more or less affected, and serious
rioting with destruction of property
followed.
The local and state troops proving
unable to suppress the trouble, Presi-
dent Cleveland ordered the United
States forces to the scene, which
promptly restored order, and finding it
useless to continue the struggle, the
officers of the union formally declared
the strike and boycott off.
Railroad companies fought as best
they could, but it is a fact that until
the national troops appeared, traffic on
some lines was completely paralyzed.
President Debs and the officers of the
railway union were arrested on the
charge of conspiring and interfering
with the mails, and at this writing
(Aug. 11) are released under bonds to
stand their trial in a few weeks. Much
destruction of property ensued and the
railroads are claiming to be reimbursed
by the city of Chicago. Already these
claims amount to many millions of dol-
lars, with more to follow.





Holiday Number. 179
EDSON MI. CA R PENTER, W. T. CANADA, FRANR PROPHET,
Assistant Surgeon Union Pacific Ry. Chief Special Service U. P. Ry. Traveling Pass. Agent U. P. Ry.
W-H-E-G ºn Dºv Fº
ROBERT FILEMING, WEBB C. BALL,
Leading Business Man Missouri Valley, Ia. Leading Railway Jeweler, Cleveland, Ohio.
-
CHARLES KOESTERS, HARRY GAY, CHARLES CHAPPELL,
Omaha. Union Pacific, Laramie, Wyo. Foreman, C. & N. W. Ry.





18O Onaha Railway News-Reporter.
l'ATRIC IN FORI), JOHN NANGLE, JOHN POWER.
A Well Rinown l'olitician. Deputy City Clerk. Leading Cooper, Omaha.
º,
CHIEF TRAIN DIS PATCHER, JAMES 13. STOVER, - DENNIS McG R.A.W. -
Rio Grande Western, Salt Lake City. Manager Blue Front Shoe Store, Omaha. Rio Grande Western, Salt Lake City.
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A Book Free to the first person sending names of the three gentlemen above.




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