L I B RA FLY OF THE U N 1VER51TY or ILLl NOIS 923.8 American Locomotive Engineers ERIE RAILWAY EDITION ILLUSTRATED Edited by H. R. ROMANS CHICAGO. ILLINOIS CRAWFORD-ADSIT COMPANY PUBLISHERS W. H. Wklcii, PUOI'RIETOR 1890 Entered according to act of Congress In the year 1899 By Crawford- Adsit Company In the office of Librarian, Washington, D. C. fw, i^mi^^g'^wi , fnuiix -(^flte /a^^ . 3 liXTKODUCTION. !?(^(ia The soldier marches away to battle with banners flying, bands playing and the plaudits of the nation ringing in his ears. He goes to perform a duty, and in doing so places his life in jeopardy. It is right that he should receive praise as a hero ; but while we cheer the soldier for his bravery we are prone to forget another man who daily risks his life in the performance of a public duty — the railroad engineer. Progress cast aside the creeping creations of Stephenson and Hedley, and mechanical genius gave to us in their stead the monsters of steel that skim like birds along the shining rails. Traffic demands the same lightning speed alike in sunshine or tempest. In broad daylight or on darkest night a man of iron nerve clutches the throttle of that rushing monster and peers ahead to sec that "all the lights are white." The pnl:)lic never realizes the quiet heroism of this man who stands guard between death and a train-load of passengers, until through someone's blunder, the diabolical act of a fiend, or a deplorable accident, he is sent to meet his Maker, with his hand still at the throttle. It is only at the engineer's fireside that his peril is known and his bravery fully appreciated. As he leaves his happy home to make his daily trip there are tears in the eyes of loved ones, who realize the many chances there are against his safe return. A misplaced switch, defective track, a broken bridge, a wrong order, and they would bring him back on a stretcher. Heroes they are, all ; and instead of waiting until they are dead ere we praise them, it is the purpose of the publishers to present a series of books entitled the "American Locomotive Engineer," in which the life history and courageous deeds of the engineer are set forth that the public may know and appreciate his worth while he is yet able to hear the praise due him. This volume, the Erie Edition of the "American Locomotive Engineer," is the first work of the kind ever published, and in compihng it the hardest task has been to get the engineers to talk of themselves. In most instances it was necessary to go to another engineer, a fireman, or an official to learn of the man's true worth and his heroic deeds. The publishers are under many obligations to officials of the Brotherhood, individual members, and the various officers of the Erie, for numerous favors and assistance in furthering the work, and as the result of many months" labor jire- sent to the world "the book of the engineer." CRAWFORD-ADSIT COMPANY, Publishers. PUBLISHERS' CARD. The publishers appreciate that an explanation is due many of the subscribers to the American Locomotive Engineers for the delayed appear- ance of the work. Those eng-ineers who signed contracts,^ furnished photog'raphs, and returned corrected sketches within thirty days from the VV. H. WEI.CH. Proprietor of the Crawford- Adsit Compiiny. time the project was launched, have undoubtedly failed to understand the delay in publication, yet the entire time has been employed in an effort to meet every promise made in the prospectus. The delay has cost us many extra dollars, and the chief cause for it is attributable to the indifference manifested by man}' subscribers, who, after signing- contracts, began to hinder us by neglecting to send photographs or return corrected sketches, necessitating, in many instances, a second canvass by our special representative. This extra work consumed consider able time (not to mention the extra money spent by us in commissions, rail- road fare and hotel bills), but having undertaken the publication we felt 8 ERIE RAILWAY EDITION. duty bound to'fmish it, and hope our subscribers will appreciate the effort we have made to redeem our promises in respect to the Erie Edition of the American Locomotive Engineers. It is but fitting- that we here express our thanks to those who have subscribed to the publication, and especially to those who have aided us in completing the work. The Erie is, as is generally known, in thorough sympathy with the Brotherhood of Locomotive Engineers, and the publishers recognized that the publication of the American Locomotive Engineer should have the endorsement of the Brotherhood officials. When the project was presented o the attention of Grand Chief Engineer Arthur, he was pleased with the H. R. ROMANS. Editor of the American Locomotive Engineers. idea, but did not feel at liberty to sanction the publication until the subordi- nate Divisions along the Erie had approved it. Having received this encouragement, our special representative, E. O. Brutch, presented the project to the different Brotherhood Divisions of the Erie, and it received a hearty endorsement from them as the appended letters testify.. When these endorsements were shown Grand Chief Engineer Arthur he gave the book his approval, and later granted our special representative an interview, at which time he gave us data for his biographical sketch and the history of the Brotherhood, both of which appear on other pages. ^a TABLE OP CONTENTS, LETTERS OF ENDORSEMENT 24 HISTORY WORLD'S FAIR ENGINE 27 A SHORT HISTORY OF THE ERIE 33 ERIE OFFICIALS 82 BIOGRAPHIES: Allen, C. A 1°° Allen, E. C 580 Ball, A. W 571 Barrett, W. H io9 Belnap, Ira 106 Blendingcr, F. L 1 1 1 Bond, 1 575 Brunn, C. A 96 Buskirk, F. W ■ 86 Childs, H. A 577 Cochrane, G. G 84 Coe, G. A 94 Cooke, D. W 86 Corbett, James I09 Coyle, H. F s8o Curtis, T. H 90 Derr, W. L 9^ Donahue, Geo 93 Donaldson, Andrew §4 Donaldson, H. N 106 Dowc, Geo. W 96 Dull. J, H 578 Eddy, T. C 580 Fitch, C. R 90 Fuller, C. E 575 Gi:pen, H. E loo Goldsborough, C. S m Hainen, J. P 577 Heller, Geo. A 584 Hibbits, F. N 109 Jeffries. G. K 578 Johnson. Frank 573 Kells, W 575 Keene, Geo. W 584 Klein, J. H 578 Lavery, W 88 Lincoln, F. B lOQ McClelland, H. D 578 McCullough. J. G 82 McLaren, J. G 571 Mackrell, Theodore 588 Maguire, J. F 94 Merrill, W. F 82 Merrick. C. V 94 Middleton. J. A 86 Mitchell, A. E 88 Moorhead, J. C 92 Mosher, F. R 584 Mozier, A. M 92 Flatten. J. W 88 Pindell, T. H 100 Reisler, E. T 588 Reynolds, C. C 106 Reynolds, Orlando 584 Roberts, D. 1 84 Sheffer, E. B 86 Staples, J. B 588 Thomas, E. B 82 Thompson, G. A 94 Tucker. J. C sSo Van Keuren. Geo 92 PORTRAITS: Allen, C. A ^°5 Ball, A. W 572 Barrett. W. H "O Belnap. Ira ^°7 Blendinger. F. L "2 Bond, 1 576 Brunn, C. A I03 Buskirk, F. W 91 Childs, H. A 576 Cochrane, G. G 87 Coe, G. A loi Cooke, D. W 89 Corbett, James ' 'O Coyle. H. F S82 Curtis, T. H 97 Derr, W. L I03 Donahue, Geo 97 Donaldson, Andrew 87 Donaldson. H. N 107 Dowe. Geo. W • 104 Dull, J, H 581 11 4Ho6.*55 12 TABLE OF CONTENTS. Eddy, T. C 582 Fitch, C. R 98 Gilpen, H. E I0-| Goldsborough, C. S 112 Heller, Geo. A 585 Jeffries, G. K 579 Johnson, Frank S74 Kells, W 57-4. Keene, Geo. W 585 Klein, J. H 581 Lavery, W 95 Lincoln, F. B 108 ]\IcClelland. H. D 579 McCullough, J. G 85 McLaren, J. G 572 Alackrell, Theodore 5S7 Maguire. J. F 102 Merrill, W. F 85 Merrick, C. V 102 Middleton, J. A 91 Mitchell, A. E 95 Moorhead, J. C 9S Mosher, F. R 583 Mozier, A. M 99 Flatten, J. W 93 Pindell, T. H 105 Reisler, E, T sSS Reynolds, C. C 108 Reynolds. Orlando 586 Roberts, D. I : 89 Sheffer, E. B 93 Staples, J. B 587 Thomas. E. B 83 Thompson, G. A loi Tucker, J. C 583 Van Keiiren, Geo 99 HISTORY OF B. OF L. E 113 OFFICL\LS OF THE B. of L. E 119 BIOGRAPHIES: Arthur, P. M 119 Ingrahani, T. S 121 Youngson, A. B rig PORTRAITS: Arthur. P. U 118 Ingraham, T. S 120 Youngson, A. B 120 FRIENDS OF THE B. OF L. E 121 BIOGRAPHIES: Coffin, J. S 121 Miller, Gen. Charles 121 PORTRAITS: Coffin, J. S 123 Miller, Gen. Charles 123 SUBDIVISIONS OF THE B. OF L. E., ERIE SYSTEM 12A ROSTERS OF THE B. OF L. E.. ERIE SYSTEM 126 BIOGRAPHIES OF ERIE ENGINEERS 136 Acker, Frank D 136 Albright, Frank 136 Alexander, Seth 136 Alexander, Edgar W 138 Alger, Charles H 138 Allen, Charles A 138 Amey. C. H 138 Anderson, John E 140 Anderson. William H 140 Angle, Charles D 140 Annan, David B 142 Armstrong, Joseph 144 Armstrong, Wesley C 142 Aular, George W 144 Aumock, William C 144 Aungst, Frederick F 146 Auryansen, Abraham I 146 Averill, George 1 146 Badgley, George A 148 Baker. James M 148 Baker, W. B 148 Baldwin, Alfred C 150 Ball, George W 150 Ballard. August L 150 Banta. Charles H 152 Barry, James i\I 152 Beaver, Albert M 152 Beckhorn. Samuel W 154 Beching. C. H 154 Beil, William A 158 Bell, Asa 156 Benson, Gilbert B 154 Benstead, Richard J 156 Berge, Louis 156 Bernard, John W 158 Bicknell, Hiram D 158 Biggs, Nicholas 158 Bissell, Allen B 160 Black, Edward D ; 162 Blake, Frederick E 162 Bliss, Charles E 162 Elizard, Charles W 164 Blocker, E. S 164 Blood, Wellington W 166 Boalt, Edward S 166 Bodley, George L 174 TABLE OF CONTENTS. 13 Bogardus, Frank H 174 Boggs, James S 168 Bolton, Enos 168 Booth, C. E 170 Bork. A. A 170 Bosworth, C. G 172 Boughton, F, C 172 Boyden, Sidney E 17a Boyden, William 176 Boyden, Watson 176 Bojle, John C 176 Brannen, John J 178 Brayton, Edward H 178 Brick, Anthony 179 Briggs, George 179 Brinkel, Jacob 180 Briney, James 180 Brown, Elmer W 178 Brown, Charles E 181 Brown, Charles A 180 Brown, George W 181 Brown, Benjamin Frank 181 Brown, Philo F 182 Brumbaugh, John 182 Bruner, John F 183 Brunett, Jacob P : 183 Buckley, Jeremiah H., Sr 184 Buckley, Jeremiah H.. Jr 184 Buckley, Jerry J 184 Burke, Michael 1S4 Burnison, Alexander 185 Burns, Abraham 185 Burrows, Erwin C 185 Bush, George 186 Butler, D. C : 186 Bryan, Abner G 187 Callahan, John 187 Callahan, Thomas 188 Cahalane, Patrick J 187 Campbell, M. P 18S Campbell, Stephen 188 Campbell, Thomas igo Campbell, William 190 Campman, Gold R 190 Cantwell, Robert 192 Carr, John C 192 Carskadden, Alanson L 192 Carter, John 194 Caskey, Clark 194 Carey, David E 195 Casey, George 196 Caughey, George H 196 Chapman, J. K 196 Chick, William H ig5 Church, Charles C 19S Clark, Christopher F 198 Clark, Charles L 198 Clark, Wallace 202 Clarke, Sidney S 200 Class, Erwin H 202 Clendening, Henry W 202 Clifford, John D 204 Cochrane, Samuel 206 Cole, Isaac 206 Colligan, T. J 206 Collins, A. E 208 Conklin, Edward 208 Conklin, George H 208 Conn, William 210 Connolly, J. S 210 Connon, Frederick S 210 Cook, Winthrop H 212 Cooke, John E 212 Cooper, John A 214 Corbett, James P 214 Corlett, Sanford G 214 Corwin, Frank D 215 Cox, Erastus H 215 Cox, William G 216 Craft, Richard A 216 Craft, Dwight 216 Cragan, John 216 Crane, James E 218 Creegan, Daniel 218 Crosby, Walter T 220 Grossman, Irwin H 220 Crow, Albert D 221 Crumb, George B 221 Cull, John J 221 Cummings, Frank W 222 Cummings, Hannibal 222 Curran, Peter 222 Curran, William H 224 Currey, Archibald 224 Currier, John J 225 Curtis, Matthew J 225 Daley, Michael J 225 Daley, James W 225 Dando, Joseph M 225 Darr, Isaac Newton 226 Darr, John W 226 Davies, Charles H 228 Davis, Gad 228 Davis, Guy W 228 Davis, William F 230 Davis, John M 230 Day, Abendigo 230 Daze. John J 232 Deane, Frank M 232 Dc Baun, Frank E 234 14 TABLE OF CONTENTS. Decker, Robert A.. Jr 234 Demarest, John F. H 236 De Muth, Lewis L 236 Dewey, Matthew 236 Dice, John 238 Dick, Thomas J 238 Diday, John 238 Diehl, Perry A 240 Dill, Thomas 240 Dill, Charles H 242 Dill, Hany E 242 Dillon. Andrew J 240 Dinsmore, George W 242 Doe, James E 244 Dollard. Michael 244 Donnelly, John T 246 Donovan, John B 248 Donovan, Patrick J 248 Dooley, William H.. Jr 246 Dooley, William H., Sr 246 Doty, Charles J 250 Douglas, James J 250 Douglas, Samuel C 252 Draa, David T 252 Driscoll, Daniel 252 Drummond, James 254 Duffy. Michael 254 Dugan, Cornelius 254 Duley, John 256 Dunbar, William B 256 Dunbar, Charles F 257 Dunham, James H 257 Dunlea, John 258 Dunn, George A 258 Dunn, William C 258 Dwight, R. L 259 Eastman, Herbert 259 Eckert, Peter J 260 Eckenroad, James 260 Eden, Ernest S 260 Ehricks, Henry 260 Emerick, William F 261 Emmons, William 261 Erlenbaugh, John H 262 Esson. Richard J 262 Farrell, Benjamin R 264 Farrell, Frank M 264 Farrell, Frank 264 Fetters, William 264 Feeney , Thomas 266 Fields, Walter T 266 Fisher, Adam 266 Fitzgibbons, William J 266 Fleet, William D 267 Fligle, Isaac 267 Flint. Harry G 267 Foley, John J 268 Folland, Richard 268 Folwell, Charles V 268 Forbes, Melvin L 270 Fordyce, George H 270 Fordyce, Jaines H 272 Forney, William H 272 Forrestel, Richard 2T}, Foster, Frank G 274 Foster, John S , 274 Fox, Albert W 276 Frack, Charles 276 Fralick, Elias H 276 Frank, A 278 Frank, Charles L 278 Frazee, Charles D 278 Freer, James 279 French, William 279 Fuhes, Frederick 279 Furey, Daniel A 279 Gardner. Benjamin 281 Gaffney, John 281 Gaiser, Jacob 281 Garrison, Ira E 282 Gates, Leo 282 Gemmer, William C 282 Gerhart, August 284 Garlach, Charles 284 Gerlach, Joseph 286 Gesamen, Emerson F 286 Gilkey, H. D 286 Ginnaven, Charles W 288 Gleason, H. P 288 Goble, Richard 288 Goode, Lemuel 289 Goodale. John M 289 Gould, Joel F 289 Gould. Philip K 291 Graham, Allen C 291 Granger, J. H 291 Grass, Joseph B 291 Gray, Harry 292 Grayless, Frank W 292 Greeg, Prosper D 292 Green, Jacob B 294 Green, James D 296 Green, Martin V 294 Griffin, James B 296 Gritman, Samuel S 296 Grommoll, John F 298 Grothenrath, William C 298 Grotz, Charles E 298 Guest, Lyman C 300 Gurley, Eber A 300 TABLE OF CONTENTS. 15 Guthier, Edward A 302 Hale, Henry S 302 Hamilton, E. B 30<3 Hale, James M 304 Harding, Edward S 3^4 Hafner, Benjamin 3'34 Haire, John 308 Haley, John 3o6 Hall, Charles F 30S Halloran, Patrick 308 Hamilton, Frank T 309 Hammond, Charles W 309 Hammond, J. A 309 Haney, William J 310 Hanners, Charles L 310 Hasbrouck, Isaac L 306 Haynes,- H. S 310 Headley, Samuel M 312 Healy, Martin 3'^- Heckling, Henry 3^4 Hedglon, Erastus ■ 3I4 Heinselman, David 3^4 Helm, Eugene Floyd 316 Helm, William F 316 Helmke, A. H 3l6 Hickey, D. L 3l8 Hickson, T. W 3i8 Hinchey, Thomas 3i8 Hoadley, Herman C 320 Hoar, Francis 320 Hoffman, James E 322 Hoffman, Fred 322 Hoffman, S. W 322 Hogan, John P 322 Hogan, T. J 324 Holmes, John C 324 Hood, William A 324 Horrigan, Patrick 326 Horring, Jacob P 304 Horton, George H 326 Houck, Charles T 326 Houghton, Jerome M 327 Howe, Warner 327 Howell, George Irving 328 Hubler, Angus E 328 Hudson, Oscar 330 Huffman, I. 1 330 Hughes, J. J 332 Hughes, William B 322 Hughes, William 332 Hull, William J 332 Humberger, Edward L 334 Huston, Frank 334 Hyatt, Wallace 334 Ihlefeldt, .\ugustus 336 Jacobs, John W 336 Jaggers, Alfred B 336 Johnson, Augustus H 338 Johnson, Edward A 338 Johnson, J. Gilbert 338 Johnson, Joseph W 339 Johnson, Samuel 340 Jones, Charles P 340 Jones, George W 340 Jones, Harry C 342 Jones, John Herbert 342 Jones, Samuel 342 Jones, William Henry 344 Jordan, Abraham 344 Jourdan, Amidy H 344 Judd, Alvin N 346 Jurisch. C. A 346 Kane, John 346 Kane, Michael H 348 Karnes, Elmer E 348 Kavanaugh, Edward 350 Kaupp, William E 350 Kearins, Charles J 352 Keeler, C. F 352 Keena, John 352 Kehler, W. George 352 Keller, Fred 354 Kelley, Edward 354 Kelly, Warren Scothorn 355 Kelley, James 355 Kelley, John H 355 Kells, Ross 366 Kelty, John J 356 Kennedy, Robert 358 Kennedy, William 358 Kent, Edward 358 Kerr, James M 360 Keyes, John J 360 King, John 362 King, Thomas A 362 Klett, John H 364 Knight, Lemuel C 364 Knoblow, Peter 365 Kolb, William 364 Kosinsky, John E 364 Kyle, William Henry 365 Kunkle, Jacob A 365 LaFaver, Frank L 366 Lambert, Allen C 367 Laman, Franklin 367 Lane, John B 367 Langworthy, Ora E 368 Lanning, I. S 368 Larkin, Hugh 368 Leslie, Joseph H 370 16 TABLE OF CONTENTS, Lester, Samuel E 370 Linehan. George W 372 Linehan. William 372 Linley, Levi 374 Lodwick, Wallace S 374 Logan, A. W 375 Logan, James 376 Lovelace. George E 376 Loveland, Louis H 378 Lovette, John B 378 Lown, George R 378 Luce, Willis E 380 Lyons, Frank 380 Lynch, M. A 380 Lynch, Tom 382 Lyons, Jeremiah J 382 McBride, Robert 382 McCalley, William E 384 McCannon, William H 384 McCarthy, Timothy 386 McCauley, John A 388 McClelland, W. F 388 McCloskey, Clem. A 388 McConkey, Willard E 390 McCracken, Isaac E 39° McDargh, William M 39° McDonald, Allen 39i McElwee, Walter 392 McFarland, Alexander 39i McGilvray, Charles H.. 392 McGovern, Philip W 392 Mcllvaine, Thomas 393 McKee, James 393 McKernan, Frank : 393 McKinney. Jay 394 McManamy, John F 394 McNeill, John J 396 McNerney, P. H 396 Macarey. Henry S 398 MacDonald. D. G 39i Mackey, Harry 398 Madden, Daniel J 398 Madigan, Daniel 399 Maloney, Thomas J 399 Mandeville, Frank P 399 March, John 399 March, Frank 4°° Marston, George (Hook) 400 Marston, William H 400 Marther, Joshua 402 May, John J 402 Maybee, Nicholas H 404 Mead, Ira M. ^ 404 Mehre. Henry F 40S Menner, William H 405 Mercatoris, M 405 Metzger, Charles 406 Meuser, Peter 406 Meuser. John 406 Mills, Josiah 408 Mills. J. L 408 Miner, James H 410 Mitchell. Joseph 410 Moore, Albert 410 Moore, Byron C 412 Moore, Brison H 412 Moore. George H 412 Moore, George W 414 Morgan, David 414 Morrison. Philip E 414 Mulvey, John 416 Murphy. John B j . . . .416 Murphy, James M 416 Murphy, Patrick F 417 Murray, William J 417 Myers, Moses 417 Neal, Clarence J 417 Nearpass, Walter E 417 Nelson, Gorton 418 Newberry. William C 418 Niles. D. S 420 Norris, James A 420 Norton, Frederick K 420 Northrop, Azro 422 O'Brien, Luke 424 O'Connor. Briney 424 O'Dell. William A 426 O'Hara. Arthur J 426 O'Malley. Martin J 428 Oakley. George W 429 Oakley. Myron A 429 Oaks, J. A 429 Osborn. William H 429 Osgood. Moses L 430 Padien. Bernard 430 Palmer. Charles F 430 Palmer. John P 432 Palmer. Henry S 432 Palmitier, Joseph J 432 Pangborn. Charles 432 Parkinson, Edward 434 Patterson, Charles W 434 Penfield, A, P 436 Penfield, Frank S 436 Peters, Edwin F 438 Pettitt, Lewis R 438 Pettis, Hiram Charles 438 Pettis, William 440 Pfcffer, William H 440 Phillips, Albert 44i TABLE OF CONTENTS. 17 Philips, Charles 441 Pinkney, John T 442 Pierce, Fred 444 Pierce, Richard . . .- 444 Pierce, Sheldon 444 Ploutz, Robert 446 Plumb, Charles E 446 Plummer, Horace W 446 Poorman, Edwin H 446 Potter, Arthur B 448 Potter, C. K 448 Potter, D. F 448 Prine. Josiali 448 Putney, J. M 450 Purcell, Tobias 450 Quilter. John J 452 Quilter. William H 452 Radcliffe, Henry C 452 Randolph, V. C 453 Reagen, Daniel J 453 Reagen. Jerry 455 Regan, Elhvood 455 Reed, Elmer L 455 Reeder, James S 456 Redfield, George C 456 Redmond, James 456 Reeves, Albert L 456 Reilly, Frank 459 Ricksecker, Michael A 459 Ripley, Henry 461 Roberts, Edward E 461 Robinson, William H 461 Rogers, James 463 Rogers, Oliver 463 Rogers, William 463 Romaine, Charles 466 Ronge, John 463 Ronk, Josephus B 464 Row, David F 466 Ruckle. William ^466 Rude, F. A ".467 Ruse. David 467 Russell. John 467 Ryan, Cornelius 467' Sachs, Adam J 469 Sackett, Orville R 469 Sadlier, John C 470 Sampson, Charles S 470 Sanders, J. R 472 Scales, Richard 472 Schaaf. Albert 472 Schermerhorn, Jacob D 473 Schilling, Henry ' 485 Schindler, John 485 Schufelt, James H 486 Scribner. Benjamin L 473 See, William H 481 Sellers. Commodore W 475 Shade, William R 475 Sliafcr. J. H 475 Shane, Richard M 476 Shauck, Clinton F 478 Shanks. Brenton 478 Shattuck. Relly 478 Shaw, R. M 479 Shay, Matthew H 479 Shay. Benjamin 483 Shea, Patrick 483 Shears, C+iarles C. Jr 484 Shepherd, William J 484 Sheridan, John 484 Shideler, William H 484 Shirtliff. Frank 486 Showalter, Alvin C 486 Shull, Charles 489 Shurtleff, Walter C 488 Skinner, Robert W 488 Slusser, Jefferson F 489 Slusser, William 490 Smallenburg, Minard 492 Smith. Cornelius W 492 Smith, David L 493 Smith, Frank B 493 Smith, Frank C 495 Smith, James 495 Smith, Martin 496 Smith, William A 496 Smith. William H 496 Smock. Theodore 498 Sperring. R. W 498 Springsteen, James 498 Springstead, Harvey 5°° Spofford, Charles M 502 Sprinkle, Harman M S02 Stanfield, Charles M 502 Stenger. Alfred T 504 Stone, Charles F 5^4 Storms, William H S04 Slrock, George W 505 Sullivan, Thomas F 505 Sullivan, John P 505 Sweeney, Michael J 506 Sweeney, William 507 Sweetland, Leroy B 507 Sweetman, William B 509 Sweetman, Charles H 507 Symonds, Charles E 509 Taft, Nathaniel 509 Taylor, Sextus E SlI Taylor. Robert J 511 18 TABLE OF CONTENTS. Teihune, John M 513 Thayer, William D 513 Thomas, George H. 514 Thompson, Frank H 514 Thompson, Neil S 514 Thornhill. R. K 516 Thornton, Edward 516 Tierney, John 518 Tiffany, William H 516 Tomlinson, Joseph W 518 Tousley, James 518 Tracht, Florence E 521 Tracht. Richard G 521 Trott. William H 523 Truesdale, Frank 523 Truex, George ^I 523 Truman, Lafayette F 525 Turner, Merritt 518 Tuskey, James 520 Ulery, Cuesta A 527 Vail, Henry ]M 527 Van Dine, William 529 Van Gordon, E. R 529 Van Noye, Augustus 529 Van Orden, John L 530 Van Slyke, F. Eugene 532 \^enner, Thomas W 532 Vernold, E. M 532 Voorhis. Calvin '. 533 Voorhis, Garret A 533 Walker, J. Frank 533 Walker, William A 535 Walknetz. Edward 535 Walknetz, William J 535 Wallace, George W 537 Walsh, John P 537 Walters, Christopher 538 Waterbury, Luther W 538 Watson, George 538 Watts, Harry V 539 Webb, Byron H 539 Weed, Joseph W 540 Welch, Jack 540 Welch, James A 542 Welch, Thomas Danny 544 Welsh. John H 542 Welsh. Thomas 544 Wemple, Jay D 544 Wcstfall, Samuel M 546 Wcstfall, Lyman D 546 Whalen, John 548 Wharton. Edward J 548 Wharton, John T 548 Wheeler, Clarence L 550 Wheeler, John F 552 Whelan, Edward F 552 Whelan, Benjamin C .552 Wiegand, August 552 ^^'ilb^r. Marion W 554 Wild. James A 554 Wilks, Lewis 554 Willets. William H 555 Will. Curtis L 555 Williamson. George R 557 Williams. Henry W 557 Williams. James A 557 Williamson. Lafayette 559 Wilson, David 559 Vv'ilson, J. R 559 Wilson, John T 560 Winegar, Clark D 560 Winfield, David R 560 Witherstay, Frank ■ 562 Wixted, Henry J 562 Wolcott. William 562 Wonderly, John 564 Wolfe. George 564 Woodard, Charles 566 Wood. James H 567 Wood, Herbert S 569 Woods, John H 566 Wright. William L 569 Wyman. Charles E 569 York, Joseph 570 Young, J. P 570 PORTRAITS OF ERIE ENGINEERS 137 Acker. Frank D 137 Albright, Frank G 137 Alger, Charles H 139 Amey, C. H 139 Anderson, William H 141 Angle, Charles D 141 Annan, David B 143 Armstrong, Joseph 589 Armstrong, Wesley C 143 Aular, George W 145 Aumock, William C 145 Auryansen, Abraham 1 147 Averill, George 1 147 Baldwin, Alfred C 149 Ball. George W I49 Ballard. August L 589 Banta. Charles H 151 Barry, James M 151 Beeching, C. H I53 Benstead, Richard J I53 Berge, Louis 155 Bicknell, Hiram D 155 Eissell, Allen B I57 TABLE OF CONTENTS. Black, Edward D 157 Bliss, Charles E 159 Blizard, Charles W 159 Bodley, George L 161 Bogardus, Frank H 161 Bolton, Enos 163 Booth, C. E 163 Bosvvorth, Charles G 165 Boughton, F. C 165 Boyden, Watson 169 Boyden, William 589 Brannen, John J 169 Brayton, Edward H 167 Brick, Anthony 167 Brinkel, Jacob 17' Brown, Charles A i/i Brown. Charles E I73 Brown, Elmer W 173 Brown, Philo F 175 Bruner, John F I7S Bnmett, Jacob P i77 Buckley, Jerry J I77 Cahalane, Patrick J 189 Callahan, Thomas 189 Campbell, M. P 191 Campbell, Thomas 191 Carey. David E 193 Carter. John 193 Carskadden. Alanson L I97 Caskey, Clark I97 Church, Charles C 199 Clark. Charles L.. and his son 199 Clarke, Sidney S 201 Class, Erwin H 201 Clendening. Henry W 203 Clifford. John D 203 Cochrane, Samuel 205 Colligan, T. J 205 Collins, A. E 207 Conklin, Edward 207 Conklin, George H 209 Conn, William 209 Connon, Frederick S 211 Coover, Levi H 211 Corbett, James P 213 Corlett, Sanford G 213 Craft, Richard A 217 Creegan, Daniel 217 Crosby, Walter T 219 Call, John J 219 Cummings. Frank W 589 Cummings. Hannibal 223 Curran, Peter 590 Curry, Archibald 223 Curtis, Matthew J 22? Dando, Joseph M 227 Darr, Isaac N 229 Darr, John W 229 Davies, Charles H 231 Davis, Guy W 231 Davis, John M 233 Davis, William F 233 Day, Abendigo 235 De Baun, Frank E 235 Decker, Robert A., Jr 237 Demarest, John F. H 237 Demuth, Lewis L 2.59 Dinsmore, George W 2.39 Dewey, Matthew 241 Dill. Charles H 241 Dill, H. E 243 Dollard, Michael 243 Donnelly, John T 245 Donovan, Patrick J 245 Dooley, William, Sr 247 Dooley. William H., Jr 247 Drummoiid, James 249 Duley, John 249 Dunbar, William B 251 Dunlea, John 251 Dunn, William C 253 Eckenroad, James 253 Eden. Ernest S. 255 Ehricks. Henry 255 Elliott, A. E 263 Erlenbaugh, John H 263 Esson, Richard J 265 Everett, G. W 59° Farquharson, William 59° Fetters, Wm 265 Fligle, Isaac 59° Foley, John J 269 Folwell, Charles V 269 Fordyce, George H 271 Fordyce, James H 271 Forney, William H 275 Foster, Frank G S9i Foster, John S 275 Fox, Albert W 277 Frazee, Charles D 277 Freeman, Hiram 591 Fuhes, Frederick 591 Furey, Daniel A 280 Gaiser, Jacob 285 Garlach, Charles 280 Gates, James C 591 Gesamen, Emerson F ,. .285 Ginnavan. Charles W .283 Gable, Richard 283 Goode. Lemuel 287 20 TABLE OF CONTENTS. Gould, Joel F 287 Graham, Allen C 594 Grass, Joseph B 290 Grayless, Frank W 293 Green, Jacob B 290 Green, James D 293 Green, Martin V 295 Gritman, Samuel S 295 Grommoll. John F 297 Grotz, Charles E 297 Guest, Lyman C 299 Gurley, Eber A 299 Guthier, Edward A 301 Hafner, Benjamin 592 Hale, Henry S 301 Haley. John 303 Hamilton, E. B 303 Hamilton, Frank T 305 Haney, William J 305 Hanners, Charles L 307 Harding, E. S 307 Headley, Samuel M 311 Heckling. Henry 311 Helm. Eugene Floyd 313 Helm. William R. and daughter 313 Helmke, A. H " 315 Hickey, D. L 315 Hickson, T. W 317 Hinchey, Thomas 317 Hoadley, Herman C 319 Hoffman. Fred 319 Hoffman, James E 321 Horrigan. Patrick 321 Houghton. Jerome M , .325 Howe, Warner 323 Howell, George 1 323 Hudson, Oscar ;^2^ Huffman, L 1 329 Hughes, William B 329 Hull, William J 331 Humberger, Edward L 331 Hyatt, Wallace 333 Ihlefeldt, Augustus 333 Johnson, J. Gilbert 335 Johnson, Joseph W 335 Johnson, W. A 337 Jones, George W j^y Jones, John Herbert 341 Jones, Samuel 341 Jordan, Abraham 343 Jourdan, Amidy H 343 Judd, Alvin N 345 Jurish, C. A 593 Kana, John 345 Kaupp. William E 347 Kavanaugh, Edward 347 Kearins, Charles J 349 Keena, John 593 Keller, Fred 349 Kelley, Edward 351 Kelly, Warren S 351 Kells, Ross 593 Kelty, John J 353 Kennedy, William 353 Kent, Edward 357 Keyes, John J 357 King. John 359 Knight, Lemuel C 359 Knoblow. Peter 361 Kosinsky. John E 361 Kyle, William 363 La Faver. Frank L 363 Larkin. Hugh 369 Leslie, Joseph H. 369 Lester, Samuel E 371 Linehan, George W 594 Linehan. William 371 Linley. Levi 373 Lodwick. Wallace S 373 Logan. A. W 594 Logan. James 377 Lovelace, George E 377 Loveland, Amos 378 Lown, George R 379 Luce, Willis E 379 Lynch, M. A 381 Lyons, Jeremiah J 381 McBride. Robert 383 McCalley, William E 383 McCannon. William H 385 McCarthy, Timothy 385 McCauley. John A 387 McCloskey, Clem A 387 McConkey. Willard E 389 McIIvaine, Thomas 389 McKee, James 395 McKernan, Frank 592 McNerney. P. H 395 MacDonald, Duncan G 397 March, Frank 397 Marston, Geo. (Hook) 401 Marston, William H 594 Marther, Joshua 592 Maybee, Nicholas H 401 Mercatoris. M 403 Merritt. George 403 Meuser, John 407 Mills, Josiah 407 TABLE OF CONTENTS. 21 Moore, Albert 409 Moore, Byron C 411 Moore, Brison H 41 1 Moore, George H 409 Morgan, David 413 Murphy, James M 4^5 Murphy, John B 413 Myers, Moses 415 Nearpass, Walter E 419 Nelson, Gorton 419 Newberry, William C 4-i Niles, D. S 4-'i Northrop, Azro 4^3 Oakley, Myron A 431 Oakley, George W 427 O'Brien, Luke 423 O'Connor, Briney 425 O'Dell, William A 42S O'Hara, Arthur J 427 Osgood, Moses L 595 Palmer, Charles F 431 Pangborn, Charles 433 Patterson. Charles W 433 Penfifld, A. P 435 Penfield, Frank S 435 Peters, Edwin F 437 Pettis, Hiram C 437 Pettis. William 440 Pettitt, Lewis R., and granddaughter 439 Phillips, Albert 439 Phillips, Charles 443 Pierce, Fred 443 Pierce, Richard 44S Pierce, Sheldon 445 Pinkney, John T 447 Ploutz, Robert 447 Potter, Arthur B 449 Purcell. Tobias 449 Quilter, William H 451 Ripley, Henry 462 Radcliffe, Henry C 451 Reagen, Daniel J 454 Redmond, James 454 Reed, Elmer L 457 Reeder, James S 457 Reeves, Albert L 458' Regan, Ellwood 458 Reilly, Frank 460 Richardson, Edward E 460 Romaine, Charles 462 Ronge, John 465 Row, David F 465 Ruckle, William 595 Rude, F. A 468 Sackett, Orville R 468 Sampson, Charles S 471 Schermcrhorn. Jacob D 471 Schindlcr, John 474 Scribncr, Benjamin L 474 Shane, Richard M 477 Shattuck, Relly 477 Shaw, R. M 480 Shay, Benjamin 480 Shay, J\L H 482 Shepherd, William J 482 Shirtleff, Frank 487 Slusser, Jefferson F 487 Slusser, William 491 Smallenburg, Minard 491 Smith, Cornelius W 494 Smith, David L 493 Smith, Frank C 494 Smith, James 497 Smock, Theodore 497 Snyder, C. A 499 Springstead, Harvey 499 Springsteen, James 501 Sprinkle, Harman M 501 Steel, John 503 Stuart, O. K 595 Sullivan, Thomas F 503 Sweetman, William B 508 Sweetman, Charles H 508 Swift, James R 510 Taft, Nathaniel 510 Taylor, Robert J 512 Taylor, Sextus E 512 Thayer, WilTiam D 515 Thomas, George H 515 Thornton, Edward 517 Tierney, John 517 Tiffany, William H 519 Tomlinson, Joseph W 519 Tracht, Florence E 522 Tracht, L. B 595 Tracht, Richard G 522 Truman. La Fayette F 526 Turner, Merritt 526 Tuskey, James 524 Ulery, Cuesta A 524 Vail, Henry M 528 Van Demark, James 528 Van Orden, John L 531 Van Slyke, F. Eugene 531 Voorhis, Garret A 534 Van Wormer, Engr 596 Walker, William A 534 Walknetz, Edward 536 Wallace, George W 536 Weed, Joseph W 541 TABLE OF CONTENTS, Wiegand, August 541 Welch, James A 543 Welch, Thomas Danny ;,43 Welsh, John H 545 Wemple, Jay D 545 Westfall, Samuel M 547 Westfall, Lyman D 547 Wharton, Edward J 549 Wharton, John 549 Wheeler, Clarence L 551 Wheeler, John F 551 Whelan, Benjamin C 553 Wilde, James A 553 Will, Curtis L 556 Willets, William H 556 Williams, Henry W 558 Williamson, George R 596 Wilson, J. R 5g5 Wilson, David 558 Winfield, David R 561 Witherstay, Frank 563 Winegar, Clark D 561 Wolcott, William 563 Wonderly, John , . 565 Wood, Herbert S 568 Wood, James H 568 Woods, John H 565 York, Joseph 596 AN OLD BOOK OF RULES 597 ROSTER OF ERIE ENGINEERS 607 ILLUSTRATIONS: New York & Erie Poster of 1851 30 Early Passes Used on the Erie 23 World's Fair Engine 26 Scenery Along the Erie 42 The Valley of the Neversink 44 Starrucca Viaduct 45 Picturesque Erie 48 Elmira, New York, in 1851 50 Marquis of Salamanca 53 Time Table of 185 1 54 Birdseye Views Along the Erie 57 Letters of President Moran and Superin- tendent Minot 61 Erie Landscapes 65 Opening of A. & G. W. at Meadville in 1864 69 Wreck of Train 5 on March 22, 1899 73 Illustrations of Susquehanna Shops 74-79 Interior of Offices at Susquehanna Shops. 80-81 Board of Adjustment, B. of L. E., Erie System 125 LETTERS OF ENDORSEMENT. Brotherhood of Locomotive Engineers. Division 221. Huntington, Ind. A. B. Youngston. Esq., Assistant Grand Chief B. of L. E., Cleveland, Ohio. Dear Sir and Brother: This will introduce to you Mr. Edw. O. Brutch of Erie Dispatcher's Office, Chi- cago, vvfho represents the publishers of American Loco- motive Engineers. The movement is indorsed by this division, and we respectfully desire your approval and the indorsement of the Grand Lodge. You will find him absolutely straight and honorable in all his deal- ings, and any confidence you may repose in him will not be misused. Assuring you any courtesies you may extend to him will be much appreciated by Division 221, I am. Fraternally yours, JOHN WONDERLY, C.E. Approved: A. P. PENFIELD. Brotherhood of Locomotive Engineers. Division No. 16. Ed. Parkinson. C. E. E. Boday, F. A. E. Gallon. Ohio. Brother Shay: In answer to your letter with cir- cular attached from Mr. E. O. Brutch, relating to history of American Railroad Engineers, I will state that I brought the matter up at our last meeting and am very happy to inform you that Division 16 endorsed it. We all think it will be a very interesting book and ought to sell quick. Yours fraternally, ED. PARKINSON, C. E. Brotherhood of Locomotive Engineers, Friendship Division No. 329. J. B. Donavan, C. E. J. E. Farrell, F. A. E. Youngstown. Ohio. E. O. Brutch. Esq. At a regular meeting of Division No. 329, B. of L. E., your letter was read and unanimously adopted indors- ing the movement of publishing the history of Ameri- can Locomotive Engineers. Very truly yours. J. E. FARRELL. Brotherhood of Locomotive Engineers, Charles Miller Division No. 43. Meadville, Pa. Publishers American Locomotive Engineers. Gentlemen: Your letter of the i8th inst. was pre- sented to Division 43, B. of L. E., and its object ex- plained by your representative, Mr. Brutch. Would say we heartily endorse your line of work and will cheerfully furnish you with such data as we have at our command to assist you in completing the biogra- phies for your work. Respectfully, H. CUMMINGS. F. A. E. Brotherhood of Locomotive Engineers, Buffalo Division No. 15. J. R. Swift, C. E. Buffalo, New York. E. O. Brutch, Esq., care of Publishers American Loco- motive Engineers. The officers and members of Division 15 endorse the idea of the work you have started and believe such a book will be beneficial to railroad men. We will fur- nish such data and matter as we can, to help along with the undertaking. Respectfully, T. R. SWIFT. C. E. Brotherhood of Locomotive Engineers, Division 47. Hornellsville. New York. .Mr. Edw. O. Brutch. Dear Sir: The article relative to a Biography of Locomotive Engineers, including the Erie system, which you presented to our division at its last regular meeting, has been considered. A resolution was of- fered and adopted, "That we endorse this movement, relative to a Biography of Locomotive Engineers." Respectfully yours. W. A. :^IARTIN. F. A. E. Brotherhood of Locomotive Engineers. Division d^. Dunkirk. New York. Mr. Edw. O. Brutch, Chicago, 111. Dear Sir: At a regular meeting of above division 34 AMERICAN LOCOMOTIVE ENGINEERS. 25 ing the history of the Erie and biographies of its en- gineers was fully endorsed by this division. Respectfully yours, S. PIERCE, F. A. E. WM. M'CANNON, Chief. ! E. O. BRUTCH. Special Representative of tlie Crawford- Adsit Company. your letter was read and adopted. We will gladly as- sist you in this great undertaking. Very truly yours. W. S. SEYMOUR, F. A. E. Brotherhood of Locomotive Engineers, Bradford Division No. 280. Bradford. Pennsylvania. E. O. Brutch, Esq. Dear Sir: After explaining the object of your visit to the members of Division No. 280 at its last meeting. February 20, they unanimously adopted the history of American Locomotive Engineers. A. W. FOX, C. E. G. P. CLOUGH. F. A. E. Brotherhood of Locomotive Engineers, Starrucca Division No. 137. Susquehanna. Pennsylvania. Publishers American Locomotive Engineers. Dear Sirs: At a regular meeting of Division 137 the representation made by Mr. Brutch relative to publish- Brotherhood of Locomotive Engineers, G. W. West Division No. 468. D. Ponneter, C. E. A. Ihlefeldt. F. A. E. Carbondale, Pennsylvania. E. O. Brutch, Esq., Chicago, 111. Dear Sir: By motion of George W. West, Division No. 468, B. of L. E., your cominunication in regard to a history of American Locomotive Engineers was adopted, and we extend our aid to furnish such history of the Jefferson Division of the Erie Railroad as we have at our command. Respectfully, A. IHLEFELDT, F. A. E. Brotherhood of Locomotive Engineers, Port Jervis Division No. 54. John H. Woods, C. E. Ed. Salley, F. A. E. Port Jervis, New York. Publishers American Locomotive Engineers. Gentlemen: Your letter was brought to our atten- tion by your representative, Mr. Brutch, at our last regular meeting, and a resolution was unanimously adopted endorsing the movement. We will cheerfully furnish any data at our command to further the work in completing the biographies needed. Respectfully. J. H. WOODS, C, E. Brotherhood of Locomotive Engineers, Hudson Division No. 135. E. Kent, C. E. Geo. H. Conklin, F. A. E. Jersey City, New Jersey. Publishers of American Locomotive Engineers. Your representative, Mr. Brutch, submitted your let- ter at the regular meeting of this division. After act- ing upon it, it was fully endorsed, and we will cheer- fully furnish you such data as we may have at our com- mand to assist you in completing your work. With best wishes for your success, I aiu. Respectfully yours. GEO. H. CONKLIN, F. A. E. q o Eric HiKiinccrs' World's Pair Eiiaine. Any work purporting- to give a history of the engineers of the Erie and their exploits would indeed be incomplete if it failed to do justice to the most noteworthy undertaking ever conceived and carried through to successful con- clusion by any like body— their famous \\'orld's Fair exhibit. The Erie is a very old road— a pioneer— and there is among its engineers a feeling of pride in the part they have taken in making its history unique, and to this pride is added a feeling of kinship, so that it may be said that the feeling of the Erie engineer toward his company is family pride — they are proud of its history, have remained faithful through its many trials and have rejoiced in its growth and latter-day prosperity, with the feeling that — "They saw the work their hands had done. As God had bade them see." Out of this sentiment arose, in 1892, a feeling that at the World's Fair to be held the following year the Erie engineers should show to the engineers of the world their conception of what a high-speed engine should be — not the builder's idea, but the ideas of the men who by day and by night, through winter's snows ami the floods of spring, in burning heat and biting cold, for years, had learned their lessons in the stern school of experience ; lessons well learned and resulting in the mature judgment which should now plan, direct and execute this novel project. These thoughts originating with Air. J. W. Johnson, Road Foreman of Engines on the Eastern Division, were by him put before his associates in September, 1892, and as the immediate result an association was formed on a stock-company basis and subscriptions invited. The shares were placed at $5 each, and inquiries were at once set on foot as to the amount which would be required to accomplish the desired purpose. An organization with J. W. Johnson, Ed Kent, B. Scribner and C. Caskey at the head was formed, and consultations were held with President John Cooke of the Cooke Locomotive \\'orks, and the dimensions were determined upon. Mr. Cooke promised the committee that the expense to the body they repre- sented should not exceed $5,000, and entered into the plan with the utmost enthusiasm, promising for himself and his company that nothing should be left undone on their part — a promise faithfully and literally adhered to. At the second meeting of the association, held at the Engineer's room, corner Provost and Eleventh streets, Jersey City, November 9, 1892, repre- sentatives from many divisions of the road were present and the enterprise was gfiven additional impetus. From the manufacturers of railway material and 28 ERIE RAILWAY EDITION. supples the country over came ihe heartiest offers of co-operation, and the following contributions were made : Otis Steel Company (limited), steel for entire boiler; National Tube Works Company, boiler tubes ; Midvale Steel Company, tires, driving and engine truck axles, crank pins and connecting rods, all of special steel; Westinghouse Air- Brake Company, air brake ; American Brake Company, driving and engine trucks, wheel brake ; Xathan ^Manufacturing Company, injectors and sight-feed lubricator ; Ramapo \\'heel and Truck Company. .Snow's patent steel-tired engine and tender truck wheels ; Ashton \'alve Company, patent safety valve ; Pickering Spring Company (limited), springs; Cooke & Strong, bell-ringer; C. C. Jerome, piston and valve steam packing; Fox Solid Pressed Steel Com- pany, pressed steel cylinder-head casings ; Star Headlight Company, headlight ; Crosby Steam Gauge and \'alve Company, chime whistle ; Railroad Signal Lamp and Lantern Company. l)lizzard and gauge lamps ; American Brake Beam Company, wrought-iron brake beam ; Hoopcs & Townsend, nuts ; W. De Wers Wood Company, jacket iron ; John McGrane, clock ; Cooke Locomotive Com- pany, the drawings complete, together with additional work to the extent of $2,000. These were not presented outright, but those contributing were paid pro rata out of the $5,000 subscribed. Had it been necessary, or deemed to be advisable, $25,000 could have been as readily raised. Many were those who were disappointed in not securing some of the stock, but it was deemed the part of wisdom to restrict it to the original amount. On the completion of the engine a committee of engineers visited Mr. E. R. Thomas, at that time First \'ice-President of the road (now its president) and asked his permission to name it for him — the "E. B. Thomas" — to which he demurred, but when the^• informed him that they had discounted his permission and she was already bearing his name, he laughingly said that he "didn't see how he could order them to take it ofT," and as the "E. B. Thomas" she made a triumphant trip to and from the World's Fair, whither she was taken under her own steam, and pulling a regular Erie train there and back. After completion, and while in the yards at Jersey City, the engine was visited by Mr. M. AL Forney, the widely known expert mechanic and engineer, and met with his unciualified approval, much to the apparent delight of Islr. Thomas, there and then present, and certainly to that of the engineers. She was started to Chicago April 20, 1893, with Train 11, Engineer B. L. ScriVmer and Charles Schrimer ; made up 12 minutes, Jersey City to Port Jervis, 88 miles. April 20, Train 27, Port Jervis to Susquehanna, Engineer C. Hulchizer, 104 miles: made up 20 minutes. April 21, Train 15, Susquehanna to Hornellsville, Jud Putney, engineer, 144 miles; made up 2y minutes. April 22, Train 5, six vestibule cars, Hornellsville to Salamanca, Thomas Clark, engineer; 82 miles, made up 12 minutes. April 23, Train 3, Salamanca to Meadville, J. \\'illiams, engineer; 102 miles, on time. April 24. Train 5, Mead- ville to Kent, E. B. Cjaskell, engineer; 102 miles, on time. April 25, Train 5, Kent to Galion, D. Morrison, engineer ; 92 miles, on time. Gallon to Marion AMERICAN LOCOMOTIVE ENGINEERS. 29 Junction, light, 21 miles, B. Scriljner, engineer. April 26, Train 5, Marion Junction to Huntington, H. Skidmore, engineer; 148 miles, on time. April 27, Train 5, Huntington to Chicago, A. P. Penfield, engineer; 142 miles, made up 30 minutes, and in some places ran at a rate of 90 miles an hour, arriving in Chicago 8:50 p. m., April 27, 1893. on time. The "E. P.. Thomas" was the lirst locomotive to enter Chicago burning hard coal, and having demonstrated her wonderful speed capabilities, trium- phantly proved the soundness of the ideas of her projectors. Indeed, the whole trip was a notable one, being a triumphal procession — neither more nor less. Every village platform was crowded with eager onlookers ; every division point had its crusli of gazers and questioners ; it seemed that every one along the line had the success of the project at heart, and if the engineers of the Erie learned nothing else and profited in no other way by their undertaking, they at least found out that the people through wh(5se villages and farms thev are ever jiassing were with them ; that they admired the brains that conceived and tlie courage that backed the plan of which the "E. B. Thomas" — the "Erie Engineers' Locomotive" — was the fruition. And this career, so auspiciously begun, was crowned with the fullest meas- ure of success at that, the greatest of World's Fairs. The only engine at the Fair which was accessible to the public, it proved so great an attraction that the steps of the cab were worn away entirely and had to be replaced. Only one serious oversight is to be laid at the doors of those in charge — they neglected to provide a register of visitors. Such a record todav would be of great interest, containing, as it nuist. the names of railroad men the world over, of all grades and, classes, all of whom set the stamp of approval upon this Temarkable exhibit. The General Manager of Railways for the Republic of France was greatly pleased with the engine, and in a letter to Mr. Ed. Kent, president of the asso- ciation of stockholders, asked for a photograph of it lor publication. At the close of the Fair the "E. B. Thomas" was stored for a time at the Cooke Locomotive Works, but when the Erie Railway came out of the hands of the receivers, she was bought b\- the company from Mr. Ben Scribner, the stockholders' treasurer, for if(j.ooo, which was paid in sums of $1,000 monthly, and served to reimburse the original subscribers, pro rata to the amount taken. The company changed her designation, and she is now known to every one along the Erie as Engine 490. the "Erie Engineers' Engine." and as long as skillful engineers and expert machinists can keep her there, so long will she stay on the rails, fit type that she is of the intelligence and devotion to duty of those who brought her into being, a reminder of by-gone honorable achievement and a monument to that unity of purpose and strong sense of brotherhood which has ahvavs characterized the Erie engineers. z o i 11 < o «J2 Q " c H ^ i oc & si o > GO g i- q' = g ^ < > yj A SHORT HISTORY OF THE ERIE. In tracing the history of the Erie Railroad the writer fonnd data which marks the close of the Revolutionary War as the time when an "ocean to lake" thoroughfare was first agitated. Having finished a long and hard-fought war, the colonists, flushed with victory, turned their attention to developing the country they had l)ought with tlieir blood. Adventurous men with their fam- ilies pushed on into the wilderness and founded flourishing villages, while the virgin soil gave astounding returns to the agriculturists. The settlers of central and western New York found themselves each year with full granaries and storehouses with practically no market. Their farms were among the mountains and their only means of transportation were by ox teams to some river, thence by slow-sailing boats to New York City or Philadelphia. The result of this condition was that farmers raised but little more than was needed for their own subsistence, and trafiic with the larger cit- ies was, of a consequence, very small. The advanced thinkers of the time agitated the construction of a great state road to connect New York City with Lake Erie, over which the traffic of the far west and the intermediate country would naturally go to New York City. Trade would thus be stimulated, great business houses started in New York, while the settlers would be encouraged to develop the country. The proiect was brought before the Federal Government and discussed; but, while most of the representatives favored the plan, they feared they did not have the authority to act upon such a matter, and thus it was allowed to drop. In 1807 Fulton's first steamboat was launched on the Hudson, and in a few years crude affairs were running in the principal navigable rivers of eastern New York ; and, although they solved the problem of quick transportation, they did not reach the central valleys of the Alleghenies nor the fertile lands in the western part of the state and along Lake Erie. By 1817 the clamor for a means of quick transportation had become so great that Governor Clinton, in his message to the New York Legislature, advocated the building of a canal from Lake Erie to the Hudson River. This message brought forth the first talk of a railroad. Colonel John Stevens, a prominent man of the time, voiced the remark that, if guaranteed sufficient money, he would undertake to build a locomotive railway between the points named that would be more efficient than a canal. The public was not educated up to Colonel Stevens' plane of thought, and his proposal was treated with derision by those who did not know his mental caliber, while his friends feared that age had made him visionary. It is a pity that he died before his project 34 ERIE RAILWAY EDITION. was at least undertaken, for death claimed him shortly after he had started the people of New York thinking of railroads. The great Erie Canal was completed in 1825, and it proved a boon to the people of northern New York; so much so that the inhabitants of the south- ern tier of counties importuned the Legislature for favors in the way of trans- portation. The State of Ohio was putting a canal through from the Ohio River to Lake Erie, and the people of southern New York wanted some of this trafific to come their way. It was practically out of the question to build a canal across the state through that section, so the old project of a state road was revived and carried to the extent of having a survey made, but there it rested. Twelve years after Colonel Stevens had suggested the building of a railroad between the Hudson and Lake Erie, the idea was again advanced by William C. Redfield. In those twelve years the world had made some wonderful advances, and in England it was established beyond contradiction that rail- roads were not fit subjects for derision, even if they were not wholly success- ful. .Several short lines had already been projected in the United States, and the people of New York State eagerly perused Redfield's prospectus of a gigantic railroad that was to form a connection between the Atlantic Ocean on the east and the Mississippi River on the west. Congress was appealed to by enthusiastic representatives, and that body sent a committee over the pro- posed route to ascertain if the plan was feasible. The committee, on deter- mining its labors, reported favorably. In 1830 a short line of railroad was opened at Charleston, South Carolina, and proved so successful that a prominent New York gentleman, who was present at the opening, returned home favorably impressed, and his report did much to augment public enthusiasm in the building of the line suggested in Redfield's pamphlet. Several small lines were projected and built in New York State, but the one great road was all "talk" until the Legislature met in 1831, when applica- tion was made for a charter to build a railroad through the southern counties of the state from the Hudson to Lake Erie. Up to this time the general public was of the opinion that the road, when it was built, would be a state enterprise ; now they were confronted with the announcement that a private corporation wanted the right to build and own it ; and, as it was to be about five hundred miles long and necessarily involve a cost of several millions, they could see nothing but failure ahead. Thus was raised the first opposition to the great undertaking. The Erie has had to fight for existence since its birth ; and even before that event its friends had to shield it from the attacks of those who did not wish it to come into existence. The counties through which the Erie Canal passed looked upon the proposed railroad with distrust and envy. They would h've favored it had it been projected along the route of the canal; but, as it was intended for the southern part of the state, they had visions of traffic deserting the canal for the quicker and better mode of transportation, ^^'hen application for a charter was made to the Legislature, the canal counties did AMERICAN LOCOMOTIVE ENGINEERS. 35 their hesl to defeat tlie grant; and, failing- in that, they hampered the pa.ssage of the bill as much as possible and loaded it down with amendments and provisions calculated to work hardship upon the company. In April, 1832, the charter was granted, fixing the capital of the New York & Erie Railway Company at $10,000,000. It was provided that all of the stock should be subscribed and $500,000 paid in before the company could be organ- ized; that a double, single, or treble track should be laid from some point near New York City by way of Owego to Lake Erie, to be begun within four vears ; that $200,000 should be expended in construction within one year ; that one-fourth of the road should be in operation within ten years, one- half witliin fifteen years, and the entire road within twenty years ; otherwise the charter was to be void. The route was to be through the southern tier of counties in New York, and the company was forbidden making connection with any road of Pennsylvania or New Jersey, unless by special consent of the Legislature. At the first meeting of the incorporators they found themselves confronted with the task of building a road through a district from which they could not deviate and through which a survey had not been made. They had no money with which to make a survey, and it seemed useless to expect the public to subscribe for stock to build a road unless a preliminary survey was made to indicate the practicability of the route. An attempt was made to raise money by subscription to make the survey, but the plan failed. Recourse was then had to the Federal Government. President Jackson at first approved of the plan and directed the War Department to make the survey; but before it could be commenced, the congressional representatives of the canal section of New York had the opportimity to show the President that he was commit- ting himself to a bad political policy. Thus the order was countermanded, and the friends of the projected railroad w-ere as badly off as ever. The next plan was to ask the counties through which the railroad was projected to sub- scribe a fund to make the survey of the route. Rockland, Sulliven and Orange counties responded, and a ])ortion of tlie survey w^as completed; but the stakes rotted in the ground before another move could be accomplished. The Legislature of 1833 was asked to modify the provisions of the charter so that on a subscription of $1,000,000 the company could be organized. In the face of much opposition from the jealous canal counties this was done, and in July, 1833, the organization was perfected. Eleazar Lord was elected first President of the Erie Railway. The amount paid into the company on the stock subscription was $500,000, although the charter called for $1,000,000, and the company having funds, the public expected to see a survey made immediately. For some peculiar rea- son, never satisfactorily explained, the Company refused to do this, and began to ask for donations of land in the counties through which the road was to pass. There were but few responses, and when Eleazar Lord and other directors of the road began to buy large tracts of land along the route, general discontent among the people of the southern counties became manifest; and when the Company petitioned the State Legislature for an advance of $2,000,- 36 ERIE RAILWAY EDITION. ooo to assist in building the road, the representatives were deluged with protests. The idea of the state building the road was again suggested; and, after a severe contest, a bill was passed providing a fund of $15,000 to make the survey and enable the state to determine whether it should repeal the charter of the New York & Erie Railroad or build the road as a state institution. While the contest over the passage of this bill was being waged, the Company asked the Federal Government for a grant of 2,000,000 acres of land to be sold for the pecuniary aid of the road, and in compensation the Erie agreed to carry the public mails for thirty years. The request was refused. Benjamin Wright, who made the survey for the Erie Canal, was intrusted with the survey for the Erie Railroad ; and, with his aids, he was at work on it from May, 1833, to January, 1834. Engineer Wright began his survey at the Hudson, about twenty-four miles north of New York City, and drove grade stakes over the route through Deer Park Gap to the valley of the Delaware, north to Deposit, and, after crossing the divide, progressed along the valley of the Susquehanna and its tributaries to Hornellsville, where he struck the valley of the Genesee ; thence to the valley of the Allegheny, which he followed to Dunkirk on the Lake. The route, as surveyed by Mr. Wright, contemplated a line of 483 miles, and he estimated the cost of building at $4,762,260, including everything neces- sary to make it ready to receive the rolling stock. In 1835 President Lord resigned and was succeeded by James E. King, member of a great banking house of New York City. The first act of the new President was to ask for aid from the state, which was promptly refused. But in the spring over $2,000,000 more of stock was subscribed, on which something like $120,000 was paid in. With this sum the Directors agreed to commence building the road. President King decided that the best place to begin work was on a difficult section of the survey near Deposit, and accordingly bids were asked for forty miles of grading between Deposit and Calicoon Creek. The bids for the forty miles aggregated $3i3,52'2, and the Company had just $196,409. Nevertheless the contracts were signed, and on the morning of November 7. 1835, just as the sun was peeping over the eastern hills. President King made a short address and then shoveled some earth into a wheelbarrow, trundled it upon the grade, and dumped it. The work thus begun was kept going with a full force until the contractors began to ask for money and could not get it. Then, section by section, the grading ceased, while the Directors cast about for more funds. In the meantime the Company had ordered another survey of the road, which was made by Captain Andrew Talcott and Edwin F. John- son, over a route differing in some localities from the line run by Benjamin Wright and his aids. When the Legislature of 1836 met, the Erie directors were promptly on hand with a petition for aid ; but, as the public had lost faith in the manage- ment, the bill introduced for that purpose was passed only after much oppo- sition and amendment. It provided for a subscription by the state to $2,000,- AMERICAN LOCOMOTIVE ENGINEERS. 37 ooo of stock, to be paid in installiiK-nts in proportion to the anioinit of work done on the road; ami, in order to obtain the full $2,000,000 the Company was required to expend over $4,600,000. To raise this sum was regarded as an impossibility, for the Company was already in debt and those who had pre- viously subscribed for stock refused to pay another assessment, while the investing public held aloof and refused to believe that the management of the road was acting in good faith. Again the great enterprise was at a stand- still, while its friends canvassed the country for funds. President King visited England to interest investors there, but he returned in the spring with the feeling that the road would never be built. JMeanwhile, in January, 1838, a bill passed the Legislature that made matters appear somewhat brighter. By its provisions the state was author- ized to loan the New York & Erie Company $100,000 for every $100,000 of stock that was subscribed and paid in. It also provided that the eastern terminus of the road should be at Tappan Slote (now known as Piermont), on the Hudson, and the western at Dunkirk, on Lake Erie. With the money raised under these provisions contracts were let for build- ing the necessary bridges and for grading ten miles of roadbed beginning on the Hudson at Tappan Slote. and for ten miles from Dunkirk eastward. Work progressed rapidly on tliese sections, and by the end of the year the east- ern section was completed. A large pier was built at the end of the grade at Tappan Slote, and contracts were let for extending the road west to the town of Middletown, in Orange County. So hampered were the Directors by the lack of money, that each contractor who entered into an agreement with the Company for any specified work, was forced to accept a portion of his pay in stock of the Company. This was a piece of sharp financiering on the part of the Directors, for thCy returned it in their report to the state as stock subscribed and paid for; and, by the terms of their agreement with the Legislature, a like sum was then loaned them from the public funds. During the years 1839 and 1840 the grading continued in sections all along the line. That in the Susqueluinna and Allegheny valleys was made l\v driv- ing piles in the ground. The engineers of the road had decided that a roaoard was chosen from the rural districts, \\'illiam Maxw'ell being elected President. .Several efforts were made to raise money, each of wdiich resulted in failure. Disheartened by the prospects. Maxwell stepjied out. being followed Ijy Horatio .\lK-n who w'as regarded at that time as the only man that could save the Erie. j\lr. Allen, however, found that getting money to build the Eric was ne.xt to ini])ossibIe, and when he resigned Eleazar Lord for the third time was chosen to direct the affairs of the Companv. The Erie again appeared at Albany as a petitioner for aid, and on this occa- 40 ERIE RAILWAY EDITION. sion its supplications were not in vain, for tlie reasons tl>at follow. Before the Erie terminus was fixed at Piermont, the city of Newburgh, some miles further up the Hudson, was anxious to have the Erie end there. The city of New York regarded this as too remote from its own precincts, and consequently brought influence to bear that defeated the project of the Newburghers. Later the city of Newburgh decided to build a road connecting it with the coal fields of Pennsylvania, and a charter for such a road was secured. There the enterprise was allowed to rest until 1845, when the Erie appeared before the Legislature asking more aid. The Newburghers decided they would assist the Erie in procuring this aid, provided the Erie would build a branch line to their city. This proposal was accepted by the Erie management, and a bill passed the Legislature incorporating the proposed Newburgh road with the New York & Erie, and by its terms the Erie was required to build the branch. Lt return the Newburgh contingent assisted in passing the Erie relief bill, the provisions of which were that the reorganized New York & Erie Railroad should con- struct a single track road between the Hudson ami Lake Erie by ■May 14, 185 1 ; and it permitted the Company to issue $3,000,000 in bonds to liquidate the debt to the state, provided $3,000,000 was subscribed to the Company's stock and $750,000 of it collected and expended in work on the road. The affairs of the Company were now in better shape than they had been for some time. The assignment in 1842 had been declared by the courts to be illegal, and the provisions of the new relief bill prohibited a foreclosure for any of the Erie's debts for a period of six years. In order to comply with the re- quirements of the law, work was again begun on the grading west of Middle- town, but all was not peace and harmony in the management. President Lord, was eager that the rails should be laid on ilie pile roadway, some hundred miles of which had been driven in the Susquehanna Valley. ]\Iajor Brown, Chief Engineer of the road, opposed him on the ground that the piles were unfit, and he insisted that an embankment nuist be substituted. Added to this was the question as to whether the road should change its route through Sullivan County, and the attitude of President Lord was generally disliked. He became angry at those who were attempting to thwart his desire, and remarked that he would resign as soon as he was aljle to raise the $3,000,000 stock sub- scription called for by the last Erie relief bill. His enemies quickly raised the AMERICAN LOCOMOTIVE ENGINEERS. « aim. ant, and Mr. Lord carried out his tiircat of resigning', lie was succeeded bv Jlcnjaniin Loder, under whose nianagenient the work progressed rapidly. In 1845 the Delaware & Hudson Canal Company secured an injunction which was to be perpetual in restraining the Company from building its line along the border of Sullivan County, on the ]5lca that it would damage the canal property. The only other practical route was to cross the river into Pennsylvania; and, in order td do this, consent of the Legislatures of both states must first be obtained. So jealous were the people of Sullivan County that it was difficult to get permission lo leave the state; and so antagonistic were the citizens of Lhiladelphia that it was a difficult matter to get into Pennsylvania even if Xew York consented to the change. Despite the opposition of Philadelphia and other sections of Pennsylvania not at all interested, strong petitions were sent the Legislature from towns along the upper Delaware, which would be benefited by the road crossing the river, and in 1846 an act was passed permitting the Erie to enter Pennsylvania, provided it would cross the Delaware near I'ort Jervis, allow connection with any branch road that might be l>uih in I 'ike County, and winghamton were pressed with vigor. The track as far as Otisville was laid in the old-fashioned way, but that west of Otisville was prepared to receive ties on which tlie rails were laid as in the present time. The section between r;tisville and the river at Port Jervis, a distance of thirteen miles, was a most difficult section to build, crossing as it did the Valley of the Neversink and descending 375 feet in the thirteen miles. It was completed, however, according to the terms of the agreement, and on the last day of December, 1847, the locomotive was expected to steam into Port Jervis. That day was a great occasion, and one long to be remembered by the citizens of the town and those who were engaged in laying the track. The bridge was not ready on the morning of the 31st, and Ijets were freely made that it could not be completed in time to allow the road to enter the city according to agreement. .So interested were the citizens in the ful- fillment of the contract that business men closed up their houses and went to the aid of the track-layers and bridge builders. The two leading hotels of the city kept open house, and excitement was at fever point. At a few minutes before twelve o'clock the last timber was down and the last rail laid. With a ringing cheer the crowd, which had assisted in the work. 42 ERIE RAILWAY EDITION. AMERICAN LOCOMOTIVE ENGINEERS. 43 climbed aboard the two flat cars and hovered on the engine wherever they could get a foothold, while "'Dutch John" Ziegler, the engineer, whistled "off brakes" and steamed across the river into Port Jervis. Hundreds of people from the surrounding country were on hand to wel- come the steam horse, and the town went mad with joy that at last the great railroad had reached the town and with the beginning of the year woulil in- augurate a new order of things for the little town of Port Jervis. But four days less than a year after the good citizens of Port Jervis had welcomed the coming of the road, Binghamton put on holiday attire and went forth to greet the peculiar looking engine that steamed into the little town. The road that was to cost $4,762,260 to build from the Hudson to Lake Erie, according to Engineer ^^'right's estimate, had cost thus far $8,000,000, and was in operation from I'iermont to Binghamton only. Obstacles, that to the average person seemed insurmountable, had been overcome by the engineers. They had hewn through solid rock and bridged chasms in a manner that astounded the simple farmer folk of the day. In one place what seemed a fertile meadow proved to be a quicksand of great depth with onlv a crust of solid earth to shield the unw^ary from its dangerous sands. To cross this piles were pinned end-to-end and driven until solid foundation was reached. In later years trainload after trainload of gravel and rocks were dumped along this stretch of track until at last a solid embankment was obtained. Among the marvels in engineering skill were the Cascade Bridge and Starucca \'iaduct. The former, situated a few miles west of Deposit, was a wooden structure thrown across a rift in that mountainous region. It was a single arch 250 feet long, and formed a crossing for the road 184 feet above the vallcv below. Like all the bridges built for the Erie at that time it was arranged for a double track, being twenty-four feet wide. The bridge cost $70,000 and was built by John Fowler, who was a year and a half in its con- struction. Some talk was had at the time of filling up the chasm, but it was scouted as an impossible task; years later, however, the Erie management, fearing for the safety of the bridge, began the task of filling in under the track, and after many months a solid foundation of earth succeeded the wooden structure. Starucca A'iaduct, two miles west of Cascade Bridge, was built to endure, and today it is regarded as one of the great feats of engineering. It is built of stone, being 1,200 feet long, no feet high, has eighteen arches with .spans of fiftv feet, and was built for a double track. Starucca Creek had cut a rift in the hills at this place, making the viaduct necessary, and here the Erie spent $3-20,000. Over 800 men were employed in its construction, and it was com- pleted in just a year from the connnencement. At this point the road was forced again to enter the State of Pennsylvania, though in this instance but little opposition was encountered, the way having been paved when the Legislature permitted the crossing of the Delaware at Port Jervis. The original survey between Deposit and Binghamton was forty- five miles in length, and to cross the nxuuUain between these points two sum- 44 ERIE RAILWAY EDITION. H O Z < > O g Pi H > H 2 H AMERICAN LOCOMOTIVE ENGINEERS. 45 mits of 900 and 1,200 feet respectively, with excessive grades, were necessary. Two other routes were subsequently run, one of which had two summits of 730 feet, while the other contemplated three large tunnels. An engineer named John Anderson suggested entering Pennsylvania, and to substantiate his idea surveyed the route and found a passageway through the mountain necessitating an average grade of si.xty-eight feet. The first locomotive on the division between the Delaware River and Bing- STARUCCA VIADUCT. haniton was the "Piermont," which had been taken up the Hudson to the Delaware & Hudson Canal, over wliich it was hauled to Lackawaxen, where it was set up and used in the construction work then in progress. William Van de Graff was its engineer, and he was considered by the backwoodsmen and farmers as one of the most remarkable men they had ever been permitted to see. The screeching of the engine's whistle awakened resounding echoes through the hills, and hunters, not knowing Engineer \^an de Graff's habit of sounding it frequently, searched the country for the panther they thought was roaming the section along the railroad. People along the line wanted a chance to test the riding qualities of the road, and the Company arranged to run excm-sion trains the entire length of the road. But previous to that a train consisting of an engine and three cars passed over the route to see that it was safe for travel. , Many difficulties were encountered, notably that of running out of wood and water, provisions for which had not been arranged, and also encountering stretches of track on which the rails had not yet been laid. The weather was bitterly cold, and the party that made the reconmjiter fnnii Piermont to Binghamton had some thrilling encounters with adversity and discovered many impediments to travel, wliich were remedied ere the excursion trains came along. 46 ERIE RAILWAY EDITION. A blinding snowstorm greeted tlie excursionists at five o'clock on the morning of December 26, 1848, when they left the Company's boat at Piermont and walked to the two trains awaiting them. Early as it was, everything was in readiness, and when the passengers were aboard the trains steamed away amid shrieks of whistles and ringing of bells. Despite the weather, the trip was a continuous ovation, though two bad accidents occurred to mar the perfect enjoyment, and snow obstructed the passage of the trains. At Binghamton the trains were expected early in the afternoon and a great celebration had been planned. But hour succeeded hour and the trains came not. The enthusiasm spent itself and the citizens returned to their homes, only to be brought forth at midnight when the boom- ing of cannon announced that at last the trains had come, and that railroad connection between the Susquehanna and the Hudson was established. With the road completed to Binghamton the Company was again without funds. Less than half had been built, but it was the more difficult section. From Binghamton west stretched the valleys of the Susquehanna, Chemung and Canisteo to the rolling surface that descended to the lake, easy country through which to build a railroad if suf^cient funds were forthcoming. Ere an appeal was made to the Legislature, as the Erie was wont to do in such emergencies, a construction syndicate was formed by wealthy gentlemen of the central portion of the state which proposed to build the road through to Corning in one year and agreed to take as pay income certificates payable from the net income of the road from Corning to Piermont. Later, however, these certificates were exchanged for second mortgage bonds which had been issued to the amount of $4,000,000, the rest of the money being used to pay debts to contractors for work east of Binghamton and to push the work on the grade from Hornellsville to Corning. A road was being built between Hornellsville and Buffalo, and the Company wished to secure this connection to use until the section of road between Hornellsville and Dunkirk could be built. The construction coni]3any, which had been organized to complete the road to Corning, pushed the work with rapidity and decision. The con- tractors, to whom the g;rading had been sublet, had no doubt that their pay would be forthcoming, and thus enthusiasm was carried to the workmen, the reverse of the conditions that had obtained under tlie old management. On June I, 1849, a train from Piermont ran to Owego with officers of the road, and in October of the same year trafKc was opened up to Elmira. Along the Canisteo \'alley stretched miles of the old pile roadway which had been built in 1840. The contractors threw up embankments at its side in manv places and hid it from view in others, following the line of the latter survey. Section at a time the great road had proceeded west, that between Elmira and Hornellsville being opened for traffic September i, 1850. Work on the western division was pushed rapidly, and in February, 1851, the rails were laid as far west as Cuba. On the 5th of that month William A. Kimball ran the first train west of Hornellsville to Cuba. His engine was a Hinklev model and his train consisted of fifteen cars, thirteen of which were AMERICAX LOCOMOTIVE ENGINEERS. 47 loaded with railroad iron to be laid on the grade which was almost completed between Cuba and Dunkirk. Phe roadbed was in a terrible condition and Kim- ball had the experience of his life on that run, for the ties sunk under the weight of the engine and at times the whole train was in danger of being slid ofT into the ditch. Eleven years after the first spike was driven at Piermont, Silas Seymour performed the act of driving the last spike at Dunkirk, that event occurring April 19, 1S51. Thus after twenty years of the most desperate fighting against adversity, a continuous line of track existed from the lake to the Hudson, although in places it was hardlv more than two lines of rails laid upon ties. Regular trains were operated onlv upon certain sections, and one's life was continually in danger when riding upon the sections that were poorly constructed. An example of this was when Engineer Charles W. Tuffts and his engine, No. "]}„ hauling a construction train, was engulfed at Tip Top summit. The track sank w'ith the train and the crew had difficulty in saving their lives. It was neces- sary to construct a new track around this treacherous place, and weeks after- ward the locomotive was fished out and sent in fiir repairs. The official opening of the Erie from east to west marked an epoch in the commercial history of the country, and it was made a national demonstration. At that time, though there were many railroads in the United States, they were only local afifairs beginning somewhere and terminating nowhere. What is now the great Pennsylvania Railroad had its eastern terminus at Philadelphia, while the western was in the Allegheny Mountains at a small provincial town. The Baltimore & Ohio, beginning at Baltimore at tidewater, ended in the moun- tains of j\laryland, while the great New York Central consisted of several local lines of different gauges between New York and Buffalo. The Erie management planned a monster celebration on the occasion of opening up the road, and Millard Fillmore, President of the United States, his Cabinet, and many prominent men of the nation were asked to participate. President Fillmore, Daniel \\'ebster and several others accepted the invitation and went to New York, from which place the party started. New York City celebrated the opening of the Erie on ]\Iay 13th with a gigantic militarv and civic parade, which was reviewed by President Fillmore and other dignitaries, and on the following morning at 6 o'clock the President's party, with other guests of the Erie, boarded the steamer waiting for them at the dock and were conveyed to Piermont, where two trains, profusely decorated with flags and bunting, were standing at the long pier. What a change had taken place at this point as compared with wdiat it was when the first work was done to make it the eastern terminus of the Erie. Tappan Slote was then its title and it was known only as a fishing village inhabited by the men who made a precarious living by taking fish from the Hudson to sell in the markets of New^ York City. Squalid hovels dotted the rise above the river and formed all there was of the town. But to the President's party there appeared a far difi'erent picture — a revelation of wliat the iron horse would do for many towns along the route of the Erie. A pier one mile in length accommodated long trains of cars, from which 48 ERIE RAILWAY EDITION. AMERICAN LOCOMOTU'E ENGINEERS. 49 the products of the west were loaded into heats for New York City and the Old World. Long switches occupied the places where fishermen had been wont to dry their nets, while engine houses, train sheds, and prettv homes of the Erie's employes occupied the site where formerly stood the fishermen's huts. The booming of cannon and shrieking of whistles announced the coming of the party, and the echoes were kept resounding from hill to hill until the tail flags of the rear train disappeared in the distance. President Fillmore rode on the first train, and Daniel Webster, comfortably seated in a rocking chair placed on a flat car, rode on the second. Engineer Gad Lyman was made a happy man when he was notified that with his Rogers engine. No. lOO, he was to pull the first train bearing the President, while Onderdonk Alerritt, who ran No. 6, a Steuben make, was assigned to the second section. At that time there was a great deal of con- troversy among engineers as to what make of engine was the best, and thereby hangs a tale that may interest many engineers. Lyman, who was a firm believer in the Rogers engine, ran on the Port Jervis Division, and Josh Martin, who ran on the Delaware Division, thought the Swinburne had no equal. Martin was running a Rogers engine which he said was no good, and when Swinburne delivered the No. yi to the Com- pany, Martin wanted it. It was, however, given to Lyman, who promptly condennied it, and so frequently did he fail to make time, that Master Me- chanic Brandt set it off on a sidetrack and Lyman was given a Rogers engine which he worked with good results. Martin again renewed his request for the 71 and finally got it, and he proved conclusively that it was a good engine and perfectly capable of making time. The President's train started with Lyman and the Rogers engine, but all the way he had trouble, and at Suffern he was completely stuck and help had to be obtained from the train following. When Port Jervis was reached Ly- man had to uncouple, and was further chagrined to see Martin with old No. 71 take charge of the train for the run on his division. This was the first tour that a President of the United States had ever made on a railroad train, and the crowds that thronged the stations were added to by the double significance of the event. A monster celebration was ar- ranged for in each village, and after the President's train had stopped and the President having made a few remarks in opening each celebration, the exer- cises would proceed after the train had left. The exucursionists stopped at Elmira for the night, and hilarity and good feeling predominated, so glad were the citizens that the Erie had been com- pleted and had brought to their doors the President of the LTnited States. At Allegheny the train was met by a large band of Indians who paid their respects to the President, and then the train sped on to Dunkirk, where the celebration was concluded with monster demonstrations, at the close of which President Fillmore and party returned home by the way of Buffalo. The rest of the railroad's guests were greeted by ovations along the Erie as they went back to New York. 50 ERIE RAILWAY EDITION. AMERICAN LOCOMOTIVE ENGINEERS. 51 The section of country which has been opened up by the Erie is interesting and indeed one of the most picturesriue parts of the east. When the railroad was projected, farming was the principal occupation of the people along the route ; but with quick and cheap transportation came development of the sec- tion's resources, and today there is no richer section in the United States than that which first felt the pulsing beats of conunerce through the great artery that leads from the lake to the Hudson. What the country is now the majority of our readers know. What it was then is certainly interesting by comparison. Sufifern, the first place of importance, was a village of about a thousand inhabitants, with general stores and a population largely dependent upon the surrounding farms. It is but two miles from Ramapo, where is situated the historic Ramapo Pass, an old Indian trail through the mountains, which was of great importance during the Revolutionary War. At Ramapo what was known as .the Union Railroad, a branch of about one and a half miles in length, exteniled to the_New Jersey line, where it connected with the Ramapo Rail- road, which later became a part of the Erie, and over which its trains now run to Jersey City. Sloatsburg, a beautiful anil thriving place, presented a singular aspect to the traveler. From the station one could see two substantial cotton factories, though not a sign of village or hamlet was in sight. The girls employed in the factories dwelt in the humble abodes scattered along the valley. These factories, erected in 1820 and enlarged in 1846, were used exclusively for mak- ing cotton twine, S,ooo pounds of which was sent by rail to New York every week. It was in this section that the change from shrill to coarse whistles on the locomotives created some commotion. Used as the people had become to the panther-like shrieks of the iron steeds, they could not account for the hoarse bellowings that occasionally echoed from the woodlands. The sounds were ascribed to wild animals which, from the volume of tone, must be of huge size. A number of citizens from the neighboring town of Johnston con- gregated one night to hunt the creature to its death, and the sounds of its bellowings led them to the railroad just above Sloatsburg. Coming down the track they beheld a long monster witli a single bright eye, but not until it bellowed for them to leave the track and accompanied that warning with the ringing of a bell did they realize that they had been hunting a locomotive that had changed the tone of its whistle. Historic Goshen is the next station of importance, it having been the west- ern terminus of the Erie for nearly two years, during the building. When the railroad first came it was a town of 400 population. The surrounding country had a great reputation for the fine quality of butter the farmers made, but the railroad revolutionized the business, making it possible for the farmers to ship their milk to the city, and in a few years the •'Goshen butter" was a thing of the past, for the Goshen milk found a ready sale in New York City and com- manded fancy prices. Goshen boasts that Noah Webster once taught in its academy, and it is the central ]ii)int in many stirring talcs of the Revolu- 52 ERIE RAILWAY EDITION. tionary War. The city now has a population of 3,000, and is in the midst of a great stock-raising and dairy-farming district. Middletown was a straggling settlement when the Erie survey was made, but when the railroad was opened np t(3 that point its citizens at once began to manifest enterprise. By the time the Erie was completed to Dunkirk, i\Iiddle- town was a flourishing manufacturing town, the Orange County Foundry hav- ing been the pioneer industry that took advantage of the mineral wealth there. Today it has 20,000 population, and is one of the most important cities along the Erie. The Delaware & Hudson Canal is responsible for the founding of Port Jervis, but the business created by the canal did not develop the town. Quietly it slept by the banks of the Delaware until the snort of the iron horse was heard coming from the mountains. Being at the end of the eastern division of the Erie, it is essentially a railroad town, and its 10,000 inhabitants indicates that it is a town of importance. Moreover, it is beautifully situated, and is regarded as one of the prettiest cities through which the Erie passes. Deposit, now a thriving little city with several manufactories, was a small hamlet of agriculturists in 1835 when the first work was commenced on the Erie Railroad. It was President King's intention to push the grading east from this point, and the large force of men who entered the little village to work on the road brought to the inhabitants the first breath of activity that was to follow the railroad. Susquehanna, Pennsylvania, was the Milage of Lanesborough when the Erie came its way. Here was located the railroad shops, small at first, but increased as the needs of the road demanded, until now the shops at this place are the most extensive in the countrv, employing over 1,300 workmen. Several illus- trations of the interior of these shops will be found elsewhere in this volume. The city has a population of over 4.000. and is the end of the Delaware Division and the starting point of the Susquehanna and Jefferson Divisions. Binghamton, now a city of commercial importance, boasted of 2,000 inhabi- tants when the Erie was built to that point in 1849. Owego is sometimes styled the birthplace of the Erie, owing to a conven- tion held there in 1831 which resolved that steps should be immediately taken to secure a railroad tlirough the southern tier of counties. Then it was known chiefly as the county seat of Tioga County ; now it is a manufacturing town of 9,000 population. A writer of 1851 said: "Ehnira is the queen city along the New York & Erie, and is a good specimen of the towns that seem to exhale from the American soil. Rapid as have been the growth of Binghamton and Owego, theirs have been as snail's pace as compared with that of their western rival." It was settled in 1788, and at that time was on the only pathway from \\'ilkes- barre to Canada. It has had several dift'erent names, the one it now bears having been given it about the year 1800 by a gentleman in honor of his wife. Though at one time a prosperous settlement because of its advantages as a lumber depot, it did not grow rapidly until the Chemung Canal was constructed in 1832. This brought its population up to 5,000, and nursed in the lap of a AMERICAN LOCOMOTIVE ENGINEERS. 53 fertile valley, every hill of which was cullivnted clear to the top, it is but natural it should make great strides when the railroad came in 1849. The population of the city now is 30,000, and it is a manufactin-ing- place of importance. Hornellsville was a little village of 900 inhabitants in 1850 when the first Erie train entered its precincts; and in the past 50 years it has grown to 13.000. Here the Erie expected to connect with the Hornellsville & Bufifalo Railroad, thus securing a lake terminus before its own road was completed to Dunkirk- : but. as events proved, the Dunkirk extension was completed first, and some vears later the Buffalo road was secured as a branch. Hornellsville MARQUIS OF SALAMANCA. is the location of large railroad shops, being at the end of the Allegheny and Susquehanna Divisions. Salamanca is another creation of the Erie, its site having been a great sw^amp when the railroad came. The settlement was of no importance until the Atlantic & Great Western was built to connect with the Erie, and then its name was changed from an Indian appellation to Salamanca, in honor of the Marquis of Salamanca, a nobleman of Spain, who was a liberal contributor to the building of the Atlantic & Great Western. Dunkirk, the western terminus of the Erie, was settled in iSto, and in 1851, 54 ERIE RAILWAY EDITION. when the road was completed, it had grown to some prominence, principally on the strength of what the road would do for it. But for the change in the terminus to Buffalo, Dunkirk might have been a great city instead of a place with 14.000 population. Its greatest industry is the Brooks Locomotive Works, the outgrowth of the abandoned shops of the Erie at that point. Such were the principal cities along the main line of the Erie as it was completed in 1851, after almost a generation of talk and work. But even with the road completed, the crude rolling stock and the roadway itself had to undergo many changes to bring it to a standpoint of efficiency insuring safe and speedy transportation. When the trains began to run between Piermont and Goshen it became necessary, of course, to inform the public about what time the trains could be .^EW YOKE AND ERIE MILROAD.-TIIE TABLE. No. 9. (2d Ed'n.) TAKES EFFECT APRIL 28. 1851. Westerv, Division. TRAINS GOING EAST. NAMES OF STATIONS TRAINS GOING WEST. DUNKIRK IdHORNEr.LSnLLE. PASSING PLACES. HORNEI.LSVILLKTO DUNKIltK. FREIGU T. PM PASSENOEK. 3.15 PM PASSENGER. FREIGHT. 8.00 »R. Hornellsville be.-. 11.05 ^M 4.00 AM 7.22 »» 3.00 " B". Almond 11.23 " 4.36 " G.50 i» 2.46 " Baker's Bridge 11.40 " 5.08 " 5.50 »? 2.20 " Aiidover 12.10 PM G.O.' " 4.45 u 1.57 " GenesSee 12.30 " 7.05 " 4.19 ». 1.50 " Scio 12.47 " 7.27 " •3-48 n 1.38 " Phillipsville 12.58 " 7:55 '' 3.22 ii 1.30 " IJelvidere 1.08 " 8.17 " 2.50 M 1.20 " Friendship 1.20 ' 8.45 " 2.00 PM 1.00 PM Cuba m:. J.4U " 2.00 PM II.5S AM Hin.?daln 2.30 " 11.30 n Olean 3.00 " 11.12 )) Allp^any 3.09 " 10.38 )» Great Valley 3.38 " 10.05 »i Little Valley 4.15 " 9.35 n Albioh 4.40 " 9.00 11 DaytoG 5.25 ^' 8.02 '> ForeslviUe G.20 " 7.30 AM t=f. Dunkirk vn. 0.50 " J. A. BEDFIELD^ Acting Agent. CHA'S MINOT, Sup't AMERICAX LOCOMOTIVE ENGINEERS. ' 55 expected at the different stations. There was no necessity for spHtting seconds and making runs against time as is done in these days. At first the engineers ran the trains to suit themselves. They left a station when all the work was done, and they arrived at the next one as soon as they could. This, barring an accident or possibly having to stop and cut wood, or fill the tank from a spring by the roadside, was done as fast as ten miles an hour would permit. The first time-card was written by a clerk in the transportation office after due consultation with the engineers, who furnished information as to about how long it would take to run from one station to another. Later on, when more than half a dozen copies of the time-card were needed, it was set up in type in a Goshen printing office and several hundred copies made, which were circulated with due importance to the event. The management was quick to appreciate the necessity of water tanks along the route to save the laborious and time-losing operation of filling the engine tank from streams when the supply ran short and the train was betvyeen terminal points. Soon after a wood train was put on to gather up the wood scattered along the road and haul it to the principal stations. When the first traffic was begun on the completed section, a boat was run from the foot of Cortlanclt street to Piermont every morning except Sunday, connecting with the passenger train leaving Piermont at 8 o'clock and arriving at Goshen at i o'clock in the afternoon. A passenger train left Goshen each morning at 7 o'clock and arrived at Piermont at 12 o'clock. A freight train ran each way every other day. The fare fruiu Piermont to Goshen, sixty miles, was $1.25. On July 4, 1842, an excursion was run for the benefit of the public from Goshen to New York, with a fare reduced to $1.00. James Newell, with Engine No. 3, pulled the train which carried but 100 people, including two bands of music. When the road was completed to Port Jervis, two passenger trains each way were found necessary, one in the morning and one in the evening. This continued for the year that Port Jervis was the western terminus of the road. William Norris made the first locomotives for the Erie, three in number, for $8,000 each, and took $3,000 in stock on each engine. They were delivered at Piermont in December, 1841, and in the spring of 1842 two more from the same shops were added to the equipment. The live engines weighed about sixteen tons each, and were built without cabs, as was the custom then. Joe Meginnes was one of the pioneer engineers, and with the "Orange," No. 4, ran the first newspaper special on the Erie, an event that was important at that time (1842) inasmuch as he beat a relay of couriers who with horses were endeavoring to reach New York ahead of him. Meginnes was the first engineer to run a locomotive with a cab on the Erie. Having heard that the locomotives on the New Jersey Railroad had cabs, he demanded one of the Eric manage- ment with the ultimatum that he would quit if it was not forthcoming. His demand was complied with, and dating from 1848, every locomotive added to the rolling stock of the Erie possessed a cab. The Rogers company delivered to the Erie in 1846 engines Nos. 6 and 7, 56 ERIE RAILWAY EDITION. and their appearance was quite different from the five Norris engines. The drivers were five feet in diameter, and each engine weighed about twenty tons. The following year came two engines, Nos. 8 and 9, from the Baldwin works, and again the public was startled with the difference in the appearance of these new iron horses. The Baldwin engines had drivers three feet nine inches in diameter, while the smoke-slacks were tall and straight instead of fun- nel-shaped as the others were. As each strip of road was opened to traffic additional engines were added; and, when at last the line was completed to Dunkirk, there were ninety engines for 460 miles of road, and they had been purchased from eight different shops. The most remarkable were Nos. 88 and 89, each of which had eight drivers. Two engines that would create merriment today were those of the Norris pattern, Nos. 84 and 85, with drivers seven feet in diameter, 15x20 cylinders, and fire-boxes about large enough to hold several scuttles of coal. With a light load and a good start they made fast time, but they were useless on a steep grade and consequently soon fell into disfavor. No one wanted to take them out, although No. 84 pulled the Cincinnati Express from Susquehanna to Hornellsville, a distance of 145 miles, in two hours and twenty-one minutes — the record run up to that time, May, 1853. The 84 tore herself to pieces one night near Gulf Simimit, and it is tradition that her engineer assisted her by previously loosening several set screws in her vital parts. The first cars run by the Erie were six freights, which were twenty-five feet long, six feet high, ten feet wide, and had four wheels ; they cost $900 each. Later four passenger cars, each thirty-two feet long, eleven feet wide, and six feet six inches high, were added to the equipment at a cost of $2,000 each. Telegraphy was in its infancy when the Erie was completed, and the line which was stretched along the railroad was used for commercial purposes only. As earlv as 1850 it was suggested that the telegraph could be employed in run- ning trains, but the idea was scouted by those who were intimately acquainted with the business of moving trains. Charles Minot, then Superintendent of the Erie, is accredited with having been the first to apply the principle, thus founding the svstem which in perfected form is in use on most roads today. Previous to Minot's experiment, trains were run on the interval system, that is : the ruling train had the right of way for one hour as against an opposing train of the same class. Minot's application of the telegraph on that memorable day in 1851 was not arranged for. He happened to be making a trip over the road and encountered one of those cases where a train, being behind time, had to follow a flagman on foot until the opposing train was met and passed. Being annoved at the d«;lay. Superintendent Minot went into the station at Turners and learned that the train they were waiting for had not yet reached Goshen. He telegraphed the agent at Goshen to hold the train until further or- ders, and then sent an order to the engineer of the train on which he was riding to run to Goshen regardless of the opposing train. Isaac Lewis was the engineer to whom the order was handed, and he abso- lutely refused to move until his hour had expired. In vain did Superintendent Minot argue that the opposing train was held safely at Goshen, and at last he AMERICAN LCKOMOTIVF. ENGINEERS. 57 sy^LONO -" piCTliRESQUg 58 ERIE RAILWAY EDITION. pulled off his coat and took charge of the throttle himself. Lewis seated him- self in the last coach close to the door so that he could jump in case there was danger of a collision. Superintendent Minot ran the train to Goshen, and as the west-bound train was not yet there, he changed the order and finally got to Port Jervis ere he met it. The experience of that day revolutionized the system of train-running. Superintendent Minot calknl to his aid several experts in telegraphy and soon had dispatchers watching the movement of the trains. It was some time, however, before the train crews and the traveling public felt perfectly safe on board a train that was being rim to a certain station "regardless" of one coming in the opposite direction. At about the same date that the road was completed through to the lake, the Company made an important change in its eastern terminus. When the New York Legislature fixed Piermont as the point on the Hudson where the road was to terminate, it was openly declared that time would see the terminus nearer New York City, and when the h'rie failed to take advantage of the opportunity offered by the Harlem & New York Railroad certain far-seeing New Jerseyans laid the foundation of future wealth by incorporating two lines of road, one from Rama]30 to Paterson, the other from Paterson to Jersey City, along the Paramus A'allev, thus occupying the only natural route for the Erie to reach Jersey Cit\- opposite New York City. As soon as the Erie was built west of the Delaware River, these two short lines were completed, and in 1848 were put in operation, their terminus being only about half a mile from the Erie station at Suffcrn. The provision of the Erie's charter forbade its making any connection with this road, but in spite of all they could do their passengers would not go to New York via Piermont and the Company's boats, nor would they come by that route, for the New Jersey road was some twenty miles shorter, and saved nearly two hours of time. The General Railroad Bill of 1850 forced the Erie to provide proper con- nections at Ramapo, but they continued to discriminate by rates against those who persisted in traveling by the Jersey City route. The management was fin- ally forced from its absurd position, and in February, 1851, it secured a perpetual lease of the route through to Jersey City and immediately began running trains over its acquired property, subsequently widening the gauge to accommodate the regular Erie trains. The citizens of Newburgh and of the towns between Piermont and Suffern were instantly aroused to hostility. It was manifest that the new route excelled the old, and they foresaw that, as soon as the Company could provide docks at Jersey City, Newburgh and Piermont would exist only as terminals of branch lines. Again the Erie was forced to meet her jealous enemies in the Legislature to fight a bill that proposed to forbid her running trains over the newly-acquired route. But on this occasion, however, the bill was manifestly so unjust that it was easily defeated. Thus the Erie was permitted to develop and use the route over which the road should have been built at first. There were no Sun'day trains of any kind run in the United States until 1852, and the Erie was the first to operate trains on that day of the week. In the AMERICAN LOCOMOTIVE ENGINEERS. 59 official time-table issued in August, 1852, the Sunday train, as well as the emi- grant train, aj^peared for the first time. It ran only in one direction, from Elmira to Piermont, but later three trains a day were necessary to acconuno- date the traffic. On this same time card the railroad restaurant receives its first mention. The Erie inaugurated what are now designated as "suburban trains" in 1852, running five specials each way between Paterson and Jersey City, con- necting with ferry boats for New York City. This was before the time of the Pennsylvania Railroad; New Jersey Central; Delaware & Lackawanna; New York, Susquehamia & Western ; Northern of New Jersey, and Greenwood Lake Railroad, and the Erie for years had ever\lhing its own way. The building and equipping of the Erie had cost over $23,000,000, as com- pared with Engineer Wright's "liberal estimate" in 1834 of $4,762,260, and the financial statement of 1852 showed a debt of over $23,000,000, of which $6,000,- 000 was represented by stock, while the assets amounted to about $23,000,000. Part of the eastern division was double tracked, and the Directors urged that increasing business demanded the continuance of the second track westward as fast as possible. To do this it was agreed to issue $6,000,000 in bonds, and after the floating" debt of $3,000,000 was paid, to use the other $3,000,000 in putting down 100 miles of additional track west of Great Bend. It was a bad financial move, for, with the road paying a neat surplus, such improvements as were needed could have been made and the debts of the road met when due. This was the beginning that ultimately carried the manage- ment of the Erie into the hands of the Wall street clique, by which it was used for personal aggrandizement to the detriment of the road. The year 1854 was a memorable one in the history of the Erie, on account of the rate war with the New York Central, and later the first strike that occurred on the system. D. C. McCallum, who was Superintendent of the Susquehanna Division, drafted a set of rules which met with the approval of the Directors, but Charles Minot, who was General Superintendent of the road, refused to enforce them. This led to a disagreement of such a serious nature that ]\linot resigned and McCallum was elected to his place, which meant that the AlcCallum code nuist be obeyed. The engineers were most affected l)y the objectionable rules, inasnutch as by one provision an engineer was held responsible if he ran off a switch at a station where he had stopped, even if he had received a signal from the switch- man to go ahead. In other words he must ascertain personally whether the switch was right and take no person's signal in regard to it. Another grievance of the engineers was a system of "posting," by which engineers wiio were dis- missed were kept from employment by other railroad companies. .\ commhtee called upon the Directors and asked that these rules be changed, but, receiving an unsatisfactory reply, word was sent along the line and on June 17th the engineers quit in a body. The business of the road was completely at a standstill, and the Company sent out word that all who would return by the 20th could have their places back, while those who did not return must con- sider themselves discharged. 60 ERIE RAILWAY EDITION. A few men returned, but the rest considered the notice a "bhiff," and waited for developments. On the 24th Superintendent McCallum modified the objec- tionable clauses of his rules to the complete .satisfaction of the engineers, and on the 26th they all returned to work. During Homer Ramsdell's term as President a bill was passed by the New Jersey Legislature wdiich empowered the Erie to complete its terminal facilities at Jersey City. Under this permission the Long Dock Company was char- tered and work begun. At about the same time a contract was made for the Bergen Tunnel^ and the work was commenced in June, 1856, though it was not completed and opened to traffic until February, 1861. The year of 1856 saw another strike of the engineers, and again Superintend- ent McCallum was forced to bear the blame. Although he had assured the engineers in 1854 that they should have every consideration shown them, it was on record that over a score had been discharged in violation of the agreement of 1854. The trouble was forced to an issue when Samuel Tyler was discharged at Hornellsville for running off a switch, although the .switchman had signaled him that the switch was properly set. A committee was appointed to call upon the Directors to inquire why the agreement of 1854 was not kept; they also objected to their pay being stopped while their engines were in the shop. The same committee recommended that the wages of firemen be raised to $1.50 a day, and asked that engineers of other roads who wished to travel on the Erie be accorded free transportation when proper credentials were shown. The grievances of the engineers were discussed by the Directors, and their answer was made clear wdien the committee of engineers received instant dis- missal from the Company's employ, while on the same day Superintendent Mc- Callum advertised for one hundred and fifty engineers. The discharged committee telegraphed to their several divisions the result of the interview with the Directors on October 4th. and on the morning of the 5th not a train was moved. On October 6 Superintendent McCallum advertised that a bonus of $25 would be paid to every engineer who would return to his place, and a like sum to any engineer who would come from any other road. Several responses met this appeal, but they were so few that the Company was forced to abandon many trains. Their next move was to hire anybody that came along claiming knowledge of a locomotive, and by so doing they inaugu- rated a short-lived policy that cost millions of dollars and helped the road to bankruptcy. Had the new engineers been let alone they would have ruined many engines ere they had learned to run them ; but, hampered by the strikers and their friends, a reign of terror spread along the route. It was a common occurrence for an engine to tear itself to pieces or burst a boiler, and many of them developed a tendency to fly the track at the slightest opportunity. The Company persisted in its luinous policy until February, 1857, when Mc- Callum was forced to resign ; but in the meantime most of the old engineers had left to accept places on other roads, and it was not until 1859, when Charles Minot was recalled, that the force of engineers was brought up to a high standard. AMERICAN LOCOMOTIVE ENGINEERS. 61 ~^A. j:-. *'<• iCet^ )/iii i >/," /^<- /r ',■ r < ' ./ yfc- / 7. T^ //it ^/i '.^ /y>/£ytr- / T ^' > .^ ^6 /■■ ' ly':,' y'i/?/'^' 'Zy .(WY-it'^ /^/-> 'Oa /■ y y ' ■-' ^ /■y yn/i^^i «/ ^'i^Y J^i^^ x^'o^ yc-'"'C. r^'Ti ry/f/ '^}A< ryi. yjat; y-'^^ < a//^ i7% old "Orange" engine was secured to run a train each way every da\-. 'J'lu- exiienditures were greatly in excess of the receipts, and in a short time the road was abandoned, ilr. Kingsbury ran a hand-car over the route for a while, and then put a stationary engine on a flat car and propelled it by means of a l;>elt from the engine to a pulley on the car's axle. The road was all he had left from his former large fortune, and he was determined to recoup in some manner. His primitive train soon began to earn money and in a short time was paying him handsomely. Charles Minot, then Superintendent of the Erie, was attracted to the Httle road, and after examining it he and some of the Erie- Directors bought it. They extended it to Buttsville, Pennsylvania, and later sold it to the Erie Railway Company for a handsome sum. Later on when Bradford became the center of the great Pennsylvania oil fields, the road was extended to Johnsonburg and became one of the important feeders of the Erie system. During the time the Erie was under the control of Nathaniel Marsh as receiver, the Wall Street clique had little or no chance to manipulate its financial afifairs, but on his death in i?04, he was succeeded by Robert H. Berdell, who was placed in his position by Cornelius \'anderbilt, who was then beginning to make the name of \'anderbilt familiar in railroad circles. Daniel Drew, a strong opponent of the \'anderbilts, was a member of the Board of Directors, and one who unhesitatingly turned the affairs of the road to his own personal gain at every opportunitv. The railroad act, passed by the New York Legislature in 1850, forbade com- panies increasing their capital by direct issue of stock, but permitted them to issue bonds to raise monev for equipment, and allowed them to insert in these bonds a clause authorizing the holder to convert the bonds into stock at their face value. This provision opened up a way for Drew to get even with his enemy, Vanderbilt, and brought al.iout the first great plunge taken by the Erie in that series of Wall Street scandals which founded the private fortunes of sev- eral men. Vanderbilt was anxious to obtain control of the Erie and was buying its stock right and left at about 95, while Drew was selling such enormous quantities that every one knew he was selling "short"( i. e., selling stock he did not possess), and believed would be made bankrupt when \'anderbilt asked for delivery of the stock. At this juncture the floating debt was bothering the Company not a little, while the road was in such shajie that much money needed to be expended in repairs and in the purchase of more rolling stock. Drew had money to loan and the Company borrowed some 83,500,000 of him, giving him convertible bonds as security. These he turned into stock and delivered his sales to Vanderbilt, who was forced to accept them at above 95, while the price had fallen below 70. This is but one incident in the Eric's financial affairs, but it serves to show how ERIF, KAIL\VA^' EDITION. 65 66 ERIE RAILWAY EDITION. unscrupulous oftkers use the stock of a public corporation to better their own financial conditions. During President Berdell's administration the Company began to get ready for the opening of the Atlantic & Great \\'estern Railway, the link that had been missing in the connection between New York City and St. Louis. The road had so few engines that they were kept running all the time instead of being laid off to receive needed repairs. In 1864 contracts were let for sixty engines of the most approved type, to burn coal; and the erection of the great shops at Susquehanna was begun. The Atlantic & Great Western Railroad dates back to 1836, when the people of Chautauqua County obtained a charter to build a railroad connecting with the projected New York & Erie at Jamestown and extending to the Pennsyl- vania state line, there to connect with some road to the west. The New York & Erie was so long in getting built that the enthusiasm died out until the road was finished through to Dunkirk in 185 1. Jamestown was not on the road as it was completed, and the citizens of that city secured a charter for a road to extend from West Salamanca on the New York & Erie to the Pennsylvania state line. Work was commenced in 1853, but in 1855 it was abandoned on account of lack of funds. There were others who were anxious for connection with the New York & Erie, or with some other direct route to New York City, and early in 185 1 the movement took shape in Ohio when Marvin Kent, a wealthy manufacturer of Franklin, applied for and received a charter from the Ohio Legislature for a road to be built from Franklin to Warren in Ohio, with privilege to extend it east to the Pennsylvania line and southwest to the city of Dayton. Work was begun in 1853 on the road from Franklin to Warren and progressed well, but getting connection through Pennsylvania to the New York state line was very difficult. It was necessary to procure a charter from the Pennsylvania Legisla- ture, and in that body the influence of Philadelphia and Pittsburg blocked all attempts. It was discovered, however, that the provisions of the Pittsburg & Erie's charter were very liberal in regard to the building of branch lines, and the Com- pany was approached in regard to building a road from Kinsman, near the Ohio state line, to a point on the New York line. The Company was willing to build the branch provided the funds were furnished, and the Erie Railway Company made a survey of the route. Ground was broken at Meadville in August, 1853, but as the Erie was not able to give any financial aid, the work was soon aban- doned. Four years later a company styled the Meadville Railroad Company was chartered for the purpose of building a railroad between Erie and Meadville, and to purchase the branching privilege of the Pittsburg & Erie Railroad. When the preliminaries had been finished, the Company was organized and a party was sent to Europe to negotiate the sale of bonds to the extent of $2,500,000. The name of the road was changed to the Atlantic & Great \\'estern in 1858, and as funds were not forthcoming at home, another committee was sent to Europe to negotiate with capitalists to secure money to build the road. AMERICAN LOCOMOTIVE ENGINEERS. 67 It was then that James iMcHenry became interested in the building of the road, and so shrewdly did he lay his plans that he in years after became the virtual owner of it. iMcHenry had little difficulty in inducing the capitalists of Europe to invest their money, the Duke of Salamanca alone placing $1,000,000 worth of the bonds in Spain at his request. Work was begun in May, i860, and progressed so well that the road was opened to Jamestown in September and to Corry in May, 1861. There it rested until 1862, owing to the lack of money and the reluctance of Europeans to invest more. Late in 1862 the funds needed were procured by McHenry and the road was pushed on to Franklin and later to Oil City, which was reached in June, 1864. The Cleveland & Mahoning Railroad, which was already in operation, using the standard gauge, was leased in 1863 and an additional rail was laid t(.) provide for the broad gauge rolling stock of the Atlantic & Great Western. Work had been progressing on the line between Warren and Dayton, but it was not until June of 1864 that the road was completed to that city. The Cin- cinnati, Hamilton & Dayton had a six-foot gauge between Cincinnati and Day- ton ; and thus at last, after about thirty-three years, the great project of a route from the Hudson to the Mississippi was complete. On Friday, September 2, 1864, the first through train, an illustration of which is presented on another page, was run from Salamanca to Cincinnati, and the event was celebrated in Aleadville in a manner befitting the occasion. A recep- tion was tendered Mr. McHenry at the completion of which a salute was fired in his honor, and then a procession was formed in which all the employes of the Atlantic & Great Western at that point participated. The financial afTairs of the Company were in poor condition from the start, but it was able to stand its creditors ofT until 1867, when it was placed in the hands of a receiver; and in 1S68 it was leased to the Erie Railway Company for twelve years, but in 1871 was sold under foreclosure. The property was now virtually that of McHenry and foreign bankers, and in May, 1874, it was again leased to the Erie for ninety-nine )-ears, but the lease was repudiated by the next President of the Erie, and again it was sold under foreclosure. The purchasers in this instance reorganized it in 1880 as the New York, Pennsylvania & Ohio Railroad Company. It was again sold under foreclosure in 1896, and was pur- chased by the Erie Railway Company and is permanently cemented now to that great system. It was in 1867 that the names of Gould and Fiske appeared in the list of Erie Railway Directors, and so obscure were these two men that Fiske's name was misspelled by the newspapers, while Gould was referred to as simply J. Gould. Later on, however, these men became dominant powers in Erie management, and it is often suggested that the foundation of the Gould millions is represented in Erie history by a receiver being appointed some years after he was ousted from its presidency. The period from March, 1868, to March, 1872, is marked in the financial his- tory of the Erie as one continual fight among the \'anderbilts, Gould and Fiske, Daniel Drew, and James McHenry for possession of the controlling interest in the Erie. Like a lot of children fighting for possession of a rag doll, there could 68 ERIE RAILWAY EDITION. be but one result — a damaged oljjcet tbat some one else uuist pick up and put into condition ere it would be worth possessing. At the end of this litigation and stock-jobbing the Erie was in a serious financial condition. General John A. Dix was elected President, but after a few months he was succeeded by Peter H. Watson, who for two years struggled with the burdens he had assumed. There was a debt of over $30,000,000 on the road and stock to the amount of $86,000,000 was recorded on the books, most of which had been placed there through the clause that allowed the conversion of bonds into stock, and it represented several campaigns in Wall Street to the financial benefit of those who were in power when the bonds were issued. During the Wall Street reign the rolling stock and equipment of the Com- pany had been allowed to run down and deteriorate to such an extent that im- mediate repairs and additions must be made. President Watson is quoted as saying that the road had only half enough cars and engines, while those that were in use should be run into the shops for repairs. A mortgage of $40,000,000 was determined on for the purpose of adding to the equipment and of narrow- ing the gauge of the road. The next question was, \\'ho wanted the mortgage? Capitalists not being forthcoming, President Watson went to Europe to interest a syndicate in taking it. but chose an unfortimate time because English investors were as shv of Erie securities as were the capitalists of America. Hugh J. Jewctt took up the burden of the Erie in 1874 and began by dic- tating the terms on which he would accept the Presidency, which were, a salary of $40,000 a year and a contract of ten years. These might be considered hard terms, but the Erie was badly in need of a railroad man of experience to take the helm, and the Directors decided that it would be good policy to engage a man who knew his business and not experiment with men who were likely to take advantage of the position and become speculators. Jewett's first move was to enter into amicable relations with competing railroads, for he saw that the resources of the road were not in shape to contest with the great trunk lines. The English stockholders, who had been wondering what had become of the money they had invested in the Erie, had sent a committee over to investigate its affairs, and when the report was made, it revealed a situation that was most dis- quieting, and in Wall Street Erie stock declined nine points. Under the existing circumstances there was but one thing the Company could do, and it was forced to that when it defaulted in the payment of interest on bonds in 1875 — the appointment of a receiver. Hugh J. Jewett was appointed receiver, and he managed the road until its sale on April 24, 1878. The new Company which purchased the road was known as the New York, Lake Erie & Western Railroad Company, of which Mr. Jewett was elected President. Although the financial status of the road was not bettered during President Jewett's term, much was done to better the condition of the road and its rolling stock, and desirable connections were made with other roads. The double track, which had figured in every appeal for money, was at last completed from Jersey City to Buffalo and the entire route was laid with steel rails. It was during his administration that the old broad gauge was abandoned and the standard gauge adopted. Efad this change been made when it was so strongly urged, even 70 ERIE RAILWAY EDITION. after the road had been commenced, milhons of dollars would have been saved the Company. When the Atlantic & Great Western was built, it was made a broad gauge line in order to connect with the Erie ; and when the change was made, this road, being under lease to the Erie, was included in the estimate. Added to the cost of relaying the track was the item of changing the rolling stock to conform to the new gauge, and when at last this stupendous task was completed, the Company found that it had expended over $25,000,000. When the Erie was completed to Dunkirk, St. Louis was the principal city of the west and Chicago was unthought of as a valuable commercial center. The end and aim of all agitation for a western connection had St. Louis for its objective point, which was made a fact with tlie completion of the Atlantic & Great Western. But, when that road was finished, it w-as found that the city on Lake Michigan had grown to occupy the greatest position in the commercial cir- cles of the west, and the Erie became desirous of securing connection with that citv. The New York Central, by arrangement with a western road, enjoyed the bulk of Chicago patronage, while the Pennsylvania was arranging for advanta- S^eous connections. During Jay Gould's administration an arrangement was made with the Columbus, Chicago & Indiana Central Railroad for a lease of its line, and work was begun in putting down a third rail to accommodate the rolling stock of the Erie. At the same time negotiations were being made for a lease of the Chi- cago, Rock Island & Pacific Railroad. The railroad kings awoke with a start, suddenly realizing that if the Erie were successful in these deals, it would control the trade of the entire country ; for the Rock Island connected at Omaha with the Union Pacific, which was then building. The Pennsylvania Company went to the managers of the Columbus, Chicago & Indiana Central and by dint of little persuasion, backed up by plenty of money, succeeded in getting them to break the lease they had made with the Erie and to become a part of the Pennsylvania System — now known as the "Pan Handle." The Pittsburg, Ft. ^^'a^■ne & Chicago was as good a Chicago connection as the Columbus, Chicago & Indiana Central, and Gould immediately purchased the controlling interest in it. It now looked as though nothing could keep him from completing his great chain of railroads ; but as events proved, the Pennsyl- vania Company exhibited another instance of what money can do. The Ft. Wayne Company was chartered by the Pennsylvania Legislature from which it seemed the Pennsylvania Company could get any legislation it desired on short notice, ^\'hen they learned that Gould had secured the con- trolling interest of the Ft. Wayne stock, they asked the Legislature to pass a law changing the terms of office of the Directors of the Ft. Wayne Company. By the law, as amended, five directors were elected each year, the others holding over until their successors were named. The Board, as it existed, was opposed to Gould, and under the new law it would require three years for him to procure a Board that would be favorable to his plans. L'nder these circumstances he dropped his great idea of a transcontinental route, selling his interest in the Ft. Wayne to the Pennsylvania Company. AMERICAN LOCOMOTIVE ENGINEERS. 71 The next move made by the Erie for a Chicago connection was during Peter Watson's administration. The plan as made was for the Atlantic & Great West- ern to purchase the Cleveland, Columbus, Cincinnati & Indianapolis road, and then the Erie would lease the Atlantic & Great Western. That the Atlantic & Great Western failed to purchase the Cleveland, Cohmibus, Cincinnati iv Indian- apolis was likely due to the fact that it was in dire financial straits, and thus this plan was abandoned. President Jewett was alive to the necessity of a Chicago connection, and early laid his plans to get control of a road that was already projected through Ohio and Indiana to the City of Chicago. Going back to the initial appearance of this road, an act was passed by the Legislature of the state of Ohio in 1852 permitting the organization of the Balti- more. Pittsburg & Continental Railroad Company. The charter thus procured was not used until 1S71, when the Company was duly organized to construct a line of road beginning in the northeast corner of Columbiana County and ex- tending west through Stark, Carroll, Tuscarawas, Wayne, Holmes, Ashland, Richland, Morrow, ■Marion, Hardin, Allen, Auglaize, and Mercer counties to the Indiana state line. The road was capitalized at $1,000,000. On December i, 1871. the Chicago, Continental & Baltimore Railroad Com- pany with a capital of $2,000,000 was organized to construct a railroad frdui the northwest corner of Indiana through the counties of Lake, Porter, La I'orte, Starke, Marshall, Fulton, Wabash, Kosciusko, Huntington, Wells, and Adams to connect with the Baltimore, Pittsburg & Continental at the Ohio and Indiana state line. At a meeting of the Directors in 1873 the name of Chicago, Conti- nental & Baltimore Railroad was changed to the Chicago & Atlantic Railroad. On March 15, 1873. the Chicago & Atlantic Extension Railway Company was organized under the laws of the state of Illinois to build and maintain a rail- road from a point on the Indiana state line to the City of Chicago. The capital- ization was placed at $1,000,000. On June 19, 1873, the Chicago & Atlantic Railway Company ynd the Chicago & Atlantic Extension Railway Company were consolidated under the title of the Chicago & Atlantic Railway Company, with a capital stock of $4,000,000, which amount was to be increased to $7,000,000, provided it was found necessary to do so. On July 15, 1873, the Chicago & Atlantic Railway Company and the Balti- more, Pittsburg & Continental Railroad Company were consolidated under the laws of Illinois, Indiana and Ohio, and the new Company was known as the Chi- cago & Atlantic Railway Company, with a capital stock of $7,000,000, which in June, 1880, was increased to $10,000,000, for the purpose of constructing and equipping a railroad extending from the City of Chicago to Marion, Ohio. The stockholders authorized the issue of $6,500,000 of first mortgage bonds for the security of which the Directors were authorized to mortgage the property of the road. In October, 1880, a contract was entered into between J. E. Conant (who afterward associated with himself J. Condit Smith) and the Railway Company, whcrebv Conant agreed to construct and e(|uip the road in consideration of his 72 ERIE RAILWAY EDITION. receiving the foregoing issue of bonds and stock. To secure the construction of the road and its future management to the satisfaction of the parties propos- ing to purchase these bonds, it was agreed that tlie entire proceeds thereof, together with certain subsidies that had been voted l)y the counties and town- ships along the proposed line, should be deposited with the I'resident of the New York, Lake Erie & Western Railroad Company in trust, and the duty was de- volved upon him of seeing to the proper application thereof to the construction of the road. It was further stipulated that ninety per cent of the stock should be deposited with him with the irrevocable proxy to vote thereon during the life of the bonds, thereby securing to the New York, Lake Erie & Western the absolute control of the road for a period of thirty years. This contract also pro- vided for a traffic agreement between the Chicago & .\tlantic, the New York, Pennsylvania & Ohio, and the New York, Lake Erie & Western Railroad com- panies. Under this agreement the tracking of the road was completed in 1882. and the road opened for through traffic in June, 1883. Trackage from Ham- mond, Indiana, and terminal facilities in the City of Chicago were had through a lease from the Chicago & Western Indiana Railroad Company. In 1893 the Chicago & Atlantic made provision for an issue of $5,000,000 second mortgage bonds, with which to pay ofif its floating debt and provide for a new equipment. None of these bonds were sold, but they were largely pledged for loans made by the New York, Lake Erie & \\'estern. Default in the pay- ment of interest having been made, proceedings were instituted against the road, and after protracted litigation it was sold under foreclosure August 12, 1890. It was then reorganized as the Chicago & Erie and formally turned over to the New York, Lake Erie & Western, and is now a part of the great Erie Svstem. At the expiration of President Jewett's ten-year contract with the Erie, he refused further honors and was succeeded by John King. The financial affairs of the road continued to grow worse and, though the management tried several expedients to raise money, they found that for the third time in its historv it must be sold under foreclosure. In November, 1895, the New York, Lake Erie & Western Railroad Company ceased to exist, and the Erie Railroad Company was organized to operate the through line from New York to Chicago, together with the several branches of the system. It was in December of 1895 that E. B. Thomas was called to the head of the enterprise that had had such a checkered career. The burden taken up bv him was immense, for hanging over the Erie like a pall was a debt of $308,000,000, of which only $171,000,000 was represented by capital stock. Each year the Erie is required to pay over $8,000,000 in interest and other fixed charges ; and, if at any time the Company defaults in a part of this sum, the iron hand of foreclosure will again grasp it. In 1898 the road's net earnings were over $8,700,000 — a princely sum: but when the fixed charges were deducted, only about $700,000 remained that could be paid in dividends to stockholders or held to pay on that $137,000,000 of bonded debt which must be met some time. The Erie is now one of the best equipped roads in the country, and this fact is mainly due to the efficient administration of its affairs bv President Thomas AMERICAN LOCOMOTIVE ENGINEERS. 73 and his aids. The President has had a lung- and siieecssful railroad career, and the Directors made a wise selection when llu-y jilaci'd hini at the lu^ail of the Erie. A man of sterlino- intei,n-ity, with the cause of the Erie in his heart, he is working- as hard to put money into the Erie's treasury as some of his prede- cessors worked to take it out. He cannot hope to pav otif the enormous Erie debt during- his lifetime; but, barring a money panic, or other national disaster, he will have made great inroads upon it ere age compels him to quit active busi- ness ; and should his mantle fall to a worthy successor, the dav will come when the Erie will he free and naving its stockholders handsome dividends. DERAILMENT OF TRAIN NO. 5. MARCH 22. 1899, IN WHICH ENGINEER A. W. LOGAN WAS KILLED AT RITTMAN, OHIO. 74 ERIE RAILWAY EDITION. ;USQUEHAKNA SHOTS. AMERICAN LOCOMOTIVE ENGINEERS. 7C SUSQUEHANNA SHOPS. 76 ERIE RAILWAY EDITION. SUSgUEHANNA SHOPS. AMERICAN LOCOMOTIVE ENGINEERS. 77 SUSQUEHANNA SHOPS. 78 ERIE RAILWAY EDITION. SUSQUEHANNA SHOPS. AMERICAN l.r.roMOTU'F FXGrXF.FRS SUSQUEHANNA SHOPS. MR. VARRICK, CHIEF CLERK, SUSQUEHANNA SHOPS. STENOGRAPHERS, SUSQUEHANNA SHOPS. AMERICAN I.OCOMOTIVF. EX'GIXEERS. 81 I. BOND, T\IASTEK MECHANIC, SUSQUEHANNA SHOPS. EKIE OFFICIALS. E. B. THOMAS, NEW YORK CITY. President. E. B. Thomas, the ehief executive of the Erie Rail- road, has devoted the greater part of his life to rail- road work, and by ability and close attention to busi- ness has risen from a telegraph messenger to the presi- dency of one of America's greatest railroads. Previous to 1885 he was for several years General Manager of the Cleveland, Columbus, Cincinnati and Indianapolis, and in September of that year was elected Second Vice President and General Manager of the Richmond and Danville and Georgia Pacific Railroads, where he re- mained until February, 1888. At this time John King was struggling with the affairs of the Erie, and being desirous of the assistance of able counselors in rail- road management, Mr. Thomas was offered the posi- tion of Second Vice President; he accepted the offer, and continued in that position until December, 1890, when he was elected a Director and First Vice Presi- dent. In September, 1890, the duties of General Man- ager of the Chicago and Erie were added to his posi- tion, and he acted in that capacity until January 2nd, 1891, when he was made Vice President of that road. On November 30th, 1894, he was called to the head of the New York, Lake Erie and Western, whose busi- ness afifairs were in such a deplorable state that it was necessary to put the road in the hands of receivers. Mr. Thomas was one of the receivers and when the Erie Railroad Company was organized to take the place of the old New Y'ork, Lake Erie and Western, Mr. Thomas was elected President of the company. Since November, 1895, the date of his election to this ofifice, the afifairs of the Erie have assumed better shape than ever before — the result of having a capable man- ager and practical railroad man at the helm. Perfect harmony exists between officials and workmen on the Erie, and that such a feeling prevails results from President Thomas' interest in every employe of the road. It is one of his principles to see justice done to each and every one who works for the Great Erie road, and the fact that 'the lowest 'laborer can secure an audience to ask for redress for wrongs done him, ren- ders those requests infrequent. He is one of the most popular railroad presidents in America, and the fine showing made by the Erie since he has been in power is silent witness of his great business ability. JOHN G. M'CULLOUGH, BENNINGTON, VT. President of the Chicago & Erie. The afifairs of the Chicago & Erie branch of the Erie Railway were placed in the hands of a capable man when in 1890 John G. McCullough was elected to the Presidency of that road. Mr. JvIcCullough was born in Newark, Delaware, in 1835, and after receiving a collegiate education began the practice of law, which he followed in California successfully until 1873, having been Attorney-General of California. Pie then turned his attention to the business affairs of railroads. His first important position was that of Vice President of the Panama Railroad, being followed in April, 1883, by his election to the Presidency of the same road. He was also a Director of the Central Vermont Rail- road from 1873 to 1874, and is now of the re-organized company, and from 1877 to 1883 Vice President of the Bennington & Rutland Railroad. In 1883 he was elected President of this road, which office he still fills. In November, 1884, he was made President pro tem of the New York, Lake Erie & Western, and, when that road was reorganized in 1895 as the Erie Railroad, he continued and has since remained President of the Chicago & Erie Railroad, the western link of the Erie System. Mr. McCullough was married in 1871 to Miss Eliza Hall Park, and now resides in Bennington, Ver- WILLIAISI FESSENDEN MERRILL, New York City. Perseverance must accompany an ambitious nature, and both of these attributes have made themselves manifest in the life of William Fessenden Merrill. After securing a good common and high school educa- tion he entered Ainherst College in 1859. He left at the end of his junior year to enter the army, but re- ceived his diploma from College the same as if he had graduated with his class of '63. After the close of the war he attended the Lawrence Scientific School at Cambridge, Massachusetts, for one year, studying civil engineering. Early in 1867 he began his railroad career as Assistant Civil Engineer of the Chicago, Bur- AMERICAN LOCOMOTIVE ENGINEERS. 83 K. 15. THOMAS. K^w York. President Erie Railroftd. S4 ERIE RAILWAY EDITION. lington & Quincy Railroad, being employed upon the construction of the iron bridge across the Mississippi River at Burlington, and construction of certain branches until May, 1870. At that time he was em- ployed as Assistant Civil Engineer on the construction of the Chicago & Michigan Lake Shore Railroad (now Chicago & West INIichigan). In June, 1871, he entered the service of the Burlington & Missouri River Railroad in Iowa (now part of the Chicago, Burlington & Quincy) and was engaged in the con- struction of a branch thereof. In May, 1873, he was appointed Resident Engineer of the Buffalo Division of the Erie, having charge of all the new construction upon that portion of the line. July, 1875. he received appointment of Assistant Engineer of the Toledo, Peoria & Western Railroad at Peoria, Illinois, after- wards becoming Purchasing Agent and Secretary to the Receiver and then Superintendent and Chief En- gineer. When that road was turned over to the Wabash System in 1880 he was made General Superin- tendent of the Chicago & Iowa Division of the Wabash, St. Louis & Pacific Railroad. In May of 1882 he received appointment to General Superinten- dent of the Chicago & Alton Railroad, which position he resigned in June, 1883, to take position of Super- intendent of the Iowa Lines of the Chicago, Burling- ton & Quincy Railroad. He was in the employ of that road in that capacity as General ?ilanager of their lines in Missouri, and as General Manager of the Chi- cago, Burlington & Quincy proper until January i, 1896, when he was elected Second Vice President of the Erie Railroad, which place he retained until re- cently, when he resigned and accepted position of Vice President of the New York, New Haven & Hartford Railroad. His long experience and varied positions have eminently fitted him for the duties of his present office and at the same time made him a prominent character in the railroad circles of America. Mr. Mer- rill was united in marriage October 17, 1872, to Miss Eliza Grosvener Fessendcn, and they reside in New York. ANDREW DONALDSON, NEW WORK CITY. Third \'ice President and Treasurer. Andrew Donaldson, who has charge of the finances of the great Erie system, was born in Cincinnati, Ohio, September 4, 1845. He began life with a common school education, which broadened as he came in con- tact with problems of the business world. During the War of the Rebellion he was in the United States Navy, and for two years, 1863-65, was Master's Mate in Admiral Porter's squadron on the Mississippi. After returning to the life of a civilian he worked several years for the firm of Shoenberger & Company in the iron business, but on October i, 1870, entered the em- ploy of the Oliio & Mississippi Railroad as Paymas- ter's clerk. Two years later he was advanced to Trav- eling Auditor, and in 1875 'le was appointed Paymas- ter. This place he lield until 1880, when he was ad- vanced to Auditor. On December i, 1884, he severed his connection with the Ohio & Mississippi for a lucrative position with the Erie, and two years later, March 18, 1886, he was elected Third Vice President. On October 26, 1898, he was appointed Treasurer, the duties of which office he performs in addition to those of Third Vice President. Mr. Donaldson is married and with his family reside in New York City. GEORGE G. COCHRAN, NEW YORK CITY. Fourth Vice President. The place of George G. Cochran's birth was San- dusky City, Ohio, and the time December 31, 1842. After completing his education he was engaged as a clerk in the freight and ticket office of the Cincinnati, Dayton & Eastern Railroad, where he worked from October, 1858, to October, 1861, when he enlisted in the Second Ohio Infantry for three years, after which he was in Quartermaster's Department, Military Rail- roads, at Chattanooga, Tennessee, and New Berne, North Carolina. In 1865 Mr. Cochran entered the em- ploy of the Atlantic & Great Western as a clerk in the local freight office, remaining until 1867, when he went to the Sandusky, Dayton & Cincinnati, where he held a similar position one year, returning to the A. & G. W. in 1868. A year later he was advanced to the gen- eral freight office, and in 1871 he was made Assistant General Freight Agent. His promotion to General Freight Agent was made in 1874 and he held that place with the A. & G. W. until 1880, and after the road was reorganized as the New York, Pennsylvania & Ohio he continued in same position with that com- pany until 1887, when he was appointed Western Freight Traffic Manager of the New York, Lake Erie & Western Railroad (with offices at Cleveland and later at Chicago) in charge of freight traffic west of Buffalo and Salamanca, and afterwards including the Chicago & Erie. In 1893 he was made Traffic Man- ager of the entire Erie System, with office in New York, being further honored in 1895 by election to Fourth Vice President. D. I. ROBERTS, NEW YORK CITY. General Passenger .\gent. Wayntsburg. Pennsylvania, was the birthplace of D. I. Roberts, he having been born on June 2~, 1853. He received a common and high school education, en- tering the railway service in April, 1873, his first work being as a clerk in the General Freight Agent's office of the Pittsburg, Cincinnati & St. Louis Railroad at Pittsburg. In March, 1874. he was advanced to Chief AMERICAN LOCOMOTIVE ENGINEERS. 85 ^f\f'- -f '■ W. F. MERRELL. New York. Second Vice-President. J. G. McCULLOUGH. New Ynrlt. President Chicago and Erie Railroad. S6 ERIE RAILWAY EDITION. Clerk of the car service department, which position he held until February. 1876, when he was made Traveling Freight Agent. He was located at Washington, Penn- sylvania, in October, 1877, as the coinpany's freight and ticket agent, but on June i, 1884. after seven years of efficient service he was promoted to Traveling Pas- senger Agent of the Pennsylvania lines, with head- quarters at St. Paul, Minnesota. On May i, 1885, he was appointed District Passenger Agent of the P.. C. & St. L., and Chicago, St. Louis & Pittsburg Rail- roads and located at Columbus, Ohio. One year later he was sent to Cincinnati. Ohio, as Assistant General Passenger Agent of the Pennsylvania lines west of Pittsburg, which position he held until September, 1890, when he resigned to accept a siiuilar place with the New York. Lake Erie & Western, being located at Chicago, and in charge of all the passenger business west of Buflfalo and Salamanca, including the Chicago & Erie Railroad. On December 7, 1891, he was ap- pointed General Passenger Agent of the entire Erie system, which position he still holds. Mr. Roberts is married, and with his family resides in New York. D. W. COOKE, NEW YORK CITY. NEW YORK. Assistant General Passenger Agent. D. W. Cooke was born December 31, 1863. in the city of Lewiston. Niagara County. New York. His first railroad work was in the local freight office of the Chicago & Northwestern Railroad at Council BlufTs, Iowa, commencing on May 25, 1881. In the Spring of 1883 he was appointed Chief Clerk of the General Passenger Department of the Sioux City & Pacific, and Fremont, Elkhorn & Missouri Valley Railroads, at Missouri Valley, Iowa. Following this he was successively with the Chicago. St. Paul, Min- neapolis & Omaha Railroad, at St. Paul; then with the Gould lines — Missouri, Kansas & Texas, the Inter- colonial & Great Northern and Texas & Pacific Rail- ways at Dallas, Texas. He next was with the Wis- consin Central Railroad at ;^Iilwaukee, and then went to Chicago, where he was in the employ of the Chicago & Great Western. He left this company November i. 1895. to accept his present office with the Erie, that of -Assistant General Passenger Agent, with offices at New York City. F. W. BUSKIRK. CHIC.\GO. Assistant General Passenger .\gent. Born in Cincinnati. Ohio. March 24. 1848, F. W. Buskirk received both a high school and college edu- cation, being thus well fitted to perform the im- portant duties that fall to him as Assistant General Passenger Agent of the Erie Rai'road. His first rail- road work was with the Winona & St. Peter Railroad as a clerk. He came to the Erie, January i, 1892, as Assistant General Passenger -Agent, having headquar- ters at Chicago. Mr. Buskirk is an acknowledged authority in railroad circles and is quite popular with that portion of the traveling public with which he comes in contact. He is unmarried and is a prom- inent club and society man in Chicago. JOHN A. MIDDLETON, NEW YORK CITY. Secretary. John A. Middleton is a native of New York City and after finishing his college education studied law and was admitted to practice at the Maryland bar. After following his profession a short time his services were secured as Superintendent of a City Stage Coach Line, and left that position in 1880 to accept a clerkship in the President's office of the Atlantic & Charlotte Air Line Railway Company. He was next a clerk in the employ of the Richmond & Danville Railroad (now the Southern Railway), and then was promoted to Chief Clerk in the office of the General Manager, and held the same through three administrations. He came to the Erie (then the New York. Lake Erie & Western) as chief clerk to the Second Vice President, and was successively advanced to the same position under the First Vice President and President. Recently his abil- ity was fittingly recognized by his election to the po- sition of Secretary of the Erie Railroad, and that he will make a capable officer of this great railroad is un- doubted by those who know and recognize his capa- bilities. Mr. Middleton is married and resides in his pleasant home in New Y'ork. E.B.SHEFFER, NEW YORK CITY. NEW YORK. Purchasing Agent. E. B. Sheffer was born at East Germantown, In- diana, January 2, 1848, and entered upon his railroad career in 1865. From that time until 1872 he was a telegraph operator and clerk in connection with freight and passenger agency of the Northern Central Rail- way. From June, 1872, to November, 1873, he was in the LTnited States mail service between Baltimore, Washington and Grafton, West Virginia. In April. 1874. he entered the employ of the Pittsburg, Ft. Wayne & Chicago Railroad as telegraph operator, but went to the Pittsburg, Cincinnati & St. Louis in Octo- ber, 1874, where he was successively telegraph operator, fuel clerk, chief clerk in General Superintendent's of- fice and then chief clerk in the General Manager's of- fice. In January, 1882, he resigned and took service with the New Y''ork & New England Railroad as chief clerk in the General Manager's office. This place he held until March. 1884, when he came to the Erie as chief clerk in fhe Vice President's office. Irr AMERICAN LOCOMOTIVE ENGINEERS. 87 AXDUIiW DuXALDSuN, New York. Third Vice-President and Treasurer. (i. G. CUc;llKAN, Nfvv York. Fourth Vice-President and Traffic Manager. 88 ERIE RAILWAY EDITION. December, 1887, he was promoted to the office of Purchasing Agent, the duties of which he still effi- ciently performs. J. W. FLATTEN, NEW YORK CITY. Assistant Purchasing Agent. J. W. Platten was born in Port Perry, Canada, De- cember 5, 1863, and after receiving a high school edu- cation became an employe of the Ontario Bank, To- ronto, and afterwards, in 1884, of the Central Bank of Canada, and in time rose to the position of chief ac- countant. In 1887 the bank failed, and he remained in the employ of the liquidators until May, 1888, when he entered the railroad service as a clerk in the office of Assistant General Passenger Agent of the New York, Lake Erie & Western Railroad at Cleveland, Ohio. In this position he remained until October, 1888, when he was transferred to New York as clerk in the Second Vice President's and General Manager's office. From May, 1891, to i8g6 he was successively Chief Clerk of the Insurance Bureau, as well as clerk in the First Vice President and President's office of the road. In January, 1896, he was appointed chief clerk to the Second Vice President of the Erie, and in Oc- tober, 1S98, he was promoted to the oflice of Assist- ant Purchasing Agent. Mr. Platten is married, and with his family resides in New York City. A. E. MITCHELL, NEW YORK CITY, N. Y. Superintendent of Motive Power. A. E. Mitchell was born February 3, 1855, in Madi- son, Maine, and after receiving a common school edu- cation he attended the Maine State College (now University of Maine) at Orono, Maine, where, in 1875. he received the degree of Mechanical Engineer. On March 27, 1876, he entered the Baldwin Locomotive Works and worked as a machinist apprentice until January 23. 1877, when he left to complete his trade in the Altoona shops of the Pennsylvania Railroad. In 1879 he was advanced to the test department, and in February, 1880, was made Assistant Engineer of Signals on same road. On July i, 1881, he resigned to accept the position of designer of hoisting machinery for Yale & Towne Manufacturing Company, Stamford, Connecticut. He left there August i, 1882, and for several months was engaged in special duty for the motive power department of the New York & New England Railroad, being the Chief Draughtsman of the same road from November I, 1882, to January 31, 1884. In February, 1884, he was appointed Mechanical Engineer for the French Furnace Company of Cleve- land, Ohio, and Boston, Massachusetts, but left that company in September of the same year to accept a similar position with the Arctic Ice Machine Manufac- turing Company of Cleveland, Ohio. In November, 1S86, he was engaged for special duty in the motive power department of the New York, Lake Erie & Western Railroad, and continued at same until June I, 1887, when he was advanced to Engineer of Signals of same road. He was promoted to Engineer of Tests on January i, 1S89, and in 1890 was made Mechanical En- gineer of the same road, including the Chicago & Erie. He was advanced to Superintendent of Motive Power in April, 1802, having jurisdiction over the whole Erie System, and on August I, 1898, the mo- tive power department of the New York, Susquehanna & Western Railroad was placed under his charge. !Mr. ^litchell was married March 27, 1884, to Miss Nellie Vernon Knapp of Stamford, Connecticut, and they re- side at Passaic, New Jersey. WASHINGTON LAVERY, NEW YORK CITY. Assistant Superintendent ^.Iotive Powers. January 2, 1846, Washington Lavery was born in Wellsburg, Virginia (now West Virginia). Wellsburg is a prosperous city located on the Ohio River, just south of Steubenville, Ohio, and after the young man had finished his schooling he entered the shops of the Pittsburg, Cincinnati & St. Louis Railroad — now part of the Southwest system of the Pennsylvania Railroad ^at Steubenville as a machinist's apprentice. This was on April i, 1863, when he was 17 years of age. After serving some time as a skilled machinist at Steuben- ville he was promoted to Roundhouse Foreman ' at Dennison in 1867, where he remained two years, being then promoted to Foreman of the machine shops at Cincinnati, and was transferred to the position of Gen- eral Foreman in the shops at Dennison in 1882. On July I, 1887, the late Ross Kells, who was then Super- intendent of Motive Powers of the Erie, appointed Mr. Lavery Master Mechanic of the New Y'ork, Pennsyl- vania & Ohio Division of the New Y'^ork, Lake Erie & Western Railroad, serving at Cleveland for one year, being transferred to Gabon, Ohio, for one year, and then to Meadville, Pennsylvania, for two years. In 1888 he was made Master Mechanic of the Erie Divis- ion at Susquehanna, Pennsylvania, and in February, 1894, was promoted to Assistant Superintendent of Motive Power of the Ohio Division, being located again at Cleveland, Just five years later, in February, 1899, he was called to New York to assume the more important duties of Assistant Superintendent of Mo- tive Power of the Erie Division. Like many of the Erie's capable officials, Mr. Lavery has come up from the ranks of the men who toil in the great railroad shops of the country; and the fact that he holds such a responsible position on one of the greatest railroads of .America shows he has tried to faithfully perform AMERICAN LOCOMOTIVE ENGINEERS. 99 11. 1. Kl lUKK'l'S, Xi-w Y.iTk. General Passenger Agent. ]>. \V. (CHOICE, New York. Assi.stunt General Passenger Agent. 90 ERIE RAILWAY EDITION. such duties as his abilities warranted. Mr. Lavery was married in May. i86g, to Miss Elizabetli A. Jones of Dennison. Ohio, and they have six children. GEORGE DONAHUE. CLEVELAND. OHIO. Assistant Superintendent of Motive Powers. Born in Susquehanna, Pennsylvania, November 9, 1854, George Donahue attended the common and graded schools of his native city until 1870, thus secur- ing an education that has done much to fit him for the important position he now holds. He began his railroad career as a timekeeper on the Erie at Susque- hanna, where he kept the time of engineers and firemen for both the Delaware and Susquehanna Divisions. One year later, in November, 1871, he entered the Eric shops at Susquehanna as a machinist's apprentice, and after mastering that trade worked as a machinist for the Erie company until January, 1878, when he re- signed and went west, where he entered the service of the Chicago, Burlington & Quincy at Creston, Iowa. Two years later he returned east to work for the Erie, but remained only one year, re-entering the employ of the C, B. & Q. in September, 1891, and shortly after resigning to work as a machinist for the Sioux City & Pacific Railroad at Missouri Valley, Iowa. Becoming dissatisfied he returned east again, and in the latter part of 1882 went to work as a machinist in the Lehigh Valley Railroad shops at Sayre, Pennsylvania. In the early part of 1884 ;\Ir. Donahue sought employment with the Erie, and his higli quality as a workman being well known he was immediately employed and as- signed to the Susquelianna shops. Having decided to settle down and remain with the Erie he applied him- self to his work in sv.ch a manner that his ability soon showed pre-eminent above his -working mates. The result was that in November, i8p2, he was promoted to General Foreman of the Susquehanna shops, and two years later he was again elevated in position, bein.g made Master Mechanic of the Mahoning Division, with headquarters at Cleveland. In 1896 he was trans- ferred to Meadville as Master Mechanic, at which place he remained until February, 1899, when, the company having need of his services in a more responsible posi- tion, he was made Assistant Superintendent of Motive Power, with offices at Cleveland. THEODORE H. CURTIS, SUSQUEHANNA, PENNSYLVANIA. Mechanical Engineer. Theodore H. Curtis, son of a merchant of Tcrre Haute, Vigo County, Indiana, was born in Terre Haute, that state, on August 12. 1866. He secured a common school education, and at the age of 14 took service with the \'andalia Line as an apprentice, learn- ing the trade of draftsman and machinist. He re- mained six years with tliis company, then accepting a position as chief draughtsman for the "Big Four" Railroad at Cleveland, Ohio; and while located there, he taught the science of mechanical engineering at the Ohio Business University. In 18S8 he left Cleveland to take the position of Assistant Chief Draughtsman of the Brooks Locomotive Works at Dunkirk. He held this place nine months, going to the Pittsburg Loco- motive Works, where he held a similar position for six months. He then entered the employ of the New York. Chicago & St. Louis Railroad at Cleveland as Chief Draughtsman, and after seven years in this po- sition was promoted to Mechanical Engineer. After three years he left to enter the service of the Erie Railroad as Mechanical Engineer with office at Sus- quehanna, Pennsylvania. Mr. Curtis' jurisdiction not only extends over the entire Erie Railroad but over their controlled lines which includes the Chicago & Erie Railroad, and the New York, Susquehanna & Western Railroad. Mr. Curtis was married in June, 1894, to Miss Lillian Opitz, daughter of Frederick Opitz of Cleveland. Ohio. C. R. FITCH, NEW YORK CITY, NEW YORK. General Manager of Lines East of Salamanca. The gentleman whose photograph accompanies this sketch was born in Mercer County, Pennsylvania, on November 4, 1849. Being a high school graduate and a young man of studious habits he took up telegraphy in 1866, and was soon competent to hold a position as station agent and telegraph operator. His first em- ployment was on the Atlantic & Great Western, and after a few years his marked ability won him pro- motion to Train Dispatcher, which position he held until 1875, when he resigned to accept a place as Dispatcher and Trainmaster on the Long Island Rail- road. In 1877 he returned to the employ of the A. & G. W. as Dispatcher, remaining until 1879, when he ac- cepted a position as Trainmaster on the Pittsburg, Cincinnati & St. Louis Railroad. In 1881 he re- turned to the Long Island Railroad as Division Su- perintendent and Trainmaster, having jurisdiction also over the LTtica, Ithaca & Elmira Railroad. He was made Assistant Superintendent of the Long Island road in 1887, and in 1888 was appointed Superintend- ent of Mahoning and later of New York Divisions of the Erie. This position he held until 1892, when he was advanced to General Superintendent of the Erie, from which place he was advanced to General Manager of the Erie lines east of Salamanca, his offices being in New York City. ^Ir. Fitch was married March 15, 1882. to !Miss Jessie B. Sparks and they reside at Paterson. New Jersey. AMERICAN' LOCOMOTIVE ENGINEERS. 91 F. W. BUSKIRK, Chicago. 111. Assistant General Passenger Agent. JOHN A. MIDDLETON. New York. Secretary Erie Railroad Company. 92 ERIE RAILWAY EDITION. J. C. MOORHEAD. CLEVELAND, OHIO. General Manager of Lines West of Salamanca. The son of Joseph B. and Eliza H. Moorhead, the subject of this sketch was born in Moorheadville, Erie County, Pennsylvania, on March 2, 1844. He was educated in the common schools and entered the rail- way service in 1862 as a telegraph operator on the Lake Shore & Michigan Southern Railroad. From 1865 to 1866 he was chief operator of the "Bee Line," and from 1866 to 1868 Train Dispatcher on the At- lantic & Great Western. In i858 he returned to the Lake Shore & Michigan Southern, and was Train Dispatcher on the Erie Division at Cleveland, Ohio, until 1871. He then went to the Pittsburg, Cincinnati & St. Louis as Train Dispatcher and Train Master at Pittsburg, remaining until 1880. when he was appoint- ed Assistant Divi.sion Superintendent of the Michigan Central. In September. 1S88, he came to the Erie, then the New York, Pennsylvania & Ohio, as Di- vision Superintendent at Gallon; Ohio. On November I, 1888, he was promoted to Superintendent of Trans- portation, with offices at Cleveland, Ohio, and he held this position until Jam:ary i, iSgi, when he was raised to General Superintendent of the Chicago & Erie, being later made General JNLinager of Erie Lines west of Salamanca, with headquarters at Cleveland. Mr. Moorhead was married August 8, 1867, to Miss C. M. Leet, of his native city, and with their family they reside in Cleveland, Ohio. General Superintendent of Erie Lines East of Sala- manca. !Mr. Van Keuren was united in marriage with ]\Iiss Jennie Gerow Tuthill on December 3, i8go, and resides at 134 Gregory Avenue, Passaic, New Jersey. GEORGE VAN KEUREX. JERSEY CITY, NEW JERSEY. General Superintendent Erie Lines East of Salamanca. George Van Keuren was born September 14, 1861. in Jersey City, New Jersey, and was the recipient of a public school education, after which he studied some time in Hasbrouck's Institute in his home city. Pre- vious to entering upon his railroad career he was a clerk in the employ of the Merchants' Dispatch Transportation Company, which connection he sev- ered to go with an engineering crew on the New York & Albany Railroad in the capacity as chainman. This was in 1880, and after a year he went to the New York, West Shore & Buffalo, where he assisted in surveys from 1881 to 1884. first as rodman, but worked his way up till he was competent to act as Assistant Engineer, which position he accepted on the New York Division of the Erie on July I, 1884. In April, 1887, he was promoted to Roadmaster, and in October. 1890, he was advanced to Superintendent of the Jeffer- son Division. He was appointed Superintendent of Transportation of the Erie Railroad in November, 1894, from which place he was advanced recently to A. M. ISIOZIER, CLEVELAND, OHIO General Superintendent of Erie Lines West of Sala- manca. Train service throughout the country has been made better and danger of accidents minimized by A. M. Mozier; the "]\Iozier Block System" has a record that he is justly proud of; his "Safety Signal," and elec- trical cut-out, insures that danger signals will be dis- played for trains that should be stopped for the block or for train orders. His "Three Position Semaphore" introduced the principle of using the elevated position of the signal arm to indicate "caution," thus leaving the diagonal, or downward position to indicate "safety" as in common use. His "19 Order Signal." which is his latest invention, gives regular indications automatically and is for delivering train orders or messages to trains at speed. Mr. Mozier was born May 31, 1843, near Mt. Gilead, Ohio, and after ac- quiring a common and high school education began work on the Cleveland, Columbus, Cincinnati & In- dianapolis Railroad (now a portion of the "Big Four") as Agent's Clerk. A year later, in 1864. he accepted a position as telegraph operator, but in 1867 resigned fo take a similar position on the Pittsburgh, Fort Wayne & Chicago. His skill as a telegrapher became known to the officials of the Pennsylvania system and in 1871 he was made Train Dispatcher of the Pittsburgh, Cin- cinnati & St. Louis Railroad, and was advanced later to Chief Train Dispatcher and ^Manager of Telegraph on that road. In 1882 he resigned to accept the po- sition of Chief Train Dispatcher and Trainmaster of the Indianapolis & St. Louis (now the "Big Four"') where he remained until 1888, when he was appointed Superintendent of the Third and Fourth Divisions of the New York, Pennsylvania & Ohio (now the Erie) and resigned to accept the same. In 1891 he was made Superintendent of Transportation of the New York. Pennsylvania & Ohio and Chicago & Erie Railroads, and later promoted to General Superintendent of Erie Lines West of Salamanca. The high appreciation in which he is held by the management of the Erie was manifested in 1891-92 when for several months he was detailed to serve temporarily as Superintendent of the Chicago & Erie, during its reorganization and im- provement. Mr. Mozier is a family man, having been married July 11. 1865. to ■\Iiss ^Marianne Borie, and they have two children, who are grown to manhood and womanhood. The son. M. L. Mozier, is Train A.MERICAX LOCOMOTU'E ENGINEERS. 93 B. SIHOFFER, Nkw Yo Purchasing Agent. J. W. I'LATTEN. Nfvv York. Assistant Purchasing A.gcnt. 94 ERIE RAILWAY EDITION. Dispatcher on the Chicago & Erie Railroad, and tlie daughter, Edna Louise, has just completed her musical education in the Royal Conservatory at Dresden, Ger- many. G. A. THOMPSON, JERSEY CITY, NEW JERSEY. Superintendent of Transportation of Erie Lines East of Salamanca. G. A. Thompson, who was born in Worcester, Massachusetts, August 28, 1852, received a fine com- mon school education, and graduated from the Wor- cester Polytechnic Institute, class of '71. He com- menced railroad work in the engineer corps on the Worcester & Nashua Railroad as rodman, remainin.4 there until 1872, when he was appointed Engineer for Contractors on the New Jersey Midland Railroad. In 1873 Mr. Thompson came to the Erie and for eight years was Engineer in the General Land Office, being advanced to Roadmaster of the Western Division in 1881. This place he held until 1887, when he was promoted to Superintendent of the Rochester Division, remaining there twelve years, having been transferred to Port Jervis as Superintendent of the Delaware Division March i, iSgg. from which position he was recently promoted to Superintendent of Transporta- tion of Erie Lines east of Salamanca, having offices at Jersey City. j\lr. Thnnipson is married and with his family reside in their pleasant home in Port Jervis. GEORGE A. COE. CLEVELAND, OHIO. Superintendent of Transportation of Erie Lines West of Salamanca. George A. Coe, the Erie's efficient Western Super- intendent of Transportation, was born in Coldwater. Michigan, his father being up to the time of his death, in 1870, one of the leading lawyers of the state. Mr. Coe was educated in the common and high schools of his native city, and in 1S72 turned his atten- tion to railroading, beginning with the Lake Shore & Michigan Southern in the capacity of telegraph op- erator at South Bend, Indiana. He worked two years there and then put in a year for the Michigan Central at Michigan City, Indiana. In 1874 he was appointed Assistant Train Dispatcher for the L. S. & M. S. at Elkhart, Indiana, but the office was soon afterward moved to Toledo, Ohio. In 1881 he was promoted to Chief Dispatcher and Train Master of the Franklin Division, but resigned in i8go to accept appointment as the Erie's special agent at Pittsburg, Pennsylvania. Later in the same year he was sent to Huntington, Indiana, as Train Master foi the Erie, and in 1891 he was promoted to Assistant Superintendent at Chicago. A few months afterward he was advanced to Superin- tendent of the Chicago Division, which he held until recently, when he was made Superintendent of Trans- portation of lines west of Salamanca, his headquarters being at Cleveland, Ohio. Mr. Coe was married Feb- ruary 4, 1871, to Miss Mary E. Roberts, of Michigan City, Indiana, and with their family reside in their charming home in Cleveland. CLINTON V. ^lERRICK, BRADFORD, PENN- SYLVANIA. Superintendent Bradford Division. Clinton V. Merrick was born in Canton, Bradford County, Pennsylvania, on June 17, 1848, and after com- pleting his studies in the public school of his neigh- borhood, graduated from the State Normal School at Mansfield, Pennsylvania. The son of a prosperous farmer of Bradford County, he devoted his attention to farming until 1871, when he abandoned that avoca- tion and went to work as a station helper on the Erie at Addison, New York. Here his natural ability and educational attainments became manifest and he was advanced from one minor position to another until he was made Train Master of the Susquehanna Divi- sion, which place he held until December, 1887, when he was promoted to Superintendent of the Bradford Dixision. The fact that he has held this position for the past twelve years speaks volumes for Mr. Merrick's ability in managing the afifairs of the company on that aivision, and he is universally respected by the many Erie employes who work under his immediate direc- tion. Mr. Merrick was married December tg. 1877, to Miss Delia Wdller, and they have one son. JOHN F. ?iIAGUIRE, JERSEY CITY, NEW JERSEY. Superintendent New York Division. John F. INIaguire was born May 10, 1862, at South- fields, Orange County. New Y'ork, and after attend- ing school until he had received a good common school education he began his railroad career in 187S as extra telegraph operator and station agent on the New York Division of the Erie. In 1880 he was pro- moted to operator in the Train Dispatcher's office of the same division, and in 1885 was advanced to Train Dispatcher. Two years later he was made chief Train Dispatcher, which position he held until No- vember, 1887, when he was promoted to Train Master of the New York & Greenwood Lake Road, and the Northern Railroad, both divisions of the Erie system. In June, 1888, he was appointed Superintendent of ANEERICAX LOCOMOTIVE ENGINEERS. 95 A. E. MITCHELL. New Vork. Superintendent of Motive Po-.ver W. LAVERY, New York. As-^sistant Supt. Motive Power. 96 ERIE RAILWAY EDITION. these roads, being transferred in September, 1890. to Superintendent of the Western Division of the Erie Railroad. From November, 1892, to March i, 1899, he was Superintendent of the Susquehanna Division, being appointed to his present position. Superintendent of the New York Division, on March i, 1899. Mr. Jilaguire's headquarters are at Jersey City, but he re- sides with his family in their pleasant home at 423 Broadway, Paterson, New Jersey. WILLIAM L. DERR, ELMIRA, NEW YORK. Superintendent Susquehanna Division. William L. Derr was born in Charlestown, !Mary- land, November 17, 1857. After graduating from the Polytechnic College at Philadelphia in 1876 he en- tered the service of the Philadelphia, Wilmington & Baltimore Railroad as Assistant Engineer, acting in that capacity until 1878, when he went to the Pitts- burg, Cincinnati & St. Louis to accept a similar po- sition. A place as Assistant Engineer on the New York & New England Railroad was offered him in 1882, and after three years of this work he was promoted to Roadmaster of the Woonsocket and the Valley Falls Divisions, being further promoted to As- sistant to the Superintendent of the Woonsocket Di- vision in 1884. In 1886 he came to the New York, Lake Erie & Western '(now the Erie) as Roadmaster of the Buffalo Division, and before the year was out he was transferred to the Delaware Division, where he remained as Roadmaster until 1888, when he was promoted to Assistant Superintendent of the Susque- hanna Division. A year later he was appointed Su- perintendent of Jefferson Division, and this promo- tion was followed the same year by him being trans- ferred to the position of Superintendent of the Dela- ware Division, one of the most important divisions on the road. He remained in charge of that division until March i, 1899, when he was sent to Elmira to take charge of the Susquehanna Division, his present work. Mr. Derr is married, and is highly popular with his many subordinates as well as with his superiors. C. A. BRUNN, BUFFALO, NEW YORK. Superintendent Buffalo Division. The first important railroad position held by C. A. Brunn was Superintendent of the Eastern Division of the old New Y'ork, Pennsylvania & Ohio Railroad. Some time after that road was leased to the Erie, then the New York, Lake Erie &' Western, Mr. Brunn was transferred to Buffalo as Superintendent of the Buffalo Southwestern, a division of the N. \'., L. E. & W. From this position he was advanced to Superin- tendent of the Buffalo Division, which was consider- ably enlarged after the road was reorganized as the Erie Railroad. Mr. Brunn is a highly capable official, having the entire confidence of his immediate superiors and is deservedly popular among the men who work under his direction. GEORGE W. DOWE, HORNELLSVILLE. N. Y. Superintendent Allegheny Division. It was on June 8. 1863, that George W. Dowe, left school and home at the age of 17 to volunteer in the 1st New Hampshire Artillery, and very soon there- after he was doing his share toward quelling the re- bellion in the sunny southland. In the course of time the war ended, and the sons of the North returned to their homes to take up the thread of life where it had been broken off by the summons of the nation. On being mustered out of the service Mr. Dowe, who was born in Concord, New Hampshire, on February 25, 1646. of Scotch and English ancestry, cast about him for an occupation that would be congenial and yet one that was in accord with his ambitious nature. While railroads were by no means new at that time, it was plain to the thinking man that they were crude affairs compared with what they would be some day in the future. With a fixed purpose to master the details of railroading, and advance as rapidly as his qualifica- tions would admit. Mr. Dowe began as brakeman on the Boston, Concord & Montreal Railroad in 1866. Shortly afterward he was promoted to conductor, and remained in that position until August, 1870, when he resigned and began his long service with the Erie. At first he was conductor on freight on the Delaware Division, but when his sterling qualities and efficient services became fully known to his superiors he was advanced to a passenger run. In this position he re- mained until 1882, when, a vacancy occurring. Con- ductor Dowe was made Assistant Superintendent of the Erie's Buffalo Creek Belt Line. Here he had an opportunity to use the store of knowledge he had ac- quired by long experience, and being in closer touch with the officials he was soon marked for further promotion. In 18S7, he was transferred to Port Jervis and made Freight Train Master of the Eastern Di- vision, which position he held until 1896, when he was promoted to Superintendent of the Jefferson Division. In June, 1899, he was transferred from Carbondale to Hornellsville and placed in charge of the more im- portant Allegheny Division, where he is at ])resent. Personally, as well as officially, Mr. Dowe is a fine man; a resolute, high character, tempered with the friendliest of natures, endears him to those under him in the railroad service, and makes his acquaintance de- AMERICAN LOCOMOTIVE ENGINEERS. 97 GEORGK DONAHUE, Cleveland, O. Assistant Superintendent Motive Power. T. H. CURTIS, Susquehanna, Pa. Mechanical Engineer. 98 ERIE RAILWAY EDITION. C. R. F7TCII, New Tork. General Manager. J. C. MOORHEAD, Cleveland, O. General Manager. AMERICAN LOCOMOTIVE ENGINEERS. 99 GEORGE VAN KEUREN, New Yolk. General Superintendent. A. M. MOZIER, Cleveland, O. General Superintendent— Western Division. 100 ERIE RAILWAY EDITION. sirable to others. He was married June 24, 1873, to Miss Roseanna E. Jones, of Merrimack, New Hamp- shire, daughter of Hon. David Jones. They have no children, but are prominent in the social life of Hor- nellsville. HENRY E. GILPIN, JERSEY CITY, N. J. Superintendent of New York, Susquehanna & West- ern, and Wilkesbarre & Eastern Railroads. Henry E. Gilpin was born in Chester County, Penn- sylvania, and after receiving an academic education in Philadelphia began his railway career as a rodman on the staff of the Chief Engineer of the Philadelphia & Reading Railroad in 1880. He was engaged on surveys and construction work on that road until 1887, during which time he was an Assistant Engineer on the Shamokin, Sunbury & Lewisburg Railroad while it was under construction, and was also en- gaged in numerous surveys throughout the anthracite coal region of Pennsylvania. He was appointed As- sistant Engineer on the Buffalo Division of the New York, Lake Erie & Western Railroad in 1887, and in the latter part of the year was appointed Road- master of the Western (now Allegheny) Division of the same road. On January i, 1892, he was promoted to Superintendent of the Tioga Division at Elmira, New York, and in November, 1892, he was advanced to Superintendent of the Allegheny Division and located at Hornellsville, New York. This place INIr. Gilpin held until June 15, 1899, when he was trans- ferred to Jersey City as Superintendent of the New York, Susquehanna & Western, and the Wilkesbarre & Eastern Railroads, both recently acquired by the Erie. Mr. Gilpin was married June 17, 1891, in New Y''ork City to Miss Mary Helen Church, daughter of Richard Church, Esquire, a prominent citizen of Bel- videre, Allegheny County, New York. and extra Dispatcher, and in 1876 he left to take a position as operator on the Wabash Railroad. From 1877 to 1879 he was an operator and extra Dispatcher on the Ohio & Mississippi, going from there to the Missouri Pacific, where he was operator in Dis- patcher's office at Sedalia, Missouri, and Denison, Texas. He next worked for the Western Union at Galveston, Texas, and then was timekeeper for the Texas & Pacific Railroad at Marshall, Texas. From 1881 to 1887 he was Secretary to the Superintendent of ihe O. & M., and also worked as extra Dispatcher. In 1887 Mr. Pindell came to the Erie as a clerk in the Superintendent's office of the Eastern Division. His promotions came gradually then; first stenographer to the Superintendent; operator in the Dispatcher's office; Dispatcher and then Chief Dispatcher. He was next promoted to Chief Clerk in the office of the Superintendent of Transportation, and on March I, 1897, he was appointed Superintendent of Greenwood, Lake, Northern Railroad, and New Jersey & New York Railroad, branches of the Erie system. Mr. Pindell was married January 28, 1891, to Miss Susie Gross, and they reside at 109 Prospect street, Passaic, New Jersey. THOMAS H. PINDELL, JERSEY CITY, N. J. Superintendent Greenwood Lake, Northern Railroad of New Jersey and New Jersey & New York Railroad. Thomas H. Pindell was born in Lexington, Ken- tucky, December 4, i860, and was the recipient of a high school education. He then read law in his father's office for six months, but abandoned the study of that profession to take up telegraphy. He began as a messenger in the offices of the Springfield & Illi- nois Southeastern in 1872, and a year later was ad- vanced to operator in the general offices at Spring- field, Illinois. In 1873 and 1874 he was an operator C. A. ALLEN, GALION, OHIO. Superintendent Cincinnati Division. The career of C. A. Allen bears its lesson in ambi- tion and perseverance to every railroad man who chances to read this short sketch. It shows that the only true road to success and high position is fenced by ability and a desire to do what is right. Mr. Allen was born on January 26, 1852, near Paris, Illinois, and being the son of a farmer he attended school and worked on the farm until 1872, when he began his rail- road career as a laborer on the Indianapolis & St. Louis Railroad. The young man was ambitious and performed his work so well that when he asked for advance to brakeman the position was given him. After a short time he was promoted to switchman and then conductor. From conductor he was advanced to Trainmaster, and in March, 1888, resigned to accept a similar position with the New York, Pennsylvania & Ohio at Gallon, Ohio, as Trainmaster of the Third and Fourth Divisions (now the Cincinnati Division), and in January, 1890, was promoted to Superintendent of the same division. Mr. Allen is a highly compe- tent official, and having come up from the ranks he knows how to treat those who are under him officially; thus he is one of the most popular Superintendents along the line. Mr. Allen was married May 4, 18S6, to j\liss Clara E.. ]\liller, and they reside in their ele- gant home in Gallon. AMERICAN LOCOMOTIVE ENGINEERS. XOl G. A. THOMPSON. Jersey City, N. J. General Superintendent Transportation. GEORGE A. COE, Cleveland, O. General Superintendent Transportation. 102 ERIE RAILWAY EDITION. V. MERRICK. Bradtord, Supt^rintendent. Pa. J. F. MAGI'IRE. Jersey City, N. J. Superintendent. AMERICAN LOCOMOTIVE ENGINEERS. 103 W. L. DERR. Elmira, N. Y. Superintendent. CilARLES A. nr.rXN, Buffalu. N. Y. Superintendent. 104 ERIE RAILWAY EDITION. HENRY E. GILPIN, Jersey City, N. J. Superintendent N. Y.. S. & W. R. R. GEORGE W. DOWE, Hornellsville, N. Y. Superintendent. AMERICAN LOCOMOTIVE ENGINEERS. 105 T. H. PINDELL, Jersey City, N. J. Superintendent. C. A. ALLEN, Gallon, O. Superintendent. 106 ERIE RAILWAY EDITION. H. N. DONALDSON, YOUNGSTOWN, OHIO. Superintendent Mahoning Division. The son of Norton and Lucina Donaldson, H. N. Donaldson was born in Parkman, Geauga County, Ohio, in 1849. Mr. Donaldson is a man of refine- ment and education, having had the advantage of at- tending the public and high schools of his native city, and afterwards one year in Oberlin College. His first railroad experience was with the Atlantic & Great Western as a telegraph operator from 1869 to 1872. In the latter year he was advanced to freight and ticket agent, and in 1882 was appointed Trainmaster, which position he held until i8go, when he was pro- moted to Superintendent of the Mahoning Division, having his headquarters at Youngstown. That Mr. Donaldson is a capable official is evidenced by the number of years he has been Superintendent of this division and by the fine condition of the service under his jurisdiction. He was united in marriage in 1871 to Miss Lucy M. Conant, of Windham, Portage County, and with their family move in the elite circles of Youngstown. IRA BELNAP, MEADVILLE PENNSYLVANIA. Superintendent Meadville Division and Franklin Branch. From water boy to Superintendent is a long stride, but there are intermediate steps, and on each of these Ira Belnap paused a short time, ultimately reaching the high position he now occupies. He began his suc- cessful railroad career in 1863 as a water boy on the Lake Shore & Michigan Southern Railroad between Cleveland and Erie. After a short time in this posi- tion he took up telegraphy and after becoming com- petent he was an operator on the Erie and Toledo Di- visions of the L. S. & M. S. R. R. and the Fort Wayne Division of the Pennsylvania Company and also on the Pittsburg, Cincinnati & St. Louis Railway, known as the Pan Handle. Becoming highly proficient in his calling he soon was called to Dennison, Ohio, where he was promoted to Train Dispatcher, and later on the Louisville & Nashville Railroad, where he was Dispatcher at Montgomery and later at Birmingham, Alabama, going from there to Lexington. Kentucky, as Dispatcher on the Cincinnati Southern Railroad. From there to Lorain, Ohio, as Dispatcher on the , Cleveland, Lorain & Wheeling; from there to Mat- toon, Illinois, as Dispatcher on the "Big Four;" from there to Asheville, North Carolina, as Train Master of the W. N. C. Division of the Richmond & Dan- ville Railroad. Mr. Belnap came to the Erie in 1888 when it was known as the New York, Pennsylvania & Ohio, and was Train Master at Kent, Ohio; he was then transferred to Hornellsville as Train Master on the Susquehanna Division. Here his ability to hold a more important position was noted and in i8gi he was promoted to Superintendent of the Second Di- vision with headquarters at Kent, Ohio; the Second Division then comprised the Franklin Branch and from Kent, Ohio, to Meadville, Pennsylvania. When the First and Second Divisions were consolidated in i8gs Mr. Belnap was made Superintendent of both divisions, now known as the Meadville Division, with office at Meadville, and in this last position he still remains. Mr. Belnap is a concise, energetic official, alive to the interests of the company at all times, yet a kind-hearted disposition and impartial treatment of the men under him makes him a favorite with all. CHARLES CURTIS REYNOLDS, CHICAGO, ILL. Superintendent Chicago & Erie Railroad. The subject of this sketch was born in Vernon, In- diana, May I, 1859, and after acquiring a common school education learned telegraphy and worked on the JefYersonville, Madison & Indianapolis Railroad from 1872 to 1874. From 1874 to 1878 his occupations were varied, but most of the time he was tobacco and cigar salesman, and working as an extra operator in the Western Union office at Indianapolis. On August 15, 1878, he entered the service of the Indianapolis & St. Louis Railroad, and worked for this company at Indianapolis and various other points. In the spring of 1880 his ability warranted promotion and he was accordingly appointed Train Dispatcher at Mattoon, Illinois, and in December, 1882, he was advanced to Chief Dispatcher. In November, 1888, he was made Assistant Train Master, and on the consolidation of the roads now known as the "Big Four," he was sent to Mount Carmel, Illinois, as Train Master of the Cairo Division, which position he resigned to accept a place as Train Master of the Buffalo Division of the Erie. On November 15, 1891, he was appointed As- sistant Superintendent of the Eastern Division of the Chicago & Erie, which was followed on April 18, 1892, by promotion to Superintendent of the Lima Division. This position he filled so acceptably that he was re- cently advanced to Superintendent of the entire Chi- cago & Erie Railroad, his headquarters being at Chicago. Mr. Reynolds was married April 12. 1882, to Miss Agnes A. Henderson of Indianapolis, and with their family reside in Chicago. Mr. Reynolds is recog- nized as a highly efficient official and he is deservedly popular with those who work under his direction. AMERICAN LOCOMOTIVE ENGINEERS. 107 I -^ II. X. DONALDSON. Yoiingstown, O. Superintendent, ... ■!W^-^ I y IKA BKLNAl'. iMiuuville. Pa. Superintendent. 108 ERIE RAILWAY EDITION. C. C. REYNOLDS, Chicago. III. Superintendent. F. B. LINCOLN. Arnot, Pa. Superintendent. AMERICAN LOCOJMOTIVE ENGINEERS. 109 FREDERICK BOWEN LINCOLN, ARNOT, PA. Superintendent Tioga Division. The Erie's chief representative at Arnot, Pennsyl- vania, is Frederick Bowen Lincoln, who is a descend- ant of old Puritan stock, his first ancestor in this coun- try, Tholnas Lincoln, having landed in Boston in 1632 and settled in Hingham, Massachusetts, some years later. There is a complete history of the family in existence from 1632 which records that for 200 years the descendants of Thomas Lincoln remained in and about Hingham. About 1832 Mr. Lincoln's grand- father moved to New York City, and the subject of this sketch was born in Brooklyn, New York. His early schooling was in England, receiving in addition high school training in Connecticut schools. On May 20, 1887, he was employed by the Erie Railroad and was sent out as chainman with an engineer's corps. He was successively rodman, leveler, transitman and inspector until June 15. 1S92, on the General Engin- eering Corps, and on the latter date was appointed Assistant Engineer of the Western Division. Decem- ber 15, 1892, he was transferred to the Susquehanna Division as Assistant Engineer, and on November i, 189s, was appointed Train Master of the Toby Branch in charge of transportation, maintenance of way and motive power departments, reporting to the Super- intendent of the Bradford Division. Alay I, 1897, he was made Agent at Salamanca, New York, in charge of the Salamanca Terminal, being promoted December 15. 1898, to his present position. Superintendent of Tioga Division and also Superintendent of the ?>ln>s- burg Coal Company. WILLIAM H. BARRETT, PORT JERVIS, N. Y. Superintendent Delaw-are Division. William H. Barrett, who was born in Plymouth, In- diana, November 10, 1863, got his start in railroading by taking up telegraphy in 1879, soon after he left school. His first experience was with the Indian- apolis, Peru & Chicago Railroad at Rochester, Indi- ana, as telegraph operator. During the next four years he held the positions of telegraph operator and station agent successively on the Baltimore & Ohio; Cleve- land, Columbus, Cincinnati & Indianapolis: Wabash; "Pan Handle," and New York & New England Rail- roads. In 1883 he was made Train Dispatcher on the Long Island Railroad, going from there to the West- ern North Carolina Division of the Richmond & Dan- ville Railroad, and from there to the Third Division of the New York, Pennsylvania & Ohio. In 1887 he was appointed Chief Train Dispatcher of the Western Di- vision of the New York. Pennsylvania & Ohio, and in 1899 was transferred to the same position on the Susquehanna Division of the Erie; he held this posi- tion until 1891 wdien he was advanced to Train Master of the Susquehanna Division, and in March, 1899, was promoted to Superintendent of the Rochester Division, which position he yet retained until recently, when he was transferred to Superintendent of the Delaware Division at Port Jervis. Mr. Barrett is unmarried, and is a prominent factor in the social and business world of Port Jervis. FRANK N. HIBBITS, CARBONDAl.I' . PA. Superintendent Jefferson Division. Frank N. Hibbits was born in Indianapolis, Indi- ana, on February 3, 1866. He secured a good com- mon school education and then took the course at the Rose Polytechnic School at Terre Haute, gradu- ating when he was 20 years of age. In 1886 he entered the employ of the C, C, C. & I. R. R. as a machinist in the shops at Indianapolis. After four years he re- signed to accept a position with the Erie as Engineer of Tests at Susquehanna. He held this place one year, being then promoted to Mechanical Engineer for a period of two years, and then to Master Me- chanic at Rochester, where he remained two years, then going to Port Jervis as Train Master of the New York Division. He held this last position about four years, and then was promoted to his present place, Superintendent of the JeiTerson Division, being located at Carbondale. JAJ^IES CORBETT, HUNTINGTON, INDIANA. Assistant Suiierintendent Chicago & Erie. James Corbett was born in Great Valley, Catta- r;-ugus County, New York, on February 25, 1854. He was educated in the common school of his native place, and was the oldest member of a family of four boys and two girls. On leaving school his first employment was that of a track laborer on the Atlantic & Great Western, sulisequently becoming a telegraph operator, from wdiich position he has risen to his present respon- sible place through ability and steadfast devotion to duty. From telegraph operator he was promoted to station and ticket agent, then the copier in the Train Dispatcher's office, and from that to Train Dispatcher. He W'as then advanced to Yard Dispatcher, having charge of a terminal yard, his duty being to direct the movement of trains. His next place was in charge of the distribution of freight and passenger equipment for the General Superintendent and Superintendent of Transportation. On September 11, 1889, he was ap- pointed Train Master of the Second Division and Franklin Branch of the New York, Pennsylvania & Ohio, with offices at Kent, Ohio, and served in that 110 ERIE RAILWAY EDITION. W. H. BARRETT, Port Jervis. N. Superintendent. JAMES CORBETT, Huntington, Ind. Assistant Superintendent C. & E. R. R. AMERICAN LOCOMOTIVE ENGINEERS. Ill capacity until April i, 1895, when he was transferred to Meadville, Pennsylvania, and placed in charge as Train Master of the First Division, between Oil City and Salamanca. On January 8, 1900, he was advanced to his present position, Assistant Superintendent of the Chicago & Erie, with offices at Huntington, In- diana. Mr. Corbett was united in marriage November 9, 1876, to Miss Emma E. Swaney at Meadville, Penn- sylvania. They have two children, Anna M., attending Allegheny College, at Meadville, and James C, 20 years of age, now attending University of Pennsyl- vania, at Philadelphia, Pennsylvania, learning dentistry. C S. GOLDSBOROUGH, ROCHESTER, N. Y. Superintendent Rochester Division. The present Superintendent of the Rochester Di- vision is C. S. Goldsborough, son of Nicholas Golds- borough, Civil Engineer, deceased. Mr. Goldsborough was born in Talbot County, Maryland, November 28, 1863. His early life was spent in the City of Baltimore, where he received a common school education. Leav- ing the Baltimore City College at the age of 16, he engaged in the grain commission business in that city, in which he remained until entering the service of the Erie in November, 1889. His first position on the railroad was a clerkship in the office of the General Roadmaster, from vifhich he was promoted shortly after to the position of Chief Clerk or Assistant to the General Superintendent, under Mr. C. R. Fitch, serving in that capacity until January 8, 1900, the date of his appointment to his present position. Mr. Golds- borough was married on December 8, 1896, to Mrs. Eleanor. Cook Armstrong, daughter of Henry Cook of Maryland. FRED LAWRENCE BLENDINGER, RUTHER- FORD, NEW JERSEY. Superintendent of Telegraph. The recent promotion of Fred Lawrence Blcndinger to Superintendent of Telegraph on the Erie Railroad places at the head of that department a young man of great ability, and one who has risen from the position of messenger boy through his own efforts. The son of Lorenzo Blendinger a merchant of Little Valley, New York, he was born in that place on May 6, 1867. He attended school until he was 11 years of age, leaving to accept a position as messenger boy, in which capacity he served two years, learning teleg- raphy in the meantime. In January, 1880, he was em- ployed as a telegraph operator on the Erie, and as such worked in various offices between Cleveland and New York until March, i8g8, twelve years of which time was in the general offices of the Erie at 21 Cortlandt street, New York City. In 1898 he was promoted to Chief Clerk to Second Vice President W. F. Merrill, and early in 1900 was appointed Chief Clerk to General Manager C. R. Fitch. On April 16, 1900, he was ad- vanced to his present position, that of Superintendent of Telegraph on the Erie and of the Seventh District of the Western Union Telegraph Company. On INIarch 31, 1892, Mr. Blendinger was married to Miss Nellie C. Dow, daughter of Isaiah C. Dow, a physi- cian of Elmira, New York. They have two children. Marguerite and Howard, who are the light of a happy home. Mr. Blendinger is a popular young man, and his promotion is regarded by all as a fitting testimonial of the company to his long and efficient service in other capacities. 112 ERIE RAILWAY EDITION. S. GOLDSBOROUGH. Rochester, X. Y. Superintendent. F. L. BLENDINGER. New York. Superintendent Telegraph. History of [brotherhood of Locomotive Ciu|iiiecrs. The inception of labor organizations in the United States dates back about half a century and was the direct result of the expanding enterprises of the coun- try. Prior to this time the number of workmen emj)loycd bv any concern was small, but following the advent of the railroad came a marked increase in every inilustry, while new industries were created, and laborers, both skilled and un- skilled, were employed in greater numbers. In a few years the workmen became dissatisfied at the condition of afifairs that obtained — employers were becoming rich from the labor of their emi)loyes, while employes were forced to work long hours for small pay. Individual efifort failed to remedy this state of affairs, and then followed, as a matter of course, the trade union, whereby the employer was forced to deal with all his employes as one man. The result of this concerted action has made a marked improvement in the conditions obtaining in all trades and crafts, and in almost everv instance the emjiloyer has the utmost respect for the unions with which his emi>lo\es are affiliated. The need of a labor organization was first felt among railroad men in 1852 when an attempt was made by the employes of the New York Central to secure an increase in their pay. At that time engineers received $60 a month, firemen $30, passenger conductors $60, freight conductors $40, and brakemen $25. A petition was presented to the Superintendent and President, respectfully asking an increase in the rates of pay, and the answer was immediate dismissal of the conmiittee who presented the petition. In 1854 and 1856 the engineers of the Erie felt the lack of organization while smarting under the injustice of Superintendent McCallum, and though their first strike, in 1S34, was successful, the second, in 1856, was a failure. For several years railroad men were stunned by these blows, and further efforts to better their condition were not openly attempted. But while not a ripple appeared on the surface, considerable agitation existed among the more intellectual class of those who earned a livelihood in the employ of the railroads. In April, thirty-seven years ago, a few engineers in the employ of the Michi- gan (entral Railroad decided to form an association to promote the welfare and interest of their calling and elevate their standing and character as men. These nu'u represented the best element of the engineers of the Michigan Central at that time, and fired with zeal for the betterment of their conditions as workmen, they met at the home of one of their number in Marshall, Michigan, where they deliberated and discussed re.garding the best course to pursue to obtain their object. The result of their meeting was the issuing of an invitation to engineers em])loye(l U|)nn other roads to meet in Detroit, Alichigan, on Mav 5, 1863. 11. '1 114 ERIE RAILWAY EDITION. Ten delegates responded to the invitation, and together witli several engineers living in Detroit, a constitution and by-laws were drawn up embodying what are now the fundamental principles of the Brotherhood of Locomotive Eng- ineers. With prophetic foresight these delegates laid the foundation for one of the greatest of labor organizations, formulating an obligation that has acted as a bond of union among engineers for the past thirty-seven years. Officers were elected, and Detroit Division No. i, Brotherhood of the Foot- board, was launched as the pioneer in the great work of reformation and eleva- tion of the locomotive engineers of this continent. The idea of some sort of a labor organization among railroad men had been gaining supporters for years, and now that a central body had been formed , a start made in the right direction, the work of organizing subdivisions progressed rapidly. The movement became more than local, and by August twelve divis- ions were formed. A call was issued for each division to send a delegate to meet at Detroit on August i8 of that year, and the result of their deliberations was the formation of the Grand National Division Brotherhood of the Foot- board, and William D. Robinson was elected Grand Chief Engineer. During the first year forty-four subdivisions were organized, and on August 17, 1864, each sent a representative to the first national convention at Indian- apolis, Indiana. Having been in existence a year, the delegates came to the convention with a better understanding of the needs of the order to make it more beneficial to the membership generally, and consequently many changes and additions were made to the constitution and by-laws. Among other things the title of the order was changed to the International Brotherhood of Loco- motive Engineers, making it international in character, so that all engineers, regardless of nationality, would be eligible. The convention held in Boston in November, 1866, decided that the interests of the order demanded a journal to be published entirely for the benefit of those who were engaged in the profession of engineers, and accordingly in January, 1867, a sixteen-page paper appeared bearing the official insignia of the B. of L. E. This magazine now has 112 pages and enjoys a circulation of 37,000 copies, including among its subscribers residents of Europe and India. It contains valuable information for railroad men generally and engineers in particular, besides giving a list of all subdivisions together with the names of officers and the places where they are located. At its very best railroading is a hazardous calling, and the engineer's position is always the most perilous. Unfortunate, unavoidable accidents were con- stantly occurring, and engineers in the full tide of manhood were often maimed or killed. The fraternal spirit engendered by the Brotherhood called for a sympathy of more practical benefit than resolutions of condolence and respect, and accordingly in December, 1867, the Insurance Order of the B. of L. E. was instituted. This association pays to the heirs of deceased members, or to a member who is unfortunate enough to lose a hand, arm, leg or eyesight, the full amount of the policy or policies held. Policies are written for $750, and a mem- ber may carry as high as six, making the maximum indemnity $4,500. The cost of carrying two policies of $750 each is from $23 to ^2e, per year. Since the AMERICAN LOCOMOTIVE ENGINEERS. 115 inception of the insurance order tlie aggregate sum of $8,56_'.44; has been paid to injured members and heirs of those deceased, besides disbursing from the treasury of the ortler from $35,000 to $40,000 to the widows, orphans and needy, at every convention. Many of the divisions have a weekly indemnity insurance, each having its own law, which vary in amount of dues and indemnitv, though the average in- demnity is about $12. The lirotherhood of Locomotive Engineers is today one of the most suc- cessful, and from every standpoint one of the best labor organizations in exist- ence. From the small beginning of a dozen members in 1863 it has now 557 subdivisions in the United States, Mexico and Canada, and its membership com- prises nine-tenths of the best locomotive engineers of the continent. Fully aware that danger besets the pathway of a body that meddles with politics and religion they have held aloof from all political organizations and ignored questions of creed and race. Firmly adhering to the mottoes : "So- briety, Truth, Justice and Morality"; "\'igilance, not Violence," and "Do Unto Others as Ye Would They Should Do Unto You, and so Fulfill the Law," they have looked only to the iiuprovement and protection of the locomotive engineer and his family. One of the most significant signs of the wortii of the Brotherhood is the respect shown that body by the railroads of the continent, and foremost among the number is the Erie. The feeling of the Erie toward the order was fully demonstrated in 1896 when the Brotherhood held a rally at Port Jervis, the Erie furnishing free of charge several special trains to carry the engineers to that city, while as many officers of the road as could leave their posts of duty mingled with the engineers and participated in the exercises of the day. The primary object of the Brotherhood was to better the condition of its members, not only financially, but intellectually and morally; and in a way it acts as a guarantee association. In order to become a member an engineer must run an engine a year and show conclusively that he is competent in every respect ; he must also be a man of good moral standing and temperate habits. When a member of the Brotherhood applies for a situation, railroad officials have come to rely on his membership in the B. of L. E. as a voucher for his standing and treat him accordingly, for they know that when a member does not conduct himself in obedience to the regulations of his order, he is promptly turned out and his ofifense published among the subdivisions of the Brotherhood. Speaking on this phase of the subject, Chief Engineer Arthur said in 1896: "I wish to show railroad managers all over the country that we practice just what we preach. We expelled from our organization in one year 372 men for intoxication ; and I hold that for any man who will step upon a locomotive to haul a train freighted with human lives while intoxicated, no punishment is too great." The position of the Brotherhood in regard to strikes and the reduction of wages is fully illustrated in Chief Engineer Arthur's address to the engineers at Port Jervis in 1896: "In 1873 the country was struck by a panic. .Ml classes of labor were re- 116 ERIE RAILWAY EDITION. (luced. In the meantime the trip system had been introduced; men were paid bv the trip. We were called upon here and there to bear our share of the burden. Whenever they could show us that it was necessary to retrench owing to the general depression of business, we willingly bore our share of the burden. Hav- ing occasion to call upon the General Manager of the Iron Mountain Railroad, he said in course of our conversation : "Supposing it became necessary to re- trench owing to the financial embarrassment of the company ; what advice would vou give vour engineers if we asked them to submit to a reduction of ten per cent?' I said: 'If the company is financially embarrassed and it becomes neces- sary to retrench, and you conmience with the Superintendent and so on down, I would say to the engineers, "Bear your share of the burden"; but if you com- mence with the poor laborer on the track and stop when you get to the blaster Mechanic, I would say to the engineer, do not submit.' "We have had strikes and we are not ashamed of them. Under the same circumstances and conditions we would repeat them. But I say this, and say it without fear of truthful contradiction — I speak for my own administration — if the managers of the different roads where we have been called upon to help adjust differences that have arisen, had met us in the same spirit with \vhich we were willing to meet them, no strikes would ever have occurred ; l)ut when men become so thev will not listen to reason, then the only hope of labor is to resort to coercive measures within the meaning of the law." This spirit of fairness has marked the dealing of the Brotherhood with the railroads of the continent, and the confidence of railroad managers has been heightened by the high character of Chief Engineer Arthur and other ofilicials of the Grand Division of the Order. The Brotherhood now has contracts with 107 railroad companies, which num- ber includes nearly all the great trunk lines of the country. These contracts embody rates of pay and rules and regulations governing overtime, treatment of the employes and for the prevention of unjust discharge or suspension. Through the instrumentality of this organized effort, the remuneration for services has been greatly increased, overtime allowances properly adjusted, and the character of those who comprise it elevated and educated, and peace and harmony main- tained between employer and employe. For many years the headciuarters of the Grand Division has been located at Cleveland, Ohio, and a recent convention decided to make that city the perma- nent home of the Grand Division. Plans are now vmder way for the erection of a handsome and costly building in which will be located the offices of the Grand Officers, with lodge rooms for the different subdivisions of that city to hold their meetings in. It is but natural that the wives and daughters of the engineers should be in- terested in the work of the husbands and fathers, and this interest was made more manifest some years back by the organization of the Ladies' Auxiliary to the Brotherhood of Locomotive Engineers. The main object of the order is social, but the charity and relief work has grown with the society until now it amounts to a considerable sum, while the visiting committees bring sunshine into many a sorrowing home. AMERICAN LOCOMOXn^E ENGIXEERS. 117 The Brotherhood of Locomotive Engineers has won a high place in the his- tory of the century. It has not only bettered the condition of the engineer and his family ; it has placed sober, reliable men on the engines of our great rail- roads, brought harmony where discord prevailed, and thus commerce and the world in general is the better for its existence. 118 ERIE RAILWAY EDITION. P. M. ARTHUR, Cleveland, Ohio. OFFICERS B. OF L. E. PETER II. ARTHUR, CLEVELAND, OHIO. In labor circles the world over the name of Peter M. Arthur is well known; while among railroad men, em- ployers and employes, he is accorded a respect that in many instances amounts almost to reverence. A man of exemplary habits, he possesses a character that is above reproach, and these, together with his broad intellectuality, unite to make him the grandest man who has yet labored to raise the standard of workmen in any particular calling. The son of Peter M. Arthur, Sr., he was born in Greenock, Scotland, August 3, 1831. The father emigrated to America in 1840, settling in New York City, but a year later died at sea while returning to Scotland. The subject of this sketch received a common school education, and then for two years worked as a clerk in a wholesale grocery at Schenectady, New York. C)n leaving this position he was a drayman for six months, beginning his rail- road career in 1853 as a fireman on the New York Central Railroad. He was promoted to engineer in 1855 and ran on freight between Albany and Utica until February 25. 1874, and on other runs until 1861. in which year he was advanced to passenger. He con- tinued in this branch of the service until 1874, when he was elected Grand Chief Engineer of the Inter- national Brotherhood of Locomotive Engineers, which office he has held since, his headquarters being at Cleveland, Ohio. On' November ir, 1852, Mr. Arthur was united in marriage to Miss Caroline Hilde- brand, of Schenectady, New York, and three children have been born to them. George M., aged 40, enlisted with the Cleveland Grays during the late war with Spain, and is now a paymaster with the rank of major in the United States service in the Philippine Islands; Jane Crawford, the only daughter, is the wife of F. Haserot, president of the Haserot Whole- sale Grocery Company of Cleveland; Charles B., aged 32. is married to a daughter of Mr. Sturtevant, of the Sturtevant Lumber Company of Cleveland. The liistory of Mr. .\rlh"r's life would make a book in itself, for during the past twenty-six years he has been at the head of the B. of L. E.. and the full history of that order during his term of ofifice is his history, as every step upward made by the B. of L. E. bears the imprint of Mr. Arthur's efforts. He is affiliated with Division 167 at Cleveland, and resides in a hand- some residence on Euclid avenue, being regarded as one of the most prominent and worthy citizens of that city. A. B. YOUNGSON, MEADVILLE, PA. Owing to his high official position in the B. of L. E. of America A. B. Youngson is perhaps the only Erie engineer who has achieved a national reputation. He was born in Pittsburg, Pennsylvania. March 20, 1849, and as he left public school at the age of 11 to go to work, the finishing touches to his education were re- ceived in night schools while working as a fireman and engineer. Entering the shops of the Atlantic & Great Western in 1862 he worked diligently for a year, being advanced to fireman in November, 1863. In this capacity he served for three years, receiving pro- motion to engineer in December, 1866. The next twenty-three years were spent running an engine in the freight and passenger departments of the Erie out of .Meadvillc, his active service ending in October, 1889, when he was elected Assistant Grand Chief of the B. of L. E. of America, a position he has held for the past nine years, and is the present incumbent. Ever since Mr. Youngson began his railroad career he has been identified with the labor movement and has always been prominent in everything that tended to the better- ment of those who must toil for a living. His per- sonal character is above reproach, and this, coupled with his devotion to the affairs of the Brotherhood, has won him the esteem and confidence of the en- gineers throughout the country. With the railway of- ficials he is on most cordial terms, for they recognize in Mr. Youngson a champion of the Brotherhood who is earnest, just and honest. It is unnecessary to men- tion Mr. Youngson's standing as an engineer, his record speaks of his efficiency. He was a member of the Mcadville City Council in 1886, and is prominent in Jilasonic circles, being a member of the Mystic Shrine of Cleveland, Ohio. He was Chief of Divi- sion No. 43, B. of L. E., for many years, and was also Chairman of General Committee of Adjustment ll'.t 120 ERJE RAILWAY EDITION. T. S. INGRAHAM, Cleveland, Ohio. A. B. YOUNGSON, Cleveland, Ohio. AMERICAN LOCOMOTIVE EXGIXEERS. 121 of the Erie system lor a number of terms. Mr. Yoimgson was married November i8, 1874, to Miss Clara E. Taylor, of Meadville, who died November 4, 1S94. Three children were born to them, Loreno. William C. and Elizabeth. Mr. Voinigson is but in the ascendant of his career of usefuhiess, and as a ciiampion of the Brotherhood his friends hope to see him achieve even greater honors. TITUS S. INGRAHAM. CLE\'ELAND. OHIO. Few men follow through life the trade which claims their first youthful efiforts. for as they grow older they realize that they were "cut out" for something else; and, while they may make a good living at the work they are doing, they cannot hope to achieve distinction uidess they take up that calling for which nature in- tended them. Titus S. Ingraham, who was born in Holyoke, Massachusetts, on March 10, 1835, is one of those who changed avocations, and changed for the better. The son of Titus Ingraham, a contracting car- penter of Holyoke, he attended school until he was I" years of age, when, having acquired a fine educa- tion, he accepted a place in a sash, door and blind factory at Springfield, Massachusetts, where for five years he ran planers, saws and other machinery, giv- ing the highest of satisfaction to his employers; but still he w-as not entirely satisfied with his position. In 1857 he resigned and came west, taking a situation as brakeman on the Wabash Railroad, where he ran between Lafayette and State Line, Indiana. Having taken a fancy to railroad life, he was transferred to fireman, in which capacity he served but one year, being promoted to engineer in the spring of 1859, thus giving evidence that he had chosen correctly when he decided to become a railroad man, for his promotion from fireman to engineer is one of the quickest on r^-cord, and demonstrates his remarkable ability. For the ensuing thirteen years Mr. Ingraham ran between different terminals on the Wabash, and by his con- servative and efficient management of trains, advanced to the front rank of engineers of the road, at the same time endearing himself to his fellow employes and making lasting friends in the Brotherhood. In 1872 the management of the Wabash gave evidence of their regard for him by promoting him to general foreman at Fort Wayne, which position he held until October, 1873. when he was elected to the office of First Grand Engineer of the B. of L. E., which he has held con- tinuously for the past twenty-six years, and by his efficient administration of the affairs of that office has won the highest esteem of engineers all over the coun- try. ISIr. Ingraham was married February 2, 1859, to Miss Catharine A. Smith, daughter of Harvey Smith, .■1 prominent farmer and agent for the Connecticut River Railroad at North Hampton, Massachusetts. Three children were born to them, the oldest of whom is Arthur H., aged 38, a furniture contractor; Ora G. is the wife of M. C. Collart of Cleveland, and Edith M. is married to A. H. Bailey, a wall paper manufacturer of Cleveland. Mrs. Ingraham is a member of the La- dies' Auxiliary to the B. of L. E., while Mr. Ingraham belongs to Division 31, B. of L. E., of Cleveland; Lodge 498, F. & A. M.; R. A. M., No. loi; Oriental Commandery No. 12, and a life member of Lake Erie Consistory. He is a genial and pleasant companion, retaining the friendship of all he meets, and is one of Cleveland's best citizens. J. S. COFFIN, FRANKLIN, PENNSYLVANIA. J. S. Coftin, the subject of this sketch, though never in the employ of the Erie, was for many years an en- gineer, and after his location in Meadville in the em- ploy of the Galena Oil Company, has been identified with the Erie inen and is highly regarded by all. Mr. Coffin was born in St. Clair County, Michigan, Feli- ruary 17, 1861, and at the age of 9 years he was com- pelled to leave school, on account of failure and illness of his father, to assist in caring for the family. He worked in the Northern Alichigan pineries until he was 18 years of age, going then to Western Michigan, where, in 1879, he was employed by the West Michi- gan Lumber Company. In 1880 he entered the shops of the West Michigan Railroad at Muskegon, and after working two years, was advanced to fireman in 1883. In 1885 he was promoted to engineer, and after running two years was dismissed by the company on account of a w-reck to his train. Two weeks later lie had a good run on the Wisconsin Central Railroad, which he held until 1890, when he was promoted to General Road Foreman of Engines. He remained in this capacity until June, 1892, when he was engaged as mechanical expert for the Galena Oil Company. In December, 1896, he was promoted to Assistant Superintendent of the Mechanical Expert Department, and in July, 1898, was made Manager of the depart- ment. Mr. Coftin is now in Europe on an extended business trip for the Galena company. GENERAL CHARLES MILLER, FRANKLIN, PENNSYLVANIA. A friend of humanity whose good deeds and phil- anthropy have won him a place in the heart of every one who knows anything of him, is General Charles Miller, of Franklin, Pennsylvania. To the cnghieers of the Erie Railroad he is an especial frieo'l. his acts 122 ERIE RAILWAY EDITION. of benevolence on their behalf being many. When Division No. 43, B. of L. E., was organized, the ni-m- bers honored their friend by calling it the Charles Miller Lodge. Born in .Alsace, France, in 1843, he removed to this country with his f-^thers family in x8ss, settling on a farm near Boston. Erie County, New York. At the age of 13 he began Uis active c^ireer as a clerk in a village store at a salary of $35.00 a year, and his board. Later he clerked in Buffalo for $175 a year and boarded himself. In 1861 he enlisted in the New York National Guard, and in 1863 he was mustered in the volunteer service of the United States, and served until near the close of the Civil War. On his return from active service in the army, he was married to Miss Ann Adelaide Sibley, eldest child of Dr. Jos- eph C. Sibley, of Springfield, New York. In 1864 he commenced business in the store in which he was first employed as a clerk, on a capital of $200.00, which he had saved from his earnings and an additional sum of $2,000.00, which he borrowed from his father-in- law. Dr. Sibley. In 1866 he disposed of his store and moved to Franklin, Pennsylvania, where he formed a partnership with Mr. John Coon, late of Bufifalo, New York, and they carried on a large dry-goods business until 1869, when they purchased a lubricating oil plant and the patent for the product of their works. The store was closed out at a heavy loss, and soon afterwards their oil works burned down. Thereupon new partners were taken in. and in 1878 the business was reorganized as the Galena Oil Works, Limited. In 1897 it was reorganized as the Galena Oil Com- pany. Besides being president of the Galena Oil Com- pany, General jNIiller is president of the Toledo, St. Louis & Kansas City Railway company, besides being officially connected with varied interests ex- tending to eight states of the Union. In 1889 Gen- era! Miller established a free night school, which is known as the Charles Miller Night School. This school was established for the benefit of men who desired an education and j'et could only devote their nights to study. An efficient and capable corps of teachers is employed and the school is open for nine months of the year, at an expense of several thou- sand dollars annually, which expense is borne by Gen- eral Miller solely. General Miller is a Baptist, and assisted largely in the organization of the First Bap- tis* Church of Franklin. He has been superintendent of the Sunday school of his church for twenty-five years. The school numbers 850 scholars, including the Charles Miller Bible Class of 300 men. General ?>Iiller makes an effort to be with his school and class every Sabbath of the year, and frequently arrives at home by special train Sunday morning rather than to disappoint his people. General Miller was for many years President of the Northwestern Association, Department of Pennsylvania, G. A. R., and is and has been for a number of years Commander of W. B. Mays Post, 220, of Franklin, Pennsylvania. He was commissioned Major and Ordnance Officer of the Sec- ond Brigade, N. G. P., by General Beaver, when the latter was Governor of Pennsylvania. He was sub- seq'iemly. Assistant Adjutant-General of the same Brigade, and when General John A. Wiley resigned the command, to enter the service of the United States during the war with Spain, General Miller was com- missioned Brigadier-General and assigned to the com- mand of the Second Brigade. He travels on an aver- age five days in a week, and 60,000 miles a year, his trips extending to all parts of the United States and to Canada and Mexico. He is fond of horses and is the senior partner in the celebrated stock farm of Mil- ler & Sibley, known as Prospect Hill Stock Farm. General Miller is universally loved and honored where- ever he goes and by all who know him. Deeds of charity and practical Christianity are dominant traits of his character, which are manifested in his everyday life; and therefore everyone is glad that his business ventures have yielded such handsome returns, for of his plenty lie gives unstintedly to the needy or un- fortunate, and many a young man is indebted for his start in life to the generosity and greatheartedness of General Charles Miller, of Franklin, Pennsj-lvania. AMERICAN LOCOMOTIVH ENGINEERS. 123 J. S. COFFIN, Franklin, Pennsylvania. GEN. CHARLES MILLER, Franklin, Pennsylvania. 124 ERIE RAILWAY EDITION. •6UB DIVISIONS" OF BROTHERHOOD Of LOCOMOTIVE ENGINEERS Located on the Erie and Chicago & Erie R. R. Bradford Division, No. 2S0.— Bradford, Pa. Buffalo Division, No. 15.— Buffalo, N. Y. Geo. W. West Division, No. 468.— Carbondale, Pa. Chicag-o Lake Division, No. 302.— Chicag-o, 111. Cleveland Devereux Division, No. 167.— Cleveland, O. Galion Division, No. 16.— Gallon, O. Hornellsville Division No. 47.— Hornellsville, N. Y. Huntington Division, No. 221.— Huntington, Ind. Jersey City Hudson Division, No. 135.— Jersey City, N. J. Meadville, Chas. Miller Lodge, No. 43.— MeadviUe, Pa. Port Jervis Division, No. 54.— Port Jervis, N. Y. Susquehanna Division, No. 137.— Susquehanna, Pa. Friendship Division, No. 32').— Youngstown, O. J -5 2'< St- ■"a etc B 3° r = 1 ' M rn zr^ 2Z — j5 > rV •i: ^■" = ~ s!? TC »- 2 2S -'_^ ^r = T. r~ ';! C !> 5 ■<: e_, p -^ = 2-'" aW S.C1 > ?g p ^w p a c> sS o ll O f-3 p ■ E ^S %^ n 2:> s^ so 3 «i^ £:? ^2 ^ Sh 25" -- to n r &r-. E.O tH o ^ 1^'-= •Ji 5'- ^ ■< > ^ 2 a n nO n B-a CO o -n P m m m CO H m dd O > D O Tl > o G CO H m Z H Rosters of Brotherhood of Locomotive Engineers. i Acker, F. D. Alger, C. H, Barnes, C. W. Bothrick, H. E. Boom, S. W. Crosby, W. T. Clough, G, P. Donovan, J. Davis, C. N. Fox, A. W. Hickson, F. W. BRADFORD DIVISION 280. Bradford, Pa. Hemphill, E. M. Hoadley, H, C. Irwin, S. Johnson, J. G. Knight, L, C. l-ovelace, G. E. Nelson, M. W. Parker, G. S. Palmer, C. F. Roberts, J. H. Roberts, G. R. Sanborn, C. H. Smith, B. A. Spyke, H. Swanson, C. J. Smith, S. N. Totten, S. G. Williams, H. W. Deceased members- Ruckle, W. R. i G. W. WEST DIVISION 468. Carbondale, Pa. Barry, J. M. Craft. R. A. Craft, D. Gritman, S. S. Gould, J. Hyatt, Wallace Hudson, Oscar Ihlefeldt, A. Aladisian, D. Myers, M. Morgan, D. Norris, J. A. Re.q;an, E. Smith, C. W. Schemerhorn, J. D. Tierney, J. J. Wolcott, Wm. LAKE DIVISION 302. Chicago, 111. Annon, D. B. Bodley, George Berge, Lewis Corbett, James Caughey, George Curran, Wm. Folland, R. Helm, William McFarland, Alex. McNeil, Robert Murphy, Thomas Phillips, James Webb, B. H. DEVEREUX DIVISION 167. Cleveland, Ohio. Dykes, Wm.* Dean, F. M.* Dill, C. H.* Davis, G.* Davis, E. D.* Dunn, W. C* Desilvey, J. B. Diehl, P. A.* Foster, F. G.* Fleet, Wm.* Forester, W. C: Forbes, M. L.* 126 AMERICAN LOCOMOTIVE ENGINEERS. 127 DEVEREUX DI\-ISIOX 167— Continued. Farrell, F.* Futch, W. E.* Farrell, J.* Frctter, F. Gerlach, C* Gass. W. H.* Arthur, P. M. Anderson, J.* Barbian, J. Bissell, A. B.* Burrows, E. C* Baldwin. A. C* Bosworth, C* Rails, Wm. Blakeley, Wm. Corlett, S. G.* Callahan. T.* Class. E. H.* Cuyler, T. B. Cratty, W. A. Coughlin, J.* Gleich, F. Green, F.* Gore, F.* Heckling, H.* Jolley, Wm. Kerr, J. M.* Karnes, E. E.* Klaszye, Geo. Larkin. H.* Larkin, A.* Linehani, Con* Linehani, Wm.* Luce, W. E.* Loveland, L.* Lane, J. B.* Lindsay, C. AL* McMahon, J.* McNeill. J. J.* Mooney, W. C* Martin. Geo. Peaters, F. B.* Pearson, R.* Proudfoot, G. Proudfoot, R. Prosser, Wni. Quayle. N. E.* Quinlan, R.* Ripley, H.* Redmond, J.* Rogers, 0.* Rogers, J.* Rathbun, A. H.* Rock, Wm. Robinson, W. Reynolds, J. Shane, R. M.* Symonds, Chas.* Sadlier, J. C* Simpson, J. H.* Stoskopf, E.* Sill, Wm. Spiedlc. Joe Sherman, A. G. Terhune, J. M.* Ulery, C. A.* Whelan, B. C* Wilson, H. J.* Will, C* Wilson, J. T.* Wright, S. W. *Erie Engineer. DIVISION 16. Gallon, Ohio. Armstrong. W. C. Aungst, F. F. Allen, Chas. Ball, Geo. W. Ball, A. W. Ball, James Barnum, R. A. Brewster, W. R. Bryan, A. G. Bryan, E. A. Brooks, Joe Blocker, E. S. Cunningham. H. C. Cook. W. I. Casey, George Cooper, W. D. Church. C. C. Cooper. J. J. Cohan, James Carr. J. C. Crumb, G. B. Cook, F. A. Clifford, C. J. Cronewert, J. H. Doty, J. H. Daze, Wm. Douglas, Jas. Drae, D. T. Daze, J. J. Dice, John Dando, J. Douglas, Sam. Davidson, Alex Didaj', John Eason. Chas. Eusey, J. A. Fluent. Frank Fralick, E. H. Felsinger, George Freey, James Green, F. C. Grotz, Chas. Gurley, E. A. Green, M. V. Griffith, E. W. Glynn, James Gledhill, Thomas Gerhart, Aug. Green, T. B. Henkel, Chas. Hotzworth. Chas. Hoffman. Isaac Hall. C. F. Haynes, John Hussey, T- T- Haley, John Haley, T. Humberger, E. L. Houghton, J. M. Iredell, Chas. Jones, Sam. Jones, Ed. Jourdan, L. J. 128 ERIE RAILWAY EDITION. DIVISION i6— Continued. Kavanaugh, Ed. Kidder, Frank Keller, Fred Kelso, E. S. Lathrop, Wm. Linnell, S. S. Murphy, J. M. Murray, H. E. Meuser, P. Morrison, D. Meuser, John McClelland, W. F. McClelland, Andy McNeff, P. McDargh, Wm. Miller, B. W. Murphy, J. B. Mackey, Henry Morrison, L. W. Maynard, R. Niles, T. T. O'Connell, Dan. Parkinson, Ed. Pinkney, J. T. Pinkney, Chas. Robinson, W. H. Russell, J. Riester, W. Roberts. E. A. Roberts, E. R. Richards, W. G. Richards, L. M. Raw, D. F. Ricksicker. U. A. Shaw. H. S. Showalter, A. C. Shade, W. R. Smith, F. E. Shanck, C. F. Skelton, Thomas Tracht, F. E. Tracey, L. M. Thompson, M. P. Thompson, F. H. Thompson, Frank Thomas, W. P. VanKenel, John Walters, C. D. Wilson, Thomas Williams, S. G. Walker, W. A. Wemple. J. Winegar. J. C. Wigman, H. Walker, J. F. Wellings, F. J. Deceased Members. Armstrong. J. W. Auckerman, Peter Baldinger, C. Botham, Mat. Bull, J. C Day, F. A. Dice, J. E. Dusenburg, George Ferrier, Dave Logan, A. W. Flagle, Ike Helfrick, J. P. Hunnington. Z. Golladay, John Graham. A. C. Gregg, N. W. Kingsbury, L. F. Lee, John Myers, Samuel Poor, R. D. Quayle. J. P. Sperry. Mell. Regan. D. F. Reynolds, John Ross, George Washner, Ed. Wemple, W. E. Williamson, Chas. DIVISION 47- Hornellsvillc. N. V. Allen, C. N. Allen, H. Almy, W. Aular, Geo. W. Bagley, D. Bolton, E. Bennett, N. A. Bernard, J. Brown, E. W. Badgley, G. A. Broderick, P. J. Butler, J. Barnes, J. C. (H) Brace, J. R. Brink, E. A. Blake, F. E. Burk, W. Cooper, G. B. Currier, J. Clarke, T. C. Chapman, J. K. Conlon, J. T. Craig, W. H. Clark, W. Cook, C. G. Doty, A. C. Dewey. M. Dore, A. S. Delevergne, C. (H) De Groah, C. F. Dore, C. A. (H) DeLaney. W. Elliott. A. E. Edwards. H. Frank, A. Fisher. A. Fletcher, G. Gould, P. K. Gridley, H. N. AMERICAN LOCOMOTIVE ENGINEERS. DIVISION 47— Contimicd. 129 Gartside, F. Granger, A. S. Gahagan, J. J. Gartside, T. (H) Granger, J. H. Gillett, J. D. Goss, A. D. Hoag, O. P. Hamilton, F. F. Haynes, J. riickey, T. F. Higgins, L. S. Hughes, R. Hebe, F. Hoffman, S. W. Hogan, J. C. Haire, J. Howard, L. T. Hobert, C. G. (H) Helmer, A. P. Helmer, H. L. Hurd, W. H. Huff, Geo. Hendee, M. S. Haynes, H. S. Hogan, T. J. Hickey. P. Hood, W. Hunt, C. (H) Harris, S. Holmes, C. A. Jones, T. D. Jones, Ira Jones, H. C. Judd, A. N. Knight, J. Kilcy, M. J. Kiley, W. N. Kane, T. F. Lynch, T. Lynch, M. A. Langworthy, O. E. Lewis, G. A. Lamphere, J. R. Mason, S. E. Mclntire. P. (H) Martin, \V. R. Mills, J. C. Mattison, W. G. Miller, S. F. McCarty, M. McElwell, W. T. AIcGill, W. H. Mersereau, M. Norman, H. New, C. E. Niles, D. S. Ncenan, T. Oaks, J. A. Plummcr, H. W. Purcell, T. Pratt, C. H. Preston, H. G. Potter, D. F. Pease, C. C. Pomcroy, F. F. Palmer, W. J. Perkins, W. Putney, J. M. Potter, C. K. Rogers, W. L. Rogers, C. \V. Regan, J. Richardson, J. Reed, E. L. Randolph, V. C. Redfield, G. C. Stephens, E. Storms, W. H. Sampson, P. O. Smith, W. F. Smith, W. A. Smith, M. P. Sweet, H. H. Slout, B. R. Scott. W. S. Salmon, C. F. Tice, L. E. Teets, U. Truesdale, F. Van Dcmark, A. C. V^an Wormcr, T. Vesey, S. Wallace, W. Woolever, B. Welch, T. D. Officers. M. Dewey, C. E. D. Bagley, F. E. V. Teets, S. E. \V. R. Martin, F. A. E. J. Knight, S. A. E. T. J. Hogan, T. A. E. F. F. Hamilton, (luide. Willis Almy, Sec. Ins. William Hood, Journal Agt. HUNTINGTON DIVISION 221. Huntington, Ind. Ackley, A. C. Baker. Wni. B. Beaver, A. Bartlett, Lawrence Barnes. L. L. Bush, Geo. Brown, Geo. Briney, James Biddle, Geo. Blocker, E. S. Burns, A. Butler, C. Bennett, Homer Baumgardner, Fred Burnison, A. Bccching, Henry Boone, A. Collins, A. E. Crow, A. D. Connon, S. F. Cook, T. H. Clark, R. E. Cavanaugh, Jno. Carhart, Thos. 130 ERIE RAILWAY EDITION. HUNTINGTON DIVISION 221— Continued. Cull, Jno. Cox, Wm. Cline, C. J. Demuth, L. Davis, Guy Darr, Jno. Davison, W. E. Doty, J. H. Dickinson, R. J. Dorsey, J. J. Esson, J. R. Eckenroad, J. Emmerson, A. Fetters, Wm. Fitch, H. H. Fields, W. T. Foley, Jno. Grass, Joseph Guest, L. C. Gregory, H. Gray, H. Guy, Wm. Hammond, C. Hale, J. M. Hoover, J. Holmes, J. C. Harrington, Chas. Horn, Geo. James, A. D. Kehler, Geo. Kelley, W. S. Ketchem, L. W. Lee, F. McGrew, Wm. McLaughlin, G. D. McClure, Wm. Mcllvain, Thomas Murphy, R. Myers, B. Moorhouse, D. Marston, Geo. Menish, Geo. Miller, B. J. Mast, M. Newbright, H. O'Connors, B, O'Brien, L Phillips, C. Penfield, A. P. Pemlett, H. Plumb, Ed. Ream. Henry Riley, F. Sivers, W. E. Swart, A. M. Shaw, R. M. Slusser, J. F. Sweetland. L. Shurtliff, W. Shindler, Jno. Smitli, James Slusser, Wm. Skidmore. H. Shafer, J. Truman, L. F. Turner, A. Thornton. Ed. Turner, Amos Wheeler, Chas. Walknitz, Wm. Wilber, M. W. Welch, W. J. Wonderly, Jno. Wyman, C. E. Wright, C. H. Wilson, Chas. Deceased Members. Edwards, Henry Faber, Louis Fredericks, D. M. Hale, S. T. Lyon, C. W. Marston, Wm. Moore, J. J. Petterson, Geo. Rosenbaum, F. A. Shattuck, D. J. Vandevandcr, M. M. Wilson, J. R. HUDSON DIVISION 1.35. Jersey City, N. J. Auryansen, A. Ackerman, Jas. Anthony, B. Bond, S. Banta, C. Brown, W. H. Barnes, Geo. Bunnell, W. H. Black, E. D. Blanch, W. R. Carlough, H. L. Cox, E. H. Conklin, Ed. Conklin, L. Campbell, S. Cole, I. Clark, S. S. Clark, C. L. Compton, R. Cutler, O. W. Corven, Geo. Doremus, I. Duffy, Thos. Demorest, Jno. Davis, O. A. Dexherman, H. Eldredge, F. Earle, Jno. Evans, S. Erichs, H. French, W. Fruland, H. M. Foster, Jno. Fraiser, Chas. Goode, L. Gordon, Geo. AMERICAN LOCOMOTIVE ENGINEERS. 131 HUDSON DIVISION 135— Continued. George, C. W. Guthercold, Geo. Garrison, Ira Hunt. L. Helmke, A. H. Higion, Robt. Howard, C. Hicks, Ed. Hopper, Jno. Hasbrouck, I. Johnson, J. W. Johnson, Albert Johnson, W. A. Johnson, J. J. Kent, J. W. King. T, A. Kelly, J. J. Keisler, A. Kenncy, Geo. Lewis, W. L. Morris, Geo. Merritt, Geo. Meade, Ira Mandeville, F. Muirhill, Jas. McGilry, C. H. McKcnnon, Geo. McFail, Jas. Nicholson, Geo. Onderdonk, Geo. Quackenbush, Jas. Regan, W. S. Ronk, J. B. Rounds, M. M. Richards, W. Rogers, C. Stansbury, I. Shriner, C. Shriner, D. Sullivan, Jno. I Smalley, F. VV. Tuma, F. Van Noy, A. Van Orden, J. Voorhis, G. A. Voorhis, C. Waterbury, L. Wood, James Wood, W. I. Wilde, Jas. Officers. Geo. H. Conklin, F. A. E. \V. Dooley, S. A. E. Jno. Passells, F. E. B. L. Scribner, Guide. Ed. Kent, C. E. Geo. Nichalson, T. E. S. Saunders, S. E. Deceased Members. Baldwin, S. Bogart. Jno. Bates, M. L. Cookson, Jas. Carrell, W. Davis, R. Y. Kemper, D. S. Ronk, S. W. Singler, T. Sarvcnt, J. N. Sarvent, A. T. Shaffer, M. Titus, Jno. CHAS. MILLER LODGE 43. Meadville, Pa. Adsit, W. H. Atwood, D. B. Boyles, E. C. Barry, J. Boyles, J. C. Byers, W. R. Brunnett, J. F. Brink, P. H. Baker, J. R. Baker, J. M. Barry, W. Britton, S. Benson, G. Brown, C. W. Brown, C. K. Brown, H. D. Brown, F. Brown, P. F. Bruner, J. F. Beatty, J. W. Burgess, E. Collins, J. Collins, M. D. Carskadden, A. Clancy, J. Catlin, A. L. Curtiss, W. C. Cook, S. A. Christie, E. M. Cummings, H. Cochrane, S. Cobb, L. J. Caldwell, J. F. Devore, E. B. Donlin, M. H. Dunbar, C. Dunbar, W. B. Devirs, J. H. Emerick, W. F. Eckart, P. J. Finch, Geo. Fairnian, G. H. 132 ERIE RAILWAY EDITION. CHAS. .MILLER LODGE 43— Contiimed Gronnel, J. F. Green, W. H. Gaskill. I. S. Graham. W. H. Gaskill, D. B. Howe, Millard Hudson. J. Heckman, A. Hulme, S. Hagen, O. Howe, Warner Hotson, T. Haney. W. J. Jones, E. Johnson, N. Kohler, A. H. Kebort, G. Knoblovv, P. Kendall, E. Lafaver, F. F. Lamb, A. A. Luce, B. McNamara, D. McDowell, J. McKee, J. McCloskey, C. A. Morrison, P. E. Maybee, H. P. Mitchell, C. H. Mitchell, S. Murray, W. S. Maybee, N. H. Miller, B. F. Neal, F. H. Nutting, S. D. Newberry, W. C. Nichols, F. H. Neal, C. J. Nichols, W. E. O'Brien, P. Pendergast, J. P. Powell, M. Potter, A. B. Prenatt, H. J. Quick, A. J. Quick, Jas. Ross, L. D. Roser, J. Roberts, W. Stearne, G. Stearns. L. See, W. H. Stenger, J. J. Smock, T. Schell, C. J. Slater, A. C. Schissler. J. Stenger, A. T. See, A. F. Snearline, G. Shunk, W. D. Sherwood, W. F. Slater, A. M. Sweetman. C. H. Spofford. C. M. Shurtliff, F. Sweetman, W. B. Storey, S. H. Trace, F. Trace, E. E. Van Norden, C. Wheeler. J. F. Williamson. L. Wilh'ams. J. A. Willets, D. N. Whipple, S. J. Wassum, E. C. Wyman, M. F. Winegar, G. Winegar, C. Wilkes, L. Whipple, W. Wilson, J. M. Youts, H. Youngson. A. B Zeigler, Wm. Deceased Members. Allen, H. Armstrong. G. W. Arnold, R. M. Cummings. W. Coons, H. H. Davis, S. Davis, D. F. Everett, G. W. Eiseman, Chas. Fessenden, C. P. Fessenden, B. W. Freeman. H. M. Googe, W. Hanratty, J. Luke. O. H. Maxwell, W. H. Mitchell, Joe. Mushrush, G. W. Nichole, Wallace Osgood, L. M. Roschi, F. Swan, E. P. Terry, C. F. DIVISION ■•54-" Port Jervis, N. Y. Allwood, Napoleon Angle, Chas. D. Ackley, H. F. Bell, Asa Bradley, James Branch, Wm. J. Briginhaw, Geo. A. Blauvelt, Isaac Baldwin. J. M. Blizzard, C. W. Beatty, M. J. Beatty, G. H. Brown, G. W. Brew, B. Brierly, John Burke, William Billman, Alfred Bloker, L. F. AMERICAN LOCOMOTIVE ENGINEERS. 133 Dn'ISION ••54"— Continued. Canfield, W'm. H. Carl, Abrani M. Canfield, James Canfield, John Clark, Albert Cliflford, J. D. Carpenter, J. J. Clark, S. C. Conn, Wni, Curran, Wni. Cuneen, Wm. Clawson, Walter S. Corwin, Frank D. Curtis, Matthew Chambers, Henry C. Clark, Christopher F. Caskey, Clark Crissman, Harry W. Crissman, John B. Cuneen, James Coleman, L. E. Carpenter, Peter Duryea, John R. Davis, Alfred Delaney, Frank P. Dillon, Andrew Dooley, James Downs, John Dooley, John Downs, J. Drake, Wm. H. Duley, John Dean, T. P. Drake, J. M. De Wolf, A. Dunning, Samuel H. Darby, Thomas Duflfy, M. Dwyer, John French, Wm. H. Ferguson, John R. Fosdick, Jolm D. Fox, Nicholas Fitzgibbons, W. J. Frazee, Charles D. Fritz, Michael F. Florence, Wm. Farrell, M. George, G. O. Gross, J. W. Goodrich, Henry P. Gould, Myron Green, Fred. Gardner, Benjamin Halpin, Fred. Heath, Frank B. Hector, Willis Hector, W. H. Hulshizer, Chas. S. Hefner, Benjamin Hammond, H. Holland, Thos. Haggerty, J. M. Howley, M. J. Headly, S. M. Hagen, James Hanners, C. Harding, E. Hedglon, E. H. Hughes, William Jagger, Alfred B. Johnson, Chas. S. Johnson, George H. Jenkins, Calvin Judkins, B. F. Kain, Edward W. Kain, James M. Karg, John Kelly. Hubert A. Kelly, Michael C. Knaub, John Kennedy, Wm. King, Robert Krauss, C. Kttcham, T. Kronk, A. C. Lawrence, William N. Lord, Zillard Linley, Levi Luckey, Sidney P. Luckey, E. M. Lyons, James H. Linley, J. H. Lockwood, L. M. Lyons, Henry Lamb, Harvey McAllister, Howard McCarrick, John G. McKim, Wm. J. Mackin, James Mackrell, Henry IMenner, Wm. H. Muhlenbrink, J. Mulford, E. Murray, Geo. W. Mygatt, Chas. IMedrick, J. K. Morgan, G. W. Jtlurnen, INI. D. McHale, A. McNaught, C. H. Nearpass, Walter E. Norton, F. K. Nallin, P. J. O'Hara, Artlnir J. Outwin, Ed. O'Malley, M. O'Brien, James Padicn, Bernard F. Palmer, Hanford N. Patterson, Samuel Peters, Edwin F. Page, Edwin Quick, B. F. Reagan, Daniel J. Reed, Edward T. Reeder, Wm. H. Reilly, Martin Romaine, Jefiferson D. Rogers, W. L. Ryan, Cornelius Requa, Glode Ross, David Romaine, Charles Sampson, Charles S. Skinner, Robert Snyder, Charles A. Salley, Edward Salley, James Salley, Peter Scalley, Michael Schooner, Charles S. Schwartz, Otto R. Shay, Benjamin Shay, W. A. Sheare, Charles C. Slocum, George P. Smith, George Smith, Grant Smith. J. L. Snyder, Charles W. Stidd, Wallace W. 134 ERIE RAILWAY EDITION. Smith, A. W. Smith, W. H. Sullivan, J. Sweeney, Frank Steele, John Springsteen. James Smith, D. L. Smith, F. L. Skinner, E. M. Taft, Nathaniel Taylor, Edwin H. Taylor, Robert J. Taylor, Sextus E. DIVISION -54"— Continued. Terwilliger, H. B, Turner, M. Uhlman, Wm. Vandervoort, John W. Van Gilder, Horace J. Van Inwegen, Edwin Van Inwegen, B. H. Watts, Harrison V. Welsh, John Wilkin, John D. Wilkin, Joseph A. Winfield, W. H. Officers. Wright. Lansing B. Walker, John Walsh, John P. Warner, Dudley J. Wellman, Nathan M, Whited, Renssalaer Wilson, David Woods. John H. Walsh, B. Weigand, A. Westfall, S. M. Weingartner, A. E. Charles A. Snyder, Chief Engineer. Hubert A. Kelly, First Engineer. Charles D. Frazee, Second Engineer. Ed. Salley, First Assistant Engineer. Arthur D. O'Hara, Second Assistant Engineer. John Sullivan, Third Assistant Engineer. Ed. Salley, Secretary. Myron Gould, Chaplain. Christopher Clark, Guide. Chas. D. Frazee, Clark Caskej', G. H. Johnson, Trus- tees. STARRUCCA DIVISION 137. Susquehanna, Pa. Andrews, S. Buckley, J. Buckley, J. J. Bravo, J. Boyden, W. Boyden, S. E. Boughten, F. Bliss, C. Ball, G. Cheats, F. Conroy, J. Champion. T. Dunlea. J. Delancy, A. Dunn, G. Franks, C. Furey, D. Feign, M. Fritz, M. F. Giffin, J. B. Gaffney, Jno. Ginnivan, C. Hull, W. J. Holloran, P. Hofifman, F. Raskins, E. Hogan, M. Howell, H. N. Holloran, A. Horton, G. Harrigan, P. Jordan, A. Kane, M. Kane, lohn King, J. Kinsley, H. King, M. Keating, S. Keyes, J. Lown, G. Leslie, J. Lester, S. Lanning, P. J. Laughlin, J. INI. Mills, J. Mygatt, H. P. Moore, J. Moore, B. C. Moore, B. H. McCarthy, Dan. McCauley, J. R. McCannon. W. McDonald. D. Outwater, W. D. Oakley, G. O'Dell, W. A. O'Neil, J. Pettis, W. Ploutz, R. Proctor, S. Pierce, S. Pierce, F. Parsons, F. M. Pettis, H. C, Robins, F. Squires, S. Smith, G. Scales, R. Tiffany, W. Vernald, E. Wood, H. S. Wellman, N. W. Webb, L. A. AMERICAN LOCOMOTIVE ENGINEERS. 135 STARRUCCA DIVISION 137— Continued. Deceased Members. Brown, George N. Sravo, C. L. Jiirisch, C. .-V. Keena, John Kittle, W. H. Kinsley, Henry FRIENDSHIP DIVISION 329- Youngstown, Ohio. Moore, J. K. Morgan, Charles Squires, Frank Alexander. E. Brannen, J. J. Bowker, C. \V. Bissell, H. H. Cregan, J. Crcgan, D. Daley. J. Donovon, J. B. Dill T. Davis, J. M. Farrell, J. E. Frack, C. Forney, W. H. Gerlach, J. Hubler, A. E. Heinselman, D. Jones, C. P. Kennedy, R. Lodwick. W. Mulvey, J. Reese, D. Stanfield, C. Shay, M. H. Vail, H. M. Welsh, T. Whalen, J. Sketches and Portraits of Erie Engineers FRANK D, ACKER, Bradford, Pennsylvania. In 1888 Mr. C. V. Merrick was made superintendent at Bradford and the Bradford Branch, then a part of the Western Division, was made the Bradford Divi- sion, and the men were given their choice of coming on the new division or staying on the Western Divi- sion. So many chose the latter that there were not enough left to equip the new division, and for the first time the officers of the Erie were forced for once to forego their policy of obtaining all their engineers by promotion from the ranks of firemen, and hired some. Mr. Acker was one of the number who re- mained on the Bradford Division, and he stands high in the estimation of his superiors. He was born in New Woodstock, Madison County, New York, Sep- tember 12, 1859, and attended school there until 1873, when his family moved to Hornellsville, New York, where he went to work for Hon. Harlo Hakes as teamster, and worked for him until 1882. He then secured a position as fireman on the Western Division of the Erie, and fired until January, 1886, when he was promoted. Mr. Acker was married June 13, 1880, to Miss Libbie Ludwig of Grove, Allegany County, New York. Four children have been born to them, two of whom survive, Archie F., aged 17, and Helen Shay, aged 4 years. Mr. Acker is a man of fine appearance, being six feet tall and weighing 225 pounds. He is a member of Division 280, B. of L. E. FRANK ALBRIGHT, Buffalo, New York. In 1843 Michael Albright emigrated to the United States and settled in New York City, moving shortly afterward to Buffalo, where he engaged in the funiture business. In this city on August 17, 1858, Frank Al- bright, son of Michael Albright, was born, and he re- ceived his education in the public schools of Buffalo. His first work was that of "printer's devil," as the ap- prentice in that trade is called. Mr. Albright worked three years as a printer and became an expert and fast compositor, but abandoned the business to assist his father in his furniture store, where he worked two years. At the end of this time he decided to enter the railroad business, and to fit himself thoroughly began at the bottom, working a year as a machinist's helper in the Erie shops. In 1877 he secured a position as fireman on the Buffalo & Jamestown Railroad — now a branch of the Erie — and for four years fired on local freight between Buffalo and Jamestown. He was pro- moted to engineer in 1881, and for the past eighteen years has run an engine in the freight service, now pulling fast freight between Buffalo and Bradford. On jNIarch 25, 1885, Mr. Albright was married to Miss Annie Brown, daughter of John Brown, a carpenter of Buffalo. Mrs. Albright is a member of the Ladies of the Maccabees, the American Fraternal Union, and is secretary of the Ladies' Auxiliary of the B. of L. E. Mr. Albright is a member of the American Fraternal Union; Lodge 458, I. O. O. F.; Modesta Lodge, F. & A. M., and B. of L. E., Division No. 15, having held all the offices in the local lodge of the B. of L. E. He owns some valuable property in Buffalo, and with his accomplished wife is prominent in social affairs of the city. SETH ALEXANDER, Cleveland, Ohio. One of the oldest freight engineers of the lilahoning Division is Seth Alexander, who was born in Frank- lin, Pennsylvania, July 4, 1853. He attended school until he was 16 years of age, when he entered the em- ploy of a plumber and gasfitter as an apprentice. He worked for this firm three years and as a journeyman one year, when, in 1873, he was offered a position as fireman on the Erie and accepted the same. He fired for six years, and received his promotion to engineer in October, 1879. He was assigned to yard engine in the Youngstown yard, and remained there two years, being then advanced to road work, pulling freight between Youngstown and Sharpsville. Four years later he was transferred to local freight between Youngstown and Cleveland, and a year later he was 130 AMERICAN LOCOMOTIVE ENGIXKHRS. 1P,7 FRANK D, ACKER. FRANK G. ALBRIGHT. 138 ERIE RAILWAY EDITION. put on a through freiglit run, which he still holds. Mr. Alexander is one of the most efficient engineers of the INIahoning Division, and his careful judgment having evaded all chance of accident, his record is clear. He is popular with his fellow workmen as well as with the officials. In October, 1877, he was married to Mary iNIcNall of Youngstown, who is now deceased. Two children were born to them, Gertrude, aged 20, and Roy, aged 12, both of whom reside with Mr. Alexander's parents in Youngstown, where Roy is at- tending school. Mr. Alexander is a member of B. of L. E., Division 167, in the aflfairs of which he takes considerable interest. EDGAR W. ALEX.\NDER, Youngstown, Ohio. Edgar W. Alexander was born in Franklin, Penn- sylvania, September 17, 1851, and attended school until he was 15 years of age. He then secured a position as messenger boy for the Western Union Telegraph Company, and at the same time worked for the Erie Railroad airing coaches. Two years later he went to work as a gasfitter, and served three years, then going to work as a fireman on the Atlantic & Great Western. After eighteen months he left to accept a position as engineer for a mining company, and then followed several dififerent positions as engineer. He returned to the Erie and fired until April, 1881, when he was promoted to engineer, and has since run an engine in the freight service. Mr. Alexander was married Jan- uary 22, 1873, to Miss Harriet S. Dora, daughter of Henry Dora, of Youngstown. He is a member of Lodge 329, B. of L. E., and is rated as one of the Erie's best engineers. CHARLES H. ALGER, Bradford, Pennsylvania. Charles H. Alger has been a railroad employe ever since he was old enough to be placed on the pay rolls of the company and although he is now young in years he has had a long and successful experience. He was born in Hornellsville, New York, November 28, 1865, and was a diligent student in the public schools of that place until he was 13 years of age, when he quit his studies to accept a situation in the Erie ma- chine shops in his native city. Three years later, in 1881, he was advanced to fireman and for two years worked in that capacity on the Western Division, returning to the machine shop, where he worked until 1886. when he again went firing. After firing two years more his ability and fidelity were rewarded by promotion to engineer on December 9, 1888. He was assigned to the Bradford Division in the freight ser- vice where he has worked ever since, and by his efficient work and good judgment has won a place of merit in the ranks of the engineers and the esteem of his superiors. On October 29, 1891, he was united in marriage to Miss Iilinnie De Golier, an accom- plished young lady of Bradford. Mr. Alger is a member of Bradford Division No. 280, B. of L. E., and at the present time is on the local board of ad- justment. CHARLES A. ALLEN, Hornellsville, New York. Charles A. Allen, a well known and highly com- petent engineer of the Erie, was born in Sullivan County, New York, on September i, 1859, and is the son of S. R. Allen, a lawyer now residing at Ridge- land, Indiana. Mr. Allen secured a fine education, hav- ing studied in the public schools until he was 19 years of age. He began his railroad career on October 29, 1881, as a fireman on the Susciuehanna Division of the Erie, and after six years of efficient service was pro- moted to engineer on December i, 1887. After run- ning a short time he was assigned by the Erie to haul coal trains on the Lehigh Valley Railroad between Wilkesbarre and Waverly, and after three years of this service returned to running on the Erie, and has continued on freight since with occasional extra pas- senger duty. On September 26, 1883, Mr. Allen was married to Miss Lizzie M. Harper, daughter of a prom- inent cattle drover of Binghamton. They have two charming daughters. Pearl, aged 16, attending High School, and Hazel, aged 12, a pupil in the public schools. C. H. AMEY, Hornellsville, New York. In 1862 C. H. Amey enlisted in Company K, 107th New York Volunteers, for three years' service in the War of the Rebellion, and one month from the time he first shouldered a musket he received his baptism of fire in the fierce battle of Antietam. During the bal- ance of his career as a soldier he fought on many a hotly contested field, but went through the storms of shot and shell and came out unscathed by the enemy's bullets. His father. John D. Amey, was one of the pioneers of Ontario County, New York, where the subject of this sketch was born, October 17, 1837. After securing his education he worked on his father's farm and in the lumber business up to the time of his enlistment, and on his return from the war he fol- lowed the carpenter trade until February, 1867, when he secured a position as brakeman on the Susque- AMERICAN I.OCOMOTU'E ENGINEERS. 139 C. H. AMET. CHARLES H. ALGER. 140 ERIE RAILWAY EDITION. hanna Division of the Erie. After three years in this capacity he was advanced to fireman, and then fol- lowed nine years of efficient service. In July, 1879, he was promoted to engineer, and for the past seven years has run fast freights Nos. 37 and 90. Mr. Amey is a fine old-fashioned gentleman, mild mannered, and of a most friendly disposition. His career as a rail- road man has been one of success and he stands well in the estimation of his superiors, while by his fellow workmen and general acquaintances he is highly regarded. He was married November 7, 1866, to Miss Sarah Jane Wallace, and four children were born to them, two of whom. Flora and Gernia, survive. Mrs. Amey died in 1883, and in 1891 Mr. Amey was mar- ried to Miss Esther M. Boyce. Mr. Amey is a mem- ber of the G. A. R. and HornellsviUe Lodge. A. O. U. W. JOHN E. ANDERSON, Cleveland, Ohio. John E. Anderson was born in Warren, Ohio, on February 17, 1858, where he attended school until he was 13 years of age. At this time his father, a whole- sale grocer and confectioner, failed in business, and the young man was compelled to start out for him- self. When he left home his father gave him a $2 bill, all he possessed, as a starter, and $1.20 of that went to pay railroad fare to Akron. Here he secured a situation as news agent on the Atlantic & Great Western, and so well did he do in this business that he followed it until July, 1878, when he went to firing on the Erie. After firing two years he became dis- satisfied and w-ent to the Wheeling & Lake Erie, but not finding things there as represented, he returned to the Erie, being promoted to engineer on April 16, 1886. Mr. Anderson soon began to pull freight, but was in- jured in a wreck near Aurora, from the effects of which he has never fully recovered, and this is the reason he, though one of the best freight engineers on the division, is running a yard engine at Cleveland. Mr. Anderson was married on June 20, 1890, to Miss Emma L. Heppner, and they have one daughter, Ruth. He has been a member of Lodge 167, B. of L. E., for the past twelve years, and takes an active interest in the workings of the order. WILLIAM H. ANDERSON, Susquehanna, Pennsylvania. William H. Anderson has passed through the school which makes good engineers, having started his rail- road career as an engine wiper and been successively a brakeman, fireman and finally an engineer. The son of Matthew Anderson, a retired Erie engineer, now a prominent farmer of Susquehanna County, he was born in Susquehanna September 16, 1857. On leaving school he secured a place as wiper on the Erie, and served in this capacity from 1871 to 1874, when he went as brakeman on the Jefferson Branch for two years, being then advanced to fireman. After firing two years he accepted a similar position on the Al- bany & Susquehanna Railroad, and for five years fired between Albany and Binghamton. He then resigned and went to braking between Troy and Whitehall, New York, for six months, and then was transferred and ran on another part of the same road. Returning to the Erie as a brakeman, he ran on the Susquehanna Division for about a year, and then was given a place as fireman and assigned to instruct new firemen how to fire hard coal. In 1890 he was promoted to en- gineer, and has been running freight between Hornells- viUe and Susquehanna for the past nine years. Mr. Anderson is one of those men who are particularly adapted to their chosen calling, and he takes great interest in his work, eliciting the praise of his superi- ors and the friendly emulation of his brother engineers. He was married in 1877 to IMiss Alice Fletcher, who died in December, 1879. Two sons were born to them, }ilathew and Charles, both of whom are work- ing in a boot and shoe factory at Binghamton. In October 2, 1884, Mr. Anderson was united in marriage to Miss Addie Shumway, daughter of Elanzo Shum- way, who fell in the war of 1861. They have two chil- dren, Frank and Emma, aged 11 and 8 years, respect- ively, both of whom are attending school, Frank being a pupil of the Laurel Hill Academy. Mr. Anderson is a member of B. of L. E., Division 137. and is one of Susquehanna's respected citizens. CHARLES D. ANGLE, Port Jervis, New York. As engineers go on the Erie, Charles D. Angle is to be considered one of the young men; nevertheless he has been in the service of the company for thirty years, all of that time with a clear record. Born in Pike County, Pennsylvania, June 29, 1849, and leaving school at the age of 17, he remained upon the farm up to his 20th year, and then, in June, 1869, began his long and honorable railroad career as fireman on engine 362, with engineer Dan. Kenyon, and re- mained firing on freight till December. 1877, being then promoted to engineer in charge of engine 338, running extra freight between Port Jervis and Jersey City from that time till 1889, when, after putting in AMERICAN LOCOMOTIVE ENGINEERS 141 r '"'.> c*;. WII.I.I A.\l II. ANUERSON. jj CHARLES D. ANGLE. 142 ERIE RAILWAY EDITION. six months as extra passenger man, he took runs 28 and 29, Port Jervis to Jersey City, which runs he is still holding down, having, at the present time, engine 369. Mr. Angle was married at Port Jervis, March 17, 1874, to Charlotte E. Coykendall, their one child, Olive, having been taken from them by death in Janu- ary, 1888, in her 13th year. Although Mr. Angle is the owner of two houses in Matamoras, he lives in Port Jervis at the present time, preferring to be nearer his work. A member of Division 54, B. of L. E., of Port Jervis, he has never aspired to office, though taking the deepest interest in all things pertaining to the best good of his fellow-workers. He is also a Freemason, hav- ing been made so in Port Jervis Lodge, No. 328, in 1872. From 1894 to 1896 Mr. Angle successfully con- ducted the afifairs of the republican county commit- tee of Pike County, Pennsylvania, as its chairman, and his interest in politics still remains strong, al- though he is not desirous of office. Throughout his long and varied service Mr. Angle has met with the vicissitudes common to railroad men, but has had but one serious accident, this being on September 24, 1897, when his engine collided with a coal train in the Port Jervis yard, the accident being due to the cut-out cock being closed, thus rendering it impos- sible to apply the brakes in time. On this occasion he was rendered unconscious for hours, and was severely cut and bruised, being compelled to remain four days in hospital, and being under care for thirty days be- fore resuming his run. In religious matters Mr. Angle is a prominent and progressive member of the Baptist church of Port Jervis, and is trustee of the society and deacon of the church. His heart is deeply concerned in the furtherance of Christian endeavor and the promotion of the religious welfare of his brother men. Mr. Angle is deeply interested in the forwarding of the Y. AL C. A., having become iden- tified with that order some eight years ago when the association was general. In 1897 the association was merged with the branch conducted under the auspices of the railroad men. and Mr. Angle was instrumental in effecting the new organization. In 1894 he was chosen as one of the directors, and in 1895 was elected President of the Board of Managers, which position he now holds. Mr. Angle has seen the good results of the work among his associates, and can recall nu- merous individual instances where the influence of the association has changed men and brought them closer to church work. He feels a just pride in his interest and labors in this line of duty. Concluding, we must not neglect to call attention to the fact that Mr. Angle was a charter member of the original organiza- tion of the Brotherhood of Locomotive Firemen, in December, 1872, and takes a just pride in the success of that organization. DAVID B. ANNAN, Chicago, Illinois. The popularity and high character of David B. An- nan is attested by the fact that he has for four suc- cessive terms been elected Chief of Lake Division, No. 302, B. of L. E. The son of David Annan, a skilled machinist in the employ of the Grand Trunk Railway for over twenty-two }'ears. Mr. Annan was born in Hamilton, Canada, September 16, i860. He received a fine education and at the age of 16 went to work in the Master Mechanic's office of the Grand Trunk at Port Huron, IMichigan, where he worked about two years, being then advanced to fireman. For five years he fired on the Grand Trunk Railroad and Chicago & Grand Trunk out of Port Huron and Battle Creek, IMichigan, being promoted to engineer in 1882, when he was but 22 years of age. For two years he ran an engine between Port Huron and Battle Creek, resign- ing in 1884 to accept a position as engineer on the Erie, and since that time has run an engine in the Chicago yards and made extra trips on the road be- tween Chicago and Huntington. March 3, 1884, Mr. Annan was united in marriage to Miss Phoebe Clarke, daughter of Robert Clarke, a pioneer farmer of Brook- ville, Canada, and they have two charming children, Charlotte May, aged 13, and George William, aged 11, both of whom are attending public school and stand high in their classes. Mr. Annan is affiliated with IMystic Star Lodge, No. 758, F. & A. M., and owns some real estate in Chicago. WESLEY C. ARMSTRONG, Gallon, Ohio. Y'oung in years Wesley C. Armstrong is an old engineer from point of service, having been pro- moted to that important position when he was but 22 years of age. He was born in Ravenna, Ohio, Sep- tember 7, 1864, and was an industrious student until he was 19 years of age, when he stopped school and immediately entered the employ of the Erie as a fire- man. He is the son of John Armstrong, a farmer who was foreman of section men on the Erie system when the road was built from Meadville to Akron. Mr. Armstrong fired two years on freight and a little less than two years on passenger, receiving his pro- motion to engineer in June, 1886. For the past thir- teen years he has run an engine in the through frei.'ht service, with occasional extra passenger duty. He has cstablisl'.ed a record of high-class ability and excellent judgment that has won him many evidences of approval from his superiors, and he has met with success that is due to his attention to business and AMERICAN LOCOMOTIVE ENGINEERS. 143 DAVID E. ANNAN. WESLEY C. ARMSTRONG. 144 ERIE RAILWAY EDITION. devotion to his calling. While firing he was hurt by train No. 8 running into the dump track at Kent, No- veinbcr 13, 1885, due to the switch being turned, and his injuries from this accident laid him up for two months. JNlr. Armstrong is a member of B. of L. E., Division No. 16, in the affairs of which he takes great interest. He is a man of friendly qualities and has a host of admiring friends among the good citizens o! Gallon. JOSEPH AR^ISTRONG, Gallon, Ohio. (Deceased.) Death cut short the career of a brilliant young man when Joseph Armstrong passed away September 16, 1888. He was born in Ravenna, Ohio, on October 4, i860, and secured a fine education, having been a stu- dent in the public and high schools of Ravenna until he was 20 years of age. Immediately on leaving school he began his railroad career as a fireman on the New- York, Pennsylvania & Ohio, being promoted to en- gineer in 1885. He was assigned to duty in the freight service and was soon accredited with being one of the most coinpetent and reliable runners on the division. On September 16, 1888, the operator at New Portage made a mistake in train orders, and as a result Mr. Armstrong's train, No. 26, met train No. 83 in a head- end collision between New Portage and Akron. All of the trains' crews escaped with slight injuries, save Mr. Armstrong, who met death at his post of duty. He was a popular young man who gave promise of a useful career, and his death caused widespread regret. WILLIAM C. AUMOCK, Deposit, New York. For forty-four years an engineer and still at the throttle: this briefly states the record of William C. Auniock, and few there are who can beat it. Mr. Aumock was born in ]\Ionmouth County, New Jersey, February 4. 1S26, and when he was 4 years of age his .father, John Aumock, a school teacher, died. Mr. Aumock attended common school until he was 11 years of age, and then engaged in farming until 1852. At this time he took service with the Champion & Amlioy Railroad as a fireman, and ran between Bor- dentown, Pennsylvania, and New Brunswick, for about two years and a half. He then resigned to accept a siinilar position on the Belvidere Railroad, running be- tween Trenton and Belvidere, New Jersey. After about six months with this road he was promoted to engineer, and then ran a freight between Philipsburg and Trenton for about two years and a half. He re- signed his place with this company and took service with the Lehigh Valley Road, and for four years ran a gravel train. On leaving the Lehigh he came to the Erie, where he has been for the past thirty-seven years. He ran freight twelve years and then was advanced to a passenger run on the Delaware Division. Fifteen years ago he was transferred to a day pusher between Deposit and Gulf Summit, which run he still has. Mr. Aumock is one of the old guard who still remain in active service, and while he is older now than when he used to pull the fast express, his strong constitution and good health bespeak him many more years in the cab, at wdiieh all are gratified, for he is most popular with his younger brothers and his superiors on the division. He was married June 18, 1849, to Miss Anna f-faynes, daughter of John Haynes, of Fairfield, Maine. She died in 1889 of Bright's disease, after an illness of three years. Mr. Aumock was married March 26, 1890, to Miss Fannie Moses, daughter of A. C. Moses, who was a prominent attorney of Deposit, and one of the leading men of Broor.ie County up to his death, which occurred about two years ago. Mr. Aumock is a member of Port Jervis Lodge, No. 338, F. & A. M.. also the Conimandery, No. 44. He owns property in Deposit and takes a prominent part in all that tends to the welfare of the citv. GEORGE W. AULAR, Hornellsville, New York. The subject of this sketch served his country both as a soldier and an engineer during the Civil War, and came through those perilous times with but one wound to remind him of his adventures. George W. Aular was born in Middlefield, New York, on November 14, 183,3, and was the son of Willard Aular, a carpenter of that place. Mr. Aular received a fine education, attending the public schools of his native town and the Hardwick Academy, leaving the latter institution when he was 18 years of age. He engaged in farm- ing until March, 1853, when he secured a position as brakeman on the Erie, running for nine months be- tween Susquehanna and Port Jervis. He then worked as flagman for four months, accepting a position as fireman in the summer of 1854. .\fter firing on the Dela\Vare Division for eight months he resigned and went west wdicre he accepted a position as baggage- man on the Rock Island Railroad running between Chicago and Rock Island for eight months. He then resigned and returned to the employ of the Erie as fireman, serving in this capacity until 1857, when he was promoted to engineer. With the exception of one AMERICAN LOCOMOTIVE ENGINEERS. 145 GEORGE AV. AULAR. WILLIAM C. AUMOClv. 146 ERIE RAILWAY EDITION. year spent in working in the engine house at Dunkirk, he ran continuously until 1862, when he enlisted in Company G of the 2d New York Volunteers, under Captain Bliss. He fought in the battles of Chancel- lorsvillc, Fredericksburg and Gettysburg, being slight- ly wounded in the last engagement. He was dis- charged after three years and three months of service in 1865. During his enlistment he was detailed by Second Assistant Secretary of War Townsend to run locomotives, and ran on five different military roads — ■ Lamdem & Hcmpshire. Orange & Alexandria, Rich- mond & Danville, South Side, and Petersburg & Rich- mond. He had the honor of pulling a train out of General Grant's headquarters after the close of the war. When the roads were restored to their original owners Mr. Aular took his engine out of City Point to Alexandria, Virginia, and put her on the ferry boat. He switched six weeks at Washington and then returned to Dunkirk, New York, where on July 2, 1865, he entered the service of the Erie, running on the Bradford Branch. He has continued to run since that date on the Erie, and has pulled fast freights, local freights, and other trains, for the past year running passenger between Dunkirk and Hornellsville. Mr. Aular was married in 1858 to Miss Delia McKee of Dunkirk, New York, and one child has been born to them, George, aged 40, a decorator of Dunkirk. Mr. Aular is a member of Division No. 47, B. of L. E., of Elornellsville, and William O. Stevens Post No. 334 of Dunkirk. FREDERICK F. AUNGST, Akron, Ohio. Frederick F. Aungst was born February 22, 1850, in Richland County, Ohio, and was a son of Samuel Aungst, a pioneer farmer of that section of Ohio. The young man was an industrious student until his l8th year, when, having acquired a fine common school education, he quit school and for awhile assisted on his father's farm. Tiring of this vocation, he sought and obtained employment on the B. & O. as a flag- man at Mansfield, Ohio. Five years later he quit the B. & O. and secured a position as fireman on the Erie. After two months firing he was transferred to the roundhouse, and for the ensuing six years worked as engine wiper and hostler. In 1886 he was advanced to fireman, and served in this capacity until 1892, when he was promoted to engineer. He ran a switch engine in the Mansfield yards six months, and then, owing to slack business all along the line, he, with many others, was set back to firing. Three years later lie was re- promoted and has since run a switch engine in the Akron yards. Mr. Aungst is a careful, conscientious engineer, and is well-liked by all his associates .and his superiors; he has been unusually lucky in having no very serious accidents, and has been laid up from injury but thirty days in his entire railroad experience. He i? married to Miss Jennie L. Tingle, daughter of William Tingle, a substantial farmer of South Lebanon, Ohio. Mr. Aungst is a member of Akron Lodge, No. 83, F. & A. M., and B. of L. E., Division No. 16. He owns several fine pieces of property in Mansfield and Akron, and is a valued citizen of the latter city. ABRAHAM I. AURYANSEN, Jersey City, New Jersey. Few men who handle a throttle are as old as Abra- ham I. Auryansen, for at the age of 77 he still con- tinues in active service in the Erie yards. Mr. Auryan- sen was born in Closter. Bergen County, New Jersey, April 5, 1822, and after receiving a common school education learned the blacksmith's trade, at which he worked until he was 29 years of age. On Christmas Day, 1850, he entered the service of the Erie at Pier- mont, firing on one of the old six-foot gauge engines. In November, 1852, he was promoted to engineer and hauled the mail from Paterson to Port Jervis for a year, and then ran into Jersey City to the Pennsylvania dock. He held this run until the strike in 1857, then he went to Harlem for a year; coming back to the Erie he ran for another year and then farmed for a while. Morris Miller was Master Mechanic on the Harlem road and sent for him, so he went to Harlem again, but inside of a year returned to the Erie. He ran a train to Hackensack until March i, 1865, when he entered the employ of the New Jersey & New York, remaining until September, 1879. when he again re- turned to the Erie, and taking an engine in the Jersey City yard has run it ever since. On February i. 1845. Mr. Auryansen was married to Miss Cornelia Haring, and four children have been born to them. The oldest boy is an engineer on the Manhattan Railroad, one daughter is married, while the other children are al home. Mr. Auryansen is a member of Hudson Lodge, No. 135, B. of L. E., and owns nice property in Hack- ensack, where he resides. He has encountered his share of perils while at work on the road, but has always been quick enough to escape serious injury. GEORGE I. AVERILL, Avon, New York. The subject of this sketch was born in Avon, New York, March 30, 1867, and is the son of Minard Averill, a farmer of Geneseo, Livingston County, New York. AMERICAN LOCOMOTIVE ENGINEERS. 147 ABRAHAM I. AURYANSEN. GP:0RGE I. AVERILL. 148 ERIE RAILWAY EDITION. Mr. Averill studied in both the public schools and the State Normal School at Geneseo, leaving the latter institution when he was i6 years of age. He then secured a position in a grain warehouse where he worked for three years. In August, l886, he secured a position as brakeman on the Erie, and for the next two years ran on the Rochester division. In Novem- ber, 1888, he advanced to fireman, and fired on freight and passenger trains on the Rochester division until July, 1892, when he was advanced to engineer. For the past eight years he has been running extra both in the freight and passenger service, and has fully demonstrated his ability to hold the position to which he has been promoted. On April 22, 1890, Mr. Averill was united in marriage to Miss Agnes Gal- , braith, daughter of James Galbraith, a farmer of Gene- seo, New York. They have one child, Howard, aged 8 years, who is attending public school. Mr. Averill is a member of Division 15, B. of L. E., and Lodge 153, K. O. T. M. of Avon. Mr. and Mrs. Averill are' members of the Methodist Church, and are quite ac- tive in the social and charitable affairs of that denomi- nation. GEORGE A. BADGLEY. Hornellsville, New York. A man who has had some remarkably close calls from death is George A. Badgley, who was born in Elizabeth, N. J., on June 4, 1856. His parents moved to Oswego, N. Y., in 1S64. and there he received his schooling. In 1871 he began as a brakeman on the Susquehanna Division of the Erie, and after seven years was promoted to yardmaster at Susquehanna. Leaving that branch of railroad work, he went to firing, and in August, 1889, was promoted to en- gineer, and is now running in the freight service. His first narrow escape was in May, 1874, when he caught his foot in a frog and was run over, this occurring in the Susquehanna yard. He fell off a freight train two or three times while braking, and while firing for Jim Stickney, who was known as a fast runner, he had two close calls; one when their train, going at fifty- five miles an hour, jumped the track, and the other when Jim lost the handle of his air brake and came nearly letting his train run into a passenger at the rate of fifty miles an hour. Mr. Bagley ran the first compound engine (289, now 960) that was put on the Susquehanna Division. He was married on Christ- mas, 1876, to Miss Jennie Hawkins of Kirkwood, N. Y., and they have four children, three of whom are living. Mr. Badgley joined the B. of L. E. in 1891, has held several offices and is now secretarv of the Insur- ance Order and a member of the Board of Adjust- ment. He has kept his books and can make out a slip for any trip he has ever made, either as engineer or fireman. He is a prominent member of the Methodist Church and has not taken a drink since November, 1876. JAMES M. BAKER, Meadville, Pennsylvania. James M. Baker, son of Adam Baker, a prominent farmer of Crawford County, Pennsylvania, was born April II, 1848. As a school boy he was industrious and intelligent, so that when he quit school at the age of i8, he possessed a fine common school education. He farmed for a few years and then entered the em- ploy of the Erie as a watchman at Franklin, a position he held until January i, 1869, when he was advanced to fireman. In this capacity he worked until June of the same year, when he went home and engaged in farming until March, 1871, at which time he returned to the employ of the Erie as a fireman. August 20, 1877, he was promoted to engineer and ran in the freight service until 1887, when he was advanced to passenger, and is now running Nos. I and 14 on the Meadville Division, west. While firing, in February, 1872, a flue bursted in engine 115, and he was badly scalded, being laid up about five weeks as a result of his injury. Mr. Baker was married February 28, 1S74, to Miss Adela Brown, daughter of Wilson Brown, a farmer of Crawford County, Pennsylvania. Four children have been born to them: Frank E., aged 23, educated in Meadville, now firing on the Erie; Lulu M., aged 2 years and 10 months at death; Clyde M., aged 18, educated in Meadville, graduate of business college and now engaged in the music busi- ness; Vinnie I., aged 6 years, now attending school. Mr. Baker is a member of Meadville Lodge No. 43, B. of L. E., and one of Meadville's most substantial and popular citizens. W. B. BAKER, Huntington, Indiana. The subject of this sketch is one of the Erie's oldest and best firemen, who was recently promoted to en- gineer. He was born in Bronte, Province of Quebec, Canada, in August, 1865, where his father was engaged in railroad construction work. Mr. Baker left school at the age of 13 and was apprenticed to the shoe- making trade. He served three years learning his business and then worked three years as a journey- man. Then for a while he worked as a sailor between AMERICAN LOCOMOTIVE ENGINEERS. 149 AI.1''HED C. BALDWIN. GEORGE W. BALL,. 150 ERIE RAILWAY EDITION. numerous ports on the Great Lakes, quitting that life finally to enter the railroad service. His first work in this line was as brakeman for the Chicago & Grand Trunk, and in 1887 he severed his connection with this company and began work on the Chicago & Atlantic as fireman. He fired with credit five years on freight runs and four years on passenger, and in 1896 passed a high examination and w-as immediately promoted to engineer. The three years he has been running freight between Chicago and Marion has demonstrated that he is as thorough in his new position as he was in his old, and time will prove him to be one of the best engineers on the Erie road. In 1894 Miss Rilla A. Willoughby, daughter of a prominent farmer near Huntington, joined her fortunes with that of the rising young fireman. Their married life has indeed been happy, and one child, Marie, a bright little 3-year- old, has come to gladden their hearts. Mr. Baker is a man of sterling worth, and engages the friendship of all with whom he comes in contact. He is a mem- ber of the I. O. O. F. and the B. of L. E. A. C. BALDWIN, Cleveland, Ohio. Alfred Case Baldwin was born in Solon, Ohio, January 25, 1862, where he lived until 10 years of age, when his parents moved to Cleveland, Ohio. He at- tended the Cleveland public school for five years and in the spring of 1877 the family moved to Geneva, Ohio, where Mr. Baldwin became a student in the Geneva Normal School. He was married in October. 1880, to Miss Ettie V. Andrews, and three children have been born to them, Gracie E., who died at the age of 2 years and 3 months; Eva, who still survives, and Harold H., who died at the age of 7 years. Mr. Baldwin has been in the employ of the Erie eighteen years as fireman and engineer, and during that time he has had no serious accident, and has received but one suspension, that being of only a few days' dura- tion. In 1896 he was elected Chief Engineer of Di- vision 167, B. of L. E., which office he has held ever since. At the convention held in Ottawa, Ontario, in 1896, he was elected a member of the Board of Trus- tees of the Locomotive Engineers' Insurance Associa- tion, and at the convention at St. Louis in 1898 was re-elected, being still a member of the Board. He has been Chairman of the Committee of Adjustment for Mahoning Division, and is a member of the General Committee of Adjustment of the Erie System for the last seven years. Mr. Baldwin is the youngest of three children. His parents reside in Cleveland, and have reached the ripe old age of 75 and 76, respectively. GEORGE W. BALL, Susquehanna, Pennsylvania. George W. Ball, son of Charles Ball, a mason and contractor of Honesdale, Pa., was born in that city April 23, 1853. He was an industrious student in the public schools until he was 18 years of age, when, having acquired a good education, he cast about for means to earn a livelihood. The first opening he found was in the capacity of an oiler on the Gravity road for the Delaware & Hudson Coal Company, and he accepted the same, serving them faithfully for one year, when he resigned to take a position as brake- man on the Erie. For six years he ran between Hones- dale and Port Jervis and then was advanced to fire- man. Eight years in this capacity fitted him to be- come an engineer, and in December, 1886, he was pro- moted to that responsible position. For nine years he ran an engine in the freight department on the Delaware Division, his work demonstrating his entire fitness for the place and winning him the approval of his superiors. In 1895 he was given a pusher, which he runs between Susquehanna and Gulf Summit, and he is better pleased with this run than with regu- lar road work. On September 9, 1874, iSIr. Ball was united in marriage to Miss Ella Eggleston, daughter of Ensign Eggleston. proprietor of a livery barn in Honesdale. Nine children have been born to them, two of whom, Russell and Ruth, died when quite young. Grace, aged 24, is married; Charles, 22, is a telegraph operator; Lulu, 20. and Mary, 19, both ac- complished young ladies, reside at home; James, aged 17, is an apprentice in the Erie machine shop; Frank, II, is attending school, and Harold Ray, 6, is the baby of the family. Mrs. Ball is a member of the Ladies' Auxiliary Lodge, B. of L. E., and a fine, motherly lady, who takes great pride in her interest- ing family. Mr. Ball is a very popular man, both among his fellow workmen and acquaintances gener- ally. He is a member of Starrucca Division of 137, B. of L. E. ; Susquehanna Lodge No. 246, Order of Red Men, and Canewacta Lodge No. 360, F. & .\. M. AUGUSTUS L. BALLARD, Meadville, Pennsylvania. (Deceased.) The subject of this sketch, who at the time of hi* death was one of the Erie's popular and efficient en- gineers, was born in Homes, N. Y.. and received his education in the town of his birth. He began his railroad career soon after leaving school, at Bingham- AMERICAN LOCU.MOTl\'K ENGINEERS. 151 CHARLES H. BANTA. JAMES M. BARRY 152 ERIE RAILWAY EDITION. ton, N. Y., and in 1865, went to Meadville to work on the old Atlantic & Great Western Railroad, soon after being given an engine, which he ran with commend- able ability to the day of his death. On December 15, 1884, just as he was pulling into Grant he leaned out of the cab window to look at the rear of the train. A freight car which was on the siding had been blown along the switch to a point that was just in the clear from the engine. Mr. Ballard's head struck the car an-d he was instantly killed. Deceased was married to Miss Isabel Cummings of Boston, and their only daughter. Miss Isabel Ballard resides with Mrs. M. L. Asgood at Meadville and is cashier for one of the city's large firms. CHARLES H. BANTA. Jersey City, New Jersey. Born in Jersey City on May 16, 1859, Mr. Banta attended school up to the age of 14, and then went to work for a building contractor in New York City, driving a team for a short period, going from there to Middletown, N. Y., where he engaged in the railroad service, his first occupation being with the Oswego Midland road, braking on gravel train and caring for engines. Here he remained until 1875, and between that time and 1878 he was a freight brakeman on the Delaware Division of the Erie, at the end of which time he began firing on the Eastern — now the New York — Division, the date of his first employment in this capacity being December 21, 1877. After firing on freight for seven years and on passenger for three years, he was promoted to engineer on February 2, 1887, and is now handling the throttle on a passenger run, which he has had for four years. His total years of service number twenty-four, so that it will be seen that, although young in years, he is one of the vet- erans of the Erie. Very soon after he became a fire- man he joined the ranks of the Brotherhood of Loco- motive Firemen, and for the last seven years has been a member of Division No. 135, Brotherhood of Locomotive Engineers, of Jersey City. Mr. Banta ran the "E. B. Thomas" on her last trip on the East- ern Division, the run being on freight from Jersey City to Port Jervis. During all his service as an Erie engineer Mr. Banta has had but three days' lay- off, a record which speaks plainly as to his value as a man and as an engineer. He has had many exciting experiences such as fall to the lot of the men of his calling, but has fortunately escaped serious injury. Once, while he was a brakeman on the Millville and Hawley branch, the engineer being Bert Brewer and his engine the 329 — an old "Rogers" — the engineer signaled for brakes and reversed, just as they were coming into a station. j\Ir. Banta put on a few brakes — all he could get to — and then jumped and got up the bank. There was a frog and two rails displaced, and the engine and a few cars cleared the open space, landing fairly on the rails beyond. After the train was stopped and backed up the other cars, which had been broken off, were hauled over the opening safely. Another time he was in a wreck at Goshen, while a fireman, but again escaped scatheless. On March 26, 1879, Mr. Banta married Miss Minnie Geddes, in Jer- sey City, and they now live at No. 251 Fifth street in Jersey City, their home also being gladdened by the presence of their only daughter, now a young lady of 19. Mr. Banta is a fair representative of the class of men who belong to the world of action. He is not a dreamer, but a man who does what is required to be done, does it promptly, and thinks about it only as a matter of duty — something to be done, and to be well done and at once. This is the kind of man that succeeds, and Mr. Banta's record is that of a man who has always succeeded because his head was cool and his brain clear. JAMES M. BARRY, Carbondale, Pennsylvania. An engineer of sterling worth and a man who is popular with his fellow citizens and railroad associates is James M. Barry, who for a number of years has run freight engines on the Jefiferson Division. Mr. Barry is the son of John Barry, a machinist in the employ of the Erie and residing in Susquehanna, and it was in this city on December 23, 1864, that he was born. Having secured a good common school edu- caiton, he cast about for a means of earning a liveli- hood, and for a short time drove a team in Susque- hanna. From that occupation he drifted to the coal dock transfer of the Erie, where he worked a short time, being advanced to the position of fireman in 1882. He applied himself to this work with diligence and in 1888 was promoted to engineer and assigned to a freight run on the Jefferson Division. This posi- tion he continues to fill acceptably to his superiors, by whom he is highly regarded. Mr. Barry belongs to Lodge No. 468, B. of L. E., and takes great interest in the aflfairs of that order. ALBERT AL BEAVER. Huntington, Indiana. Albert M. Beaver, son of Daniel M. Beaver, a blacksmith of Huntington, was born in that city, April 6, 1867. He attended school until he was 18, and then became an apprentice in his father's shop, after- AMICRICAK LOCOMO'JIVE ENGINEERS. 153 RICHARD J. BENSTEAD. C. H. BEECHING. 154 ERIE RAILWAY EDITION. ward entering the employ of the Chicago & Atlantic in the same capacity. In 1887 he was promoted to fireman, and after four years of service was given an engine. For the past eight years he has had a freight rini on the Erie. On November 5. 1893, he was mar- ried to Miss Ama K. Siegmand. daughter of J. F. J. Siegmand, a hotel keeper of Huntington. The young couple enjoy the friendship of a wide circle of ac- quaintances, with whom they are justly popular. Mr. Beaver is a member of B. of L. E. Division 221, and Lodge No. 42, I. O. O. F. of Huntington. SAMUEL W. BECKHORN, Hornellsville, New York. Samuel W. Beckhorn was born in Chemung County, New York, on December 22, i860. His father was Fred W. Beckhorn, a farmer of that county, and the young man worked on the farm and attended school until he was 17 years of age. Shortly after leaving school he secured a place as a machinist's helper in the shops of the Elmira, Cortland & Northern, now the Lehigh Valley, and after working six months he left and went to Chicago, where he worked as an apprentice in the machine shop of the American Steam Boiler Works, and then in the Hercules Iron Works for two years. He then went to Pennsylvania, and, after running a stationary engine for one year, accepted a place as fireman on the Erie in 1883. He fired four years between Hornellsville, Dunkirk. Bradford and Johnsonburg. receiving promotion to engineer in January, 1887, since which time he has run in the freight service, principally between Hornells- ville and Salamanca. In January, 1888, Mr. Beck- horn was married to Miss Stella Howe, daughter of Ransom Howe, a drayman of Oswego, N. Y. They have four children, Nellie, aged 11, and Walter, 9. attending public school, and Ralph, aged 5, and Louise, the baby. Mr. Beckhorn belongs to Lodge No. 331, F. & A. M.; Steuben Chapter No. loi, R. A. M., and Hornellsville Council, R. & S. M., No. 35; K. O. T. M., and New York Railroad Club. C. H. BEECHING, Huntington, Indiana. A careful and conservative engineer, whose record shows marked ability, is the title that belongs to C. H. Beeching. During his nineteen years' connection with the Erie he has held the enviable distinction of never costing the road one cent by reason of an acci- dent of any kind. He was born in Tolland County, Connecticut, in May. 185 1, and acquired a common school education in the schools of Union, the home of his father, who was the proprietor of a saw mill and lumber yard at that place. He left school at the age of 14, and for several years was engaged in the work of a sailor upon vessels plying between Buffalo, Chicago and other ports of the Great Lakes. In 1869 he tired of his roving life and returned home to ac- ce|)t a position as head sawyer in C. E. Briant's mill. After ten years of this work he again changed his vo- cation, and accepted a position as engine watchman on the Chicago & Atlantic, under Simms & Dawson, constructors of the road. He was promoted to fire- man under Master Mechanic Ackley, and fired suc- cessively two years on freight and two years on pas- senger. While engaged as fireman he had the honor of firing the first freight train out of Chicago on the Chicago & Atlantic. The train was known as No. 84. being in charge of Engineer J. Welch, and the run from Chicago to Huntington consumed between twelve and fourteen hours. In 1887 he was promoted to engineer, and has been engaged in the freight serv- ice until recently, when he was promoted to the extra passenger list. One evidence of his ability was shown when he took the "New Y'ork Flyer," with a heavy train of five cars, from Huntington to Chicago, mak- ing up thirty-five minutes and arriving in Chicago on time. He was heartily congratulated by his superiors for this fine run, and on other occasions -has shown that he can rise to the need of the moment. He was married November 10, 1875, to Miss Ida Bristo, daugh- ter of Jefferson Bristo, of Huntington, Ind. They have had five children, four daughters and one son. Nina Aretta, 20 years of age, is a graduate of Hunt- ington High School and Huntington Business Uni- versity; Chester Earl died at the age of 7; Mary Ellen, aged 15. is attending High School, as is Casette May, aged 13; Mildred Wilina, aged 2, is the baby and pet of the household. Mr. Beeching owns a pleasant home on East State street, and is an honored resident of Huntington. He is a member of B. of L. E. Divi- sion 221, and Masonic Lodge no of Huntington. GILBERT B. BENSON, Meadville, Pennsylvania. The son of Neal S. Benson, a blacksmith, Gilbert 6. Benson was born in Ellenville. N. Y., January 7, 1852. After leaving school his first work was as a hotel clerk at Meadville, beginning his railroad career on the Atlantic & Great Western in August, 1877, as a fireman. He was promoted to engineer in August, 1883, and now runs the local trains 37 and 38. being oc- casionally called for extra passenger duty. Mr. Ben- AMERICAN LCCOAIOTIVE ENGINEERS. 15> S' -*** LOUIS BERGE. H. D. BICKNELD. 156 ERIE RAILWAY EDITION. son was married June 9, 1875, to Miss Annie B. Smith of Franklin, Pa. He owns some well-improved property in Meadville and is a member of Lodge No. 43, B. of L. E., and Crawford Lodge No. 164, K. of P. ASA BELL. Port Jervis, New York. Many men miss their calling when they first take up the serious problem of life; some are content with partial success and go on year after year working against odds; others realize their mistake and cast about for the occupation that is peculiarly suited to them. Of this last class of men is Asa Bell, who was born in Rockland County, New York, February 25. 1864. He left school at the age of 12 and worked in a grocery store for three years, and then tried the painter's trade for a while. September i, 1885, he took service as a fireman on the Erie, firing an en- gine, 549, for Charles Angle. From the very first it was evident that he was in his element, and after a suc- cessful service of four years he was promoted to en- gineer on December i, 18S0, and given engine 551. Since that time he has been continuously in the road's service running freight, and has clearly demon- strated his entire fitness for the responsible position he has been assigned. On October 6, 1887, Mr. Bell was united in marriage to Miss Jennie McNerney, and they have one child, a fine little boy of 3 years. Mr. Bell is a member of the Jersey City Lodge, B. of L. E., and is highly respected by his many friends. RICHARD J. BENSTEAD, Buffalo, New York. Richard J. Benstead was born in Buffalo, N. Y., on July 17, 1855, being the son of Richard Benstead, a blacksmith of that city. On leaving school after ac- quiring a good common school education, he assisted his father at blacksmithing a while and also engaged in truck farming and other avocations. In 1873 he be- came an employe of the King Iron Works Company of Buft'alo, working under instructions in the ma- chine shop one year. In April, 1874, he secured a position as engine wiper in the Erie's Buffalo rounLEN B. BISSELL. EDWARD D. Br>Ai;K 158 ERIE RAILWAY EDITION. JOHN WILLIAM BERNARD. Hornellsvilk', New York. Born in Perry. N. Y., on August 14, 1859, John Wiliani Bernard began his railroad career on Septem- ber I, 1883, as a fireman on the Allegheny Division of the Erie. His promotion to engineer occurred in Oc- tober, 1887, since which time he has run in the freight service and has been remarkably successful in his work. He has a regular engine, the 1065. but at the time this data was gathered he was running on the rounds. Mr. Bernard belongs to Lodge No. 47, B. of L. E., and was married on Christmas day, 1880, to Mary E. Nugent of Alexandria, N. Y. They have an interesting family of three children. Catherine. Edward and Tohn Rollins. HIRAM D. BICKNELL, Hornellsville, New York. Hiram D. Bicknell was born in Tioga, N. Y., on October 21, 1837, and his father was Dana Bicknell, a farmer, who was also a sub-contractor on the con- struction of the Erie, between Owego and Corning, in 1848. The young man drove a team at the age of 12 during the building of the Erie, and later left school at the age of 16 to team again for his. father, entering upon his railroad career in the fall of 1855 as a brake- man on the Susquehanna Division of the Erie. After a year in this branch of the work he was advanced to fireman, and served two years on freight and four years on passenger, running on the same division. He was promoted to engineer in June, 1862, and ran in the freight service until December, 1867, when he went to the Northern Central Railroad as an engineer, returning to the Erie in 1869. In i8gi he was ad- vanced to passenger and for three years pulled trains 7 and 10. In 1894 he was given trains 5 and 8, the New York and Chicago Flyer, and has had this run for the past five years. The importance of Mr. Bick- nell's run is silent testimony of the Company's regard for his qualities as an engineer, while personally he has the esteem and friendship of all. During his ca- reer as an engineer he has had but one bad wreck, that being a head-end collision at Chemung Junction in 1862, in which both engines and fifteen cars were burned on account of a car of oil which was next to Mr. Bicknell's engine — an old wood burner — taking fire. Mr. Bicknell was married on October 31, 1861, to Miss Jane Scott, daughter of Wiliam Scott of Hor- nellsville. Twelve children have been born to them, eight of whom are living. Carrie M. is the wife of Mr. Jackson, a photographer of Newton, N. J.; Stella N. resides at home; Hiram D., Jr., aged 20, is a brakeman on the Erie;William Lewis, aged 17, is an apprentice in the Erie shops at Hornellsville; Mary J., Boyd, Benjamin Harrison, and Earl are attending; public school; Charles P. and Scott, both of whom were firemen on the Erie, died at the age of ig and 22 respectively; Eva Jane and Ralph Waldo both died in infancy. Mrs. Bicknell is affiliated with the Pro- tective Legion, while Mr. Bicknell belongs to Maple City Lodge No. 16, A. O. U. W. He owns a fine resi- dence at 7 Mill street, and is regarded as one of Hor- nellsville's best citizens. WILLIAM A. BEIL, New Castle, Pennsylvania. Farming claimed the youthful attention of William A. Beil, he having been the son of Thomas Be;!, a farmer of Hamburg, Pa. ^Mr. Beil was born in that town on July 3, i860, and attended school until he was 12 years of age. He then went to work on his father's farm, and after four years of hard work took a position in a brick yard at State Line, Ohio, w-herc he worked two years. He then returned to Hamburg for a while, securing a place as engine wiper on the P., B. & L. E., which he held eighteen months. He was then advanced to work in the roundhouse for two years, entering the service of the Erie on August 15, 1888. Mr. Beil was promoted to engineer Sep- tember I, 1897, and after running regular a while was put on the extra list, having regular work as a fireman in the meantime. He was married on March 2, 1882, to Miss Jennie Snyder, the handsome and accom- plished daughter of David Snyder, a butcher of Ham- burg. Pa., and they have one daughter, Olive, aged 16, a graduate of the New Castle High School. Mr. Beil is a member of the B. of L. E. No. 199, and stands high in railroad circles. NICHOLAS BIGGS, Paterson, New Jersey. When a man achieves the distinction of having a nickname, it is an open sign to the world that he is popular, and that he possesses that cheery disposition that makes every man his friend. Ask any railroad man on the New York Division whether he knows Mr. Nicholas Biggs, and he will scratch his head in perplexity for some time before answering; but ask him if he knows "Big Nick" and immediately he will answer "Y'es," and also volunteer the information that this same "Big Nick" is one of the most popular en- gineers on the line. Mr. Biggs was born in Newark, AMERICAN LOCOMOTIVE ENGINEERS. 159 CHARLES E. BLISS. CHARLES W. BLIZARD. 160 ERIE RAILWAY EDITION. N. J., on March 17, 1851, and his father was John Biggs, a cooper of that place. After leaving school the young man became a seaman, and for a number of years was in the employ of merchant vessels on the Atlantic. In 1875 he left the sea for good, and on June 9 of that year secured a position as brake- man on the Erie, in which capacity he served for twelve years. In 1887 he was transferred to the en- gine as fireman, running between Paterson and Port Jervis for a while; and for the balance of the period as fireman he ran between Port Jervis and Jersey City. In September, 1891, he was promoted to engineer, and for a number of years ran as extra in the freight service on the New York Division, being transferred to a switch engine in the Paterson yards some years since, where he continues at the present time. On January 10, 1878, Mr. Biggs was married to Miss Mary Sharkey at Newark, N. J., she being the daugh- ter of John Sharkey, a school teacher of Ireland. They have a charming family of five children, the members of which are Mary, Theresa, Lizzie, Kate and Nicholas, Jr. Lizzie is the wife of John McDer- mott, a silk weaver of Paterson. Mr. Biggs is a mem- ber of the Order of Red Men, and is regarded highly by his fellow citizens in Paterson. ?ilrs. Biggs is a member of the Women's Legion, and is an earnest worker in that order. ALLEN B. BISSELL, Cleveland, Ohio. Allen B. Bissell w^as a member of Company K, 12th Regiment, Vermont volunteers, and during the year he served as a soldier in the War of the Rebellion he was on duty, but did not participate in any promi- nent battles. He was born in Rutland, Vt., August 4, 1841, and worked on a farm summers and attended school winters until he was 19 years of age. Two years later he enlisted as a soldier, and when his regi- ment was mustered out in 1863, he returned to farm- ing and followed that avocation till 1865, when he went to work as a section hand on the "Big Four." He held this position but three weeks, having secured a position as fireman on the Atlantic & Great West- ern. In May, 1865. he began his career as a fireman under Fred Ford, Master Mechanic of the Mahoning Division, and after one year on freight and two on passenger he was promoted to engineer, October 16, 1868. He ran a yard engine for a week and then took the pusher on Randall Hill for six months, when he was advanced to road work in the freight service, at which he worked for twelve years. In 1881 he was advanced to passenger work and since that time he has gradually been promoted in the importance of his runs until, for the past eight years, he has been running trains Nos. 21 and 20. Mr. Bissell has the distinction of being one of the best engineers on the Mahoning Division, and his face is familiar to every frequent traveler between Cleveland and Y'oungstown. There are but four older men on the Division, and he is highly respected by his superiors, while from his associates nothing is heard save praise and good words. Mr. Bissell has had a decidedly eventful career in the cab, and some of his escapes in accidents have been nothing short of miraculous. While firing an engine known as the "Governor Todd," he went to the roundhouse, and after getting the engine ready was about to take it out to hitch to the train when word was brought him that his wife was suddenly taken seriously ill. Mr. Bissell went home and another fire- man took his place, and six miles out of the city, at Newburg, the engine blew up. killing both engineer and fireman. At another time, when he laid off from his regular run, the engine ran ofT a sw'itch at Man- tua and turned bottom side up in the river. The en- gineer jumped and escaped injury, while the fireman went down with the engine and was seriously hurt. At Geauga Lake, on February 22, 1869, while pulling freight, he ran into a broken down train that was not protected by flags. The engine struck the rear of the train and turned over in the ditch. Mr. Bissell jumped and escaped with slight injuries. While run- ning passenger he struck a freight train which had taken the siding at Niles and was not in the clear. Mr. Bissell saw the danger, but it was too late to keep the momentum of his train from driving the engine against the protruding car, and although the engine was badly used up he stuck to his post and happily escaped all injury, being nearly buried in shelled corn from the wrecked freight cars, and which perhaps helped save him. In July, 1897, he "sidewiped" a freight train at Warren, tearing the cab of his engine to pieces. His fireman jumped, but Mr. Bissell re- mained at the throttle and again escaped injury. It is a pleasure to state that none of these accidents were the result of carelessness or lack of judgment on the part of Mr. Bissell, and he has never been called up for explanation on any score or censured by the officials. He is a member of Devereaux Lodge No. 167, B. of L. E., and has been for twenty-nine years, always taking a great interest in everything that per- tains to the order. He was married January 26. 1863, to Isliss Loretta Waterhouse of Rutland. \t., and three children have been born to them. Their only son has been dead a number of years, while both daughters are married and living in Cleveland. Mr. and Mrs. Bissell reside in a very pleasant home on Brevier street, and are highly esteemed by their neigh- bors and friends. AMERICAN LOCOMOTIVE ENGINEERS. 161 GEORGE L. BODLEY. FRANK H. BOGARDUS. 1«2 ERIE RAILWAY EDITION. EDWARD D. BLACK, Waldwick. New Jersey. Edward D. Black was born at Franklin Furnace in 1841, but was brought up, from the age of 3 years, in Paterson, New Jersey, where, after leaving school and up to the age of 18 he worked in a cotton mill. At the latter age he began his railroad career as fireman, and a little later was made bridge-tender of the Hacken- sack bridge, remaining in that position for fifteen months, when he returned to his work as a fireman for Fred Heisman, firing a wood-burner for two years. Then, after firing for Carlough for two years, he was given charge of the "Old York," and switched on the Jersey City docks for three years, when he was given extra freight on the road, afterward having the "pick-up" run. Jersey City to Suffern, with engine 355. Following this he was in charge first of a gravel train and then of the milk train, and was then put on the Newark branch passenger, where he ran the last broad gauge and the first narrow gauge train between Paterson and Jersey City, his broad gauge engine being the 147 and his narrow gauge engine the 179. After having, successively, the run between Jer- sey City and SutTcrn and the run between Jersey City and Waldwick, Mr. Black now has a double run, be- tween Jersey City and Suffern, and the former place and Waldwick every day, his engine being No. 471. class M, a Soule engine. It is not to be supposed that all these years of constant service have been passed by Mr. Black without some exciting experi- ences. One time his engine jumped the track, near Morris and Essex Junction, the fireman jumping. Mr. Black remained on his engine, was covered with coal and water, but escaped unhurt, though he rolled into the ditch with his engine, and the ground being for- tunatelj' soft mud the engine even was not injured. At another time he ran into a soldier train at Pater- son, every one jumping but himself, but as before he escaped without injury. In 1865. at Paterson, Mr. Black married Miss Leah Van Houten, a happy mar- riage, blessed with three children: Frederick Ernest, now at Hornellsville; Eva. taken away by death at 17. and Nora. On April 17. 18S0, while driving with his wife, his horse became frightened by a moving train and ran away, throwing them both out, and in- juring l\Irs. Black so severely that she died from the results, though not till the 7th of December follow- ing. He was himself so severely injured as to be for many hours unconscious, and was for a long time un- able to resume his place in the cab. On June 27, 188.3, Mr. Black was married to Miss Mary E. Welsher of Edgewatcr, and they have two children, Florence and Ruth, both of whom are yet residing with them in their own home at Waldwick. Mr. Black has been a member of the Brotherhood since 1868, at that time joining Division 54, at Port Jervis, and subsequently transferring to Division 135, at Jersey City. He has never had his run come in such shape so that he could be able to hold office in his Division. He has never taken interest in politics, having been, as he says, "in the railroad business straight," and from his vig- orous frame one may well believe that he will so con- tinue for manv useful vears. FREDERICK E. BLAKE. Hornellsville, New York. Frederick E. Blake, a popular and efficient engineer of tlie Erie, was born in Greenwood, Steuben County, New York, on June 30, 1863. He left school at the age of 13, but attended during winter after that, his time being employed during the summer. In the fall of 1887 he secured a position as fireman on the Erie, and for two years and seven months served in that capacity on the Susquehanna Division, running on the Wells-Fargo express part of the time. He was promoted on June 19. 1890. and is now running in the freight service. Mr. Blake joined the B. of L. E. some three years ago and takes great interest in the affairs of that order. He has been exceedingly for- tunate during the nine years he has been running, having no accidents worthy of note, and has never in- jured any one. CHARLES E. BLISS, Carbondale, Pennsylvania. The adage of "like father, like son" is verified in the life of Charles Bliss, son of Azro Bliss, an Erie en- gineer. Charles was born in Deposit, N. Y., April 23, 1864, and after attending school until he had ac- quired a good common school education, started in on his railroad career. With the advantage of the advice of a father, who was a fine engineer, the young man began at the bottom and learned each succes- sive step so thoroughly that he was promoted to en- .gineer at the extremely youthful age of 22. His first work was as a wiper in the Erie roundhouse at Sus- quehanna, and after a year he went to calling engine crews. At the age of 18 he was deemed strong enough to fire and his appointment to that position followed immediately after. After four years of efficient serv- ice he passed a high examination and was given an engine in the freight service on the Jefferson Division. Mr. Bliss has been running for thirteen years, and is A^rKRICAN LOCOMOTIVE ENGINEERS. 163 ENOS BOLTON. C. E. HODTH. 164 ERIE RAILWAY EDITION. regarded as one of the best freight engineers on the division, having many times demonstrated that the promotion of a young man to such an important posi- tion is no mistake, when he is so highly qualified to hold it. January 6, 1886, Mr. Bliss was united in marriage to Miss Stella E. Robbins, daughter of Ephriam Robbins of Binghamton, and they have one daughter, Minnie, a bright miss of 9, who is attend- ing school, and who is a favorite in her class. Mr. Bliss is a member of Susquehanna Division No. 137, B. of L. E., and has held various subordinate offices in that lodge. Mrs. Bliss is affiliated with the Dia- mond Lodge No. 6, Auxiliary of the B. of L. E. of Susquehanna. They are a hospitable couple who en- tertain handsomely and often, and are favorites with all who know them. CHARLES W. ELIZARD, Jersey City, New Jersey. Born in Minnesink, Orange County, New York, on September 10, 1844, Mr. Blizard attended school until his 17th year, and in 1862 enlisted in the 20th Independ- ent Battery of Light Artillery. New York Volunteers, for three years of the war, remaining for three years, passing the first part of that time at Fortress Monroe, and the last year and a half on detached service in New York City, as message boy for General John A. Di.x. He was never wounded, and was mustered out in August, 1865, at the conclusion of his term of serv- ice. Following this he entered the employ of the Orange County Dairy Company, driving wagon for them until 1869, when he went to work on the Erie, firing a wood-burner on construction train for a year; then was on freight, firing for J. W. Rosencrans a short while, after this firing for Ed Haggerty for eight months and for Clark Caskey in 1871 and a part of 1872, being promoted on December 7 of that year to the charge of an engine, and given an extra freight run, which he kept for three months, then taking the old Danforth & Cooke '"swallow tail" No. 245, on regular freight. In 1880 he was sent from Port Jervis to Paterson to take charge of a construction train, which he kept through 1881 and a part of 1882, being then, on completion of the work, sent to the Saddle River oil works to do switching until 1883. He then had a regular freight run until March 17, 1884, when he took the passenger run between Suffern and Jer- sey City, changing from this in 1887 to the run be- tween Paterson to Jersey City until 1890, going then to the main line, where he remained until July 13. 1898, at which time he was transferred at his own de- sire to the SufTern run, which he still retains, his present engine being a cross compound Cooke, No. 469, the only engine of the kind upon the system. Mr. Blizard was married at Waverly, N. Y., in 1870, to Miss Mary J. Casterline, who died in 1874, and in 1878 he was married to Miss Carrie Kunkel of Port Jervis, N. J., at that place, with whom he is still hap- pily living at their own home at No. 261 Ninth street, Jersey City, their home being shared by their daugh- ter. A member of Division 54, Brotherhood of Loco- motive Engineers of Port Jervis. and also a member of the Masonic fraternity, Mr. Blizard has never sought for office in either organization. He is identi- fied with no other orders, and does not interest him- self in politics further than to fulfill the duty of a good citizen at the polls. Both himself and the members of his family are members of the Park Reformed Church at Jersey Citj-. Surely Mr. Blizard has been one of the most fortunate men on the road as to acci- dents, but it is usually found that those engineers whose record is the clearest in regard to accidents are also those who are known to exercise the best care and the best judgment. That such is his case is well shown by the fact that during all his long and widely varying service no more serious accident has come to him than the smashing of a brake-beam. This is surely an enviable record. He wears his years well, and bids fair to add many years of faithful service to the many already placed to his credit, and he has many friends who cordiallv wish to see this realized. E. S. BLOCKER, Huntington, Indiana. Among the Erie engineers who make their home in Huntington there are none more highly respected nor who stand higher in the esteem of the officials than E. S. Blocker, who has a run on the fast passengers, Nos. T3 and 12. The son of Sherman Blocker, an attorney of Medina County, Ohio, he was born in Wadsworth. that state, July 14, 1849. He received both a common and high school education, and at a very tender age began work with a construction crew on the A. & G. W. After three months of this work he went with a civil engineer corps, and when the Erie was com- pleted he secured a position as brakeman. which he held for two and one-half years. In 1867 he was trans- ferred to the mechanical department by Master Me- chanic Hill, and for the ensuing three years fired for Engineer B, C. Bosworth between Kent and Gabon. In 1871 he was promoted to engineer, but in 1875 he resigned to accept a position with Chambers & Com- pany of Cleveland as Chief Engineer of their plant at Akron. He held this place two years, leaving to ac- cept a place as Engineer under Master Mechanic Allen AMERICAN LOCOMOTIVE ENGINEERS. 165 C. G. BOSWOKTH. F. C. BOUGHTON. 166 ERIE RAILWAY EDITION. Cook, and worked on construction train on Chicago & West Indiana, virtually building that road between Chicago and Hammond, Indiana. In the spring of 1883 he received an offer from Master Mechanic Ack- ley of the Erie and he returned to the employ of that company. He was assigned to the freight service at first, but as his ability was proven he was advanced t(j more important runs until now he holds one of the f;,stest runs on the schedule. He is popular among the employes, and many times has received com- mendation from his superiors for fast runs and good judgment displayed. He was married February 12, 1874, to Miss Addie M. Vallen, daughter of Joseph \'allen, a prominent farmer of Summit County, Ohio, and three children have been born to them. Raymond B., 21 years of age, is a machinist in the Erie shops at Pluntington; Marcie G., aged 16, and Loyd S., are at- tending school in Huntington. He is a member of B. of L. E., Division 221, and for two terms was Chief Engineer of this division. He occupies a place of prominence among the small world of railway peo- ple of the city, and is a valued citizen of Huntington, owning a fine home on Frederick street. WELLINGTON W. BLOOD, Port Jcrvis, New York. Though for a long time Mr. Blood has ceased to be an engineer in active service, yet he is one of those whose record and recollections go back to the earliest days of the Erie — back to the days, in fact, before the road had reached Port Jervis. Born in Hones- dale, Pennsylvania, October 2, 1825, he there received his schooling, and subsequently worked with his father at cabinet making. But the railroad instinct was al- ways uppermost with him, and as soon as the Gravity road came into Honesdale he was on hand day after day, an interested spectator in its workings. Four years before the Erie was built through to Port Jcrvis he became a fireman, and in 1849 became an engineer, his first engine being the "Lazy Lord," as this was in the days when each engine had a name, iTistead of being designated — as now — by number only. For the first year he ran extra freight and passenger, but in 1850 was given a regular passenger run between Port Jervis and Jersey City — coming in over the Pennsylvania tracks — and between Port Jervis and Susquehanna, on the Delaware Division. Except for a brief period during which he was in the employ of the Pennsylvania, he continued in the service of the Erie up to 1868, when he finally left the road and went to work for the Pennsylvania again, this time remaining in their employ for twenty years, r^nd re- tiring from their service in 1888. While with the Pennsylvania between 1868 and 1S88 he was employed in taking care of engines at Pier 15, North River. After four years with the Gravity Railroad between Hawley and Scranton, he finally retired from active duty in 1892, and is now living at 39 Orchard Street in Port Jervis. He was married in 1858 at Honesdale, to Miss Mary Smith, and their two sons are now resi- dents of Port Jervis, both following the occupation of painters. He has four grandchildren. In the old days Mr. Blood was something of a politician, but has ceased to take a hand, leaving it nowadays to the yi^'inger men. A few years ago he was stricken with patalysis, and in the case of almost anyone else it would have proved to be, if not fatal, yet sufficient to retire him permanently from' the active walks of life, but he is not that kind of man, and contrary to the opinions of his friends and the physicians who at- tended him he is still upon his feet, and bids fair to last out many a younger man. Of course, in all his years 01 various service he has had many narrow escapes, but was never seriously injured but once, when his train — loaded with hogs — went through a bridge nine I'.ii'ts west of Piermont. and he had his ribs stove in, his fireman, a man named Lee, losing his life at the sajne time. Again, about 1850, his train went off a switch near Middletown, causing a very bad wreck, from which he barely escaped by jumping. In his day Mr. Blood has been a fairly good telegraph operator, though never following that for a livelihood. His old friends on the road and his fellow-townsmen all wish him long life and happiness. EDWARD S. BOALT, Dayton, Ohio. Edward S. Boalt, who is now running a switch en- gine on the Erie at Dayton, was born at Watertown, New York, on October 14, 1844. He enlisted in the 10th New York Heavy Artillery in August, 1862, and served until September, 1865. He began his rail- road career in February, 1866, as a flagman on the Atlantic & Great Western at Marion, being advanced to fireman in June of the same year, and promoted to engineer in December, 1869. Mr. Boalt has been in two accidents, the first caused by an explosion of nitro-glycerin at Urbana while he was firing, the sec- ond being while he was pulling train 8, the latter being so serious that he was forced to give up his fine road run and take a switch engine. Mr. Boalt was married November 26, 1867, to Miss Bella M. Johnson, of Marion, and they have had two children, one of whom is dead. He is a member of B. of L. E., Lodge No. 16; Marion Lodge, No. 70, F. & A. M.; Marion Com- mandery. No. 36, and Alladin Temple of the Mystic Shrine. AMERICAN LOCOMOTIVE ENGINEERS. 167. EDWARD ir. BRAYTOX. ANTHONY BRICK. 168 ERIE RAILWAY EDITION. JAMES S. BOGGS. Meadville, Pennsylvania. Tlic city of Bcllcfonte, Pennsylvania, was the birtli- place of James S. Hoggs, and it was on November 6, 1854, that he made his advent into this busy world. He received most of his education in his native city, but when his father, William Hoggs, who is a wagon- maker, moved to Meadville, the young man accom- panied the family. In Meadville he secured a situa- tion as a teamster, following that avocation for eight years. Living in a city which is so thoroughly a ■'railroad town" it is not at all surprising that he quit teaming when he had an opportunity ofifered him to become a fireman on the Erie. This was in the fall of 1879, 3nd he fired three years on freight and two years and a half on passenger, being promoted to engineer in October, 1896. Mr. Hoggs is o:ie of those men who have been fortunate enough to follow a calling entirely suited to their qualifications. For the past thirteen years he has been running freight and now has a regular run on Nos. "jy and 88, besides being called for considerable extra passenger duty. He has the entire confidence of his superiors and the friend- ship of all his acquaintances, which certainly he de- serves. On May 3, 1877, he was united in marriage to Miss Mary Stine, daughter of Lawrence Stine. a farmer of Crawford County, Pennsylvania. They have a family of five children, of whom William L., aged 21, is a blacksmith, and has a shop in Meadville, where he enjoys a fine trade; Eva M., is a milliner, and Addie M. and George J. are attending public school, while Marion E., aged 3 years, is the baby. Mr. Boggs has never been injured but once, and that but slightly, having had a fall while getting oflt his engine at Geneva, Pennsylvania, where the track was being re- paired. He is one of Meadville's best citizens, and be- longs to the local division B. of L. E. ENOS HOLTON, Hornellsville, New York. Enos Bolton was born in Sackett's Harbor, On- tario County, New York, April 27, 1841. His parents moved to Parkman, Ohio, when he was quite young and he received his education in the schools of that town. .\t the age of 13 he began farming and fol- lowed this occupation summers and attending school winters until the war broke out in 1861. In Septem- ber of that year he enlisted as a private in Company B, 2d Regiment Burdan's, U. S. S. S., under H. A. V. Post. To qualify for this regiment the recruit had to shoot olT-hand at a target nine inches in diameter from a distance of forty rods. Mr. Bolton put thirty- six out of forty shots close to the bull's eye, his last being out of the circle. On March 19, 1862, the regi- ment was marched across the long bridge to George- town in vicinity of Fairfax Seminary, where a week's stop was made. Although enlisted with the under- standing that they were to be exempt from ordinary soldier's duty, they were called upon to do regular camp work with the rest. The company "struck" and a "round robin'' was circulated and signed, in which the company refused to obey orders: but when the test came ^Ir. Holton and one other were all who stuck to the resolution. This landed them in the guard house. When informed that it was General McClellan's orders that they should do their share of camp w-ork Mr. Holton told his colonel he was ready to take up his gun. The regiment moved from Georgetown to Western Virginia by way of Manassas Junction and Bristo Station, here experiencing one of the most severe stortns for both man and beast, then to Falmouth by way of Catlett's Station. They arrived at that place April 17, 1862, having followed the "rebs" closely for twelve miles, during which time there were fourteen killed and wounded from Harris' light cavr airy. The morning of the 17th the railway and high- way bridges were destroyed by fire. He was detailed on patrol guard from .April 19 to June 8. at Fa'-mouth, and they then crossed Rappahannock River on pon- toons to Fredericksburg, marching eight miles south on the road to Richmond. There they were counter- manded back to the river to Falmouth, then to Hay- market, in Western Virginia, arriving just too late for any of the fun. They retraced their steps toward Fred- ericksburg by way of Warrington and Elk Run, that being the point where Mr. Bolton left the company for hospital, having retained his place in line although sick with typhoid fever for two days. The doctor or- dered him to the hospital at Alexandria, and after several months of severe sickness he was discharged, by order of Surgeon General Johnson. In October, 1864. Mr. Bolton began firing on the Erie, going out first with Jake Dearborn, then Alf. Marks. Aaron j\Iarks, Kip Hunt, and also with William Hoyden on old "72." a wood-burner, one of the kind nicknamed, "eleven wheelers." While firing for Mr. Boyden they were ordered to Susquehanna on one occasion and were forty hours without a bite to eat. It was while on this trip that engine 115 was blown up at Bing- hamton. Mr. Bolton was promoted to engineer March i, 1870, and with the exception of sixteen days when he ran oji the Canada Southern, he has beei with the Erie since his promotion. He has run pas senger twelve out of twenty-six years he has bee an engineer, and is now running fast freight. He w; married on June 15, 1866, to Miss Sarah J. King Michigan. They have two daughters; Bessie F., wl AMERICAN LOCOMOTIVE ENGINEERS. 169 ^m ^ e ( I ^ 1 >'fll.v. 1 '^yj^^^^H M il SK^SRi f WATSON BOYDEN. JllllX J. iJltANNKX. 170 ERIE RAILWAY EDITION. graduated from Horncllsvillc High School in June, iSgg, and Nina M.. who is a teacher in Bryant School of Hornellsville. Mr. Bolton is a Master Mason, Lodge 231; belongs to A. M. P. Legion, and B. of L. E.. Division No. 47. of which he is a strong supporter; as he says, "God would not ask for a better man than one who lives up to the obligations of the B. of L. E." C. E. BOOTH, Huntington, Indiana. Born in Homesville, Michigan, October 2-j, 1868, C. E. Booth's parents moved to Hardy, Arkansas, when he was ciuite small. Near this latter place his father, William Booth, owned a farm, and the young man assisted in working it and attended school until he was 15 years of age, when he left the farm and sought different employment. He was hired as an ap- prentice in the machine shops of the St. Louis, Iron Mountain & Southern Railroad, at Little Rock, Ar- kansas. Here he worked for about two years, when he was transferred to the bridge department, where he remained but one year, resigning to go with the Little Rock & Fort Smith as helper in the round- house. In 1889, he secured a position as fireman on the Erie and resigned to accept it. He fired until 1896, establishing a record of which he has occasion to be justly proud. In January, 1896, he received his promotion to engineer, and since that time has had a freight run between Gallon and Chicago. As an en- gineer he is rapidly winning new laurels and has al- ready demonstrated his entire fitness for this respon- sible position. He is a favorite among his fellow workers and stands high in the estimation of his superiors. On May i, 1897, he was united in marriage to Miss Hattie A. Eggleston, daughter of W. O. Eggleston, general foreman of Bridges and Building Department of the Erie. They have one child, Helen, aged II months, who is the pet and pride of their hearts. Mrs. Booth is a member of the Eastern Star, and is a general favorite in Huntington society. Mr. Booth is a prominent member of William Hugo Lodge, No. 166, B. of L. E., having been a member of Board of Adjustment for one term; he also belongs to Amity Lodge, No. 483, F. & A. M.: and to the Huntington Chapter, Commandery and Council of the same order. He owns a fine residence on First street, and is highly esteemed by a large circle of admiring friends. A. A. BORK, Bufl'alo, New York. The placid features depicted here are those of A. A. Bork, one of the Erie's younger engineers. Born in Germany in 1857, he came to America when 6 years of age, his parents settling at Meadville, Pennsyl- vania. Here he attended school for four years, when he went to w-ork in a planing mill, keeping up his education by attending night school until his 18th year. He learned his trade from beginning to end, and be- came an acknowdedged expert therein; yet, in spite of this, he had a yearning for a railroad life, and only refrained from entering it out of deference to the wishes of his parents. Arrived at manhood's age, however, he determined to follow the bent of his mind, and accordingly sought and secured a position as fireman on a freight, resigning a good position in the Clark Holland Planing Company's mill where he was in the special door department. For the first six weeks he fired on extras on the main line between Bufifalo and Hornellsville. and was then given a regu- lar. No. 560, Chauncey Brooman, engineer. He con- tinued in this capacity for two years, and then fired on passenger trains Nos. 9 and 4 for six years, at the end of which he received his promotion, and on No- vember 18, 1886. he felt for the first time the thrill of satisfaction he had been looking forward to ever since he had toiled in the planing mill, as he grasped the lever of his own engine. For the first eighteen months after his promotion, ^Ir. Bork ran extra for pas- senger trains, and was then assigned to the Hornells- ville "layover." He also ran the way freight for about the same length of time, uiitil. some of the other trains being taken off. his engine was given to an older man, and Mr. Bork was again placed on the rounds. Six months later he was given the through freight, the Hornellsville "layover" and extra passenger work out of Hornellsville, where he was stationed all the time up to September, 1898, except for nine months, when he was at Castile. He is now switching at Black Rock. Mr. Bork was married in 1882 to Miss Jessie J. D. Pierce, of Hornellsville. Three children have been born to them, two of whom are now living and attending school. Mr. Bork is a staunch Brotherhood man, and a member of the Masonic fraternity, con- nected with Evening Star, No. 441 : he also belongs to the Maccabees. While in Hornellsville he held the post of Chaplain in Hornellsville Lodge, B. of L. E., No. 47. He is also a strict member of the German Lutheran Church, and is much interested in church work. His name may be seen in the memorial window of the German Lutheran Church at Hornellsville. Mr. Bork's career as an engineer contains at least one run to which he refers with considerable pride. This was a special fast run, on a paper train, from Hornells- ville to Buffalo, in one hour and forty minutes, m- cluding six slow-ups and one dead stop. On this run he left Hornellsville at 11:30. and arrived at Buffalo at 1:10. Mr. Bork has been in one wreck, which was a AMERICAN LOCOMOTIVE ENGINEERS. 171 JACOB BRINKEL. CHARLKS A. BKUWN. 172 ERIE RAILWAY EDITION. smash-up for fair, eighteen cars being demoHshed and the engine derailed. This occurred at Rock Glen, his train running into another on a steep down grade, this being before the cars were furnished with air-brakes. CARLOS G. BOSWORTH, Cleveland, Ohio. Born in Cleveland, Ohio, April 30, 1861, Carlos G. Bosworth attended school until he was 15 years of age, when he entered the employ of the Lamps & Sessions Nut and Bolt Works, with whom he remained three years. He then went to Breedsville, Michigan, and for a year worked as a woodchopper, going from there to Bangor, Michigan, where he burned charcoal two years and worked on a saw mill one year. In Septem- ber. 1883, he returned to Cleveland and was given a position as fireman on the Erie; he fired four years on freight and three years on passenger, receiving his promotion to engineer in .A.pril, 1890. For two years he ran extra and fired, receiving a regular run in 1892, since which time he has been one of the ablest en- gineers in the freight service and one of the best engineers on the Mahoning Division. In 1887, he was married to Miss Frances Linehan, sister of one of the oldest engineers on the division. Mr. Bosworth is a member of Criterion Lodge, No, 68, K. of P.; Pearl Council, No. 513, Royal Arcanum; Bigelow Lodge, No. 243. F. & A. M.; Thatcher Chapter, No. loi, and Devereaux Lodge, No. 167, B. of L. E. Mr. Bos- worth is very popular with his fellow workmen and has a high standing with the officials of his division. He owns fine residence property in Cleveland, and is a valued and popular citizen of his community. F. C. BOUGHTON, Hornellsville, New York. F. C. Boughton was born in Binghamton, New- York, December 20, 1861, and secured a fine common school education in the schools of his native city. He learned the shoemaker's trade and for nine years worked in a custom shop in Elmira, abandoning that business in March, 1886, to accept a position as fireman on the Erie. For one year he heaved coal into one of the Erie's great freight engines, and so well did he perform his duties that he was then advanced to a passenger run, on which he remained but two years. His high order of efliciency decided the officials of his division that he was competent to handle a train, and in August, i88g, he was accordingly promoted to en- gineer and assigned to a freight run, in which capacity he continues at the present time. On July 3, 1882, Mr. Boughton was united in marriage to Miss Josephine Whitney, of Elmira, New York, and they have one child, Earl, aged 14, who is attending public school and who is in addition a musician of great ability. Mr. Boughton is a member of Starrucca Lodge, No. 137, B. of L. E., and is a very popular and efficient en- gineer who numbers his friends by the score. SIDNEY E. BOYDEN, Oakland, Pennsylvania. Among the Erie engineers who dearly love a dog and a gun one who deserves particular mention is Sidney E. Boyden, than whom there is no better shot all along the line of the Erie. Mr. Boyden is particu- larly fond of hunting deer, and he has a number of trophies that bear mute witness to his skill and un- erring aim. The son of Alonzo Boyden, a pioneer farmer of Susquehanna County, Pennsylvania, who is yet hale and hearty at 89 years of age, Mr. Boyden was born in Milford, Pennsylvania, August 4, 1855. After attending school until he was 16, acquiring above the average of education, he chose farming as his vocation, incidentally lumbering and teaming some. He followed this life for sixteen years, and during the time that the Erie burned wood Mr. Boyden did quite a business with the railroad supplying fuel. In November, 1887, he began his railroad career as a fire- man on the Erie between Susquehanna and Hornells- ville. He fired for four years, being promoted to engineer in Noveinber, 1891, since which time he has been running freight between Susquehanna and Hor- nellsville. Mr. Boyden's work is of a high order, and he has the confidence of his superiors and the esteem of his brother engineers. On Christmas Day, 1879, he was married to Miss Frances Tewksbury, of Windsor, New York, who died in June, 1883. One child was born to them, Frank, an intelligent young man of 16, who is very popular with his associates. May 28, 1884, Mr. Boyden was united in marriage to Miss Ella .'\ustin, daughter of John Austin, of Deposit, New York. Both Mr. and Mrs. Boyden are socially in- clined and are very popular in the polite circles of Oakland. Mrs. Boyden is a member of the Ladies' Auxiliary to B. of L. E., and the Pocahontas Auxiliary of Susquehanna Red Men. Mr. Boyden belongs to Division 137, B. of L. E. He owns some fine prop- erty in Oakland and is one of the most respected citizens of the place. AMERICAN LOCO-MOTIVE ENGINEERS. 173 ELMKR W. UKOWX. CHARLKS K. lUiclWN. 174 EKIE RAILWAY EDITION. GEORGE L. BODLEY, Cliicago. Illinois. George L. Bodley was l>orn in .\iibiirn. New York. October 27, 1853, and while yet a child his father, G. M. Bodley, a carpenter by trade, moved to Battle Creek, ^Michigan. In this place Mr. Bodley received his education and grew to manhood. He left school at the age of 17, and for two years thereafter worked as a machinist in the threshing ma.chine shops at that place. In August, 1879, he secured a position as fire- man on the Chicago & Lake Huron Railroad, and for three years ran between Chicago and Port Huron. His mechanical ability and close attention to business won him the confidence of his superiors, and in the fall of 1882 he was promoted to engineer. For four years he continued in the service of the Chicago & Grand Trunk, running an engine in the freight service between Chicago and Port Huron, resigning in 1886 to accept a similar position on the Erie. For a short time he ran between Chicago and Huntington, and then was assigned to day transfer work in the Chicago yard, at which he still continues, giving perfect satis- faction to his superiors and winning the esteem of his brother engineers by his upright character and friendly disposition. On June i, 1887, Mr. Bodley was united in marriage to Mrs. Anna Patterson of Chi- cago, daughter of Archibald .-Mien, a farmer of Indi- ana. Mrs. Bodley's first husband was John E. Pat- terson, a citizen of Lafayette, Indiana, and their two daughters. Misses Fleetha and Celia Patterson, both accomplished and popular young ladies, make their home with Mr. and Mrs. Bodley. Mrs. Bodley is a member of the Eastern Star Lodge, No. 79. She is a society lady of some prominence, and aided by her charming daughters, entertains often and pleasantly at their home at 323 West Fifty-third street. Mr. Bodley is a member of Lake Division, No. 302, B. of L. E., holding a subordinate office at the present time. He is also affiliated with Lodge No. 758, F. & .A.. AI. Mrs. Amanda Bodley, mother of Mr. Bodley, who is now 69 years of age, makes her home with Mr. Bodley. She is quite vivacious for one of her age, and her cheerful disposition and good health indicate that she lias many years yet before her. FRANK H. BOGARDUS, Port Jervis, New York. If Frank H. Bogardus could be induced to give in full the history of his various adventures it would make as good reading as may be found in most novels, but as our limits are necessarilv somewhat narrow, only the briefest sketch can be given of what has been a life full of interest. He was born in Jefifersonville, Sullivan County, New York, on July 10, 1859, and attended school there up to the age of 16, at about which time he went to work in the printing office of the Sullivan County Record, remaining there for two and a half years, in the meantime learning the business pretty thoroughly. He worked for a short time as a brakeman on the Rochester & Pittsburg Railroad, where, by the way, he had his hand smashed, but not so as to permanently disable him; and he also worked in a tannery. After this, for about eight years, he passed his time in the lumber woods of Clearfield, Elk and McKean Counties, in Pennsylvania, as an all round man, doing everything, from "swamping" to the "drive," in which latter branch of the business he drove logs on the Little Pine. Susquehanna and Forge run. He finally became a victim of rheumatism, and for about a year and a half put in what time he was able at carpentering, but in 1887 came to Port Jervis and went to firing on the Erie, his first engineer being Fred Norton, now on the Northern Division. He was promoted to engineer in 1892, but continued to fire the milk train between Jersey City and Port Jervis up to October, 1897, when he took an extra freight run, which he still retains. Early in his rail- road service he became a member of Deerpark Di- vision, No. I, of the Brotherhood of Locomotive Fire- men, and since 1891 has been its treasurer. He is also a member of Mount William Lodge, Knights of Pythias, but outside of these two organizations is not identified with any order. Neither does he interest himself in politics save only to try and vote for the best men. In 1895 Mr. Bogardus was married to Miss Amelia Snyder, at Port Jervis, and they are now living in their very comfortable home on Ball street in that city, known to all as good friends and good neigh- bors. While he has been railroading. Mr. Bogardus has been only once obliged to jump, and this w^as to get out of the way of a train which had no flag out. On this occasion he was rather severely bruised, and w^as laid up for two or three weeks. Outside of this he has escaped without accidents. Mr. Bogardus had some very interesting experiences during one winter when he and a companion concluded to go South "to see what it was like." Employment did not come their way as rapidly as they expected, and they found themselves in Brunswick, Georgia, to all intents and purposes stranded. A ship master there wanted one man for a long voyage, and didn't w-ant two. Now they had money enough between them for one passage to New York, but not for two. As a result, they adopted the usual method of arbitration— they "tossed up," and Mr. Bogardus came to New York. He has not been SoiUh since. AMF.RICAN LOCdMOTIN'K ENGIXEERS. 175 JOIIX F. BRfNER. PHILO F. BROWN. 176 ERIE RAILWAY EDITION. WILLIAM BOVDEN, Hornellsville, New York. (Deceased.) Wiliiam Boyden was 59 years of age when his life yielded at last to the effects of a cancer, and thus closed a career that had been full of usefulness and marked by high success. Mr. Boyden was born in Chautauqua County. New York, in 1840, and left school at the age of 16. He began his railroad career in the fall of i860, as a fireman on the Allegheny Division, and after four years was promoted to en- gineer. He ran an engine in the freight service until 187.2, in which year he was promoted to a passenger train, and for many years pulled the most important trains on his division, Nos. 5 and 8, but for some time previous to his death had been in charge of trains 3 and 12. He had a singularly successful career in the cab, never having any accidents worthy of men- tion, and was never called up to the office "to ex- plain." Mr. Boyden was married on February 20, 1861, to Miss Olive Sweet, of Chautauqua County, New York, and one child was born to them, but it died when quite young. Mr. Boyden joined the B. of L. E. in 1864 and was always a prominent figure in the affairs of the order, not on'y locally, but in the higher councils. For many years he was on the Board of Adjustment, and was a valued member of the Legis- lative Board when he died on February 15. iSgg. WATSON BOYDEN, Susquehanna, Pennsylvania. While Watson Boyden was successful in dodging Confederate bullets in the War of the Rebellion, he could not elude a typhoid fever germ that marked him as a victim just after he had come out of the battle of Fredericksburg, so for four months he was an inmate of the Union hospital at East Capitol Hill, Washington. He had enlisted in Company A, 27th New Jersey Volunteers, in September of 1862, and when he recovered from the fever was sent to his regiment, which was then fighting the guerillas of Kentucky. He was a participant in the battle of Gettysburg, his command being stationed to hold Uniontown against the attacks of the rebels. The son of Alonzo Boyden, a prominent farmer of Susquehanna County, Pennsyl- vania, Mr. Boyden was born August 21, 1845, in Sus- sex County, New Jersey, from which place his parents moved to Pennsylvania, where the young man ac- quired his education and worked on the farm until he enlisted. On receiving his discharge, July 3, 1863, he returned home and farmed until 1868, when he moved to Michigan and engaged in the lumber business until 1872. In 1873 he returned east, settling at Susque- hanna, where he took service with the Erie as a fire- man, running on freight one year and passenger eight years. In November, 1882, he was promoted to en- gineer, and for six years ran on the Susquehanna Di- vision, being then transferred to a switch engine in the Susquehanna yard, which he has run for the past eleven years. He was united in marriage December 8, 1870, to Miss Fannie Armstrong, daughter of Joseph Arnistrong of Saginaw, Michigan. They have one son, Joseph, aged 22. who is a machinist in the employ of F. W. Wheeler of Bay City, Michigan. ^Ir. Boy- den is the owner of a fine home in Susquehanna, and is one of the influential residents of the city. He is also a sportsman of some note, and takes frequent trips into the forests to pursue the wary deer and other game of this region, and he is usually successful in bringing home numerous trophies of his skill. Mr. Boyden served one year as City Councilman; he is a member of Lodge No. 68, Knights of Honor: Moody Post, No, 53, G, A. R., and holds a subordinate office in Starrucca Lodge. No. 137, B. of L. E. Mrs. Boy- den is a member of Relief Corps of the G. A. R., and was State President of the Department of Pennsyl- vania for one term. JOHN C. BOYLE, \'allonia, Pennsylvania. One of Vallonia's most prominent citizens is John C. Boyle, who is at present Mayor of the borough, and who ever since his residence there has been identified as a public-spirited man and one of the leaders in local politics. The son .if John C. Boyle, Sr., a farmer of Crawford County, Pennsylvania. Mr. Boyle was born in St. Marys, Elk County, Pennsylvania, October 27, 1862. He fitted himself for active life with a good education, and after attending school until he was 19 years of age, began his railroad career in 1888 by working in the Erie shops at Meadville. In December, 1889, he was advanced to fireman, and ran fourteen months on freight and seventeen months on passenger, being promoted to engineer in June, 1892, and made his first trip on engine No. 667 to Salamanca and return. Since that time jNIr. Boyle has run con- tinuously in the freight service, and by his efficient and able work has won the appreciation of his superi- ors. The only accident he has had occurred in the fall of 1898, when on coming out of the tower at Water- loo with orders he was struck by engine 754, hauling train 77, and was so badly injured that he was laid up nearly a month. On Christmas Day, 1885, Mr. Boyle was united in marriage to Miss Sadie E. Hatch, daugh- ter of Harvey A. Hatch, a farmer of Blooming Val- ley, Pennsylvania. They reside in their own pleasant home in Vallonia with their three children. Earl S., aged 13; Fred W., aged 11, and Hazel M. aged 8, all of whom are attending school. Mr. Boyle is a member AMERICAN LOCOMOTIVE ENGINEERS. 177 ^t 4i JACOB P. BRUXETT. JERRY J. BUCKLEY. 178 ERIE RAILWAY EDITION. of B. of L. E., Division No. 4,?, and Crawford Lodge, No. 164, K. of P. ELMER WATSON BROWN, Waverly, Nev/ York. One of the Erie's young engineers who has come rapidly to the front through no other cause than his remarkable ability, is Elmer Watson Brown, Road Foreman of Engines of the Susquehanna Division. Born in Millport, Chemung County, New York, in January, 1866, he received his early education in that town, and at the age of 13 years left school and became a machinist's apprentice in the Breesport shops of tiie Elmira, Courtland & Northern Railroad. He served three years in the machine shops and then fired two years and a half for the same company, being then promoted to engineer. In 1886 he resigned and went to work as fireman on the Susquehanna Division of the Erie, believing that there was a better future on the Erie for an aspiring and capable man. In May, 1887, the E. C. & N. Company sent for him and he re- turned to that road, but when business again got slack he resigned to accept a position as fireman on the Erie, and during the next two years he was selected by the officials to instruct firemen. In 1889 he was promoted to engineer and ran freight regularly for a short time, when his services were again sought by the officials to break in new engineers. His promo- tion to Road Foreman of Engines was made Decem- ber I, 1896, and his work in that position has im- proved the service in a manner that is quite gratifying to the officials of the road. He has succeeded in in- teresting the firemen of his division in their work, and his personal efforts have resulted in getting the motive power in first-class condition. Mr. Brown is a man of pleasing address and his friendly qualities have won him a host of well-wishers who are gratified to see him make such a fine record in the high position he has won on his merits alone. He was married October 7, 1897, to Miss Lina Moxley, an accomplished young lady of Corning, New York, who is a favorite in the social circles of Waverly. Mr. Brown belongs to Division 47, B. of L. E.; Blue Lodge, No. 117, F. & A. M.; Chapter, No. 190, in Corning; De Molay Commandery, No. 22, K. T., of Hornellsville, and Irem Temple, Mystic Shrine, of Wilkesbarre, Penn- sylvania. from Ireland in 1847. He attended the village school until he was 16 years of age when he began work for his father as a driver. In June. 1873, he secured a position as fireman on the Erie, and for the ensuing six years worked in that capacity, establishing a rec- ord for himself in point of efficiency and close atten- tion to work. In September, 1879, he was promoted to engineer, and for fourteen years ran in through freight service. For the past five years he has run a mixed train of passenger and freight on the Mahoning Di- vision. In 1897 while running mixed train between Youngstown and New Castle the driving rod on left side of engine broke, tearing the cab to pieces in its wild slashing, and injuring the fireman, Mr. Brannen escaping unhurt. He is a faithful, conservative en- gineer, which, coupled with his natural ability, has won him a high place in the estimation of his superi- ors, having never been reprimanded during his twenty- five years of service. In March, 1887, he was married to Miss Bessie Bailey, of Sharon, Pennsylvania, and they have two bright sons, both of whom are attend- ing school. Mr. Brannen owns one of the finest residences in Youngstown, and is an influential citi- zen who is respected by all. He is a member of Friendship Lodge, No. 329, B. of L. E., in which he holds the office of -Second Engineer. JOHN J. BRANNEN, Youngstown, Ohio. John J. Brannen was born March 4, 1859, in Lock- port, New York, to which place his father removed EDWARD H. BRAYTON, Avon, New York. On November 25. i860, Edward H. Brayton was born in Avon, New York, being the son of Daniel C. Brayton, a prominent farmer of Livingston County. He received a high school education, and in the fall of 1879 began his railroad career as a brakeman on the Rochester Division of the Erie, serving in this capacity for a year and a half. In 1880 he was ad- vanced to fireman, and for the next eight years ran between Rochester, Corning and Elmira, serving five years on freight and three years on passenger. On July 5, 1888, he was promoted to engineer and has since run on the Rochester Division, for the past four years running fast freight between Avon and Attica. In September, 1893, Mr. Brayton was united in mar- riage to Miss Harriet M. Watkins, daughter of Myron Watkins, a coal and lumber dealer of Avon. Mrs. Brayton is a member of the G. A. R. Relief Corps, and Mr. Brayton belongs to Division No. 15, B. of L. E., and the I. O. O. F. of Avon. They reside in their own pretty home on Center Street and are prominent in the social afltairs of Avon. Mr. Brayton, aside from being one of the Erie's tried and trusted engineers, is a sportsman of some note, and in the hunting seasons takes a vacation to indulge in liis favorite snort. AMERICAN LOCOMOTIVE ENGINEERS. 179 ANTHONY BRICK, Buffalo, New York. Hale and hearty at the age of 71 years. Anthony Brick is still actively engaged in the pursuit of his calling as a locomotive engineer — a calling whose exacting duties and nerve-testing situations usually incapacitate a man for active duty ere he has reached three score years. The- son of Nicholas Brick, a tan- ner, the subject of this sketch was born in Prussia, January 20, 1829, and emigrated to the United States with his father in 1837, settling in Buffalo. Mr. Brick received a common school education and then clerked in a grocery in Buffalo for a period of three years. Leaving that place he next engaged in the hotel busi- ness in Indianapolis, Indiana, going from there to Cincinnati, then to New Orleans and various other cities. In the spring of 1853 he took service with the Missouri Pacific Railroad, running as brakeman for a year between St. Louis and Jefferson City. In 1854 he was advanced to fireman, and in the fall of 1856 was promoted to engineer, running in the freight service between St. Louis and Jefferson City until i860, when he resigned and returned east. He located at Buffalo, and for three years worked in various capacities, taking service with the Erie in the fall of 1863. He fired between Buffalo and Attica for one year and was then given a freight run between Buffalo and Hornells- ville, which he ran successfully for the ensuing six years. In 1870 he was advanced to a passenger run and was assigned to the passenger train running be- tween Buffalo and Clifton, Canada, over the steel arch bridge, where he has run for the past thirty years to the entire satisfaction of his superiors and the trav- eling public. In July, 1854, Mr. Brick was married to Miss Theresa Groneman of Chatham, Missouri, who died in October, 1878, and was interred in the family lot at Pine Hill Cemetery, Buffalo. Ten children were born to them, two of whom are dead. The oldest of the family is Father William H. Brick, a finely edu- cated man and a priest of the Roman Catholic Church, being located at Illegister, Maryland; Theresa died at the age of 22, and Edward in his infancy; Kate is the wife of Emiel Inderbitzen, a liquor dealer of Buf- falo; Nicholas, aged 34, is proprietor of a boot and shoe store in Buffalo: Emiol. aged 32, a fireman on the Erie; Charles, aged 30, enlisted May, 1898. in Com- pany G, 26th New York Volunteers, and is now in the service of his country in the Philippine Islands; An- thony, aged 28, is a stenographer for the Silverthorn Lumber Company: Joseph, aged 25, a shoe clerk in Buffalo; ^lary, a graduate of St. Mary's Academy, is single and resides with her father's family in their pleasant home at 229 Pine Street. In May, 1886, Mr. Brick was married to Miss Mary Corcoran, daughter of Bartholomew Corcoran, of Niagara Falls, New York. Five children have been born to them: Helen, attending St. Mary's Catholic School at Buffalo; Thomas, attending Sacred Heart Academy at Niagara Falls; Veronica, a student at St. Mary's: Lenora, aged 5, and Bernardina. aged i, the pet and pride of the family. Mrs. Brick is a member of the L. B. C. A. of Buffalo, while Mr. Brick is affiliated with the C. M. B. A. and Division No. 15, B. of L. E. He is re- garded highly in the community in which he resides and is one of Buffalo's most worthy citizens. GEORGE BRIGGS. Gallon, Ohio. During the fifty years George Briggs has been a railroad man he has seen great changes take place in his chosen vocation. He has kept pace with all these changes, however, and as this year brings him to the half century point in his active service it finds him still on the footboard with his hand at the throttle. He was born in Rockland County, New Y'ork, on Christmas Day, 1830. His fathe r was James L. Briggs, a ship carpenter and afterward an early settler and farmer of Rockland County. Mr. Briggs attended school until he was 14 years of age. and after working a few years on his father's farm, in the summer of 1849 secured a position as fireman on the Erie at Piermont, New York. He recei\ed his promotion to engineer in 1857, and remained with the Erie until 1856, when he went to Bloomington, Illinois, to ac- cept a situation on the Chicago & Alton. He remained with this road eight years and then went to Nash\ille, Tennessee, and during the next year ran in the employ of the United States Government on all the roads that entered Nashville. He then went to Paterson, New Jersey, and ran on the Erie until 1868, when he went to the Long Island Road, where he remained a year, leaving there to accept a place on the Jersey Trans- portation Road, where he stayed five years. In 1873 he moved to Gallon and accepted a place on the Erie for the third lime., and for the past twenty-six years has been continuously with the Erie, making thirty-five years in all. and is now running a switch engine in the Gallon yards. In i8()i when the Prince of Wales was traveling in this country Mr. Briggs pulled his train from Chicago to St. Louis. He pulled the first train on the Alton from Joliet to Chicago when the road w.is completed, and he also pulled the first train on the old broad .gauge from Paterson to Jersey City. While railroading on the Alton in Illinois his engine jumped the track about a mile south of Joliet and rolled down the embankment into Hickory Creek: the train kept the track and ran on into the depot without the pas- 180 ERIE RAILWAY EDITION. sengers knowing that the engine had been lost. He has never been seriously injured in his entire railroad career of fifty years, and when he decides to retire from active service will be able to point with pride to a useful career in the cab which is equaled by few. He is a member of the B. of L. E., Division No. i6, and Joppa Lodge, No. 29, F. & A. M., at Paterson, New Jersey. He was married in November, 1856, to Miss Rachel Christie, daughter of Cornelius Christie, a carpenter of Paterson. Five children were born to them, of whom three are dead. Katherine died at the age of 6 months, Emma when 5 weeks old and Carrie who lived but 5 weeks. George D., aged 37, was edu- cated in Gallon and is now a resident of Paterson, where he is an employe of Fuller's Express; Charles H., aged 31, was educated in Gallon, and is now Mayor of that bustling little city. JACOB BRINKEL, Buffalo, New York. Jacob Brinkel was born in Buffalo, New York, on September 25, 1859, his father, George Brinkel, a la- borer, dying in 1874. The subject of this sketch left school at the age of 12 and immediately secured a situation in the Buffalo shops of the Erie, where he worked for the ensuing five years at various positions. In the spring of 1876 he was advanced to fireman, and for the following five years ran between Buffalo, Hor- nellsville, Rochester and Niagara Falls. In October, 1881, he was promoted to engineer, and for the fol- lowing eighteen years ran an engine in the freight ser- vice, being now one of the Erie's most reliable en- gineers and running in the extra passenger service between Buffalo and Hornellsville. INIr. Brinkel was married in October, 1875, to Miss Minnie ]\Iiller, daughter of John Miller, a laborer of Buffalo. They have three children, of whom Bertha, the oldest, is married to Edward Grady, a conductor on the Lehigh Valley, and residing in Buffalo; George, aged 20, is a machinist employed in the Erie shops, and Frederick, aged 18, is learning the carpenter's trade. Mr. Brinkel is a member of the B. of L. E.. and with his wife attends the Methodist Episcopal Church, of which they are members and prominent workers in the social and religious affairs of that denomination. JAMES BRINEY. Chicago, Illinois. One of the best and most prominent engineers of the western end of the Erie is James Briney, who with his family resides in his own pretty cottage at 614 Gar- field Boulevard. Mr. Briney is the son of Simon D. Briney an old railroad man, and was born in Arm- strong, Pennsylvania, on September 20. 1849. He left school at the age of 14 and for two years engaged in boating on the Pennsylvania Canal, running between Leechburg and Allegheny City. In 1865 he began his railroad career with the Western Pennsylvania Company, part of the Pennsylvania System, working in the construction department for a short time and then as a brakeman for three years, running between Al- legheny City and Allegheny Junction. In 1868 he was advanced to fireman, and after six weeks on freight was transferred to a passenger run on which he re- mained for nine years. During this period Mr. Briney established a record which is equaled by few, and his promotion to engineer in August, l88l, was fully mer- ited. He ran in the freight service of the Pennsyl- vania until 1883 when he resigned to accept a freight run on the Chicago Division of the Erie, .^fter a short time he was advanced to a passenger run, and for a number of years has pulled trains 9 and 10 between Chicago and Rochester, Indiana. In July, 1877, Mr. Briney was married to Miss Anna McAllister, daugh- ter of Samuel G. McAllister, a prominent farmer of Allegheny County, Pennsylvania. Two children have come to bless this happy union, Roy, aged 14. and Elizabeth Jean, 12, both of whom are attending pub- lic school. Mr. Briney is a member of Lodge 221, B. of L. E., of Huntington, and the Royal Arcanum. He is the possessor of numerous congratulatory let- ters from his superiors, in which his judgment as an engineer and fine running are eloquently praised. CHARLES A. BROWN, Susquehanna, Pennsylvania. Engine Dispatcher. Charles A. Brown was born in Ireland, October 30, 1848, and is the son of Richard M. Brown, a gunsmith who emigrated to America in 1850, settling at Port Jervis for a while and later moving to Susquehanna where he now resides. In 1863, after receiving a good common school education, ]\Ir. Brown entered the em- ploy of the Erie in the humble capacity of loading and unloading wood from the work train. Later he was assigned to the force that was building the new Susquehanna shops, and when they were completed he worked as truckman in the roundhouse for five years. His next advance was to that of engine in- spector at which he continued five years, and then for three years he served as a machinist under instruc- tions. In 1887 he was advanced to night foreman of the Susquehanna roundhouse, and in 1894 was made AMERICAN LOCOMOTIVE ENGINEERS. ISl the day foreman. His last promotion was in 1895, when he was detailed as Engine Dispatcher, in which capacity he has served the company in a highly effi- cient manner, winning at the same time the confidence and esteem of everybody with whom he is brought into contact. Mr. Brown celebrated Christmas of 1869 by becoming a benedict, having on that day led to Hymen's altar Miss Henrietta Wooster, daughter of David Wooster, a prominent farmer of Broome County, New York. They have two daughters, Anna, who is married and resides in Hornellsville, and Hat- tie, who is a graduate of the Oakland High School. IMr. Brown is a member of Lodge 423, I. O. O. F., of Susquehanna, and is the owner of a nice residence in that city, where he is highly esteemed by his fellow citizens. CHARLES E. BROWN, Aleadville, Pennsylvania. Charles E. Brown was born in West Salamanca, New York, February 16, 1862, and attended school at that place until he was 14 years of age. For the next nine years he w-orked at different avocations, finally deciding to follow the precedent set by his father. Philo F. Brown, who was a railroad engineer. In the summer of 1885, he secured a position as fireman on the Erie at Salamanca, and then followed three years' service on freight and one and a half years on pas- senger, receiving his promotion to engineer in May, 1890. Since that time he has run continuously in the freight service, and by his efficient work has won a high position in the ranks of the engineers. At Con- cord, New York, while firing, a wreck occurred be- tween a double header and a Mogul engine and while assisting in the removal of the debris, Mr. Brown was so severely cut on the head that he was laid up for three weeks. Since his promotion he has had no acci- dents of any sort. On November 5, 1895, he was mar- ried to Miss Maybelle Wagner, daughter of John Wagner, a prominent farmer of western New York. They have one child, Darrell V., aged 5 weeks. Mr. Brown is a prominent member of B. of L. E., Division 43, and was a delegate to the Firemen's Convention in San Francisco in 1890, while affiliated with the B. of L. F. GEORGE W. BROWN. Port Jervis, New York. George W. Brown was born in Piermont, Rockland County, New York, November 10, 1859, and in 1862 his father, who worked in the West Shore shops, moved to Jersey City, as the shops were moved there in that year. George went to No. I school in Jersey City, graduating from No. 5 High School in 1873. For a while he was assistant bookkeeper for the lladden Company on Chambers Street, New York, l)ut. as the work was too confining, he gave it up and then for two years went to the old John Brown tract, owned by the Browns for 120 years. At this time he wanted to commence railroading, but the Superintendent would not employ him, saying that he was not old enough. The young man would not be denied the privilege oi engaging in some sort of railroad work, so he entered the shops and helped put on the first air-brakes used by the Erie, engine 80 being the first one thus equipped. He then did electroplating on headlight ; and for ferry boats, tugs, etc., and worked at air and steam fitting. He helped pipe car 469, the first Erie car equipped for Pintsch gas, and w-as the first one to make this gas in the United States, being tutored at the experimental works on the Weehawken Branch by the agent, Charles Voigh, of Berlin. Prussia. On January 4 ^Ir. Brown began firing for Mr. Rounds, his engine being an old broad-gauge Cooke Mogul known as No. 130. He ran on the rounds for a whi'.e and then as extra. In October, 1883, he was assigned as fireman for Dan Kenyon, who was familiarly known as "Old Buttermilk," and possessed the reputation of never being suited with his fireman. Mr. Brown was the thirtieth man put to Kenyon's test, and the fact that he fired for him three years proves how well "Old Buttermilk" was suited with his service. In October. 1886, he was assigned to fire for Ed. Black, and after one year he was put to emergency running, which he did for two years, firing for Black in the mean- time. On October 24. 1889. he was promoted to en- gineer, and after running all the different trains on the Northern, Greenwood Lake and Bergen runs, he was given engine 742. a Class L, in February, 1892, which he ran between Port Jervis and Jersey City. In 1897 he was put in charge of a Baldwin engine. No. 876. which he is now running on freight. On May 23, 1881, Mr. Brown was married to Miss Alfretta Gray at Stony Point. New York, and they have five children, the eldest of whom is 18 years of age. Mr. Brown joined Lodge No. 3, B. of L. F., of Jersey City, on January 10, 1881, and still retains his membership in this order, although he belongs to Lodge 54, B. of L. E.. of Port Jervis. He also belongs to Lodge No. 40, O. U. A. M., the Y. M. C. A. of Port Jervis, and is interested in local politics. BENJAMIN FRANK BROWN, Oil City. Pennsylvania. Benjamin F. Brown was born in Cochranton, Penn- sylvania, December 29, 1855, and attended school in his 182 ERIE RAILWAY EDITION. native town till he was 14 years of age. He began his railroad career as a fireman in the Corry yards of the Philadelphia & Erie Railroad. After a short experi- ence at Corry he went to Shenango, Pennsylvania, and fired on the Shenango and Allegheny Railroad from 1873 to 1876, when he was promoted to engineer and ran imtil the spring of 1879, when he went to Meadville to work on the Erie. He was given a posi- tion of fireman, and after about a year was placed in charge of an engine in the freight service. In 1885 he was transferred to the Shenango yard of the Erie, where he remained till i8g6, when he was again transferred to the Oil City yards, where he still re- mains. Mr. Brown is quite a popular man with his as- sociates and acquaintances generally and belongs to Eureka Lodge, No. 290, F. & A. M., of Greenville; Mound Chapter, No. 212; Mount Calvary Command- ery. No. 67, and Shenango Council, No. 670, Royal Arcanum. April 30, 1879, he was married to Miss Ella A. Diffenderfer, daughter of John Diftenderfer, a farmer of Greenville. They have two children, Eliza- beth E., aged 19, educated in the Greenville schools and a graduate of Oil City Business College, is a stenographer for a business firm in Oil City; Stanley A., aged 16, is now attending school. jMr. Brown's father is Dyer J. Brown, a hotel keeper of Cochranton and Sandy Lake, Pennsylvania; his mother was Nanc}' M. Wier of Greenville. Mr. Brown owns some fine property in Greenville, and is a respected citizen wherever his work happens to locate him. PHILO F. BROWN, Jamestown, New York. Philo F. Brown, who is now night hostler at James- town, and a highly popular employe of the Erie, was one of the most efiicient of the road's engineers when ill health compelled him to retire from active service on an engine. The son of Sylvester Brown, a farmer of Waterloo, New York, an early settler of that portion of the state, he was born in Oswego County, August 15. 1839. At the age of 16 he had acquired a fine com- mon school education and he then went to work as a stationary engineer at Jamestown. In 1861 he began his railroad career as a fireman on the Atlantic & Great Western Railroad at Corry, Pennsylvania. After three years in this position he was promoted to engineer in October, 1865, but owing to an accident while firing in which he lost an eye, he was not assigned to road work, being given an engine in the Salatnanca yard, where he. remained twenty-nine years, and in that time never h.:iu a wreck or cost the company a cent for repairs to rolling stock. In 1894, owing to ill health he resigned, but after a short time he became engineer on the boat 'jMahel." which runs between Lakewood ami Celeron on Chautauqua Lake. He held this place three years, and then resigned to take charge of the electric light engines of Jamestown. In iSgS he re- turned to the employ of the Erie in his present ca- pacity. In 1867 Mr. Brown was united in marriage to Miss Kate Nerhut, of Venango, Pennsylvania, and three children have been born to them; Charles E., aged 31, is an Erie engineer and lives in Meadville; Maude died at the age of 8 years; Blanche, aged 24, educated in Randolph, New York, is married to J. W. Coul, an electrician of Jamestown. JNIr. Brown is a member of Salamanca Lodge. No. 239, F. & A. jM.; Canada Lodge, No. 86, A. O. U. W., and Division No. 43, B. of L. E. He is a property owner of Jamestown, and has a high standing in the connnunity as a citi- zen of worth and integrity. JOHN BRU.MBAUGH, Huntington. Indiana. John Brumbaugh was born in Huntington, Indiana, September 14, 1864, and attended public school in that place until he was 15 years of age, when he secured a position as jointer in a stave factory in his native city. He worked at this business for several years, and then accepted a place as engine watchman on the Cincinnati, Wabash & Michigan. He held this position six months and then returned to the stave business at Hector, Ohio. He worked there three years and then secured a place on the coal docks at Huntington in the employ of the Erie, for which company his father, John Braumbaugh, Sr., works as a carpenter. In July, 1888, he was advanced to fire- man, and he then fired freight two years and pas- senger six years, when he was promoted to engineer in the fall of 1896. Since that time he has run an engine in the freight service and has fully demon- strated his entire fitness for the position. He was married May 16, 1886, to Miss Johanna Ross, daugh- ter of Jerome Ross, a prominent farmer of Van Wert, Ohio. Three children have come to make their home pleasant; Agnes Bertha, aged 12; Mabel, aged 9, and Hazel Gertrude, aged 7, all of whom are attending public school in Huntington. Mrs. Brumbaugh, who is interested in social aflfairs as well as being a model housewife, is a member of the Ladies' Society of the B. of L. F. She was President of the Order for one term, and at present holds the office of Secretary. ]\Ir. Brumbaugh is a member of William Hugo Lodge, No. 166. B. of L. F., and enjoys the respect of a large circle of friends, being highly regarded by his fellow engineers and the citizens of his community. AMERICAN LOCOMOTIVE ENGINEERS. 183 JOHN F. BRUNER. Mcaclvillo, Pennsylvania. If tlic War of the Rebellion was still in progress and Uncle Sam in need of soldiers, it is safe to assert that John F. BruniT would be one of the number, provided a rebel bullet had not already put him out of the service. During the four years the war lasted he volunteered three times, re-enlisting each time he was mustered out. At the first call for troops he enlisted April 25, 1861, under Captain C. S. Cotter, in Com- pany A, 1st Ohio Artillery. In September, 1861, his regiment was mustered out by order of the War De- partment, and the following May he enlisted in Com- pany D, 84th O. \'. I., under Captain John N. Frazce. This regiment was mustered out after five months of service, and Mr. Bruner again enlisted on May 2, 1864, in Company A, 150th O. V. I., under Captain T. S. Paddock. He served four months with this regiment and was mustered out in August. 1864, at Cleveland. Mr. Bruner was born in Cleveland, Ohio, July 31, 1843, and his father was Jacob Bruner, an employe of the Cleveland & Pittsburg in that city. The young man attended school in Cleveland until he was 15 years of age. when he went to work in the car shops of C. & P., remaining there three years. He was firing on the Cleveland & Erie, now the Lake Shore & Michigan Southern, at the time of his first enlistment, and when he was mustered out at the close of the war he re- turned to that road. November i, 1864, he was pro- moted to engineer, and the following year he severed his connection with this road and went to Meadville, where he was given an engine on the Atlantic & Great Western. In May, 1873, he went to the C. & P., and ran an engine for two years, returning to Meadville and re-entering the employ of the Erie. He is one oi the best engineers in the service, has never had an accident and there has never been the scratch of a pen against his record in all his railroad experience. For some years he has had a run on Nos. 13 and 16, the Wells-Fargo and Buffalo Express, respectively, and this alone shows the high standing he has in the estimation of the officials. Mr. Bruner was married July 2. 1865. to Miss Katherine Winter, daughter of Peter Winter, a miner of Riener, Germany. They have a family of four grown up children, who are a credit to their parents. Frederick J., aged 33. a fire- man on the Erie, is married to Miss Ellen Mullen and lives in Meadville; George E.. aged 31, is employed in the Erie shops at ^leadville and married to Miss Eliza- beth Burchman: Charles, aged 29. a molder by trade, is married to Miss Sarah Whitehead and lives in Cleve- land; Eva M.. aged 2$, was educated in Meadville and resides with her parents. Mr. Bruner is a member of Stella Council, No. 230, Legion of Honor, and B. of L. E., Division No. 43. He is one of the foremost members of the B. of L. E. in this section, and takes a deep interest in the welfare and workings of the order. He was a delegate to the conventions at At- lanta, Georgia; St. Paul, Minnesota; St. Louis, Mis- souri; and is now a member of the Board of Adjust- ment, and since 1890 Chairman of the Grievance Com- mittee. Mr. Bruner is one of Meadville's influential citizens, owning fine residence property and enjoying the friendship of a host of acquaintances. JACOB P. BRUNETT, Meadville, Pennsylvania. Jacob P. Brunett was born in Meadville, Pennsyl- vania, March 5, 1868, and is the son of Jacob Brunett, a shoemaker of that city. His education was acquired in the public schools of Meadville, and his first busi- ness venture was running a restaurant in Pittsburg, Pennsylvania. He was thus engaged for fourteen months, but tiring of the business, which was not to his liking, he closed out and returned to Meadville, where he worked for the Meadville Natural Gas Com- pany for seven months. He then began his railroad career in the boiler shops of the New York, Pennsyl- vania & Ohio Railroad, where he worked thirteen months, being advanced to fireman on October 24, 1887. He had at last found an occupation entirely suitable to him, and he applied himself with such energy that after four years on freight and one month on passenger he was promoted to engineer. This was on November 24, 1891, and since that time has run in the through freight service of the Erie. Mr. Brunett has been in three wrecks, but in each case he was lucky enough to escape injury. The first was a tail end collision at Amasa, Pennsylvania; in the second his engine turned over at Latimer Crossing, Ohio, on June 18, 1893, while the third was a tail-end collision at Cortland, Ohio. Mr. Brunett was held blameless iu all these mishaps, and there are no black marks in the coinpany's books against him; in fact he is one of the most popular men running out of Meadville, both with his superiors and fellow engineers. He was married at Niagara Falls, August 28, 1886, to Miss Julia Guy, daughter of Nicholas Guy, farmer near Meadville. They have no children and so have more time to devote to society affairs, in which both take great interest, as they have a host of friends in the polite circles of the city. Mr. Brunett is a member of Division No. 43, B. of L. E.; P. H. C. of Meadville, and Lodge No. 219, B. P. O. E., of Meadville. 184 ERIE RAILWAY EDITION. JEREMIAH H. BUCKLEY, SR., Siisiiuclianna, Pennsylvania. For fifty-three years the name of Jeremiah H. Buck- ley, Sr., has appeared on the pay rolls of the Erie, and the venerable gentleman who has regularly drawn his envelope for that long period has seen the Erie grow from a line of surveyor's stakes to one of the foremost trunk lines of the country. The son of Williatti Buckley, a driver by trade, he was born in Ireland in 1831. His father came to the United States in 1840, and settled in East River, New York. Here Mr. Buckley attended school and farmed for several years, entering the employ of the Erie in 1847 and working on the grade between Port Jervis and Susque- hanna. In 1852 he was transferred to the shops at Susquehanna, and after one year there was given the position as fireman. He ran one year on freight and two years on passenger, being then advanced to engineer in 1856, and is now on his forty-fourth year as an Erie engineer, a record that is excelled by but few. Mr. Buckley iiulled passenger trains for eight years between Port Jervis and Susquehanna, and then was assigned to a day-pusher from the Susquehanna Yards to Gulf Summit, which run he has held for the past thirty-six years. He was married July ig. 1857, to Miss Ellen Green of Susquehanna, and to them have been born six children: Jane, Josephine. Thomas, Jeremiah, Jr., Frederick, and Lauretta, all of whom are grown to maturity and happily situated in life. Mr. Buckley is a member of Starrucca Lodge, No. 137. B. of L. E., and for the past ten years has held the office of Third Assistant Chief. His wife belongs to the Ladies' Auxiliary of the B. of L. E. Mr. Buckley owns some valuable property in Susquehanna, and is regarded by his fellow citizens as one of the foremost men of the city. is deeply interested in his work and is highly competent, the time is not far distant when he will be given further honors. Mr. Buckley was born in Susque hanna on February 22, 1869, and is the possessor of a tine education, having been a diligent student in the Susquehanna schools until he was 18 years of age. He is a member of Starrucca Lodge, No. 137, B. of L. E., and being a single man, is quite a prominent figure in Susquehanna's polite circles, as well as a great favorite with his host of acquaintances. JEREMIAH H. BUCKLEY, JR., Susquehanna, Pennsylvania. Despite the fact that his father is one of the oldest and best engineers of the Erie, it is on record that Jeremiah H. Buckley, Jr., had inclinations in his younger days of becoming a merchant; but, after a few years in a grocery store, he realized that his inherent love for the railroad would not be quieted, and so in 1889 he applied for and received a position as fireman on the Erie. So diligently did he apply himself to the duties of his place that after four years of handling the shovel he passed a fine examination and was pro- moted to the righthand side of the cab. He was given a freight run on the Jefferson Division, which he continues to hold; but, as he is one of those men who JERRY J. BUCKLEY, Carbondale, Pennsylvania. November 24. i860, Jerry J. Buckley began this life in Susquehanna County, Pennsylvania, being the son of Thomas Buckley, a farmer of that community. The young man improved his time by diligent study at the district school until he was 15 years of age at which time he entered upon a career in the carpentering business. Four years of this trade satisfied him that there were occupations more remunerative and nearer to his taste, and for nearly a year he tried a position in the molding department of the Erie shops. In October, 1883, he was advanced to fireman and he soon discovered that he was in line for promotion to a posi- tion that exactly suited him. His career of six years as fireman was marked with excellent work, such as to win him many commendations, and in September, 1889, he was promoted to engineer. For the past ten years he has run freight between Carbondale and Susquehanna, and during that time has established a record of high-class service that has placed him well in the estimation of his superiors, while his uniform good nature and friendly disposition has inade him a favorite with all along the line, as well as with his fellow employes. Mr. Buckley is a prominent mem- ber of Susquehanna Division, B. of L. E., No. 137. having been Second Engineer of that Division for two terms. He owns fine property in Susquehanna Cciunty. mostly farming land which is finely improved. MICHAEL BURKE, Buffalo, New York. Michael Burke was born in Buffalo, New York, on May 10, 1866, being the son of John Burke, an employe in the Erie shops at Buffalo. On leaving school the young man immediately evinced his desire for a rail- road career by accepting a position as engine wiper in the Buffalo roundhouse. He served in this primary school for engineers for a period of six years, being AMERICAN LOCOMOTIVE ENGINEERS. 185 advanced to fireman in September, iS86. when he was twenty years of age. He fired in the Bufifalo yards for the ensuing six years, receiving a merited promotion to engineer on August 4, 1892. Since this time he has run extra in the freight service out of Buffalo, and has won the approval of his superiors by the efficient manner in which he handles his engine and trains. Mr. Burke is unmarried and is a popular man among his many friends and acquaintances. ALEXANDER BURNISON, Huntington, Indiana. The knowledge a man acquires from experience is the kind that does him the most practical good. After mastering his trade the subject of this sketch broad- ened his mind and extended his experience by follow- ing his chosen calling on many roads. That he bet- tered his position with each change demonstrates that the knowledge he acquired was of benefit to him, and now that he has climbed the grade in life's hill and is settled down to the easy running beyond the summit, the Erie is to be congratulated in having an engineer of such wide experience in its employ. He was born in Gallon, Crawford County, Ohio, November, 1846. The son of a farmer, he left school at 16 to engage in active life as a stationary engineer. He quit that business for a soldier's career, serving for two years in the 13th Ohio Volunteer Cavalry, under Capt. Cling. In May, 1867, he commenced firing for the Pittsburg, Fort Wayne & Chicago Railroad, resign- ing after a while to accept a similar position on the "Bee Line," now known as "Big Four." After six months' firing he was promoted, and then for twelve years was a favorite engineer of that line, running between Gallon, Ohio, Union City and various other terminals. He left this road and accepted an engine on the ^Minneapolis & St. Louis Railroad, running out of Minneapolis. Later he resigned and went to the Denver & Rio Grande Railroad, running between Denver and Pueblo. Eleven months as freight en- gineer and eighteen months pulling passenger was the extent of his service with the D. & R. G., when he returned east and for one year had an engine on the New York, Pennsylvania & Ohio, as it was then called. He then entered the service of the Chesa- peake & Ohio, running for one year between Coving- ton, Ky., and Huntington, W. Va. In 1889 he re- turned to the Erie and for the full time since has had the same run. His experience of twenty-nine years in the cab. twenty-five on freight and four on passen- ger, stamps him as an engineer of experience and ability. In 1890 he married Miss Mary Hershner, daughter of a prominent farmer of Crawford County, Ohio. One child, a son, was born to them; but at the age of 21, when in full promise of useful manhood, he was taken by the hand of Death. Mr. Burnison has one of the nicest homes on Market street, and is a highly respected citizen. He is a member of Div. 221 B. of L. E., and of No. 327, F. & A. M., of Gabon. ABRAHAM BURNS, Huntington, Indiana. The subject of this sketch is a native of Pennsyl- vania, having been born in Altoona, in November, 1859. His father, James Burns, was engaged in the charcoal business near Altoona, and Mr. Burns at- tended school at that place until he was 11 years old. He engaged in farming, the brickmaking business, and finally drifted into railroading. He was a black- smith's helper on the Pittsburg, Fort Wayne & Chi- cago Railroad when he turned his attention to firing. After two years' service with the Fort Wayne, he se- cured a similar position with the Chicago & Atlantic. He fired freight three years and a half and passenger six months on the Erie, when, in December, 1886, he was promoted to engineer. For the past thirteen years he has run freight between Gallon and Hunt- ington, and numerous times his efficient work has been made conspicuous by words of praise from su- periors and congratulations from his fellow engineers. He is a member of Division 221, B. of L. E.; Royal Arcanum 1006, and a charter member and treasurer of the Junior Order of Lhiitcd .American Jilechanics. He is a man of sterling character and one who wins friends wherever he goes. In December, 1879, he was married to Miss Rachel M. Daltry, daughter of Thomas Daltry, who is foreman of the blacksmith department in the Huntington shops. They have seven children: Carrie May, aged 18; Alice Olive. 16; and Gertrude, 13, are attending High School. How- ard, 10, and Walter Dayton, 7. are attending public school, while Thomas James, 4. and George Milton Dewey, the baby and pride of the family, are the especial charges of Mrs. Burns, who guards them with true motherly care and solicitude. ERWIN C. BURROWS. Cleveland, Ohio. Erwin C. Burrows is one of the boys who marched through Georgia with General Sherman during the civil war, having been a member of the 19th Ohio Independent Battery. He enlisted at Cleveland. Ohio, 186 ERIE RAILWAY EDITION. in July. iSdi. and that fall fonnd SDnie interesting ex- periences under Gen. Burnside in Kentucky. His battery joined Sherman's forces at Kno.xville, and Mr. Burrows participated in all the engagements of Sherman's historic campaign until the battle of At- lanta, wliere he was wounded and sent home on a three months' sick furlough. At the expiration of the time he joined Sherman's army at Wilmington, N. C, and was with him until the close of the war, being at Salcsburg. N. C. when hostilities ceased. J\Ir. Burrows was born in Olmsted, Ohio, February 19, 1844; moved from there to Cleveland when he was 7 years old, and attended the Institute School on the Heights until the age of 16 years, when he went to Cleveland and secured a position in the shops and firing extra on the tb.en Cleveland & Mahoning, now Mahoning Division of the Erie. He gave up this place to enlist, and on being mustered out in 1865, returned to the employ of the Erie as fireman, con- tinuing as such until 1867, when he was promoted to engineer. He ran extra and fired for a short time, when he resigned and went to Marquette, Mich, where he secured a position as engineer on the Mar- quette, Houghton & Ontonagon Railroad. He con- tinued with this road thirteen years, the first on freight and the last twelve on passenger. Although the oldest engineer on the road, Mr. Burrows became dissatis- fied, and leaving Michigan returned to Cleveland, where he was employed by the Erie as an engineer. He is now pulling local freight between Cleveland and Youngstown, and is the third oldest engineer on the Jilahoning Division. His long career in the cab has been quite successful and his ability is known to be of the highest order, commanding the respect of his fellows and holding the esteem of his superiors. He is aiTiliated with the Devereau.x Lodge No. 167, B. of L. E., and is quite prominent in its councils, hav- ing been Chief of the Division one term. On May 25, i86g, he was married to Miss Lyda Lowman, now deceased. One daughter was born to them, who is married and lives in Cleveland. GEORGE BUSH, Huntington, Indiana. George Bush achieves distinction from the fact that he was a steamboat engineer of the Columbia river and Upper Cascades. He was born in Morris County, New Jersey, October ig, 1853, and attended school vmtil he was 17 years old, acquiring a fine common school education. His father was Ralph Bush, a pioneer farmer of Morris County, and the young man worked on his father's farm until he was 20 years old. when he took a trip to the Pacific coast. Here he ac- cepted a position with the O., R. & N. Co. as en- gineer, and for seven years ran a passenger and freight steamer on the Columbia river between Port- land, Oregon, and the Cascades, and Portland to Eugene City on the Willamette. He ran the first steamboat that entered and went through the Upper Cascade locks in 1880. In 1882 he began his rail- road career as a fireman on the Chicago & Atlantic. He fired liut one year, when his superior ability and thorough knowledge of engines won him promotion to engineer under Master Mechanic Ackley. Mr. Bush has been running on freight for the past six- teen years, and for seven years has run on Nos. JJ and 90, known as the "New York Merchandise." He stands well up in the confidence of his superiors, who have often complimented him on his ability and judgment. On September 23, 1874, he was married to Miss Mary E. Renshaw, daughter of Charles Ren- shaw, who was the boss nailer in the Boonton (New Jersey) Iron Mills. They have five children. Charles, the eldest. 22 years of age, is a traveling salesman; Irwin, aged 16, is an apprentice in the Erie Machine shop at Huntington; George, aged 9, and Lewis, aged 7, are attending public school, while their only daugh- ter, Laura, aged 14, has passed her examinations and will enter High School the coming season. Mr. Bush is held in high esteem by his brother engineers, and both he and Mrs. Bush enjoy the friendship of all whom they meet. He is a member of B. of L. E. Di- vision No. 221; Amity Lodge No. 413. F. & A. M., and the Royal Arcanum. Mr. Bush is also quite a sportsman and every year takes a vacation long enough to make a hunting trip into some region where game abounds, and when he returns he brings plenty of trophies to testify to his skill with the gun. D. CLINTON BUTLER, Huntington, Indiana. The son of Beale Butler, a farmer of Huntington County, Indiana. D. Clinton Butler was born in Whit- tley County, Indiana, on November 10, 1862. He attended school until he was 17 years of age and then went to railroading, having secured a position as ap- prentice in the Chicago, Burlington & Quincy round- house at Creston, Iowa. He was soon promoted to fireman, running on a yard engine at Creston for a }'ear. He then went to the Chicago, Milwaukee & St. Paul, where he fired six months, entering the employ of the Erie next, and securing promotion to engineer in 1886. Mr. Butler was married June 12, 1888, to Miss Anetta Campbell, daughter of William Camp- AMERICAN LOCOMOTIVE ENGINEERS. 187 bell, a tobacco dealer of Hiiiitingtoii. and they have a family of lour children. Mr. Biitlcr is a member of Lodge No. 221, B. of L. E.. and has held various ofliccs in the same. He is also altiliatcd with Amity Lodge No. 48.?. E. & .\. M.. and Council 1006. Royal Arcanum. ABNER G, BRYAN. Gallon, Ohio. After a life full of usefulness, attended by pros- perity, Abner G. Bryan has settled down to enjoy the fruits of his toil. Jilr. Bryan was born in Wayne County, Ohio, on December 15, 1835, and received quite a fine education. He ran a stationary engine at Ashland, Ohio, from 1857 to 1861, enlisting in the 23d Ohio Volunteer Infantry in May of that year. He served two years as a musician, and on his return home in 1863 was employed by the Atlantic & Great Western. After braking a short time he was put to firing, being promoted to engineer in the fall of 1868. He ran a yard engine at Urbana, Ohio, some time and then ran in the freight service until the spring of 1879, when he retired from active duty, making extra trips as passenger engineer occasionally to keep his standing as ati engineer. He has always retained his membership in the B. of L. E., and is a stanch supporter of that order, having represented the local lodge at the grand international convention held at Montreal in 1880, and has been Chief of Division 16, and represented it at the New York convention. He is also a member .of Dick Morris Post No. 130, G. A. R.. the Junior Order of American Mechanics, and is Treasurer of the Board of Trustees of the IMethodist Church. Mr. Bryan was tiiarried on May 9, i86i, to Miss Sarah A. Dice of Gabon, and they have one daughter, Florence. Mr. Bryan was engaged in the coal business for a number of years, but has lately retired. He owns some finely improved property in Gallon, and is one of the city's best citizens. JOHN CALLAHAN, Buffalo, New York. John Callahan was born in Ireland on June 27, 1849, being the son of Timothy Callahan, a farmer. The young man secured a common school education and then engaged in farming until he was 18 years of age. In 1867 he decided to Come to America, and after locat- ing at Unionville. New York, he again engaged in farming, which avocation he followed until November. 1871. when he entered the employ of the Erie at Hornellsville, first as car inspector and then as line- man. In September, 1872, he was advanced to fireman, running on the Buffalo Division for the ensuing eight years and receiving promotion to engineer in Sep- tember, 1880. He was then assigned to a switch engine in the Buffalo yards, in which capacity he has faith- fully and cfliciently served the company for nearly twenty years. In June, 1875, Mr. Callahan w-as mar- ried to Miss Mary Welsh, daughter of James Welsh, a liveryman of Buffalo. Six children have been born to them, of whom John, a fireman on the Erie, aged 24, is the oldest: Timothy, aged 22. is a fireman on the Buffalo Creek Railroad; .\nna is a graduate of the Buffalo Public Schools; James is attending in the parish school; while Charles and Frank are attend- ing the public schools. Mrs. Callahan is a member of the C. L. B. A. and the Ladies' Auxiliary of the B. of L. E. Mr. Callahan belongs to Division 15, B. of L. E., and the C. M. B. A. He owns a nice two-story residence on South Division Street and is highly re- garded by his many acquaintances. PATRICK J. CAHALANE, Huntington, Indiana. Patrick J. Cahalane was born in Indianapolis, Indi- ana, January 27, 1861, and when a school boy of only 8 years of age, began his useful career by selling news- papers, which he continued to do until he was 14 years of age. by that time having acquired a good common school education, he entered more actively in the busy scenes of life. He began railroad service at the very bottom, and while yet very young, was engaged by the "Pan Handle" as a caller for engine crews. After two years of calling, he was employed as a fire- man, and after two more years of service with this road he resigned to accept a position as hostler in the Chicago. Indianapolis, St. Louis & Cincinnati round- house, at Indianapolis. In a short time he returned to firing again, and for seven successive years worked in that capacity for the C, I, St. L. & C, with a repu- tation of being one of the. cleanest and best firemen on the Chicago Division. He received his promotion on that road, and for one year ran as engineer from Cin- cinnati to Kankakee, Illinois. In 1890. he again re- signed his position to accept a similar one on the Chicago & Atlantic, under Master Mechanic Berry, since which time he has run between Chicago and Gallon. He is highly esteemed by his fellow engineers, and many times has received the praise of his superiors for his efficiency and good judgment. iMr. Cahalane's father was a railroad man, and lived in Indianapolis until his death, leaving a wife and six children, Mr. Cahalane being the eldest. His solicitude for the hap- piness of his mother is highly regarded by those who know him. He has built Iter a lovely home in Indi- anapolis, and always contributes very liberally to her support. 188 ERIE RAILWAY EDITION. THOMAS CALLAHAN, Cleveland, Ohio. Born in Ireland in December, 1850, Thomas Calla- han was left an orphan at the age of 4 years, since which time he has had the shaping of his own career, and judging by the responsible position he holds, the property he has accumulated and the high esteem in which he is held by all his acquaintances he has made a grand success of life. He received his education in Ireland, and on quitting school at the age of 12 years, he devoted the ensuing five years to farming. In 1867 he came to America and made Cleveland his home, having secured a position as wiper on the Erie Rail- road. This place he held for three years, being then advanced to switch tender, and after two years he was promoted to fireman. For fourteen years he handled the shovel, his long and faithful service being reward- ed by promotion to engineer in July, 1886. He was given a yard engine, which he ran for a period of two years, being then advanced to road work in the freight service, at which he still continues. Mr. Calla- han is a faithful, conservative runner, whose ability is recognized by both his superiors and brother en- gineers. He has had two close calls, both of which resulted quite seriously, although there was no one badly hurt in either wreck. The first occurred while he was pulling freight between Hiram and Mantua. A work train was stranded midway between these sta- tions and Mr. Callahan being misinformed as to its exact location ran into the rear end of the train, telescoping the caboose and derailing the engine. About fifty men were working on the construction train, but no one was injured. Mr. Callahan and his fireman saved themselves by jumping. In December, 1897, while coming down the steep grade into Cleve- land with about thirty-five loads, the Cleveland & Pittsburg crossing was held by a train on that road. Every effort was made by Mr. Callahan to control his train, but it was impossible to stop it. The "D" rail threw the engine and four cars into the ditch, and again Mr. Callahan and his fireman saved them- salves by jumping. On October 12, 1876, he was married to Miss Bridget Cavanaugh, daughter of John Cavanaugh, a retired expressman of Cleveland. Ten children have been born to them, six sons and four daughters. John, the eldest, is now in San An- tonio, Texas, for his health; Daniel is a brakeman on the Cleveland, Lorain & Wheeling Railroad; Owen, aged 18, is an employe of the Erie; Thomas, 16, will graduate from school this fall; Annie, 14; William. 12; Joseph, 10; Kate, 7, and Mabel, 5, are attending school, while Grace, aged 2, is the especial care of Mrs. Callahan who takes true motherly pride in her family. Mr. Callahan is a member of B. of L. E.. Division 167, and takes great interest in its affairs. He owns a pleasant home at 341 Jefferson Street, and has other valuable property interests in the city. M. P. CAMPBELL. Hornellsville, New York. Martin J. Campbell was a conductor on the North- ern Central & Pennsylvania Railroad, and when his son, M. P. Campbell, was old enough to begin rail- roading he followed in the footsteps of his father. Born in Barrington, Yates County, New York, in 1861, he secured a good common school education, and then, at the age of 15, began his successful railroad career as a switchman in the Erie yards at Elmira, where he remained four months. In July, 1876, he secured a position as brakeman on the Delaware, Lackawanna & Western Railroad, and continued with that road until 1885, when he entered the employ of the Baltimore & Ohio at Pittsburg as fireman. Five months later, January 12, 1887, he returned to the Erie as fireman on the Susquehanna Division. Janu- ary 6, 1890, his efficient service was rewarded by pro- motion to engineer, since which time he has been con- tinuously in the freight service. JMr. Campbell has been highly successful in every capacity he has worked and his ability, judgment and fidelity have won him many encomiums from his superiors, while the good wishes of his fellow workmen always attend his efforts. On August 7, 1S89, he was united in marriage to Miss Bonnie Shirley, and three children have been Clayton John. Mr. Campbell is a member of the B. of L. E., and is regarded as one of Hornellsville's best citizens. STEPHEN CAMPBELL, Jersey City, New Jersey. Born in New York City January 5, 1831, Stephen Campbell moved with his parents to SufFern, New York, when quite young, and attended school there until he was 15 years of age. He then went to Pater- son, New Jersey, where he worked in a cotton mill a short time, leaving that avocation to learn the baker's trade, at which he worked until 1852. On September 20 of that year he took service with the Paterson & Hudson River Railroad as a brakeman, continuing for eleven months. In August, 1853, he started to fire on engine, an R. L. Colt, working about two weeks under the direction of Charles Fraiser. He born to them, two of whom survive — Hazel Mary and AMERICAN LOCOMOTIVE ENGINEERS. 189 ^^^m "^^ v^^^^l || ^'^''^ ^^^^^^^^^^^^^^^^^^K^la^aL^l^iS^fi^H H^ THOMAS CALLAHAN. PATRICK J. CAHALANB. 190 ERIE RAILWAY EDITION. then went on the engine Ramapo, H. P. Carlough, engineer, nntil the fall of 1854. The wide gauge was ready from Paterson to Jersey City, and everybody was discharged. Mr. Campbell and two or three en- gineers and firemen were engaged to go on the broad gauge, or N. V. & E. R. R. On July 21, 1856, he was promoted to engineer, and being given a Hinkley engine, No. 54, he was assigned to switch work, which he performed for seven years. At the time of the strike on October 4, 1856, Mr. Campbell was laid oft only two days. In July, 1863, he was given a freight run from Jersey City to Port Jervis and Newburg. In 1868 he was assigned to emigrant trains Nos. 8 and 21, and continued in the passenger service until March 9, 1888, when he quit road work and took a switch en- gine in the Jersey City yards. The only wreck he has ever encountered occurred on September 28, 1870, at Turner Station, when he was pulling train No. 12 with engine 313. He ran into L. B. Lent's circus train and in the wreck Mr. Whitback. the manager, was killed. Mr. Campbell was uninjured, in fact the only injury he has ever received was at Jersey City on April 19, 1876, when, having been caught between car and depot, his shoulder bone was broken. On Novem- ber 25, 1858, Mr. Campbell took unto himself a help- mate. Miss Eliza Waldo, of Jersey City, and three girls have been born to them, one of whom is a school teacher at Bergen. Mr. Campbell is a member of the Masonic order, having joined Varick Lodge, No. 31, in 1858. He is now a member of Highland Lodge, No. 80. He joined Division 54, B. of L. E., at Port Jervis, and was a charter inember of Hudson Division, No. 135, B. of L. E., having joined in 1872, and is also affiliated with the B. of L. E. Jilutual Life & Accident Insurance Association. He owns a pleasant home in the city and is widely respected. THOMAS CAMPBELL, Deposit, New York. Along the entire line of the Erie there is not an engineer who is more popular than Thomas Campbell, for he is one of those fortunate men who have the happy faculty of making friends and retaining them. As an engineer he grades among the best, having some years ago left a good passenger run to accept a pusher engine, the duties of which position permitted him to spend more time with his family. The son of Rae Campbell, a farmer of Mammoth County, New Jersey, he was born January 19, 1846, and received a liberal education in the common and graded schools of his native town. After working on his father's farm a short time, he went to Rochester, New Y'ork, wdiere he started in the New York Central machine shops as a helper, and in three years and a half developed into a fine machinist. He resigned in 1866 to accept a place on the Erie, and, after firing a year and a half, the last six months of wdiich was on passenger, he was promoted to engineer and given a freight run on the Delaware Division, which he held until 1877. From tliat date until 1885 he had various passenger runs, the duties of which were always acceptably performed, and it was with regret that the company assigned him, on his request, to a pusher between Gulf Suinmit and Deposit. On May 20, 1869, Mr. Campbell was united in marriage to Miss Rebecca Burstell, daughter of John Burstell, a prominent farmer of Ulster County, New York. They have three children, of whoin Min- nie, aged 28, is married and resides in New Y'ork City; James, aged 26, is first assistant foreman of the Brooklyn, New York, fire department; and Florence, aged 20, is a graduate of Port Jervis High School and resides with her parents in their own pretty home in Deposit. Mr. Campbell belongs to Oguga Lodge, No. 703, I. O. O. F., of Deposit, and Lodge No. 54, B. of L. E., of Port Jervis. WILLIAM CAMPBELL, .Akron. Ohio. William Campbell was born May 24, 1848, and com- menced railroading in 1881 in the capacity of engine wiper in the Kent roundhouse. He followed this avo- cation three years, being then transferred to firing a switch engine, and after eighteen months went into road service, receiving promotion to engineer in May, 189a, since which time he has run a switch engine in the Akron yards. Mr. Campbell was married on April 30, 1870, to Miss Emma Stevens of Akron, and they •have two children, Fred L. and Arthur B. The former is firing for his father, and the latter is an employe of the American Cereal Company. ;\lr. Campbell owns his own home and is highly respected by his fellow citizens. GOLD R. CA^IPMAN, Sharon, Pennsylvania. Gold R. Campman was one of a family of twelve children, and was born March 5, 1866, in West Middle- sex, Pennsylvania, where his father was a boss in a blast furnace, and who served three years and six months in the I42d Pennsylvania Volunteers. After attending school until he was 14 years of age Mr. Campman went to work in a brickyard, where he labored two years, then accepting a situation as flag- AMERICAN LOCOMOTIVE ENCUNEERS. 191 M. P. CA.Ml'UELL. THOMAS CAMPBELL. 192 ERIE RAILWAY EDITION. man for a crew who were laying steel for the Pennsyl- vania Railroad Company. After a short time he was advanced to brakeman, a place he held for six months, when he was taken sick with typhoid fever and was unable to work for over a year. He was employed for two months as a furnace hand at Middlesex, leav- ing there to accept a place as brakeman on the Ma- honing Division of the Erie. Two years later he was advanced to fireman, and in this capacity served for seven years, being promoted to engineer in April, 1895. He ran extra and fired until 1897, when he was given a regular engine, and has since been engaged in the freight service. Although a comparatively young engineer he has demonstrated his thorough fitness for the responsible position he holds, and is well liked by his superiors and a favorite with brother engineers. iNIr. Campman has been in but one wreck, that was when firing on a double header, when both engines left the track and turned over in the ditch near Pyma- tuming. Fortunately all had time to jump and thus no one was injured. August 12, 1886. ]\Ir. Campman was married to Aliss Efiie J. Gold, of Franklin, Penn- sylvania, and they have a charming family of three children, one son of 1 r years and two daughters, Irejie, 7, and Jura, 3. Mrs. Campman's father was killed when she was but one year old by a lightning stroke. Mr. Campman and wife are members of the P. H. C. of Sharon, and Mr. Campman belongs to Mahoning Lodge. No. 199. B. of L. F. He owns a pleasant home at 48 River Street, and is one of Sharon's highly respected residents. JOHN C. CARR, Gallon, Ohio. John C. Carr was born in Union County, Ohio, July 8. 1854. His father was Daniel Carr, a prosper- ous farmer of L^nion County, and one of the early set- tlers of that community, having cleared his farm from the woods that once covered that fertile section. Mr. Carr attended school until he was IS years of age, and in April, 1871, secured a position as brakeman on the Atlantic & Great Western, which he held for three years. In November, 1874, he began firing in the employ of the same company, and for three years fired on freight and the same length of time on pas- senger. In January, 1890, he was promoted to en- gineer, and for the past nine years has run on through freight, performing his duties in an earnest, thorough manner that is winning him the esteem of the officials and his fellow employes. He was married December 24. 1S74, to !Miss Emma M. Clayton, daughter of John Clayton, of Licking County, Ohio. They have five children: lilina D., aged 23, is married to .\. J. Eason, an employe of the Erie at Gallon; Mildred J., aged 21, and ^lary E.; aged 19, educated in Gallon; Jessie J., aged 17. is attending school, and John E., aged 15, is engaged in the transfer business. Mr. Carr is a member of B. of L. E.. Division No. 16; B. of L. F., No. 107; I. O. O. F., Rush Creek Lodge, No. 629; Richwood Encampment, No. 185. and Lodge No. 284. Daughters of Rebecca. He owns nice property at 250 South Union Street, and is a highly respected citizen of Gallon. ROBERT CANTWELL, Youngstown, Ohio. One of the promising young engineers of the Erie at Youngstown is Robert Cantwell, who was born in Burnice, Pennsylvania, on March 19, 1869. He worked in the coal mines at Bradford, Pennsylvania, for a number of years, going to Youngstown to accept a position in the rolling mills there. In September, i8go, he secured a position as fireman on the Erie, in which capacity he served until October, 1897, when he was promoted to engineer, having since run extra, making regular trips as fireman in the meantime. Mr. Cant- well has the name of being one of the best firemen on the Mahoning Division, and his work as engineer has been of an exceptionally high class. He was married August 24, 1893, to Miss Lizzie McCan, daughter of Park McCan, an engineer on the Pennsylvania Rail- road, and they have three children. Mr. Cantwell is a member of Lodge No. 199, B. of L. F. ALANSON L. CARSKADDEN, Meadville, Pennsylvania. Alanson L. Carskadden, son of Thomas R. Carskad- den, a farmer of Crawford County, Pennsylvania, was born in that county August 4, 1861. He received a fine common school education and also attended commer- cial college until he was 18 years of age. On leaving college he obtained a position as clerk in the .\tlantic & Great Western Purchasing Agent's office, which he retained till the office was moved to Cleveland, when he went to work in the machine shop in the wrecking department. One month later he lost the end of one of his fingers while blocking up a driving wheel, and when he was ready to return to work he was given a position as fireman. He fired from August 20, 1880, until .\ugust 23, 1886, when he was promoted to en- gineer, and is now running through freight on the Meadville Division, west. Mr. Carskadden's career has been punctuated by several wrecks, none of which. AMERICAN LOCOMflTIVK HNGINKRRS. 193 JOHN CARTER. DAVID E. CAREY. 194 KKIl' RAILWAY EDITION. however, resulted disastrously. He was in a head-end collision at Concord in which his hip was hurt: and at Warren, Ohio, in another head-end collision which he had with No. 14. due to an open switch, no one was seriously hurt, although the engines were badly dam- aged. On Windham Hill an engine which he was running "went wrong" and tore itself to pieces before it could be stopped. Befw-een Mosketo and Court- land a cross head plate flew through the window of the cab and struck Mr. Carskadden on the chin, com- pletely knocking him out, and leaving a scar which he still bears. June 12, 1881, he was united in marriage to Miss Minnie Hennessy, of Hamilton, Ontario, and they have a very interesting family of three children, all of wliom are accomplished musicians. Grace is a fine performer on the piano, Thomas handles the mandolin skillfully, while Erba is a singer of high merit. As may be imagined Mr. Carskadden's. pleas- ant home is the scene of many a happy gathering, and he and his family are among the best people of l\Iead- ville. He is a member of Division No. 43, B. of L. E. ; Pioneer Council, No. 19, Royal Templars, and Craw- ford Lodge, No. 734, I. O. O. F. His mother, who still survives, is also a resident of Meadville. JOHN CARTER, Buffalo, New York. John Carter was born at Kingston, Canada, in 1856, of American parentage. When the subject of this sketch was but six weeks of age, his mother took up her residence at Rochester. It was in that city that young Carter began his school education in 1864; about this time, however, the family removed to East Elba, Genesee County, where the future engineer, with that indomitable energy and thirst for knowledge which has distinguished him throughout life, walked two and a half miles daily, and back again, in order to profit by the advantages offered by the nearest school. In 1866 he sustained a severe loss by the death of his mother, and from that time the boy, only 10 years of age, made his own way in the world, gradu- ally forging ahead in spite of many difficulties which might well have appalled an older head and a stouter heart. His first position was in a woolen mill, where he worked for $9 a month for one summer. His em- ployer, a }ilr. Hall, taking notice of the youth's eager- ness for an education, secured for him a place with a widow lady, where, in return for his board, he "did the chores," with the express stipulation that he was to be allowed to attend school. The next summer he re- turned to his former einployer, but at higher wages, for so well had he spent his time heretofore that he had learned from some girls at the mills the art of weaving, so that, when his employer offered him the same salary as formerly, $9 per month, he demanded and received $12. From this time on, he alternated be- tween working in the summer months and attending school in the winter, until he had qualified himself for admittance to Alexander Seminary, where he attended for three terms, supporting himself in the meantime by working on a farm for J. B. Ellis. While so em- ployed young Carter got a chance to work at nights, as watchman on a steam shovel; he was not slow in tak- ing advantage of this opportunity for double employ- ment, and held it until the fall of 1872, when he was made fireman on the shovel; this position he held, on and off, for five years, when he left it to fire an engine lor his father-in-law, W. E. Davison, running between Buffalo and Hornellsville. at which he was engaged for eighteen months, leaving it to fire on extra pas- senger engine No. 11, William Goodenough, engineer. Si.x months later he went on with engineer George Smith, passenger engine No. 483, out of Hornells- ville. On January 18, 1883, Mr. Carter was promoted to the position of engineer, taking charge of a steam shovel, which he ran at Sparkill, Attica, Bloods, Cooper's Plains, Addison, and other places, notable among them being the great cut at Hornellsville. In the meantime Mr. Carter had been married, at Hor- nellsville, to Miss Ellen Louise Davison, daughter of his first engineer. Their union has been blessed with two children, both boys, the eldest of whom, William Chester Carter, has graduated from the Buffalo High School, and is now holding the position of clerk in the Wagner Palace Car Company. The younger, John Charles Carter, is still attending school in Buffalo. Mr. Carter, like so many other of our well-known engineers, is a staunch supporter of the doctrines of the Brotherhood, having become an ardent disciple in the year 1884, since when he has used his influence for the good of the order on many occasions. Mr. Carter, in his home life, is surrounded by many luxuries not to be found in the homes of many a wealthier man, chief among them being a library which bears out the trend of his childhood days, when he persisted in obtaining his education under difficulties which might have disheartened many others. His chief hobby in this direction is history, and upon his shelves may be found authorities and biographies which show the earnest mind of the man. CLARK CASKEY. Port Jervis, New York. One of the best known of all the Erie engineers, the .system over, is Clark Caskey, the subject of our sketch and illustration. Born May 7, 1843. at Port Jervis, New AMERICAN LOCOMOTIVE EiVGIXEERS. 195 York, he was early bereft of both parents, and was ■'bound out" to a farmer, for whom he worked until he was i8 years old. But the day his time was out he went to Port Jervis and the same day went to work for the Eric as a brakcman on the Delaware Divisions, where he remained a year, at the end of that time moving on west to Great Valley, where he worked a short time with his uncle. Just then the Atlantic & Great Western was extending west from Corry, and young Caskey's next employment was in drawing a cart in a big cut at Union, Pennsylvania, for which work his uncle was the contractor. Then, when the grading was complete, he swung a 13-pound spike maul over the whole distance from Corry to Mead- ville during the laying of track, and surely earned recognition and promotion thereby. Next he went to braking on the gravel train, his engineer being Zenas Russell and the fireman Jacob Cooper, after- ward Master J^Iechanic at Meadville. This he con- tinued but a short time when Engineer Russell was given charge of a freight train, and Cooper being ad- vanced to engineer of the gravel train, Mr. Caskey be- came his fireman. Was made engineer on the A. & G. W. in 1864, running extra freight between Sala- manca and Kent. Leaving the A. & G. W. in Decem- ber, 1867, in good standing, he came to Jersey City, and in February, 1868, engaged with the Erie, and has ever since been with the company, having put in ten years on freight and the remainder, to the present time, on passenger, now being in charge of compound en- gine 375, on the run between Jersey City and Port Jervis. pulling train 7 west and train 38 east. Mr. Caskey has been twice married, his first wife being Miss Emily Hazen. to whom he was married early in 1864, at Port Jervis, and with whom he lived happily until her death in 1892. Two sons of this marriage are now living; one, Harry B. Caskey, being also an engineer on the Erie, and the other, Wilbert Caskey, being assistant engineer of the Knickerbocker Silver Plate Company of Port Jervis. Mr. Caskey was married in May, 1894, to Miss Jennie Cuddeback of Port Jervis. and being a delegate to the St. Paul convention, his bride accompanied him thither, and they then made an extended trip to the Pacific Coast, returning to the comfortable home owned and occupied by them to this time. In 1872 Mr. Caskey was elected Chief En- gineer of Division 54, B of L. E.. at Port Jervis, serv- ing in the same as delegate to the Philadelphia con- vention. He w-as again chosen in 1890, retaining the ofiiee until 1894, being sent by his division to represent them at Atlanta and St. Paul. His services in pro- moting the success of the Erie Engineers' World's Fair Exhibit are well known, and are fully referred to in the history of that project in this volume. Mr. Caskey has never been injured in the lino of his duty. but has had more than one miraculous escape. A notable instance was that of the time when, the track men having left a switch open, he plunged with his engine into the side track, colliding with a heavily loaded car with such force as to e.splndc the oil tanks which were in the train immedialely behind the engine, the explosion throwing the oil over the engine, which at once became a mass of tlames. Both Mr. Caskey and his fireman escaped without injury, but a brakeman was thrown 104 feet and died from his bruises and burns. Again at Newburgh. his train Ijeing heavily loaded with coal, ran into a train load of empties, but he and his fireman barely saved their lives, the engine being totally demolished. On an- other occasion, having gone to his dinner and being a little delayed, his engine. No. 294, blew up whde standing in the yards, and in his sight, his fireman being only twenty feet away and sustaining severe in- juries. Mr. Caskey is a man of strong domestic tendencies and of temperate habits, believing, as he does, that no one should himself ilo that which he sees working injury to others. And, indeed, his per- sonal appearance bears the strongest testimony to the wisdom of his course of life, for time has dealt lightly with him and bids fair to stay its hand for years to come. DAVID E. CAREY, Hornellsville, New York. The Erie had been in operation l)etween Hornells- ville and Dunkirk only a year when David E. Carey began running over the Western Division. The coun- try was then a wilderness, broken only here and there by a settlement of ambitious pioneers, and the red men were still numerous in this section. Mr. Carey was born in Massachusetts on January 20, 1825, and began firing on the Boston & Maine in 1848. Two years later he was promoted to engineer, and after run- ning on that road for two years emigrated to what was then the far west. He took service with the Erie, en- tering shortly after H. G. Brooks. Mr. Carey ran a freight until i860, and was then advanced to passenger. He has been in the latter branch ever since, and is now pulling trains 14 and 29 between Hornellsville and Buffalo. Mr. Carey was married in 1847 to Miss Sarah Nichols of New Hampshire, and three children were born to them, all of whom are dead. A daugh- ter, who was the wife of United States Consul Martin, died in China some years ago. Mr. Carey joined the Masonic order in 1853, and is a Knight Templar, be- sides belonging to several other orders. During his career of forty-six years on the Erie he has been re- markably successful, never having an accident worthy 196 ERIE RAILWAY EDITION. of mention. Many of tlie best engineers of the Erie have begun their careers as firemen under his tuition, and it is but natural that he should be regarded by them and by all the other employes of his acquaint- ance as an engineer of distinguished ability and worthy of the great confidence bestowed on him by the ot'ticials of the road. GEORGE CASEY, Galion, Ohio, George Casey was born in Crawford County, Ohio, March 12, 1855, His father was Nelson Casey, a pros- perous farmer of that county and one of the early settlers of that part of the state. He attended school until he was 16 years of age and then worked two years longer on the farm. Farm life not being e.xactly to his liking he cast about for employment more to his de- sire, and in February. 1873, entered the employ of the Atlantic & Great Western as a fireman. He fired four years on freight and three years on passenger, and in the fall of 1880 was promoted to engineer. For the past nineteen years he has been engaged in the freight service, and at times running extra passenger. For the past four years he has had charge of Nos. 37 and 38 on the Cincinnati Division, and his popularity extends all along that division. During his career as an engineer he has been intrusted with some of the most important trains on the system and has always handled them with marked ability. He has never met with an accident of any kind and stands high in the regard of the officials of the road. In August, 1876, he was married to Miss Anna Schumacher, of Gallon, Ohio. Her father was Joseph Schumacher, who came from Lancaster, Pennsylvania, and took a farm in Crawford County in the early days. They have one child, Frank, aged 14, who is now attending high school in Gallon. INlr. Casey is a member of B. of L. E., Division 16, owns fine property and is a sub- stantial citizen. He was a delegate to the national conventions of the B. of L, E, at Detroit and St. Louis. GEORGE H. CAUGHEY, Chicago, Illinois. George H. Caughey, an experienced and capable engineer in the employ of the Erie, was born in An- nawan, Illinois, on July 5. 1858, being the son of John Caughey, a farmer now residing at Depue, Illi- nois, After leaving school Mr. Caughey engaged in farming until 1878, when he began his railroad career as an engine wiper on the Winona & St. Paul Rail- road. Later in the same year he was advanced to fire- man, and for two years ran l)etween Sleeping Island Minnesota, and Watertown, South Dakota. Resign- ing in 1882, he came to Chicago, where he was em- ployed as a fireman on the Lake Shore & Michigan Southern, running between Chicago and Elkhart, Indi- ana. In a short time he was promoted to engineer, but after running a few months resigned to accept a similar position on the Burlington & Missouri River Railroad, where he ran between Atchison, Lincoln and Fall City, Nebraska. He remained with this road less than a year, returning to the Lake Shore, from whose service he resigned in i88.'5 to accept a position with the Chicago & Atlantic. Since then he has run a night switch engine in the Chicago yards, and is universally respected and admired by his friends and acquaint- ances. Mr. Caughey is a member of Lake Division, No. 302, B. of L. E., and is a prominent worker in the local affairs of that order. J. K. CHAPMAN, Hornellsville, Xew York. The Erie's efficient Road Foreman of Engineers at Hornellsville is J. K. Chapman, who was born in Friendship, New York, on October 4, 1836, He left school at 17, and the fall he was 18 entered the service of the Erie as a brakeman, beginning to fire in July, 1856, In the summer of 1861 he enlisted in the gth New York Cavalry and served until the fall of 1864. He returned to firing on the Erie that winter and in February, 1865, was promoted to engineer, running in the freight service until 1882, when he was advanced to passenger. This promotion was followed in 1889 by his present position. i\Ir. Chapman was married on Jaiuiary 5, 1859, to Miss Mary Williams of Horse- heads, New York, and they have one daughter who is married. Mr. Chapman has been a member of the B. of L. E. for many years, and has represented the local lodge in conventions a number of times. He has been a Mason since 1868, having held all the chairs in the Hornellsville lodge, and is now Senior Vice Com- mander of Dotv Post, G. A. R. WILLIAM H. CHICK, Jamestown, New York. William H. Chick enlisted in Company A of the 17th Maine Volunteer Infantry in July, 1862, and served during three years, participating in nine battles and being shot twice, once in each arm. He was born in Livingstone, Maine, June 27, 1843, and after the war went to Meadville, Pennsylvania, where he secured AMERICAN LOCOMOTIVE ENGINEERS. 197 CIxARK CASKEY. AI.AXSOX L. CARSKAUDEN. 198 ERIE RAILWAY EDITION. work in tlie Atlantic & Great Western shops, working from June, 1866, till the spring of 1867, when he was advanced to fireman, being promoted to engineer De- cember 30, 1870. He is one of the best engineers on the division, now having a run on trains 16 and i. Mr. Chick was married August 18, 1870, to Miss Agnes McNulty, of Corry, Pennsylvania, and they have one child. Lulu L., who is married and living in Mead- ville. Mr. Chick is a member of Lodge No. 164, K. of P., of Meadville. CHARLES C. CHURCH, Gabon, Ohio. Charles C. Church was born in Ceylon, Erie Coun- ty, Ohio, December 21, 1857. His father was Charles Church, a lumberman of that place. The young man attended school until he w^as 16 years of age, acquiring a good common school education. After leaving school he worked with his father in the lumber busi- ness for about four years, when he learned telegraphy and for two years worked at that business on the Lake Shore & Michigan Southern at Ceylon. In April of 1880 he went to work in the shops of the Atlantic & Great Western, and a year afterward was promoted to fireman. He fired two years on freight and one year on passenger, when his exceptional ability won him promotion to engineer. For the past fifteen years he has been running on through freight, and occasionally doing passenger service. He has never been hurt in a wreck and his engine has never taken a human life. His ability as an engineer is rated among the best and he has been highly complimented on his judgment and efificiency by the officials. He was married on Christmas Day, 1878, to Miss Nettie Grenolds, daugh- ter of Thomas M. Grenolds, a stone mason of Ver- million, Ohio. They have had three children: Carrie Imogene died at the age of 6 years; Viola May, a charming young lady of 17, educated in Gallon High School,, is. an accomplished pianist and an entertain- ing social favorite; Charles C, aged 12, is attending school. Mr. Church is a member of B. of L. E., Di- vision No. 16; he is the oldest member of B. of L. F., No. 107, and also belongs to Gallon Lodge, No. 215, I. O. O. F. Mr. and Mrs. Church are highly esteemed by a large circle of admiring acquaintances, who find their society a source of pleasure. settled at Port Jervis, New York, where he was em- ployed as a track foreman on the Erie. After receivmg a common school education Mr. Clark engaged in glass manufacturing for three years, and then entered the employ of the Erie as a track workman. In 1887 he was advanced to the position of fireman, and for three years ran on freight with Barney Welch, being promoted to engineer November 17, i8go, and after running in the freight service some time was trans- ferred to a switch engine at Weehawken. In 1887 Mr. Clark was married to Miss Mary E. Green, daughter of John Green, a miner of Port Jervis, but death claimed her shortly after the birth of their only child, Mary Catherine, now i year and 6 months old. Mr. Clark is a member of Division 54, B. of L. E., and is very popular with his host of acquaintances. CHRISTOPHER F. CLARK, Hoboken, New Jersey. Christopher F. Clark was born in Ireland on June 16, 1868, the family coming to the United States soon after his birth. Mr. Clark's father, Matthew Clark, CHARLES L. CLARK, Waldwick, New Jersey. Born at Henniker, New Hampshire, on March 16. 1844, Mr. Clark remainid on the farm and in school until he was iS, aiul then, in the fall of 1862 he en- listed in the 1st New Hampshire Heavy Artillery, re- porting for duty at Portsmouth, where the regiment remained for a year. They were then ordered to Washington, and for most of the remainder of the war served as the garrison of Fort Foote, being mustered out in 1865, at the close of the war. Returning to New Hampshire, he went to work at first in a cotton mill at Peterboro, but after a year at this business and a short time at the Manchester Print Works, his thoughts turned toward railroading as a life's business and he secured his first position in the freight house of the Worcester & Nashua, afterwards, for about a year, working for the same company as a freight brakenian. His first work as fireman was done on the Delaware, Lackawanna & Western Railroad, for which road he also worked as a brakeman, after which experience he came to the Erie, first as a fireman, then as a brake- man, and then as fireman and hostler at Newburgh, which position he held for nine and a half years, being promoted to engineer June 19, 1880. His first work was as extra freight man, but after a little time he was given a regular freight, keeping this position for ten years, since which time he has had the local run between Jersey City and Waldwick, his present engine being the 401, a Susquehanna built engine. Besides be- ing a member of Division 135 of the Brotherhood of Locomotive Engineers, Mr. Clark has been for nine- teen years a member of Highland Lodge, No. 65, I. O. O. F.. of Newburgh, and of Mt. Olivet Encamp- ment, also No. 65, of the same place. He is a church- AMERICAN LOCOMOTIVF. KXf.iNF.ERS. 199 (JIIAKI.K.S C. CHIKCH. CHAHI.KS L. CLARK AND MIS SON. 200 ERIE RAILWAY EDITION. goer, though not associated with any church organiza- tion. He is a member of General Slocum Post, No. 55, G. A. R., of Paterson, New Jersey, and takes an active interest in the welfare of the old soldiers. As to poli- tics, he says he "just votes." Mr. Clark was married on the i8th of April, 1871, to Miss Elizabeth Jeffer- son, of Southfield, New York, at Port Jervis. New York, and they have two children, one daughter, Mrs. Ella J. Bogert, whose husband is the assistant super- intendent of the gas works at Passaic, and one son, Ray. still at school and residing with his parents at Waldwick, where they own their own pleasant home. During all these years the only accident which has occurred to Mr. Clark resulting in an injury has been the smashing of his thumb, which, however, is as good as new, as far as efficiency in use is concerned. He has, of course, had minor accidents out on the road, such as running into open switches, but none for which he was ever to blame. That this is not alto- gether due to good luck, but that care and foresight have also played their part is well shown by the remark of Master Mechanic Childs. when Mr. Clark's engine — the 401 — was recently sent to the roundhouse for repairs: "You have done nobly with her. Any man who will run an engine 83,000 miles without sending her to the shops is deserving of credit." And in this his brother engineers will agree. Mr. Clark is the picture of health and strength, and there is some- thing in his breezy manner which is attractive to all. That he has, in the ordinary course of events, many and useful years before him, no one who looks at him will deny, and many are those of his friends who wish him all prosperity and success in the future, so well has he earned it in the past. SIDNEY S. CLARKE, Jersey City, New Jersey. Referring to the spelling of his surname, ^Ir. Clarke says, "An engineer for whom I fired for years used to leave off the 'e' in his reports, but all the same it's spelled with an 'e.' " But with or without the "e" the story of Mr. Clarke's career as an Erie engineer is one worthy of record and perusal. Born in Buffalo, May, 1851, he belongs to a family of seven brothers, all of whom, himself included, were at one and the same time in the service of the Erie. Surely his railroad instincts came to him of right, and by nature. Leav- ing school at the age of 15, he began his career on the Erie at Jersey City, in 1868, and his first service was, for three months, as car-cleaner at that point followed by three months of braking on passenger, changing then to the Weehawken night run for about the same length of time. Then this being in the days before train dispatching, Mr. Clarke was put in charge of the trains on the Weehawken Branch, and so con- tinued till December, 1869, when he went to firing on the "Old York" yard engine, one of those peculiar constructions remembered by Erie men — a six-wheel connected engine — but connected from her hind drivers. After one year in the yard Mr. Clarke went out on the road, and in 1878 was pro- moted to the "right hand side," after which and up to 1890 he ran freight, but at the latter date was made Night Engine Dispatcher at Jersey City, a po- sition which he held down until 1893, when the duties of the position with their continuous night work, not exactly suiting him, he voluntarily returned to run- ning an engine, continuing to do so until Decem- ber. 1898, being then made Day Engine Dispatcher, which position he still holds and fills with signal ability. In 187S Mr. Clarke's health failing some- what, he was recommended by his physician to try the western breezes, and accordingly for four months he pulled a throttle on the Union Pacific, receiving as he says, $205 in gold for his first month's earnings. During this brief experience Mr. Clarke pulled a train through from Omaha to Ogdcn, the entire length of the road — 1,032 miles — the train on the flat Eastern divisions being twenty-six empties, but winding up down through Echo and Weber canons with six empties with two moguls. Mr. Clarke has never mar- ried, in fact he stands today as a living proof that pro- tracted single blessedness need not sour the dispo- sition. While his family has become widely scattered he remained for years at home with his mother, and the saddest note in this brief history must be that while returning with him from a visit to the World's Fair Mrs. Clarke was struck and instantly killed by a switch engine at Dunkirk, she being then 74 years of age. This is the more remarkable in that neither Mr. Clarke nor his father nor brothers ever had an acci- dent. In his career the nearest approach to a casualty was once when side tracking for the Erie relief train to the Chicago fire, Mr. Clarke being at that time fireman, a brakeman who had his switch-key between his teeth was struck by a projecting board, the top of his head cut off, causing death so instantaneously that when the body was found the key still remained in his teeth. This key Mr. Clarke carried with him for years afterward. For many years Mr. Clarke was a mem- ber of the Standing Committee of Hudson Division, No. 135, B. of L. E., of Jersey City, and is also a Royal Arch Mason. He is a man who wears his years lightly, perhaps because as he says, he "rides a bike, but has no other tricks." A.Ml'RICAN LOCOMOTIVE ENGINEERS. 201 SIDNEY S. CLARKE. ERAVIX H. CLASS. 202 ERIK RAILWAY EDITION. WALLACE CLARK, Hornellsvillc, New York. Wallace Clark was born November 14, 1847, in Can- isteo, New York, and is the son of M. S. Clark, a farmer of that place. After securing a good common school education Mr. Clark engaged in farming for a number of years, beginning his railroad career as a brakeman on the Erie in the spring of 1871. He ran on the Susquehanna Division for a period of nine years and then quit railroading to engage in other occupations for two years. In 1882 he returned to the employ of the Erie as a fireman, running on freight for some time and on passenger for the later period .of this service. In 1889 he was promoted to en- gmeer, since which time he lias run freight between Hornellsville and Susquehanna. On November 26, 1868, Mr. Clark was united in marriage to ^liss Ellen D. Parks, daughter of William Parks, a soldier in the Rebellion. They had one child, which died when quite young. Mr. Clark is a member of Lodge No. 331, L O. O. F. ; Division 47, B. of L. E., and is a com- municant of the Hornellsville Universalist Church. He IS regarded by the company as one of its most faithful and efficient engineers, and on many occasions has displayed excellent judgment in trying circum- stances. During his career on the road he has experi- enced but one wreck, that being while he was firing on No. 5, on which occasion the engineer was killed, while Mr. Clark miraculously escaped with only a few bad bruises. He is a man of high moral character and has the confidence and esteem of all, especially in Hornellsville, where he is considered one of the city's best citizens. ERWIN H. CLASS, Cleveland, Ohio. Erwin H. Class was born in Randall, Ohio, July 31, 1863. His parents removed to Newburgh in a few years and his only education was received in the public schools of Cleveland. He was employed as time keeper and wire drawer by the Cleveland Rolling Mill Company in 1879, and on April 7, 1885, began rail- roading as fireman on the Erie, being promoted ti.i engineer in 1888 and assigned to yard and freight ser- vice. Was inarried on December 19, 1891, and has two children. HENRY WILSON CLENDENING, Buffalo, New York. Henry Wilson Clendening, after spending nearly half a century in the service of the Erie, is still a per- fect picture of health, and none can boast of a more honorable record than he. Born on August 13, 1840, at Gananoque, Ontario, he left school at th^ early age of 14. commencing his struggles for a livelihood as a blacksmith's apprentice, at which trade he remained for two years. In 1858 he began his career as a rail- road man as brakeman on the Buffalo, New York & Erie, as it was then known, and worked for a year at ninety cents a day, the prevailing wages at that time. He then accepted a position as fireman for C. T. McElveny, the "father" of the B. of L. E. on the Erie system; after firing for him for two years, Mr. Clendening was promoted to the position of hostler, remaining as such for six months, when he was again promoted, this time to the responsible position of engineer, on a switching engine, run as an extra until 1864. This he resigned to enter the service of tVie Government as an engineer, and still retains and cher- ishes as one of his most highly prized possessions the recommendation given him at that time by H. C. Fisk, Division Superintendent, under date of August 3, 1864, as well as one from M. E. Brown, Master Me- chanic of the Buffalo, New York & Erie Railroad, dated December 30, 1862. He entered the services of the Government at Nashville, Tennessee, but was afterwards transferred to headquarters at Chattanooga, under Steve Hobbs, who had formerly held the posi- tion of Engine Dispatcher on the Erie, and for whom he ran trains carrying troops, ammunition, and army stores, over all roads, from Nashville, Huntsville, Georgia, Chattanooga, Atlanta, Knoxville, and other points, clear up to Bristol, Virginia. At the close of the war, he was still engaged in the delivery of en- gines to the various roads which had purchased them from the Government. This task accomplished, Mr. Clendening returned to the North, and immediately re-entered the service of the Erie, being at first em- ployed in the shops and in running extras. It was not long, however, before he was given a regular engine. running a freight between Rochester and Corning; it was on this run, in 1867, that his engine ran over the first and only man he ever struck during the whole period of his railroad life. At the coroner's jury held in the case Mr. Clendening was fully exonerated from all blame in the matter. Shortly after this he was given a run between Buffalo and Hornellsville, which he held until 1872, when he ran on the Niagara Falls Branch for six months. He then secured a passenger run, which he held until 1881 ; during all this time Mr. Clendening has had but one accident which necessi- tated his leaving his engine; this was occasioned by a head-on collision, caused by the mistake of the Train Dispatcher. It happened in 1875. and Mr. Wise, now ]\Iaster Mechanic at Hornellsville, who was "dead- heading" on the engine at the time, still carries a scar AMERICAN LOCOMOTIVE ENGINEERS. 203 HENRY W. CLEXDEXING. JOHN n. CI.IFFORD. 204 ERIE RAILWAY EDITION. lo rcmuij him of his close call. Mr. Clendening was transferred to the main line in 1881, and is now on passenger trains No. 8 and i, the fastest train on his division; he has made many special rims, and many extra speedy ones, but his innate modesty forbids him to dwell upon these in conversation. He was married to Miss Sarah H. Winn, at Batavia, on October 20, 1863, who has since proven a faithful partner of his joys and sorrows, and who has borne him two chil- dren: a son, D. H. Clendening, a graduate of DeVoe College, and a clerk in the Railway Mail Service at Buffalo for the past twelve years, with the exception of the time served by him in the defense of his coun- try, he having been among the first to volunteer his services with his comrades of the 6sth New York Vol- unteers, where he served with credit throughout the late war with Spain. ]\Ir. Clendening's other child, a daughter, is married, her husband being J. W. Deit- zer, manager of the Dennison Lithographic Com- pany of Buffalo. Mrs. Deitzer is the mother of two charming children, and Mr. Clendening is as proud of his title of "Grandpa" as are most men in that posi- tion. Mr. Clendening is a strong believer in the B. of L. E., and is always foremost in looking out for their interests; he was initiated long before a lodge room was thought of in Buffalo, the ceremony taking place in a small room in a private house in this city; he takes great pride in the fact that he is the oldest living member of the Brotherhood in the entire system, and he never loses an opportunity of impressing others with his views of the necessity of every engineer be- eomiiig a member of this organization. He also prac- tices as he preaches in this regard, and never misses a meeting of the lodge. In this relation, Mr. Clen- dening has held every office within the gift of his fel- low-members; for twenty consecutive years (with the exception of one year, w-hen he declined to serve), he has held the ofifice of Treasurer of Lodge No. 15, and for twenty-five years he has been on the Board of Adjustments. He was delegate to the grand Interna- tional Convention at New York City, and also to the one held at Atlanta, Georgia, in 1893. Mr. Clenden- ing cherishes an undying love for the organization, and never allows an opportunity to pass of expressing his views on the subject. JOHN DAVIS CLIFFORD, Jersey City, New Jersey. Few would believe, to look at Mr. Clifford's picture, here presented, or to look at the man himself, that he was born in 1836, yet we have the best of testimony— his own — to that effect, the place of his birth being Newark, New Jersey. He left school when 15 years old, and went to work for the Erie as "dispatch boy," in the time of Charles Minot. Following this he was for a time a fireman, first on the Erie and then on the ]Michigan Central, and then went to the J. Brandt Lo- comotive Works at Lancaster, Pennsylvania, as an apprentice in the shop, there acquiring that intimate knowledge of the locomotive which he still retains and to which his varied experience as engineer and machin- ist has since constantly added. When his time was up he went to the Erie shops at Piermont, New York, and thence to the Jersey Central Railroad at Elizabeth City, and was there promoted to the position of engineer. Some time after he went to the Delaware, Lackawan- na & Western, as engineer of a coal train, where he re- mained until 1869. In the latter year Mr. Clifford ac- cepted an offer of a position in Peru, upon the rail- roads which the government of that country was then building, and went to Lima. Within six weeks of his arrival he was made Master Mechanic of the Ferro- Carril de Lima y Huacho, being afterwards the Master Mechanic of the road Henry Meiggs was then build- ing between Arequipa and Puno. To this position was added that of Purchasing Agent, and all these various duties Mr. Clifford fulfilled until his return to the United States in the spring of 1873. His varied and interesting experiences in that country would make a book of themselves, and it is a rare pleasure to hear him relate them. Upon his return to this country he at once went into the service of the Erie as a loco- motive engineer, where he has since remained, and after pulling freight for fifteen years he was given a regular passenger run, and is at the present time run- ning trains Nos. 12 and 13, the Wells-Fargo Express and the Chicago Limited. During all this time Mr. Clifford has had no accidents of a serious nature, and his immunity from them must be laid principally at the door of his intimate knowledge of his machine and of the "rules of the road." He is a member of Division 54 of the Brotherhood of Locomotive Engineers, of Port Jervis, New York, and is, we understand, far up in Freemasonry, having been a l\Iason since attaining his majority. His brother is Superintendent of Motive Power of the Chicago, Lake Shore & Eastern Rail- road, having formerly held the same responsible posi- tion for the Erie at Gallon, Ohio, and upon other roads, so that it may fairly be said that railroading "runs in the family." Mr. Clifford is now living com- fortably and happily with his wife and their youngest child at 709 Jersey Avenue. Jersey City, and is a man much attached to his home and all which that word represents. AMERICAN LOCOMOTIVE ENGINEERS. 205 SAMUEL COCHRANE. T. J. COLLIGAN. 206 ERIE RAILWAY EDITION. SAMiiET. rorHR-wi-. Meadville, Pennsylvania. A highly respected citizen of Meadville and one of the Erie's most efficient engineers is Samuel Cochrane. He was born in Rochester, New York, November, 1850, and was the son of Samuel Cochrane, a cooper of that place. After attending school until he was 13 years of age, he went to work as a clerk in a whole- sale liquor house at Rochester, leaving there in July. 1870, to accept a position as fireman on the Atlantic & Great Western, running out of Meadville. Four years on freight and four years on passenger fitted him to become an engineer, and December 24, 1878, he re- ceived his promotion. He ran a freight train for seventeen years and then was advanced to a passenger run. but after two years he was given the local freight on his own request, and for the past eighteen months he has held this run, although his place on the en- gineers' roster and his ability entitle him to a pas- senger train should he choose it. Mr. Cochrane was married November 28, 1875, to Miss Katherine Mitch- ell, daughter of Joseph Mitchell, an Erie engineer, now deceased. They have an interesting family of five children, of whom Katherine, aged 23, is a graduate of Meadville schools; Joseph, aged 18, is employed in the Erie shops; Samuel, aged 15; Lucy, aged 14. and Margaret, aged 12, are attending school. Mr. Coch- rane has never had an accident the result of inattention and has a very clear record. He is a member of B. of L. E., Division No. 43, and is highly regarded by his large circle of acquaintances. Mr. Cochrane has the distinction of having run the last broad-gauge engine west from Meadville previous to the road being nar- rowed. ISAAC COLE, Closter, New Jersey. Many an engineer goes through his perilous career with never an accident to jar upon his overwrought nerves, while others, again, experience several of those occasions when the hand of Providence seems to shield them from harm. Isaac Cole is one of the latter class, and his first accident occurred back in the '60s when he was braking. The squeezing that he received on that occasion injured him so badly that even yet he is troubled more or less, and just recently he was laid up for several months on the old score. While firing old No. 6, a wood burner, for Joe Johnson on the North- ern, the engine mounted the rails and tipped over into the ditch, and Mr. Cole was found beneath a pile oi wood which was dumped from the tender. In 1873 his engine jumped the track near Newark and plowed up to the headlight in the mud, but by timely jumping Mr. Cole escaped injury. The last wreck he experi- enced was at the crossover at Weehawken, New Jer- sey, his engine being run into by a train on the other road and badly damaged. Mr. Cole escaped injury on this occasion, but his fireman, J. M. Burke, was severely scalded. Mr. Cole was born in New Yor'.< City in 1843, and is the son of Abraham I. Cole, a ma- chinist of that place. The young man attended school until he was 14 years of age and then went to work in a wholesale tobacco manufactory, leaving that place some time later to take service with a lawyer for v.hom he acted as clerk. He was in the service of his country for a short period at the close of the war. going out with the 22d New Jersey, and serving in the First Army Corps under General Reynolds at Chancellorsville and Fredericksburg. In 1864 he en- tered the service of the Erie, firing a wood burner between Monsey and Jersey City, and was promoted to engineer on September 6, 1875. For a number of years he ran in the freight service of the road, but oi late has had a switch engine and been in charge of a construction train. In 1869 Mr. Cole was married to Miss Chanty Christie, daughter of Joseph Christie, a boss-mason of Eastwood, New Jersey. Two children have been born to them; Percy Franklin, married, is a photographer, .but is now engaged in the chair busi- ness at Cleveland, Ohio; Margaret, the daughter, re- sides with her parents in their pretty home on West Street. Mr. Cole is affiliated with the B. of L. E. and General Gabriel Paul Post. G. A. R.. of Westwood. T. J. COLLIGAN. Carbondale, Pennsyhania. It is a sincere pleasure for a man to follow a calling that he truly likes; for to such a man there is some- thing more in his day's toil than simply the money he is earning, and serene contentment marks his jour- ney through life. It is with pleasure we chronicle that T. J. Colligan was one of that class of men. He started on his railroad career as soon as he was strong enough to fire an engine, and has climbed to an honored place among the Erie's engineers. Mr. Colligan was born in Susquehanna, Pennsylvania. January 12, 1871, and is the son of Edward Colligan, for a number of years car inspector on the Erie at this point. Mr. Colligan Ijegan as a caller of engine crews soon after he left school, and was promoted to fireman in 1887. He served five and a half years on freight and six months on passenger, and then, being in line for promotion, he was examined by Superintendent George Van Keuren and promoted with high honors to engineer. Since that time, 1893, he has been running freight on the AMERICAN- LOCOMOTIVE EXGIXEERS. 207 EDWARD CONKLIN. A. E. COLLINS. 208 ERIE RAILWAY EDITION. Jefferson Division, and is uniformly liked by all with whom he comes in contact. On July 26. 1894, he was married to Miss Elizabeth Rettich, daughter of An- thony Rettich, who resides in Carbondale and for years has been a watchman on the Delaware Canal. They have three pretty cliildren. Frank, aged 6: Paul, 2: and Mary; who are the joy and pride of a very happy home. Mr. Colligan is affiliated with Keystone Lodge, No. 208, B. of I^. E., and is a strong supporter of the principles of that order. A. E. COLLINS, Huntington, Indiana. One of the most prominent engineers in the employ of the Erie is Mr. Collins. He is a native of historic old Vermont, having been born in Wolcott. Lamoile County, in October, 1862. His father was a cooper, and after receiving a common school education it was but natural that the young man should become a worker in wood. His bent was not that of a cooper, but at an early age he contracted to saw wood by steam and hot air to supply the Boston, Concord & Montreal Railroad Coillpany. He began railroad work as a wiper for" the' Coiicord Railroad, and later worked as fireman for the sanie company. In the year 1882 he came west to seek his fortune, and suon found employment as fireman with the Chicago & West Michigan Railroad, at Muskegon. ^lichigan, which position he resigned some time later and accepted work with the Union Stock Yards Railroad Company at South Omaha, Nebraska. In 1890 he enlisted hitn- self with the Erie's great army of employes, and for the past seven years he has run on freight between Chicago and Marion. During his career he has fired freight three years and passenger five years. He has run express and passenger engines about si.x months and freight over seven years. His entire fitness for the responsible position he now holds has been demon- strated numerous times, and on each occasion he received acknowledgment for his efficient work from high road officials. His record with his former and present employers commands the respect of all, both as an engineer and as a man. In Huntington he is highly regarded by his acquaintances, and his home on First Street is one of the happiest. He was married in May, 18.S6, to Miss Mary E. Leavenworth, of Grand Rapids, Michigan. They have had four children, three of whom are dead. The remaining child. Corning Cole Collins, is now four years old, and he is the apple of Mr. Collins' eye .ind the sunlight of his home. EDWARD COXKI.IN, Waldwick, New Jersey. Edward Conklin was born in Piermont, Rockland County, New York, on March 16, 1856. He left school at the age of 17 and learned the carpenter's trade, after ivhich he went to Manchester, England, and worked five years. Returning home he secured a situation as fireman on the Erie, his first trip being on engine 288. He fired from September 20, 1878, till September 20, 1886, on which date he was promoted to engineer, and assigned to engine 233 on a run between Port Jervis and Jersey City, now having a passenger run between Waldwick and Jersey City, New Jersey. Mr. Conklin was married in November, 1877, to Miss Anna May. of Sufifern, New York, and they have six children. Harry, aged 21, is a fireman on the Erie; Charles is learning the machinist's trade; Edward, Jr., Mamie and Cora, are attending school, while Anna, the youngest of this interesting family, is 4 years old. Mr. Conklin is a member of the B. of L. E., Lodge 135, of Jersey City, and is affiliated with the Alethodist Church, taking a great interest in all that pertains to the spiritual wel- fare of the church and community. GEORGE H. CONKLIN, Sufferu, New York. If lliere is anything in the doctrine of heredity or by whatever name it may be called, surely the sub- ject of this sketch is a telling example. Born in Ramapo, New York, March 17, 1846, his father (yet living at the patriarchal age of 86) being at that time in the service of the Erie as through baggage man, a service Extended over nearly forty years, thirty years on train No. I, Jersey City to Buffalo, he came so naturally by his leanings toward railroad work that to quote his own words: ''Every time I saw a railroad train I said to myself, 'That's what I'll do when I'm a man.' " So that in spite of being educated as a bookkeeper and brought up for a mercantile career, Mr. Conklin followed his natural bent, and, after working in a grocery store for a few months, went into the service of the Erie, beginning in 1861 as newsboy. In 1862 he began firing, which he continued to do until May, 1865, between Avhich time and Octo- ber, 1868, he ran as baggageman between New York and Buffalo, when he resumed firing (and those were the times when wood was the fueO, so remaining until October 21, 1869, w-hen he was promoted to freight engineer and served in that capacity for twelve years AMERICAN I,OCOMf)TIVE ENGINEERS, 209 GEORGE H. CONKLIN. WII-LIAJI COXX. 210 ERIE RAILWAY EDITION. — since vvliicli tiiiK' ami up Id the present lie has pulled passenger. And lor all this time, through a service so constant and so varied, he has never had an acci- dent, has never "scratched paint nor drawn blood on an employe." Surely a remarkable and enviable record. Mr. Couklin is an Erie product; he has never worked for another road, and if we are to judge a tree by its fruits it is small wonder that the Erie has risen from its ashes, has triumphed over those who sought its downfall, and now stands pre-eminent atnong the world's railways. On November 24, 1868, Mr. Conk- lin married, at Brooklyn, N. Y., Miss Emma M. Springsteen, and their union has been blessed by the birth of seven children, five of whom are now living. Of his boys and their future, Mr. Conklin says: "1 will do my best to educate them; then they can fol- low their own bent, being as well equipped for suc- cess as I can make them," believing, as typified in his own case, that the line they feel impelled to follow is the one that will prove most suitable. At the present time Mr. Conklin has the run between Jersey City and Suf?ern, N. Y., being in charge of engine 376. He has been for so many years a Freemason in good standing that pursuant to a resolution passed by his lodge (Ramapo No. 589 of New York), in 1896, he was at that time made an honorary member, having been identified with the lodge for twenty-five years. For the last ten years he has been and at the present time is First Assistant Engineer of Hudson Division No. 13s, B. of L. E., at Jersey City, which he joined in 1870, at the earliest moment of eligibility. Mr. Conklin has the record of a veteran, but he has the looks and the carriage of a young man. Many years must pass before the days of his usefulness are num- bered, and he has hosts of friends to hope that they may be prosperous and happy years. WILLIAM CONN, Poll Jervis, New York. William Conn, the Erie's efficient Engine Dis- patcher at Port Jervis, has had a very eventful life. He was born in Newark, N. J., August II, 1838, and fortified himself with a good education, having at- tended school until he was 17 years of age. He then entered the car shops at Piermont, N. Y., as an ap- prentice, but remained only a year, going to New Bedford, where in 1856 he shipped on the Arnolda, a whaling vessel. They rounded Cape Horn and visited the Sandwich Islands and many other places in the Central and Southern Pacific, also going as far north as the ice would permit them. The voyage lasted three years, and on his return Mr. Conn engaged with llie Erie as an oilman, but was soon advanced to fireman. He went out first with H. Belding on en- gine 208, and then continued in the service until 1862, when he enlisted in the United States navy, and was assigned to the gunboat Norwich under Captain Duncan. He was in blockade duty ofif Charleston and at St. John's River, Florida; assisted in the capture of Jacksonville and in the escort of soldiers going to and from the South. He was mustered out in 1863, and returning to the Erie service was started as hostler and extra engineer at Port Jervis. In 1867 he was promoted to First Assistant Engine Dis- patcher, under F. Abbott. In 1870 Mr. Conn was made Chief Dispatcher, which position he now holds, having charge of both eastern and Delaware Di- visions. He was married February 10, 1864, to Miss Mary E. Travis, of Port Jervis, and they reside in their elegant home in that city, admired and respected by all. One child, a son. has come to bless their wedded life, and he is now engaged in the Superin- tendent's office at Port Jervis. Mr. Conn is a mem- ber of Division 54, B. of L. E. ; Masonic Lodge No. 328; Neversink Chapter No. 186, Delaware Com- mandery No. 44, and Mecca Temple of New York. J. S. CONNOLLY, Hornellsville, New York. J. S. Connolly, son of Thomas Connolly, a promi- nent citizen of Hornellsville, was born in that place on January 18, 1859. He began his railroad career in 1873 as a shop hand for the Erie, and in 1883 was transferred to fireman on the Susquehanna Division. He served in this capacity for the ensuing six years, being promoted to engineer in 1889, since which time he has run continuously in the freight service. He belongs to the B. of L. E., and is a genial man among his associates and stands well with his superiors. Mr. Connolly was married June 22, 1889, to Miss Frances Hogan, and they have four charming children — Wal- ler R., Clistia, John H. and Francis S. FREDERICK S. CONNON, Huntington, Indiana. Frederick S. Connon was born in Greenwich, Kent County, England, March 21, 1855. His father, C. W. Connon, was doctor of laws and a lecturer in the Greenwich Proprietary School. In 1858 he severed his connection with this school and accepted an ap- pointment as English master of the Upper Canada College at Toronto, Canada, and for eleven years as AMERICAN' I.C)CCnrOTI\'E ENGINEERS. i;ii 1. ^^^^H 1 '?'^^^^^^^^^^^H 1 MP^j^^^B 1. 1^ ^^Hj^^/ ^^h^^ g^^^^^^^^^^^^Ba ( IK 1 1 H;^ jf _^ ^ FKKUERICK S. CON'NOX. LEVI H. COOVER. 212 ERIE RAILWAY EDITION. one of the faculty had the respect and affection of all wlio liad tlie good fortune to meet him. At the age of 15, after receiving a common school educa- tion, he enlisted in A Battery. Royal Canadian Artil- lery, under Colonel French. He remained in the artillery service for two years, and was promoted to corporal. After receiving an honorable discharge at Kingston. Ontario, he attended the Canadian ]\Iilitary School of Infantry, and in due time graduated from this institution. In 1872 he accepted a position as fireman on the Canadian Pacific Railroad, running between Toronto and Owen Sound. After tliree years of service he resigned and shortly afterward accepted a position on the Canada Southern, where for one year he worked as brakeman. leaving to go with the old Great Western, for whom he worked three years as brakeman, running between Niagara Falls and St. Thomas. He resigned this place to go to Marshall, Texas, where he accepted a position on the Texas & Pacific. In the course of a year his ability was recognized by promotion to engineer, and for one year he ran between Dallas and Big Springs. Desiring to live in the North, he accepted a position on the Wabash Railroad, with which he remained three years, the last ten months of which were spent running a yard engine in Decatur, 111. In 1886 he accepted a position with the Canadian Government on construction work, working on the Canadian & Pacific between Port Arthur and Scribner until 1889, when he went to the "Cotton Belt" as engineer, and for two years ran on that road between Jonesville, Arkansas, and Texarkana, Texas. In i8gi, he sev- ered his connection with this road, to accept a posi- tion tmder Master Mechanic Kesdell on the Chicago & Atlantic. Mr. Connon is a man of education and refinement and he is highly respected by all who know hirn. As an engineer he ranks among the best in the Erie service, being very popular with the officials and his fellow workmen. In April, 1898, he was mar- ried to Miss Nona Powers, daughter of Edward Powers, a resident of Huntington. Mr. Connon's mother makes her home with him. He is a member of B. of L. E., Division 221, and also belongs to Amity Lodge No. 483, F. & A. M.; Huntington Chapter No. 27, R. A. M.; Council 51. R- & S. M., and Wa- bash \'alley Lodge, A. O. U. W. of Huntington. at the age of 15, Mr. Cooke took a year in which to look around and make up his mind what calling in life he would take up. He had possessed a boyish long- ing for the railroad, and the result of his investiga- tions confirmed him in making this his choice. Ac- cordingly, in the fall of 1879, he applied for and re- ceived a position as fireman on the Erie. He fired over the New York Division from that time until July 2, 1887, when he was regularly promoted to engineer and assigned to the freight service of the same di- vision, in which capacity he still serves. On July 8, 1899, Mr. Cooke met with a severe accident at Ridge- wood Junction while pulling the fast freight, the train having fifty-two cars. A defective rail ditched nearly the entire train, and so seriously was he injured that he was laid up for forty days. On November 15, 1884, he was united in marriage to Miss Alice William- son, daughter of Hugh Williamson of Port Jervis, who for the past twenty-five years has been an en- gineer on the Erie. Three children have been born to them — John, aged 14: Fred, 10, and Florence, 4. Mr. Cooke is a charter member of Lodge No. i, B. of L. E. of Port Jervis, and is a popular and etticient engineer. JOHN E. COOKE, Port Jervis, New York. John E. Cooke was born in Paterson, N. J., on October 25, 1863, and is the son of Henry Cooke, a traveling engineer and master mechanic, wdio is now working in Central America. After leaving school WINTHROP HUQH COOK, Meadville, Pennsylvania. Winthrop Hugh Cook, son of Samuel Cook, was born in Brockport, N. Y., October 19, 1856. He at- tended school until he was. 14 years of age, and then went to work in his father's mill. He followed this trade in Bagdad and Perrysburg, N. Y., until Feb- ruary, i88i, abandoning it then to accept a position as fireman on the Erie at ^Meadville. He served faithfully in this capacity for seven years, four years on freight and three years on passenger, being pro- moted to engineer on May 24. 1888. Since that time he has run almost continuously in the freight service, being called for extra passenger duty. Mr. Cook is considered one of the Erie's most conservative and efficient engineers, and consecjuently stands well with his superiors, while he is on terms of close friend- ship with his brother engineers. Although he has been in several wrecks he has never been injured. ' On one occasion the track w-as being repaired at Saegertown, Pa., and the flagman was not placed far enough back from the place where the track was out. Mr. Cooke came down the grade with six loads be- hind him, and ere he could even check his speed the whole train went into the ditch. While firing he was in a head-end collision at Union Hill. Pa., in which his engine was stood up on end. but both he and the engineer saved themselves by jumping. October 4. AMERICAN LOCOMOTIVE ENGINEERS. 213 SANFORD G. C0RL?:TT. JAMES P. CORBETT. 214 ERIE RAILWAY EDITION. 1876, he was married to Miss Mary E. Thatcher, daughter of Rev. James Thatcher of Cherry Creek. N. Y. Six children have been born to them, five of whom survive; Mabel W., aged 21, educated in Mead- ville and a graduate of the Business College; Ethel A., aged 19, attending Hi.gh School; Rachel G., aged 16, at death; Elizabeth P.. aged 15; Morris, aged 13, and Presby W., aged 9, are attending school. "Mr. Cook is a member of the local Lodge, B. of L. E., and Stella Council, American Legion of Honor. His family is among the elite of the city, and he is re- garded as one of Meadville's most stable and re- spected citizens. JOHN A. COOPER, Galion, Ohio. John A. Cooper was born in Wadsworth, Ohio, May 4, 1866. His-. father is Benjamin F. Cooper, formerly of that town, but who is now time-keeper at the Cin- cinnati, Hamilton & Dayton shops at Dayton. ^Ir. Cooper left school at the age of fourteen years, hav- ing acquired a good common school education. He clerked in a coal office in Dayton for a while, but his natural inclination was for railroad life, and in 1880 he secured a position as bell boy in the New York, Pennsylvania & Ohio yards at Dayton. In 1881 he was promoted to call boy, and in September, 1883, went to firing a switch engine, but after working six months in that position he was put back to call boy. In 1884 he was promoted from this position to firing passenger, and after six years' continuous service in that capacity was promoted to engineer in August, 1890. For the past nine years he has been running through freight, with occasional extra passenger duty. He has demonstrated his ability time and again, and as he is a careful, conservative engineer, he stands high in the estimation of his superiors. He was mar- ried November 25, 1807, to ]\Iiss Mary Schultz, daughter of George Schultz, a molder of Pittsburg. Mr. Cooper is a member of B. of L. E., Division No. 16. He has a pretty home at 337 North Market street, and he and his estimable wife are admired by a wide circle of friends. JAMES P. CORBETT, Chicago, Illinois. James P. Corbett. who was born in New Orleans, La., June 13, 1862, is the son of J. D. Corbett, a cot- ton broker of that city. After receiving his education, he went to work in a grocery store as clerk, and served in that capacity for four years. In October, 1878, he began his railroad career as a fireman on the Lake Shore & Michigan Southern, and for three years ran between Chicago and Elkhart, Ind.. being then promoted to engineer in i88r. He was assigned to the freight service, and for two years ran on the Western Division, resigning then to accept a posi- tion on the Erie. He fired for two months, learning the road, and was then given an engine and assigned to yard work at Chicago, being called for extra duty on the road. Mr. Corbett is a prominent member of B. of L. E. Division 302, being Chairman of the local Grievance Committee, and taking great interest in everything that pertains to the welfare of the brother- hood. He owns a fine brick residence on Wabash avenue, and is regarded as one of the best citizens of the neighborhood. He has a fine record as an en- gineer, standing high in the estimation of the oflicials and being recognized as a leader by his brother en- gineers. SANFORD G. CORLETT, Cleveland, Ohio. On November 17, 1856, Sanford G. Corlett was born in Warren\ille, Ohio, and he attended school in that town until he was 15 years of age, when, having se- cured a good common school education he gave up study and went to work on a farm for his father. He farmed till 1879, at which time he went to Cleveland and soon secured a position as fireman on the Erie. In this capacity he served a year and a half on freight and a year on passenger, his exceptional ability winning him promotion to engineer in August, 1881. He ran a yard engine in the Cleveland yards for three years, and then was advanced to a run on through freight, which he has ever since held. The only wreck Mr. Corlett ever had was when his engine collided with the rear end of a freight train which had broken apart on a steep grade near Garretsville. The engine was badly damaged, while the caboose and many of the runaway cars were smashed to kind- ling wood. Mr. Corlett and his fireman saved them- selves by jumping. He is a member of Devereaux Lodge No. 167, B. of L. E., and is First Engineer, having held the office for the past four years. He was married Christmas day, 1889, to Miss Bessie Gleason of Youngstown, Ohio, and two children have been born to them; Gladys J., aged 9, is attending school; Edna L., died at the age of 8 months. Mr. Corlett owns the homestead farm at Warrensville. where he was born. His father. John Corlett. came to this country when quite a young man and settled at Rome, N. Y., where he worked several years as a stone cutter. He saved up some money and entered AMERICAN LOC(JM()TI\K KNCIXEERS. 215 into partiicrsliip with Jolin Gobii in the contracting business. They built all the locks in the Black River Canal and did all the stone work for the Erie in Orange County, New York. Mr. Corlett finally sold out his interest in the firm and then worked as fore- man until he was compelled to quit work by a stroke of paralysis. He was disabled for a number of years, and on recovering purchased the farm at Warrensville, where he resided until his death. FRANK D. CORWIN, I'ort Jervis, New York. Frank D. Corwin was born on April i8, 1863, at Newburgh, N. Y., and attended school there up to about the age of 10 years, following up his schooling at Great Barrington. Mass., whither his mother Otis father having been killed in the War of the Rebellion) removed at that time. Here he put in two more years at school and subsequently removed to Pine Bush, N. Y.. where he lost his mother by death. His energies during this time had been devoted to farm- ing, and it was not until 1880 that he first became identified with railroad work, with which he has ever since been occupied. His first experience was as a watchman of engines on the Middletown and Craw- ford branch of the Erie, and this line he followed for four months, at the end of that time becoming a fireman, and for two years fired wood on that branch, afterward using coal when the control of the branch passed to the Erie in 1882. Here he remained as a fireman until Septetiiber, 1891, when he came to Port Jervis. He was at that time in line for promotion, but for the first two months after his arrival at Port Jervis he fired over the New York Division, familiar- izing himself witli the grades, and then — on Novem- ber 13, i8gi, he was promoted to engineer, and since that date he has been running extras between Port Jervis and Jersey City and Port Jervis and New- burgh. When the "E, B. Thomas" returned from the World's Fair, however, Mr. Corwin fired her for a short time on runs Nos. 7 and 38, for Engineer Clark Caskcy. During his service as a fireman Mr. Corwin was a member of the Brotherhood of Loco- motive Firemen, and on becoming eligible as an en- gineer he joined Division No. 54, Brotherhood of Locomotive Engineers, at Port Jervis. which mem- bership he still retains. Aside from this he has not joined any other societies, secret or otherwise. On .^pril 18. 1883, Mr. Corwin was married, at Prospect, N. Y., to Miss Emma Mintran, and they now make their home at Matamoras, Pa., with their five little ones, four of whom are now attending the excellent schools of that village. In all his railroad experience he has never had an accident, and it is much to be said, in addition to this, that there are no "black luarks" against him in the company's records. But just so long as he follows out the course of life which he has heretofore adhered to — devotion to duty and the intelligent fitting of himself for its understanding and execution — so long is his immunity from cither accident or black marks likely to last. And it is fair to say that as Mr. Corwin is a well-balanced man, with a mind of his own, he is more than likely — un- foreseen and unavoidable occurrences barred — to ren- der acceptable service to the company and to do jus- tice to himself. Certainly he has hosts of friends to wish that this may be the case, and he is a man who knows how to keep his friends, too. ERASTUS H. COX, Jersey City, New Jersey. Erastus H. Cox is one of the real old-timers, hav- ing begun railroading shortly after the Erie was opened for traffic, and is now in his fifty-first year of railroad life. The son of Charles D. Cox, a stage pro- prietor and landlord of ]\Iauch Chunk, Pa., he was born in that town on February 5, 1830. Leaving school at the age of 16 he worked for three years on a canal boat, that being the time when canals were the principal mode of traffic. In 1849, after the Penn- sylvania Coal Company had completed its railroad, Mr. Cox took service with it as a conductor on a coal train, remaining until 1853, when he came to the Erie. After a year as fireman on this road, running between Jersey City and Rutherford, he resigned and went west, entering the service of the Chicago, Alton & St. Louis, running between Blooinington and Alton. In 1854 he returned east and fired on the Delaware, Lackawanna & Western, being promoted to engineer by that company in 1855. For the ensu- ing eighteen years he ran between Scranton and Hamilton Junction on that road, leaving its employ in 1863. when he re-entered the service of the Erie. For twenty-seven years he was in road service on the New York Division, and gained the reputation of being one of the best and most capable men on the eastern end of the road. For the past ten years he has had a switch engine in the Twenty-third street yards, where he continues to discharge his duties as promjitly and efficiently as the engineers who were babes when he was an old engineer. Time has dealt kindly with Mr. Cox. and his friends predict that he will be many years older ere he concludes to take the rest he has alrcadv well earned. He was married in 216 ERIE RAILWAY EDITION. 1854 to Miss Julia Connor, daughter of John Connor, a stationary engineer of New York City. Their only child, Edward B. Cox, who was a conductor on the Plant Railroad System of Florida, died at the age of 40 from injuries received while making a coupling. Mr. Cox is a member of Lodge 135. B. of L. E., of Jersey City, and was the 773d member of the Insur- ance Order. He still holds the policy issued to him while F. Abbot was Chief Engineer. WILLIAM G. COX, Huntington. Indiana. William G. Cox was born in Troy, N. Y., January II, 1S63. His father was William H. Cox, a promi- nent attorney of Albany in that state. At the age of 13 he left school and secured a position in the medical laboratory of Tilton & Co. of New Lebanon, N. Y. He stayed with this firm three years, and then went to New York City, where he worked as elevator boy in the New York Hotel and the Victoria. He drifted to Port Jervis and there, in 1882, commenced his railroad career as a machinist's helper in the New York, Lake Erie & Western Railroad Company's shops. After a short time he was advanced to fire- man, and for one year ran between Port Jervis and Susquehanna, when he resigned and came west. In 1883 he accepted a place as fireman on the Chicago & Atlantic, under Master Mechanic Ackley, and after three years of efficient service was promoted to en- gineer. For the past thirteen years he has run in the freight service, and since 1890 has done occasional passenger duty. Mr. Cox is held in high esteem by his brother engineers, and finds favor in the estimation of his superiors by reason of his ability and efficiency, which they have frequently complimented. He is an mfluential citizen of Huntington and belongs to B. of L. E. Division 221: Huntington Lodge, K. of P., and William Hugo Lodge No. 166, B. of L. E.; he was Master of William Hugo Lodge for two years and on the Grievance Committee for three years. On Febru- ary 25, 1891. he was married to Miss Catherine Ken- ower, daughter of Jacob Kenower, a prominent furni- ture dealer and undertaker of Huntington. They have two bright little children, Florence N., aged 6 years, now attending school, and the baby, Gilbert K., who is 5 years of age. RICHARD A. CRAFT, Carbondale, Pennsylvania. For the past eleven years Richard A. Craft ha? been one of the Erie's most respected and able en- gineers. His rise to the position was rapid, and but demonstrates his fitness to occupy such an important position. The son of Charles Craft, he was born in Roxburg, N. Y., July 2, 1859, and secured a good common school education by close application to his books until he was 15 years old. He then farmed for about nine years, but that vocation not being to his entire liking he sought and obtained a situation in the car repair shops of the Erie. A year later he was ad- vanced to fireman and for the ensuing four years he did efficient service in that capacity. In August, 1888, he passed his examination for promotion to engineer with a high grade, and since that time he has run on the JefTerson Division, and has on many occasions demonstrated that his promotion was a good move on the part of his superiors. His marriage to Miss Mary A. Lumley, daughter of Evan Lumley of Sus- quehanna County, Pennsylvania, occurred on July 3, 1882, and they have one son. David L., aged 15, who is a Western Union Telegraph messenger. Mr. Craft is affiliated with the B. of L. E.. Division 468. and Carbondale Lodge, Shield of Honor. Mrs. Craft is a member of the Ladies' Auxiliary to B. of L. E.. and both she and Mr. Craft are prominent factors in Carbondale society. Mr. Craft owns a fine house in the city, and is known to be a sportsman of consid- erable prowess, and a marksman who never fails to bring home an abundance of game from his hunting trips. DWIGHT CRAFT. Carbondale, Pennsylvania. Dwight Craft, son of John Craft, a farmer of Sus- quehanna County, Pennsylvania, was born in that county on July 25, 1862. He left school at the age of r8 and farmed for the ensuing seven years, entering the service of the Erie in July, 1887, as a fireman. He was considered a remarkably good fireman, and the reward of his merit was promotion to engineer in July, 1890, since which time he has been running freight on the Jefferson Division. Mr. Craft, who is a member of Lodge 468, B. of L. E., was married on February 3, 1886, to Miss Alice Dickinson, and they have two children. Mrs. Craft is a member of the Ladies Auxiliary to the B. of L. E.. and a very charming lady who takes great pride in her family. JOHN CRAGAN, Youngstown, Ohio. John Cragan enjoys the distinction of being referred to as one of the best freight engineers of the Mahon- ing Division, and he comes by this honor in a perfectly AMERICAN LOCOMOTIVE ENGINEERS. 217 RICHARD A. CRAFT. DANIEL CREEGAN. 218 ERIE RAILWAY EDITION. natural way, his father, Michael Cragan. having been a railroad man, and his only brother being now an engineer on the Erie. Mr. Cragan was born in County Limerick, Ireland, November i, i860, and emigrated to this county with his father's family in 1867. They settled in Youngstown, Ohio, where the father worked in the employ of the Erie until his death, and where Mr. Cragan attended school until he was 14 years of age. He entered the employ of^a rolling mill company at Youngstown on leaving school, and for four years worked as a roll hand. In 1878 he left the rolling mill and secured a position as engine wiper on the Erie, and after three years' serv- ice in that capacity was advanced to fireman. The ensuing five years were spent firing freight, and in January, 1886, he was promoted to engineer. For the past thirteen years he has run in the freight service on the Mahoning Division, and this period of efficient service has been punctuated by a number of mishaps, all of which were conclusively shown to be no fault of Mr. Cragan, and he consequently has never re- ceived a word of censure from the officials, with whom he stands in high esteem. On one occasion, while switching in the Youngstown yai^s at the Pittsburg & Western crossing, he was run into by a P. & W. train. Though both engines were demolished and Mr. Cragan was knocked from the cab, no one was seriously injured. While pulling a local freight he had a head-end collision with a Pittsburg & Lake Erie yard engine at Valley Mill. Both engines were badly used up, but all hands saved themselves by timely jumping. His last accident was a head-end collision at Buchanan. While standing on the main track a freight on the Oil City branch ran into his engine, and he again saved himself by jumping. June 3, 1885, he was married to Miss Elizabeth Lynch, a very pleasant and cultured lady of Sharon, Pa., who takes a great interest in social affairs of Youngstown, as well as a true motherly interest in their bright family of five children. Fred, John, Hannah and Agnes attend school, while Elizabeth, the baby, is the pet of the household. Mr. Cragan is a member of Friendship Lodge No. 329, B. of L. E., and owns several nice pieces of property in Youngstown. He has seen the town treble in population, and is a valued resident, having the respect of all who know him. JAMES E. CRANE, Huntington, Indiana. James E. Crane was born in Chester, Mass.. July 3, 1859. His father was George Crane, a farmer and veterinary surgeon of Hampden County, Massa- chusetts. The young man left school at the age of II years and for the next few years worked on his father's farm. At the age of 21 he was elected on the Republican ticket of Chester County, Massa- chusetts, as County Surveyor and Fence Viewer, with jurisdiction over and power to settle disputes regard- ing line fences. He held this office about three years. In the spring of 1887 he came west and began his railroad career as baggageman and freight clerk at Decatur, Ind. After one year of service at Decatur he was promoted to night clerk at Huntington, where he remained a few months, leaving to accept a place as helper in the machinery department at the Hunt- ington shops. Later he was given a position as brakeman and for two years ran between Huntington and Marion. In 1890 he was offered a place as fire- man, and for the ensuing eight years he worked in that capacity, running between Marion and Chicago. As a fireman he established a fine record and in 1898 passed a creditable examination for engineer and re- ceived his promotion. He has already shown himself to be one of the coming engineers of the road and a brilliant future is predicted for him. He was married December 23, 1887. to Miss Lizzie L. Darr, daughter of Payton Darr of Geneva, Ind. Mr. Crane is a member of B. of L. I-"., William Hugo Lodge No. 166 of Huntington; Amity Lodge No. 483, F. & A. M.; Huntington Chapter No. 27, R. A. M.; Huntington Council No. 51, and Huntington Commandery No. 35, K. T. Mr. Crane is the owner of two nice cot- tages on East Market street, in one of which he re- sides. He has in connection one of the finest cigar and confectionery stores on this street. Both he and Mrs. Crane are highly regarded by their acquaint- ances and enjoy the esteem of a large circle of friends. DANIEL CREEGAN, Susquehanna, Pennsylvania. Daniel Crecgan was born in Susquehanna on ^larch 2y, 1857, being the son of Michael Creegan, who was an employe of the Erie for many years prior to his death. After leaving school at the age of 16, Mr. Creegan entered the service of the Erie, working three years as a brass cleaner in the Susquehanna roundhouse. From this he was advanced to engine caller, a position he held for a like period. In 1879 he was assigned to the duty of engine wiper, and after a short time was promoted to boss wiper. He held this position until 1886, when he was promoted to fireman, running first on the Delaware Division and later on the Jefferson Division. In 1890 he was made an engineer and placed in charge of a freight run on the Jefferson Division, and still continues to run be- J AMERICAN I.()COMOTI\-E F.Xr.l XF.ERS. 219 WALTER T. CROSBY. JOHN J. CITLL. 220 ERIE RAILWAY EDITION. twcen Susciuehanna and Carbondale. Mr. Crccgan was married June 22. 1880, to Miss Margaret Casey, daughter of Simon Casey, an employe of tlie Erie at present working in the Susquehanna shops. They have a charming family of five children, of whom Lilly, aged 18; Grace, 15; Frank, 15; and Veronica, 11, are attending the Laurel Hill Academy; while Irene, aged 7, and Sibyl, 5, are at home. Mrs. Creegan is a member of the C. L. B. A., and at present is Col- lector for this order. Mr. Creegan is a prominent member of Lodge No. 208, B. of L. F., having been Secretary of this Lodge for the past eight years. He IS a competent engineer, and enjoys the good will of his many associates and acquaintances. 1 WALTER T. CROSBY, Bradford, Pennsylvania. Walter T. Crosby is a native of New York state, liaving been born in Cuba, Allegheny County, that state, April 13, 1864. He attended school at Cuba until he was 13 years of age, when he was obliged to go out into the world and take care of himself, his father, John T. Crosby, having lost everything in business. He worked two years on a farm and at the age of 15 years went to Appleton City, St. Clair County, Mo., to work on a stock farm, having almost entire charge of stock and men. Here he attended school one win- ter, and after a stay of over a year returned to Cuba and a little later entered the employ of Jones, Dodge & Co., general merchandise store at Shingle House, Potter County, Pennsylvania. He remamed with this firm one year and a half, and in December, 1882, en- tered the employ of the New York, Lake Erie & Western Railroad, at Cuba, as pumper in the water station. He held this place until November, 1886, when he was advanced to fireman on the road. For a year and six months he fired on the Allegheny Di- vision. On the morning of May 16, 1888, train 96, engine 396, Engineer B. Woolever, whom he was firing for at the time, had a collision with train 83, at Hins- dale. N. Y. Both engines were nearly demolished, with a number of cars, but no one was hurt to any serious extent. After an absence of a few days, on his return to work, he was transferred to the Brad- ford branch that was being set ofif as the Bradford Di- vision. Here he continued to fire until he was pro- moted to engineer. October 21. 1888. Since then he has run in the freight service on the Bradford Di- vision, and by strict attention to business and gen- eral efficient work he has come to be regarded as one of the most reliable engineers on the division. On April 13, 1884, he was united in marriage to Miss Fanny Deremer. daughter of Abram Deremer, a prominent citizen of East Sharon, Potter County, Pennsylvania, and they have an interesting family of six children, two boys and four girls. Mr. Crosby is a member of B. of L. E. Division 280, and is promi- nent in Knights of Pythias circles, having been at one time Chancellor Commander of Tuna Valley Lodge No. 453. He has a very pleasant home at 4 Cottage Row, and is considered one of Bradford's most worthy citizens. IRWIN H. CROSSMAN, Buffalo, New York. Whenever our venerable Uncle Sam gets into trou- ble, all he has to do is to say, "Come on, boys!" and a host gathers about him to fight his battles. In April of 1861 Irwin H. Crossman .was one of the first to answer the call, having enlisted in Company D, 14th New York Volunteers, and in a very short time afterward was busily engaged in shooting holes through Johnny Rebs and dodging bullets between times. Mr. Crossman was in several important bat- tles and participated in the seven days' fight in front of Richmond. Here he was wounded badly, being shot in five different places. He was sent to the hos- pital at Washington, and after a severe struggle of three months recovered and pluckily returned to his regiment, with which he served until the end of his term of enlistment, 1863. Mr. Crossman is the son of Amos Crossman, a farmer of Genesee County, New York, where he was born .\pril 11, 1840. He attended school until he was 18 years of age, and then farmed until the time of his enlistment. On re- turning home from the war in 1863 he worked for some time on grading the New York, Pennsylvania & Ohio, between Meadville and Oil City, and then went back to farming. In 1870 he secured a position as brakeman on the Buffalo Division of the Erie, and a year later was advanced to fireman, in which capacity he served four years, being promoted with credit to engineer in December, 1875. For the en- suing six years he ran in the freight service between Hornellsville and Buiifalo, accepting a switch engine in the Bufifalo yards in 1881, which has been his run ever since. Mr. Crossman was married in 1864 to Miss Kittle Coan, who died in 1874, and was interred at Batavia, N. Y. On June 7, 1876, he was united in marriage to Miss Etta Barker, daughter of Isaac Barker, and engineer on the Lake Shore & Michigan Southern, running out of Buffalo. They have two children, Frank, aged 22, assistant engineer on a steaiuboat running on the Great Lakes, and George, aged 18, a clerk in a hardware store. Mr. Crossman AMERICAN LOCO^rOTIVE ENGINEERS. 221 belongs to Lodge No. 241, B. of L. F. ; B. of L. E.. No. 15: I. O. O. P.. No. 438, all of Buffalo, and Lodge No. 475. F. & A. M.. of Batavia. His wife is a member of tlie Auxiliary to the B. of L. F. Mr. Grossman is one of the Erie's most reliable and trust- worthy engineers, and stands high in the estimation of all. He owns a fine residence on Swan street, and is one of the city's best citizens. ALBERT D, CROW, Huntington, Indiana. Albert D. Crow was born in Neptune, Mercer County, Ohio, on April 7, 1861, being the son of Joseph Crow, a native of Wheeling, W. Va. Mr. Crow worked at various things prior to 1883, and in September of that year he secured a place as engine watcliman on the Cliicago & Atlantic. In 1885 he was advanced to fireman, and proved such a capable workman that he was promoted to engineer on De- cember 13, 1888. His promotion occurred during a rush of business, and when things slacked up he was returned to fireman, being again promoted on Sep- tember 17, 1890, since which time he has run in the freight service on the Lima Division. Mr. Crow was married August 2, 1899, to Miss Henrietta Schocnell, daughter of Frederick Schoenell of Huntington. Mr. Crow is a member of the B. of L. E., B. of L. F. and the Masons. He is a fine man personally and stands high as an engineer. GEORGE B. CRUMB, Gabon, Oliio. In July, 1853. George B. Cruuil) was born in Card- ington. Morrow County, Ohio. His father, Stephen Crumb, was a canal boat owner and later a hotel keeper in Delaware County, Oliio. Mr. Crumb se- cured a splendid common school education, having attended the public schools of Cardington until he was 19 years of age. After leaving school he worked three years at the cabinetmaker's trade, also, for four years, clerked in a dry goods establishment in his home town, when he went to Alliance, Ohio, and for eighteen months was a painter in the Morgan, Will- iams & Co. steam and trip-hammer plant. After leaving Alliance he went to Cleveland, Ohio, where he worked for two years on the Euclid and Prospect lines as a street car conductor, when cable and electric cars were yet a thing of the future. After leaving Cleveland he went to Gabon, Ohio, where, in Decem- ber, 1883. he secured employment on the New York, Pennsylvania & Ohio Railroad as fireman. He fired two years and six months on freight and three years on passenger, and in the fall of 1889 was promoted to engineer. The ten years he has been in the freight service has demonstrated that the company has se- cured the services of a trustworthy and efficient en- gineer. He has not had a collision since his promo- tion, and has received no personal injury during his railroad career. He has many letters attesting liis high standing in the oflicials' estimation, and approv- ing his management of the through freight runs known as the "chain gang." In October, 1875, he was united in marriage to Miss Lamonia Rose Burt, daughter of E. Burt, a jeweler of Cardington, Ohio. Two children have been born to them; W. Burt, aged 22, a graduate of the Gabon High School, and is now attending the Gallon Business College: Hays, aged 12, is now attending school in Gabon. Mr. Crumb is a member of B. of L. E., Division 16. He owns fine residence property in Gabon, and is a highly respected citizen of that citv. JOHN J. CULL. Huntington. Indiana. An engineer of prominence and influence is John J. Cull, who was born in Fort Wayne, Ind., February iS, 1833. His father was Cornelius Cull, a railroad man employed in the bridge building department of the Pittsburg. Fort Wayne & Chicago. Mr. Cull at- tended school until he was 17 years of age, securing a good common school education. After leaving school he worked a short time in a foundry as a molder, and then entered the employ of the Pitts- burg, Fort Wayne & Chicago as a brakeman. In October, 1872, he was promoted to fireman, and for four years fired freight between Fort Wayne and Crestline, Ohio. In October, 1876, he was promoted to engineer, and for three years continued in that capacity in the freight service, when he resigned and accepted a position on the Chicago, Milwaukee & St. Paul, running freight between Chicago and Sa- vanna, III. He remained with this road but a short time, returning to the P., Ft. W. & C, where he worked until 1883, when he was offered a position on the Erie by Master Mechanic Ackley, and resigned to accept it. For a short time he ran a construction train and was then promoted to a freight run. For the past five years he has run the fast Nos. 3 and 12, between Marion and Huntington, and his handling of these important trains shows him to be an engineer of the very highest merit. The oflicials of the corn- pany hold him in high esteem and have often compli- mented him on his efticient work. Willi his fellow 222 ERIE RAIL\V.\^• ICDITION. employes lie enjoys terms of cordial relations, making friends of all whom he meets. On November 14. 1883, he was m.irried to Miss L. F. Hurlbert, daugh- ter of Homer Hurlbert. a merchant of Madrid, Spain, and Louisville, Ky. They have an interesting family of four children, all of whom are attending public school. Mamie E. is 14 years of age; Frank J., 12; Freddie C. 10. and Conny, 6. Mrs. Cull is a charter member of the Ladies' Auxiliary of B. of L. E.. and is loved by all her associates. Mr. Cull, in 18SS. re- ceived the Democratic nomination for Sheriff of Huntington County. He is a member of B. of L. E., Division 221, and has been Chief of this Division two terms. He owns a fine cottage residence on East State street, and is a prominent and influential citizen of Huntington. FRANK W. CUMMINGS, Mcad\ille. Pennsylvania. (Deceased.) Frank \V. Cunimings came to Portland, Maine, in an old lumber wagon when 4 years old with his pa- rents. At the age of 18 he was Master Mechanic for the Grand Trunk Railroad at Portland. The shops, stations, roundhouse and other railroad buildings of the Grand Trunk that stand in Portland today were built under his directions. Mr. Cummings went to Meadville in 1863 and assumed the duties of Master Mechanic on the Atlantic & Great Western from Salamanca to Dayton, Ohio, and all the branches of the western end of the road. On leaving the employ of the Erie he went as a traveling man and repre- sented seven different firms on the road, selling ma- chinery and railroad supplies. His field of operations M'ere unlimited, and he made sales in all parts of the United States and Canada. His death occurred in Philadelphia on January 11, 1885, the result of pneu- monia, he having taken sick on a train while returning from one of his trips. Mr. Cummings was a highly respected man, and his death caused a general feeling of regret in and about Meadville, where he was best known. In the building of locomotives and cars. Mr. Cummings was considered one of the best authorities in the United States. HANNIBAL CUMMINGS. Meadville, Pennsylvania. In Hannibal Cummings the Erie has not only an engineer of the highest type of efficiency, but a man who is a representative of the best element of Mead- ville's citizens. He owns fine property and his per- sonal interests are wrapped up in the welfare of the city. So highly is he esteemed in the city of his choice that he has been a member of the Board of Education, and is now a member of the City Council, representing the Fourth Ward. He was born in Ox- lord County, Maine, April 20. 1846. and at the age of 14 left school to enter upon his railroad career. His father, Hiram T. Cummings. was an engineer on the Grand Trunk at Gorham, N. H., and at the same place the young man was employed as a water boy on a wood train. In 1862 he was promoted to fireman on the same road, and after three years he w^nt to work in the shops and running extra on the road. In November, 1867. he went to Meadville and was em- ployed by the Atlantic & Great Western as fireman, but in a short time was advanced to hostler. He was promoted to engineer in May, 187a, since which time he has gradually been advanced in the importance of his runs until now he has a regular run on trains Nos. 12 and 5, the New York Express and Vestibule, re- spectively. Mr. Cummings has only been slightly in- jured in all his railroad experience, although in i8go he was in a serious wreck near Jamestown. He was pulling train No. 4 and was met by a heavy freight, and as a result several were killed and many badly in- jured. Except in this accident Mr. Cummings has never injured a man on his train. He was married in October, 1869. to Miss Margaret S. Lorkin of Meadville, and they have four children, who are now grown up. Mr. Cummings is a member of Crawford Lodge No. 164, K. of P., and B. of L. E., Division 143, in the affairs of which he takes considerable in- terest. Mr. Cummings holds the copyrights of and has published time books for men in train service working on the trip and overtime and mileage and overtime basis. PETER CURRAN, Sus(|uc]ianna. Pennsylvania. (Deceased.) One of the most popular as well as one of the best Master Mechanics ever in the employ of the Erie was Peter Curran. who died March 26, 1895. He was born in Brooklyn, N. Y., in 1836, and his father dying when he was 3 weeks old, his mother removed to Paterson, N. J. At the age of 15 he was apprenticed to Danforth & Cooke to learn the machinist's trade, and in 1856 went to Susquehanna to take a position with the Erie, being then continuously in their employ until his death. When the new shops were com- pleted he took a forcnianship. which he retained until 1S88, wlien hi'^ ability won him promotion to Master Mechanic, benig located at Bradford. Pa. He alter- AMERICAN LOCOMOTIVE ENGINEERS. 223 HANNIBAL Cl'MWrNGS. Alui'HiiiALii 1 ri;ui;v. 224 ERIE RAILWAY EDITION. nated between tliat p'.ace and Salamanca until a change in the management occtirred, he then being sent to Susquehanna. When he left Salamanca the engineers and firemen presented him an elegant silver tea set as a mark of their esteem. While located at Brad- ford he invented and had patented a wheel gauge, known as the Curran locomotive and car wheel gauge, which has been adopted by and is used by several large railroad systems. He was one of the most skillful mechanics the Erie has ever had, and his loss was keenly felt. He was a good citizen, a loving husband and kind father — in short, a man whose life is well worth copying by any young man. He was a member of Canewacta Lodge, F. & A. M., and was highly respected by his fellow members. WILLIAM H. CURR-\N, Chi, Illinois. William H. Curran is the son of Thomas Curran, an engineer on the Chicago, Milwaukee & St. Paul, and was born in the city of Chicago, on December 15, 1863. He received a fine education, having attended school until he was 20 years of age, and then went to work for the Union Brass Foundry and Machine Company. He remained in this place for two years and a half and then began railroading, having secured a position as fireman on the Erie. He fired in and about the Chicago yards until 1887, wdien he was pro- moted to engineer, and has since run a switch en- gine at Chicago. Mr. Curran was married August 13, 1883, to Miss Louisa Catherine Berge, daughter of Henry Berge of Chicago, and they have five children, Charles, James, William, Lulu and Jeanette. Mr. Curran is a member of Lodge 302, B. of L. E.. and holds a subordinate office. He is also a member of the Royal Arcanum, and owns a fine cottage at 5231 Union avenue. Mrs. Curran belongs to the Ladies of the Maccabees. ARCHIBALD CURREY, Bloomfickl. New Jersey. Archibald Currey, the subject of this sketch, was born on the 6th of December, 1867, and the place of his birth was in Sullivan County, New York. Up to the age of 18 he attended school, but for the last two years of that time he drove the mail route between Ellenville and Grangcville six times a week, making thirty-four miles daily. At the age of 18 the spirit of ad\cnture which so often attacks the young .\meri- can took possession of him, and he went west, going at once to Routt County, Colorado, one of the wildest and most inaccessible parts of the Rocky mountain region, the nearest railroad point being Rawlins, Wyo,, seventy-five miles away to the north. Here he remained until 1887, being continuously employed on a horse ranch. He does not claim to be a cowboy, but he knows the wild life of that region thoroughly. Returning east in 1887, he went to work for the Erie as a brakeman on December 11 of that year, being made baggageman in 1888, a position he kept until 1891, when he went to work as a fireman for A. Dit- tig, with whom he remained for about three months, afterward being fireman successively for William Brown, Thomas Duiify, A. Whitnour, J. Goode, Dan. O. Driscoll (with whom he remained for over four years), John Quilter, Fred Stone and Ira Garrison. This brings his record up to March, 1897, at which time he was promoted to engineer, being recom- mended for that position by Dan. Driscoll. At pres- ent he is running extras on the Greenwood Lake Di- vision. While he was a brakeman he was a member of the Newark Lodge, Brotherhood of Railroad Train- men, and while a fireman was a member of Division No. 3 of the Brotherhood of Locomotive Firemen, and he will within a few weeks become a member of the Brotherhood of Locomotive Engineers. Mr. Currey is also a member of Olive Branch Lodge No. 51, I. O. O. F., of Bloomfield, N. J. One very re- markable thing — one of the miracles of wdiich the en- gineer's life furnishes so many examples — happened to Mr. Currey a little over a year ago. while going up the road with a light engine. His injector failing to work he leaned out of the window to look down just as the engine was crossing a bridge, which was undergoing repairs at the time. The bridge carpen- ters had left a brace standing inside the framework of the bridge and Mr. Currey's head struck this, tear- ing the top of his head almost off. In spite of this he was at his post again in si-x weeks — truly a won- derful experience. Aside from this he has never been hurt, nor has he ever injured any one. Mr. Currey was married December 8, 1897, at Bloomfield, to Miss Martha S. Quinby. Lie likes politics, and should make a good politician, as he is an easy talker and knbws what he is talking about. In personal appear- ance he is one of the "sons of Anak," being over six feet in his stockings and weighing well over 200 pounds, most of which is good, hard bone and muscle. It is men of his stamp who build up the great railroads, men whose interest in their work is always keen, and who keep pace with the times, both as engineers and as citizens. AMERICAN LOCOMOTIVE ENGINEERS. 225 JOHN J. CURRIER, Binglianiton. New York. John J. Currier was born in Cuba, N. Y., on Feb- ruary 24, 1850, just a short time Ijefore the Erie began running trains to that city. Mr. Currier's father was Amos B. Currier, a blacksmith, and as soon as the young man was old enough he became an employe of the Erie, having secured a position as fireman when he was but 15 years of age. He fired between Susquehanna and Hornellsville until October, 1872, when, despite his youth, he was advanced to the re- sponsible position of engineer wholly on his merits. He ran extra in the freight service until April, 1873, and then was placed on construction train, which run he held for three years. He then went back to the freight service and continued until 1884, when he was transferred to Binghamton, and has since run a day switch engine in the yards at that place Mr. Currier was married in 1876 to Miss Dora A. Horn, daughter of Oliver Horn, a manufacturer of machinery of Ad- dison, N. Y. They have no children and reside in their own pleasant home, surrounded by a wide circle of friends and acquaintances. J\lr. Currier is a mem- ber of Division No. 47, B. of L. E., of Hornellsville, and Parlor City Lodge, I. O. O. F., of Binghamton. and let her over on her right side. Mr. Curtis saw what was happening and fortunately made his escape. In June, 1896, he ran into a wrecked train between Goshen and Chester, and as a result about fifty cars in both trains were wrecked and Mr. Curtis' engine, the 290, demolished. Mr. Curtis did not re- ceive a scratch, though his fireman, Thomas Murray, was badly hurt. Mr. Curtis is a liighly competent engineer and is widely respected. JAMES W. DALEY, Youngstown, Ohio. Born in Canada, James W, Daley's first employ- ment on a railroad was that of a laborer in the At- lantic & Great Western y.ird at Youngstown. From that he was advanced to engine wiper, and in May, 1870, began to fire, being promoted to engineer April ■5. 1873. After running on the road two years he was given a switch engine in the Youngstown yard, and has had the same for the past twenty-three years. ?\Ir. Daley was married May 5, 7862, to Miss Mary Armstrong of Canada, and they have nine children. One of his sons, Michael, is an Eric engineer, having been promoted in 1897. MATTHEW J. CURTIS. Matamoras, Pennsylvania. Matthew J. Curtis was born in Ireland, June 8. 1861. and came to this country with his parents while quite young. He attended school until he was 12 years of age, and then went to work in a glass factory. He was a helper and apprentice at first, but soon worked his way up. Being compelled to quit the business on account of his health, he entered the service of the Erie, first as a water boy on the tracks. Two years later, in 1879, he secured a place as brakeman, holding it for four years, becoming a fireman in January, 1883. In i888 he was promoted to engineer and after running five years he was examined and admitted to the passenger department. At present he runs regu- larly on freight and does extra passenger duty. Mr. Curtis was married to Miss Alice McLaughlin, and to them eight children have been born, five of whom survive. The element of danger has always been close to Mr. Curtis, and he has had several close calls dur- ing his railroad career. On one occasion, wdiile he was firing engine 527, a wreck occurred and his en- gine was burned up. In i88g, while he was making up his train outside of Jersey City, the muggy earth gave way under the weight of his engine. No. 903, MICHAEL J. D.VLEY, Youngstown, Ohio. Michael J. Daley, one of the recently promoted Erie engineers at Youngstown, began his railroad career as a fireman on the Erie, August S, 1886. He served efficiently in that capacity until April, 1897, when he was rewarded by promotion to engineer. He was im- mediately given a switch engine in the Youngstown yards, where he has been running ever since, his work meeting with high approval with his superiors and gratifying his many friends, who predict that he will one day be one of the best and most capable runners on the division. JOSEPH M. DANDO, Dayton. Ohio. The musical click made by the rapidly revolving car wheels upon the rails has sounded in Joseph M. Dando's ears since 1858. At an age when most boys are at school Mr. Dando was familiar with railroad life and its fascinations had determined him to make it his life work. He was born in Cleveland. Ohio. Au- gust .}, 1846. and his father was Joseph M. Dando, a 226 ERIE RAILWAY EDITION. shoemaker of that city. At the age of 12 he secured a position as newsboy on the Cleveland & Pittsburg Railroad, which he held three years. During that time he assumed the duties of conductor on a Woodruff sleeping car for a short time while the regular con- ductor was ill. This was the first sleeping car in- vented and run in the United States. In 1861 he went to work in the machine shops of the C. & P. at Cleve- land, remaining there for about nine months, when he was given a position as fireman. For two years he was with Oliver Mann, who is still running on the C. & P., and then he went as fireman on a construc- tion train on the Atlantic & Great Western, for A. W. Ball, who is now a Master Mechanic at Gallon. In 1864 he was made night hostler at Meadville, Pa., and two months later he was promoted to engineer. For a 5'ear he ran between Meadville and Salamanca, and Meadville and Akron. In 1865 he went to Gabon to work in the Fourth Division, running local freight for one year, then construction train at Mansfield and Richwood, and then back to local again, running between Gallon and Dayton. In 1870 he was given a regular passenger train, which he has run ever since, excepting in 1881, when he was given a leave of ab- sence and conducted a roller skating rink in Kansas City and St. Joe, Mo., for about eight months. At present he is running trains No. 16 and 3 on the Cin- cinnati Division, and there is no engineer in the em- ploy of the Erie who has a clearer record or who stands higher in the estimation of the company. ]\Ir. Dando was in a serious collision August 3, 1894, on train No. 12, running into some cars on the main track at Urbana, Ohio. The engine was turned over and was a complete wreck, Mr. Dando being injured so severely that he was laid up for eight months. In 1883 he made the run from Dayton to Gabon, a dis- tance of 105 miles in ninety-nine minutes. He was pulling Tony Pastor's theatrical troupe, who were billed for a matinee performance in Pittsburg, and were behind in getting started. In 1885 he made the run from Gabon to Dayton in eighty-nine minutes, which time has never been equaled. He was in the flood at Dayton in 1876 and had to climb upon the top of his engine cab and wait for a raft to be sent to take him off. Mr. Dando was a charter member of the Brotherhood of the Footboard, which is now the B. of L. E. He also belongs to the Smizers of Day- ton, a local beneficiary organization whose member- ship is limited to seventeen; he was Vice-President of this order last year, of which "good fellowship" is the password. Mr. Dando is well liked by all who know him, and is proud of the fact that he has never been sick a day in his life. In May, 1868, he was married to Miss Jennie Harmon, daughter of Daniel Harmon, who used to run the 'bus line at Mansfield, but who sold out in 1868 and moved to Fort Wayne. Ind., where he ran the Harmon House. Five children were born to them, Arthur P., aged 30, was educated in Dayton, and is now a jeweler in Milwaukee; Edna Rose, aged 23, is married to William Schmidt, a jeweler in Milwaukee; Earl M. died at the age of 6 months; Daniel Harmon, aged 23, was educated in Dayton, and now lives in Springfield, Ohio; William M.. aged 22, graduate of Dayton High School, is employed by the National Cash Register Company of Davton. ISAAC NEWTON DARR, Huntington, Indiana. Isaac Newton Darr's father was Reuben Darr, a prominent farmer of Rochester, Indiana, and the sub- ject of this sketch was born October 12, 1867, in Green- ville, Darke County, Ohio. He attended school and worked on his farther's farm until he was 16 years of age. when, having no desire to follow farm life, started out for himself. He secured a place with a construction crew and surveying outfit on the Erie road, with whom he remained one year, returning home to help on the farm. He stayed on the farm two years and then went back to the employ of the Erie, working with a fencing crew for about four months, when Master Mechanic Joehan advanced him to fire- man. For three years he ran on freight, and was then given a passenger run. on w-bich he remained for seven years, receiving his promotion to engineer in the fall of 1896. As fireman Mr. Darr was reckoned as one of the best, and as an engineer he is demon- strating that his promotion was fully merited. He is now running freight between Gabon and Chicago, and is well thought of by his superiors and fellow engineers. He was married June 15, 1890, to Miss Susie Denis, daughter of Jacob Denis, a prominent farmer of Allen county, Indiana. Three children have been born to them. Neoma. who died February 26. 1896, aged 5 years and 6 months, and who had suffered for years; Bernice, the pride and happiness of her parents' hearts, aged 5. and \'ernon, who died at the age of 4 months. Mr. Darr is a member of William Hugo Lodge, No. 166. B. of L. F., and both he and his estimable wife are held in high esteem I>y their many friends in Huntington. JOHN W. DARR, Huntington. Indiana. John W. Darr was born in Greenville, Darke County, Ohio, November 9, 1863. His father, Reuben Darr, w-as a prominent farmer of that county, but some AMERICAN LOCO.MOT1\-E ENGINEERS. 22? :\rATTnEW j. curtis. JOSliFH M. DANDO. ERIE RAILWAY EDITION. time after the birtli of his son John \V., removed to Rochester, Indiana, where he bonght a farm and set- tled with his family. At this latter place the subject of this sketch attended school imtil he was l6 years of age, and then for awhile assisted his father on his farm. Later he secured a position as engine watcher on the Erie, and in 1882 was advanced to fireman. Eight years later his ability and his faithful attention to business won him promotion to engineer, and he has since run an engine in the freight service, being at pres- ent on local freight and running between Rochester, Indiana, and Chicago. He was united in marriage on Christmas Day, 1889, to Miss Mamie Darrow, the accomplished daughter of R. J. Darrow, master painter of the Erie shop at Huntington. They have one child, Nellie Grace, a bright 8-year-old lass, who is attending school. Mr. Darr takes great interest in secret socie- ties, being affiliated with Ben Hur Lodge of Hunting- ton: Lodge No. 121, K. of P., and B, of L. E., Division 221, of which he has been a subordinate officer for two terms. Mr. Darr owns a fine farm in Fulton County, Indiana, and a pleasant home in Hunt- ington, where he is held in high esteem by his many acquaintances, both he and Mrs. Darr being socially inclined and hospitable entertainers. CHARLES H. DAVIES, Cleveland, Ohio. Charles H. Davies was born in Granville, Ohio, July 26, 1868, and received his early education in the public schools of that place. His first work was that of a farm hand, but after live years at this avocation he became dissatisfied and went to Cleveland where he secured a position in the Beardsley tin shop making cans. He retained this place until October. 1887, when he began his railroad career as a fireman on the Erie. It was during the rush season when he was em- ployed, and when business got slack he was laid off. and he then went back to the tinsmith business. Four months later he was notified by the Erie that his old position as fireman was open, and he again began to shovel the dusky diamonds on a locomotive. His career of eight years on freight and two years on passenger was highly meritorious, and in September, 1897, he was promoted to engineer. Most of the time since his advancement he was on the extra list, but for some time now he has been doing yard work in Cleveland. Although he is a comparatively young man he is regarded as being a very capable engineer, and as he has never had any wrecks or difficulties of any kind, he stands well with the officials of the di- vision. September 23, 1886, he was united in mar- riage to Miss Helen Anderson, daughter of Richard Anderson, of London, Canada, an old-time railroad man who ran an engine on the Great Western Railway of Canada for thirty years, and now holds a respon- sible position in the Peninsular Car shops at Detroit, Michigan. JNIr. Davies' parents are both dead, his father dying at the age of 83, and his mother at 40. Mr. Davies is a member of Criterion Lodge, No. 68, K. of P., and Forest City Lodge, No. 10, B. of L. F. Mr. and Mrs. Davies are a very afifable couple and are prime favorites with their hosts of acquaintances. GAD DAVIS. Cleveland, Ohio. The life of Gad Davis furnishes another example of how the American boy can take care of himself and plan a career that will be successful and command the respect of all. Mr. Davis was born in Coshocton, Ohio, May 8, 1861, and at the age of 9 years he left school and went to work as a hoop cutter in a rolling mill at Youngstown. He attended night school and worked in the rolling mill until 1873, when he secured a position as brakeman on the Pennsylvania Railroad, where he remained for six years; he was then advanced to fireman, a place he held four j'ears, leaving to accept a similar position on the "Ft. Wayne." He held this place thirteen months, go- ing to the P., C. & T. R. R., where he worked as brakeman one year and fireman two and one-half years. He then went back to Youngstown and re-en- tered the employ of the rolling mill. Nine months later he was given a position as fireman on the Erie, and after firing four years was promoted to engineer, November 15, 1889, and has been running ever since in the freight service. He has had but one accident and that was only a small one; while running a yard engine at Cleveland he was crossing the track of the "Big Four," the signal having been given him, when a "Big Four" switch engine threw several cars into him; no one was hurt and his engine was but slightly damaged. Mr. Davis was married September 29, 1885. to Miss Effie Reeves of Leavittsburg, Ohio, and they have a charming family of four daughters. Edna, aged 19; Carrie, 9; Lolla, 7, and Maggie, 8 months. Mr. Davis is considered a fine engineer, and he is de- servedly popular with both officials and fellow em ployes. He is a member of B. of L. E., Division 167, and the owner of fine property in Cleveland. GUY W. DAVIS, Huntington, Indiana. To be a first-class locomotive engineer it is neces- sary that a man must have a thorough knowledge ol AMERICAN LOCOMOTIX'K ENGINEERS. 229 ISAAC N. DAKR JOHN \V. DARR. 230 ERIE RAILWAY EDITION. machinery, and that knowledge Guy \V. Davis .■secured when lie worked eight months as an apprentice in the Pan Handle shops at Logansport, Indiana. His father was Wesley J. Davis, a lumber merchant oi Logansport, and it was there the subject of this sketch was born October 19, 1868. After attending school until he was 15 years of age and working two years and eight months as a machinist's apprentice, he accepted a position as a fireman on the Erie, under Master Mechanic Brooks. After three years and four months of highly efficient service he accepted a sim- ilar position on the Illinois Central, and for a year ran in the suburban passenger service of that road. He re- ceived an offer from the Illinois Steel Company to take charge of a switch engine and accepted it. For nine months he was in their employ and then returned to the Erie, receiving an engine in the freight service, he is valued highly by his superiors for his efficiency and ability. On January 21, 1897, he was married to Miss Chloella Bruebaker, daughter of Thornton Brue- baker. a prominent painter and paper hanger of Hunt- ington. They have one child, Esther J., aged 16 months, who is the pride and joy of Mrs. Davis' motherly heart. Mr. Davis is a metriber of B. of L. E.. Division 221, and holds a subordinate position in this division. Mrs. Davis is a member of the Auxiliary Lodge of B. of L. E. This worthy couple are highly respected by a host of acquaintances and enjoy the respect of all. at school. Mr. Davis is a member of B. of L. E., No. 207, and is a quiet, unassuming man whose sterling qualities have won him the good will of his fellow en- gineers and the friendship of a large circle of ac- (iuaintances. WILLIAM F. DAVIS, Meadville. Pennsylvania. A young Erie engineer who is advancing rapidly to- ward the front rank of his chosen calling is William F. Davis. The son of John Davis, a prominent farmer of Crawford County, Pennsylvania, he was born in Union Township, that county. October 8. 1866, and spent the first sixteen years of his life attending the district school and working on his father's farm. He then went to Meadville and for some time worked as a grocery clerk, leaving that position in the fall of 1887 to accept a place as fireman on the Erie. His natural intelligence and skill with machinery made his period of firing short, and after two years on freight and two years on passenger he was promoted to engineer in November, 1891, since which time he has run con- tinuously in the freight service where he has demon- strated his ability to such an extent that he is now called for extra passenger work. April 27, 1892, Mr. Davis was united in marriage to Miss Anna Quick, daughter of A. J. Quick, an Erie engineer of Mead- ville. They have one child, Ethel M., a bright little miss of 6 years, who has just completed her first year JOHN AI. DAVIS. Youngstown, Ohio. A careful, cool, conservative engineer is John M. Davis, who for the past twelve years has run on the road and in the Youngstown- i-ya^rds, doing general yard work. He was born in YOungstown on Septem- ber 27, 1859, and was the son of Joshua Davis, a coal merchant of that city; both his parents are dead. He attended the good schools of Y'oungstown until he was 17 years of age, securing in the meantime a first class common school education. In 1876 he left Rayen school and began work at the blacksmith trade, at which he continued for five years, leaving it in July, 1881, to accept a position as fireman on the Erie. Dur- ing the six years he fired he was with M. H. Shay two years, the balance of the time being spent with different engineers. In December. 1887, his efficient work as a fireman was rewarded by a promotion to engineer. He ran freight for a short time and was then transferred to his present place, wdiich he has held since. He has never had any serious accident since he has been running an engine and is regarded as an engineer of high class. Mr. Davis was mar- ried to Miss Jennie Bowan, of Y'oungstow'n, in May, 1887. They have two children, James and Gordon, ImiiIi bright young lads, who are attending Y'oungs- tdwn public schools. Mr. Davis is a member of Friendship Lodge 329, B. of L. E., also Western Star Lodge. No. 21. F. & A. M. He possesses a genial nature which wins the friendship of all his acquaint- ances, and is a valued citizen of Y'oungstown. He lives at 714 Elm Street, where he owns a nice, comfortable home. ABENDIGO DAY, Briar Hill, Ohio. Few men have lived as eventful a life as Abcndigo Day, one of the Erie's popular engineers. Born in Harfordshire, England, December 6, 1859, he attended school until he was g years of age, and then went to work for his father, who was a maltster of his native town. Tiring of this business after two years he went to work for an uncle who owned a small sailing vessel engaged in the grain and flour business. For nine years Mr. Day sailed upon the high sea, touching in AMERICAN LOCOMOTIXE ENGINEERS. a3i CHAHLICS 11. D-WIES. GUY W. DAVIS. 232 ERIE RAH. WAV EDITION. the course of this time Ireland. Scotland, Greenland and the shores of his own country, England. Becoming dissatisfied with the life of a sailor he went to Lon- don, where for three years he worked as a brick mason. In 1883 he decided to try his fortune in America, and on August 19 of that year carried out his purpose. He went direct to Cleveland, Ohio, and after three months of idleness secured a position in the Oil Works of that city. He was in the employ of the Oil Company three years, leaving in June, 1886, at which time he began his railroad career as a fireman on the Erie. He fired on freight seven years and passenger two years, receiving his promotion to engineer in De- cember, 1895, since which time he has run an engine in the freight service. Mr. Day has had many close calls from death and his escape in some instances has been really remarkable. While working as a sailor on board a small boat in the Thames river his craft was run down by a large ocean steamer and wrecked; but for the fact that Mr. Day was an expert swimmer he certainly would have perished. While firing engine No. 223, just three months after he had entered the railroad service, he was in a head-end collision in tlie Cleveland yards, and saved himself by jumping. While firing freight between Aurora and Geauga Lake the engine went to pieces and turned completely over. Mr. Day again saved his life by jumping, but in this instance his right arm and leg were injured and his hands badly lacerated. While pulling a freight with engine 1256 he ran into some cars left on the main track of the drawbridge at Cleveland. The accident oc- curred at night and no signals were displayed about the dead cars. Mr. Day was again badly injured, but was soon again at his post of duty. In l8g6 while firing the New York Flyer, engine 599. the side rods broke and wrecked the cab; no one was hurt. Again in i8g6 while firing engine 193 on a passenger train he was in a head-end collision between Aurora and Geauga Lake, and by jumping saved himself. This neighborhood seems to have been particularly bad for Mr. Day for in 1897 his engine just crossed a burning bridge between Geauga Lake and Salon when the bridge went through with the rest of the train. He was married on Christmas, 1889, to Miss Emily Day, of Cleveland. Mr. Day has a brother who was an en- gineer on the Northern Pacific and another who is a fireman on the Mahoning Division of the Erie. He is a member of Forest City Lodge, B. of L. F., of Cleve- land, and is a valued citizen of his town. Mr. Day invested in some gold mines in 1896 that he hopes sometime to realize on, but an invention he perfected in 189,3, whereby oil is used instead of coal, is proving quite remunerative to him. JOHN J. DAZE, Galion, Ohio. John J. Daze was born in Ottawa, Canada, on July 21, 1858, and being the son of a farmer, worked on his father's farm and attended school until he was 17 years of age. The next three years of his life were devoted exclusively to farming, leaving Canada in 1878 to work in the pineries of Michigan. In the fall of 1879 he went to Kent and worked in the New York, Penn- sylvania & Ohio roundhouse, being soon promoted to fireman, in which capacity he served until 1885, when he was promoted to night engine dispatcher, a position he held eighteen months, followed by that of hostler for one year. He then went to Cleveland, Ohio, and engaged in the restaurant business, which venture was followed a year later by a trial of the cigar and tobacco business for one year. In 1889 he went to Galion and secured a position as fireman on the Erie, and in June, 1892. was promoted to engineer, since which time he has run through freight. Mr. Daze has experienced one bad wreck, having been on a double-head freight which crashed into another train that should have been on the siding instead of occupying the main track; fortunately he was not injured. Mr. Daze was mar- ried October 15, 1893, to Miss Ada Gocheour, of Bucyrus, Ohio, and they have one daughter. He is a member of Lodge No. 16, B. of L. E. ; Lodge No. 107, B. of L. F., and owns fine residence property in Galion, FRANK M. DEANE, Cleveland, Ohio. Frank M. Deane was born in Rochester, New York, October 29, 1S58. His mother dying when he was but 2 years old he was a member of his grandparents' fam- ily at Binghamton until he was 11 years of age, when, his father, having remarried, he went to Meadville to his father's home. He attended school in Meadville until he was 14 years of age, when his father, having moved to Cleveland, he entered the Erie shops at Cleveland as an apprentice to the machinist's trade, also working a short time in the Erie's boiler shop. In June, 1878, he was advanced to fireman and for four .vears served in this capacity, his efficiency winning him promotion to engineer in March, 1882. For four years he ran a yard engine at Cleveland, and then was advanced to regular road service, since which time he has pulled through freight on the Mahoning Di- vision. While firing for Engineer Cubbon, Mr. Deane was in a serious wreck, caused by their engine collid- ing with the rear of a freight train that had broken AMERICAN LOCO.MOTIXE ENGINEERS. 233 JOHN M. DAVIS. WILT.TAM F. DAVIS. 234 ERIE RAILWAY EDITION. ;;part (Hi llio steep s;rade between Corlett and Randall. The caboose and three cars ran back down the hill, and in the collision the engine and caboose telescoped, while eleven cars went into the ditch. Mr. Deane and Engineer Cubbon saved themselves by jumping, but Conductor Fred Sass, who was in the caboose, was killed, wh'lc one of the brakemen was hurled clear off the ri.ght of way into an adjoining cornfield. Mr. Deane has had no serious accident since his pro- motion and has never been censured for any cause by the officials: in fact his good record and high-class ability have won him a place of high esteem with his superiors. He is a member of Devereaux Lodge, No. 167, B. of L. E., and takes great interest in its affairs, having been one of the Local Board for the past four years. On May 31, 1888, Mr. Deane was united in marriage to Miss Ida K. Moore, a promising young school teacher, daughter of Thomas ISIoore of Cleve- land, and they have two children, Florence Elinore and Stewart Edward, aged 8 and 2 years. Mrs. Deane's father has been an employe of the Erie as a boilermaker for over forty years; he raised a family of four sons and four daughters, of whom Mrs. Deane is the third eldest. One son, H. R. Jiloore. is a Gen- eral Freight Agent for the C, C. & S. R. R. at Cleve- land; W. H. is a fireman on the N. V., C. & St. L., and W. T. is a member of the Photo Chromotype En- graving Company of Newark, New Jersey. Mr. Deane"s father, Edward Deane, was roundhouse fore- man for the Erie at Cleveland from 1872 to 1887, and now holds a position as skilled mechanic in the Erie shops at Cleveland. He has been in the einploy of the Erie for over forty years, having begun his service as apprentice in the Erie's Susquehanna shops. Mr. Deane is also a member of F. &. A. II.. Biglow Lodge, No. 248; Thatcher Chapter; Forest City Command- ery, for fourteen years, and Criterion Lodge, No. 68, K. of P. FRANK E. DE BAUN, Hillsdale, New Jersey. At the present writing Frank E. DeBaun is the youngest engineer, in point of age on the Erie Rail- road, and as he is now an extra passenger man it is plain that he is considered one of the best. Born near Spring Valley, New York, .^priI 6, 1871, he went to country school until he was 9 years of age, and then worked in his father's shop connected with a saw and grist mill. He went from this to farm for his grand- father, and at 16 was in the employ of James Severn in a lumber yard at Pearl River. When 17 years of age he engaged with the New Jersey & New York Rail- road as a brakeman and ran on the gravel train be- tween (jarnersville Junction and Haverstraw. During the year of 1889 and part of the following year he was a watchman in the Jersey City yards, and in July, iSgr, he started to fire on engine No. 8 for William Onderdonk. His promotion to engineer came in 1895, and with engine No. 4 ran a gravel train at Oradell. He is now on a freight run and is called for extra passenger duty. On October 17, 1894, Mr. DcBaun was united in marriage to Miss Emma E. Allison of Mt. Vale, New Jersey, and they have one child, a boy 14 months old. Mr. DeBaun is a member of the ^Methodist Episcopal Church, and is a young man of intelligence and integrity who will yet make his mark in the railroad world. ROBERT A. DECKER, JR., Buffalo, New York. Uncle Sam's boys had some very lively times in Dixie Land during the early '60s, and, judging by the record of Robert A. Decker, Jr., he must have hap- pened to be around every time his army corps found a bunch of Johnnies who were inclined to fight. Mr. Decker enlisted in the 141st New Y'ork \'oluntcers on August 27, 1862, under Captain Little of Elmira. His first battle was at Sufford, Virginia, and he was in General Joseph Hooker's corps in Sherman's campaign through Georgia. He was present at the surrender of Johnson, at the Battle of Lookout Mountain, Mission- ary Ridge. Knoxville, Tunnel Hill, Rocky Fall, Buz- zard Roost, Resecker, Big Sandy, Peach Tree Creek, Kenesaw Mountain, Fall of Atlanta, Siege of Savan- nah, and Goldsboro, North Carolina, all of which are known to readers of history as among the fiercest struggles between the blue and the gray. l\Ir. Decker was serving under Captain Whiting when he was hon- orably discharged on June 5, 1865. The subject of this sketch was born in Warwick, Orange County, New Y'ork, on October 31, 184J, being the son of Robert Decker, Sr., a brick and stone mason, wlm moved from Warwick to Elmira in 1849. In this latter city Mr. Decker secured his education, and then engaged in farming until he enlisted in the army. On his return from the service he began his railroad career m the summer of 1865 as a passenger brakeman on the Erie, running out of Buffalo for four and one-half years. He gave up this position in September, 1869, and com- menced to fire local freight on the Buffalo Division. After a year he was given a passenger run which he retained until May I, 1878, when he was promoted to engineer. From that time until 1885 he ran extra freight between Hornellsville and Buffalo, and from 1885 to 1891 pulled local freight between the .same points. Since 1891 he has had one of the most im- AMRRICAN LOCOMOTIN'F. ENGINEERS. 235 ahio.nl>il;i ) iiA V. FRANK E. DE BAUN. 236 ERIE RAILWAY EDITION. portant passenger runs between Hornellsville and Buffalo, and his work has been of such a high order that he is often detailed for special work of importance. An occasion of this kind happened on February 13, 1898, when the New York Journal ran a special news- paper train from New Y'ork City to Buffalo. En- gineer Decker was one of the heroes of this record- breaking run, having pulled the train from Hornells- ville to Buffalo, a distance of ninety-three miles, in eighty-five minutes. One can judge how he was mak- ing things hum when they learn that the fastest sched- ule between those points calls for two hours and twenty-three minutes. It is needless to say he broke all previous records, and for so doing he received hearty congratulations from his superiors and those who had charge of the special. Mr. Decker was mar- ried December 22, i86g, to Miss Lettie Blizard, daugh- ter of Oliver Blizard, a prominent farmer of Chemung County, New Y'ork. Mrs. Decker belongs to the Ladies' Auxiliary to the A. O. U. W. Mr. Decker be- longs to the several branches of the A. O. U. W.. be- ing one of its most prominent and influential members. He also belongs to the Travelers' and Traders' Insur- ance Company. JOHN F. H. DEMAREST. Kyack, New York. John F. H. Demarest was born in Bergen County, New Jersey, on July 2. 1840, being the son of Ralph S. Demarest, a farmer of that county. He attended school until he was 14 years of age and then engaged in farming until May 20, 1865, on which date he took service with the Northern Railroad of New Jersey (now operated by the Erie) as a fireman. Mr. Dem- arest's run was between Pierniont and Jersey City, and so efficiently was his work performed that he was marked for speedy promotion. On April i, 1867, he was advanced to engineer, and for the past twenty years has had a passenger run between Nyack, New York, and Jersey City. He has been very lucky dur- ing his career in the cab, having had no accidents of importance, and consequently stands high in the esteem of his superiors. His first firing was done for Engineer B. L. Scribner on old engine No. 2, known then as the "John N. Billings," but afterward changed to the "Major Anderson." Mr. Demarest was united in marriage September 7, 1861, to Miss Maria Quackenbush, daughter of John Quackenbush. a real estate dealer and farmer of Dumont. New Y'ork. Mr. Demarest is a member of Lodge 135. B. of L. E., of Jersey City, and is the owner of considerable real estate in Nyack, where he is esteemed as a citizen of worth and importance. LEWIS L. DE MUTH, Huntington. Indiana. Lewis L. DeMuth has seen service on several dif- ferent roads, and came to the Erie with a thorough knowledge of the different departments of train run- ning. He was born in Lucas County, Ohio, in June, i860, and is the son of a prominent farmer of that county. He secured quite a fine education, having at- tended school until he was ig years of age, and during vacations worked on his father's farm. In 1879 he began his railroad career as a brakeman on the Michi- gan Central Railroad, running between Jackson and Michigan City. Some time after being promoted to conductor he resigned and accepted a position as fireman on the Wabash Railroad, running between Danville. Illinois, and Toledo. Ohio. Resigning his position on the Wabash, he next was employed as a fireman on the Pittsburg, Cincinnati, Chicago & St. Louis, and later as a brakeman for the same company. From this road he went to the Louisville & Nashville, for which he worked as conductor, running between Decatur and Montgomery, Alabama. Resigning on account of his health, he returned north and for a while ran on the P., C. C. & St. L., then coming to the Chicago & Atlantic, where he fired a while and was promoted to engineer in December, i8gi, by Master Mechanic Berry. Since that time he has run in the freight service between Galion and Chicago. Mr. DeMuth was married in 1888 to Miss Emma Clay, daughter of a prominent farmer of Logansport, Indi- ana, and they have one child, Donald. Mr. DeMuth is a member of Lodge 221. B. of L. E. : Huntington Lodge No. 483, F. & A. M.. and Blue Lodge, No. 27. He is one of the Erie's best freight men, and is highly esteemed by his fellow citizens in Huntington. I MATTHEW DEWEY, Hornellsville, New York. Matthew Dewey was born in County Limerick, Ire- land, on September 8, 1849, and came to this country with his parents, who settled in Dunkirk in 1854. Mr. Dewey attended school until he was 17 years of age and then went to braking under H. J. Negus, a con- ductor on the Erie, for whom he had done chores and other odd jobs of work while he was attending school. He served as a brakeman from February, 1867, to September, 1870. when he was advanced to fireman, and for a number of years fired for P. Downs, and later for the veteran engineer. D. E. Cary. From 1875 to 187S he ran extra when his services were needed, but continued to fire in the meantime until regularly pro- moted in August, 1878. He ran on the rounds until AAIERICAX LCJCOMOTn'E ENGINEERS. 237 ^^^p^^^^"'"'^ fm ,t^ ^ Mrm^ifrJ^. ^^bSB^i K" ^^^K^^ W- t^S^^^^^^^^^^^^^^^^^^Hr^^^^^Pikhk^ ROBERT A. DECKER. JR. JOHN F. H. DEMARKST. 238 ERIE RAILWAY EDITION. 1884 when he was assigned to trains 49 and 10 which he ran for some time; then 47 and 30; 81 and 90; 77 and 82; finally being advanced to trains 3 and u between Hornellsville and Dunkirk, which is his run at the present time in place of Engineer Boyden, who is sick. Mr. Dewey was married to Miss Eliza Byrne in 1870, and eight children have been born to them, four boys and four girls. One of the boys. J. J. Dewey, is foreman in the Erie shops at Hornellsville, and another is learning the machinist's trade. One of the daugh- ters is a teacher in the Hornellsville public schools. Mr. Dewey is an interesting man to converse with, for he has a fund of stories concerning the early days of the Erie that readily hold the attention of the hearer. He has had a remarkably successful career, experienc- ing no accidents since running an engine, and but one prior to his promotion. That occurred while he was braking in 1870. and was occasioned by his train, a freight, being run into from the rear by another freight. The trains were badly wrecked, and the debris catching fire from the disabled locomotive, two of the brakemen were incinerated, \lv. Dewey escap- ing unhurt. He is a member of the Maccabees, and joined the B. of L. E. in 1881, being now a member of Division No. 47. He has held the office of Second As- sistant Chief, was Treasurer for eight years, and since 1896 has been the Chief of this lodge. He also belongs to the Knights of Columbus and the C. M. B. A. In Hornellsville Mr. Dewey is considered one of the city's most influential and prominent men, and is now one of the Police Commissioners, his term expiring in 1Q02. JOHN DICE. Gallon. Ohio. When Uncle Sam called for soldiers to serve in the War of the Rebellion John Dice was one of the num- ber who responded. He enlisted in 1862. in Company E, loist Ohio Volunteer Infantry, and served until 1865. when he was mustered out at Chicago. During the three years he w-ore the blue, he saw hot service under Generals Rosecrans and Davis but w-as for- tunate in not receiving a wound. He was born in Little York, Pennsylvania, August 25, 1842. His father was John Dice, a farmer of Pennsylvania, who moved to Crawford County, Ohio, soon after his son was born, thus being one of the pioneers of that portion of Ohio. The young man attended school until he was 15 years of age, and then went to work in a nursery in Gallon, where he was working when he enlisted. On returning from the war he again worked in the nursery until 1868. wdien he secured a position as brakenian on the Atlantic & Great West- ern, which he held two years, when he was advanced to fireman. Then followed eight years in freight ser- vice and one year on passenger, when in 1879 he was promoted to engineer. For the past twenty years he has been in the fast freight service with occasional extra passenger work. He has run all the trains on his division and has acquitted himself with credit, thus securing the commendation and confidence of his su- periors. Mr. Dice was in a head-end collision at Marion in which, fortunately, no one was injured. Once while pulling a train on the Fourth Division a car from the middle of the train broke from the coup- lings and ran down the "Pan Handle" tracks at Ur- bana, which they were crossing at the time. On August 13. 1872, he was married to Miss Ellen Arnold, daughter of George Arnold, a stone cutter of Gallon. They have two children. Bertha, aged 21 years, edu- cated in Gallon, and is a graduate of the High School: Marion, aged 19, was educated in Gallon. Mr. Dice is a member of B. of L. E.. Division 16, Dick Morris Post, No. 130, G. A. R., Union Veteran Legion of Gallon, and also the Legion of Honor. He owns a fine residence on North Gill Avenue, and is an influ- ential citizen of the city. THO^IAS J. DICK. Cleveland, Ohio. Born in Bedford, Ohio, on December 22. 1866, Thomas J. Dick left school at the age of 14 and went to work in a pail factory at Cleveland, Ohio. He quit this place after one year and then was employed in a nail works at Terre Haute, Indiana. Returning to Cleveland he worked two \-ears and a half in a nut and bolt works, after which he apprenticed himself in the steamfitter's trade, but did not finish his term, having secured a position as fireman on the Erie. He fired from January 3, 1887, to September i, 1897. when he was promoted to engineer, and is now running in the freight service. Mr. Dick was married January 14. 1886, to Miss Frances J. Linehan. the accomplished daughter of Cornelius Linehan. one of the oldest and best-known engineers on the Mahoning Division. This estimable couple have a family of three children all of whom are girls. Mr. Dick is a member of For- est City Lodge, No. 10. B. of L. F.. and is a very popular man. JOHN DIDAY. Gallon, Ohio. The first shot fired at Fort Sumter had not ceased to echo through the land when John Diday stepped for- ward and signed his name to the muster roll of Com- pany F. 15th Ohio Volunteer Infantry. He went out AMERICAN LOCO.MOTIX'E ENGIXEERS. 239 LEWIS L. DEMUTH. GEORGE W. DINSMORE. 240 ERIE RAILWAY EDITION. with L'nclc Sam's boys in blue in 1861. and in 1863, when his term of enlistment was up, he veteraned at Strawberry Plains, East Tennessee, for as long a time as he was needed in the service. He was in some of the fiercest encounters of the war, being wounded at Liberty Gap, Nashville. Tennessee, and Kennesaw Mountain. When hostilities were at an end his corps was detailed with General Sheridan and sent into Texas, where they remained until January, 1866, being mustered out at San Antonio. Mr. Diday was born in Richland County. Ohio, May 8, 1844. His father was Joseph Diday, a substantial farmer of that county, and the young man attended school until he was 15 years of age, and for the next two years worked on his father's farm up till he enlisted in the army. After his return from the war he stayed on the farm about a year, and in 1867 went to work in the Atlantic & Great Western roundhouse at Gallon. A year later he secured a position as fireman. He fired three years on freight, and one year on passenger, receiving his promotion to engineer in September, 1872. He has had a long and thoroughly successful career with the Erie, and since he has been an engineer has run all the trains on his division, displaying marked ability and receiving words of praise from the authorities. For the past year he has had the run on Nos. 70 and 90, the meat express. His record is quite clear, the accidents he has been in being of small consequence. He was married in January, 1872, to Miss Julia A. Cretser, daughter of Joseph Cretser, a contractor and stone cutter of Gallon. Three children were born to them: Curtis, aged 2.3, w-as educated in Gallon; John, aged 21, educated in Gallon, now a fireman on the Erie; Julia E., aged 14, now attending school. Mrs. Diday's death occurred March 17, 1886, and in 1890 Mr. Diday married Mrs. Emma Seaton, a sister of his first w'ife. Mr. Diday is a member of B. of L. E., Division No. 16, and the Union Veteran Legion. He owns nice property in the city and is an influential citizen. PERRY A. DIEHL, Cleveland, Ohio. Perry A. Diehl was ushered into this busy world August 29, 1861, at Leavittsburg, Ohio, and secured a fine common school education by close application to his studies until he was 19 years of age. He then took charge of the home farm and managed it suc- cessfully until October, 1884, when he decided to quit farming for some occupation more congenial to him. He went to Cleveland and soon secured a position as fireman on the Mahoning Division of the Erie. He fired on freight five and one-half years and on pas- senger a year and a hall, being promoted to engineer in July, iSgi. Since that time he has been continu- ously in the freight and yard service and has demon- strated that he belongs to the first grade of engineers, both in point of ability and judgment. He has never had an accident and his clear record is another point that gives him a high standing with the officials of his division. June 27, 1897, he was married to Miss Min- nie V. Freed, a charming and accomplished young lady of Waynesburg, Ohio. Mrs. Diehl is proficient in music and a favorite in society circles. Mr. Diehl is a prominent member of Devereaux Lod.ge. No. 167, B. of L. E., and as they have no children this worthy couple take great interest in social affairs, their pretty home on Abraham Street being the scene of many pleasant gatherings. THOMAS DILL, Sharon, Pennsylvania. Born in Baltimore, Maryland, February 28, 1852, Thomas Dill left school at the age of 14, and began his railroad career as an engine wiper for the Atlantic & Great Western. He began to fire on the Erie in 1868, and was promoted to engineer ia 1870. After pulling freight three years he was advanced to a pas- senger run, and for the past twenty-five years has run between Sharon and Akron. Mr. Dill was married December 5, 1874, to Miss Ella Stevens of Youngs- town, and they have tw'o children, a son and daughter. The family is one of the best in Sharon, being highly respected by all. Mr. Dill is regarded as one of the Erie fixtures, his long and efficient services having won him the highest of approval from his superiors and the traveling public. ANDREW J. DILLON, Port Jervis, New York. Andrew J. Dillon, whose portrait accompanies this sketch, is a native of Susquehanna, Pennsylvania, hav- ing been born in that city on January 6, 1866. The family moved to Watkins, near Elmira, New Y'ork, when he was quite young, so it was there that he re- ceived his schooling and grew to be a young man. In 1883 he began work as a lineman on the Erie, and remained in that branch of the service for three years, going out then as a brakeman, which after a year he quit to become a fireman. In February, 1887, he made his first trip on engine 540 with Engineer George Mor- gan, and subsequently fired passenger between Port Jervis and Jersey City until September 4, 1890. On this date he was promoted to engineer and sent out on AMERICAN LOCOMOTIVE ENGINEERS. 241 MATTHEW DEWEY. CHARLES II. Dir.r,. 242 ERIE RAILWAY EDITION. engine 705. Since (liat time he has had a regular ireight run between Port Jervis and Jersey City, and ueing a man in whom the officials have utmost con- fidence he is frequently called for extra passenger duty. ]Mr. Dillon has always had good luck in his railroad career and has never had any wrecks or accidents to account for. The same good fortune has attended hi^ life in other respects, and he has accumulated quite a competence, which is well invested in Port Jervis property. On June 20. 1888, Mr. Dillon was united in marriage to Miss Catherine Donahue, of Port Jervis, and they have had five children, three boys and two girls. The oldest boy, had he lived, would now be 10 years old. The oldest boy now living is 6 years of age. Mr. Dillon is a member of Division 54. B. of L. E., and the C. M. B. A. of Port Jervi.s. CHARLES H. DILL. Cleveland, Ohio. Charles H. Dill began his highly successful railroad career at the bottom of the ladder when he was but 16 years of age, and by perseverance and continuous work has won himself a high place on the list of Erie engineers. He was born in Hudson, Ohio, November 18, 1855, and when he was six months old his parents moved to Cleveland, at which place he attended school until he was 15 years of age, when he went to work in a bottling works. He held this place about a year, leaving it to accept a place as wiper in the Erie round- house at Youngstown. A year later he was advanced to fireman, and then followed three years of service on freight and six years on passenger, receiving his pro- motion to engineer in August, 1880. He ran a yard engine for two years and was then advanced to road work, since which time he has been continuously in the freight service. He is one of the most competent engineers of the Mahoning Division, and his popu- larity extends not only among his fellow employes and neighbors in Cleveland, but to the officials of the road. He was married November 18, 1877, to Miss Elizabeth Hughes, of Youngstown, and they have a charming family of four children, one son and three daughters. Murel, aged 19, is a high school graduate and holds a position as bookkeeper in a large Cleveland firm; George Ellsworth, aged 18, is a call boy in the em- ploy of the Erie; Olive J. aged 12, and Ella J., aged 8, are attending school. Mr. Dill is a member of Devereaux Lodge, No. 167, B. of L. E., and owns a very pleasant home on Jennings Avenue. IIANV E. DILL, Sharon. Pennsylvania. Hany E. Dill was born in Hudson, Ohio, in January, 1856, and his father dying when he was but 11 years of age forced him to quit school and earn his own liv- ing. He went to work in CortwTight & McCarty's rolling mill at Youngstown, where he remained a year and a half, leaving to accept a position with the Luton Washer factory, where he stayed about the same length of time. In 1868 he began his railroad career as a wiper on the Atlantic & Great Western, serving in this capacity four years when he was promoted to fireman. He fired eight years and then left to accept a similar position on the Pittsburg & Lake Erie, but after one year with this company he returned to the Erie where he fired and ran extra for a year, being then promoted to engineer, since which tiine he has been engaged continuously in the freight service. Mr. Dill was in one serious accident, which was occasioned by a double-header freight running into a tight switch at Pymatuning, Pennsylvania. The head engine turned completely over and was damaged but little, the en- gineer and fireman jumping. Mr. Dill and his fireman stuck to their posts and were miraculously saved from even injury, being thrown free of the wrecked cars that piled upon and demolished the second engine. In December, 1885, Mr. Dill was married to Miss Kate Stevens, a daughter of James Stevens, of Alli- ance, Ohio, and they have two very interesting chil- dren, Fred, aged 13, and Hazel, aged 11, who are at- tending school. Mr. Dill's mother lives in Sharon, and though 65 j'ears of age, is hale and hearty, and does her own work. Mr. Dill is the oldest member of the Mahoning Division 199, B. of L. F., and is recognized as one of the most conscientious and capable engineers of the Mahoning Division. He owns a pleasant home in Sharon, and is a valued resident of that growing city. His brother Charles Dill, is an engineer on the Pittsburg & Western Railroad, at Painesville. Ohio. GEORGE W. DINSMORE, Susquehanna. Pennsylvania. General Foreman Susquehanna Shops. George W. Dinsmore was born in Susquehanna, Pennsylvania, July 4, 1854, and is the son of Samuel Dinsmore, foreman of the Erie roundhouse at Susque- hanna. Mr. Dinsmore received a high school educa- tion and began his railroad career in December, 1869. as a machinist's apprentice in the shops of the Erie. After serving four years' apprenticeship he worked at AMERICAN LOCOMOTI\'E F.XGIXEF.RS. 243 H. E. DILL. MICHAKL DOLLARD, 244 ERIE RAILWAY EDITION. his trade for fifteen years, being promoted to Assist- ant General Foreman in 1888. A year afterward he resigned and accepted a position as a machinist for the Mexican Central Railroad in the City of Mexico. After six months he resigned on account of sickness and returned north. He worked four months in the Susquehanna shops and then went to Portland, Maine, where for three years he worked for the East- ern Forge Company, having entire charge of the ma- chinery and men. He returned to Susquehanna in 1893 and was engaged by the Erie as General Foreman, having charge of all departments in the Erie shops at this point. Mr. Dinsmore was married in 1881 to Miss Catherine Knise of Susquehanna, and three chil- dren were born to them. Alice and Bertha are attend- ing Laurel Hill Academy, and Clara, the youngest, is 6 years of age. Mrs. Dinsmore departed this life in 1896, and in March, 1898. Mr. Dinsmore was united in marriage to Miss Lottie Johnson, and they reside in their own pleasant home on West Main Street. Mr. Dinsmore is a member of the Royal Arcanum and Knights of Pythias. He is a man of fine habits and education and is universally respected and admired by his acquaintances and fellow citizens. JA]\IES E. DOE, Port Jervis, New York. James E. Doe, one of the competent freight men of the New Y'ork Division, was born in Jersey City, New Jersey, on March 22, 1862. His father was Richard Doe, a carpenter of that place, and the young man attended the public schools of Jersey City until he vifas 18 years of age, acquiring a fine common school education. His first occupation was that of a clerk in a grocery store, but a short experience in that line con- vinced him he was better suited for some other busi- ness, and he started west in search of his fortune. In 1881 he entered the employ of the Hannibal & St. Joe Railroad as an apprentice in the machine shops at Brookfield, Missouri, remaining there until 1883, when he returned east, locating in New York City, where for one year he worked in the New Y'ork City Iron Works. On severing his connection with this com- pany he secured a position as fireman with the Erie Railroad Company, and for five years fired passenger trains 7 and 12, and 13 and 14 on the New Y'ork Di- vision. The company was quick to recognize his de- votion to duty, and in 1888 he was promoted to en- gineer and assigned to the freight department between Port Jervis and Jersey City, in which capacity he is serving at the present time. Air. Doe is a member of Port Jervis Lodge K. of P., and, being an unmarried man, is quite popular in the social circles of Port Jervis. MICHAEL DOLLARD, Chicago, Illinois. On September 29, 1838, Michael Dollard was born m Ireland, where he secured his education, having at- tended school until he was 12 years of age. At that time, 1850, his father, Patrick Dollard, who was a farmer, emigrated to this country with his family and settled in Newburgh, New Y'ork. Mr. Dollard secured a position in Sweet, Nichols & Shields' machine shop, with whom he remained three years, being then trans- ferred to Williamsburg, New Y'ork, where he worked two years as a machinist, resigning then to go to Chicago. Here he secured a place with Stevens Brothers as stationary engineer, but after a year he resigned to accept a position as fireman on the Rock Island Railroad. He ran between Chicago and Peru, Illinois, for some time, and then was transferred to the machine shops of the company. In 1861 Master Me- chanic Jacob Bamey promoted him to engineer and he ran a switch engine in the Chicago j-ards until 1864 when he resigned to go south in the service of the government. He ran an engine on the Atlantic & Chattanooga for the war department until the close of the war, when the road was restored to its original owners. Air. Dollard remained in their service for over a year running an accommodation passenger train be- tween Dalton and Kingston, Georgia. In 1866 he re- signed and returned north to accept a position as roundhouse foreman at Chicago for the Rock Island. Five years later he resigned and went with the Ameri- can Bridge Works as stationary engineer, but after two years he left their employ and accepted a switch engine in the Lake Shore & Alichigan Southern yards at Chicago, where he remained three years. In 1883, he entered the service of the Erie under Master Me- chanic Ackley, and for some time ran an engine be- tween Chicago and Hammond, Indiana. He was then transferred to a switch engine in the Chicago yards, which place he still holds. Mr. Dollard is recognized liy the officials as a highly competent engineer, and they esteem him very highly. His qualifications en- title him to road work on good runs, but he declines to accept any advances, being entirely satisfied with his present position. Personally there is not a man on the division who is more highly regarded, his fine char- acter and true manliness having won him the friend- ship of his fellow workmen and his many acquaintances everywhere. In May of 1862 Mr. Dollard was united in marriage to Miss Margaret Ryan, who died in Feb- ruary, iSSq. Four children were born to them, the oldest of whom, John, died in his infancy. The others, Anna, William and Nellie, are all married. Mr. Dol- lard owns several fine houses on Dearborn Street, and each of his children occupies a home owned by Mr. Dollard, who lives with each of his children in turn. AMERICAN LOCOMOTIVE ENGINEERS. 24S JOHN T. DONNELLY. PATRICK J. DONOVAN. 246 ERIE RAILWAY EDITION. WILLIAM H. DOOLEV. JR., \\'ald\vick. New Jersey. The son of William H. Dooley, Sr., one of the Erie's oldest engineers, the subicct of this sketch very natu- rally took to railroading; and, with the love of ma- chinery and engines as an inheritance, the calling he has elected to follow finds in him an enthusiastic and efficient workman. Born in Paterson, New Jersey, February 4. 1864, he attended the public and high schools of that city until he was 18 years of age. Pos- sessing then an education far above the average, Mr. Dooley found the road to success made easier, and from the rapid advances he has experienced time alone will tell how high he will climb in railroad circles. In the spring of 1882 he began working for the Erie as an apprentice in the Jersey City Machine Shops, and four years later, having mastered the intricacies of the ma- chinists' trade, he accepted a position as fireman and ran on the New York Division for the next two years. In i888 he resigned and entered the employ of the N. Y., O. & W. as Roundhouse Foreman at Norwich. New York, a position he filled acceptably until 1894, when he resigned and returned to the Erie. For three years he worked as a machinist in the roundhouse at Jersey City, being promoted by Master ^lechanic Childs in 1897 to the position of Foreman of the Erie's roundhouse at Bergen. This position he has held ever since, and his ability to fill a more responsible place will no doubt be soon rewarded, for he holds the esteem of his fellow workmen and enjoys the confi- dence of his superiors. On June 11, 1897, Mr. Dooley was married to Miss Mary Waldenger, an estimable young 'lady of Paterson, New Jersey, and one child. Hazel, aged 5 years, has come to make their home dearer to them. Mrs. Dooley is a member of Acai Lodge of the Eastern Star, Jersey City; while Mr. Dooley belongs to the Benevolent Lodge, No. 45. F. & A. M., of Paterson. WILLIA^NI DOOLEY, WaUhvick, New Jersey. regular run, but from i Railroads. He was at this work in 1862, when he enlisted, and after he had been mustered out of the army in 1865. he recuperated for awhile on his brother's farm, and then in February, 1866, accepted a position as fireman on the Atlantic & Great Western Railroad. After two years continuous and able ser- vice he was promoted to engineer and ran an engine between Dayton and Kent, Ohio, until 1870, when he resigned and accepted a similar place on the Baltimore & Ohio Railroad, and for two years ran between San- dusky City and Newark, Ohio. In 1872 he returned to service on the A. & G. W.. and in 1882 was assigned to construction work at Marion, on the Chicago & Atlantic, but after a short time was given an engine in the passenger service. From time to time he was ad- vanced in the importance of his runs until he was given a run on passenger trains No. i and 2 between Marion and Huntington, w^hich he has held for the past six- teen years. He is one of the best passenger engineers in the employ of the Erie, and on different occasions has received congratulatory messages from his su- periors regarding fast runs and other displays of his ability. In September, 1867, he was married to Miss Susie Stroup, daughter of John Stroup. a millwright of Springfield, Ohio, and five children have been born to them. Gertrude, 30 years of age, is married to Dr. Weeks of Marion; John died at the age of 6 months; Florence, aged 21. has for several years been the cashier of a popular dry goods store of Marion: William F., aged 19, is a clerk in the Farmers' and Me- chanics' Bank of Marion; George died at the age of 19 months. Mr. Douglas is a property owner of Marion, and a member of B. of L. E., Division 16. He is also accident and life insurance agent of the Pacific Mutual Company of California. His career as a railroad man commands the respect of his fellow employes, and he enjoys the esteem of a host of acquaintances in the city of Marion. SAMUEL C. DOUGLAS, Gabon, Ohio. Samuel C. Douglas was born in Richland County, Ohio, on August 23, 1843. He was the son of John Douglas, a contractor and builder, and the young man attended school and assisted his father until he was 16 years of age. Having secured a common school edu- cation he learned the blacksmith trade and for a few years v.'orked at that business in Martinsville, Indiana, Mansfield, Shilo and Bucyrus, Ohio. In April, 1861. Mr. Douglas answered the first call of the nation for soldiers to put down the rebellion, and enlisted as a private in the 7th Independent Volunteer Infantry. He served with credit until the expiration of his term of service, and in the fall of 1861 he was mustered out and returned to the peaceful pursuits of a civilian. In June, 1863, he secured employment with the Atlantic & Great Western as brakeman, but in October of the same year accepted a position as fireman with the same company. He fired passenger two years, and in Octo- ber of 1865 he was given promotion to engineer. Then followed his long career in that capacity for the Erie. For fourteen years he was in the freight service, but for the past twenty years he has had charge of a pas- senger train. During the last two years he has pulled Nos. 3 and 12 on the Third Division. He stands high in the esteem of the company as a faithful, conserva- tive engineer, and many times his efticiency has been attested by his superiors. ^Ir. Douglas is a member of B. of L. E. He owns property which is centrally located in the city, and is highly regarded in the com- munity. In May, 1867, he was married to Miss Clara Underwood, daughter of Abraham Underwood, a law- yer of Gallon, who was afterward Justice of the Peace and Mayor of the city. They have four children, of whom Edward L., the first child, died at the age of twenty-one months; Charles G., aged 27, was educated in Gabon, he is now a fireman on the Erie and lives in Mansfield; Arthur died at the age of six months; Warren Gale, 22 years of age. was educated at Gallon, and is now married and living in Chicago, being a fire- man on the Chicago. Lake Shore & Eastern Railroad. DAVID T. DRAA, Gallon, Ohio. David T. Draa was born in Niles, Ohio, on Febru- ary 26. 1861, and engaged in farming until 1882, when he secured a position as brakeman on the New York, Pennsylvania & Ohio Railroad. In November, 1885. he was transferred to fireman, being promoted to en- gineer in October, 1890, since which time he has run in the through freight service. Mr. Draa's father was a carpenter of Niles and he made the cradle in which President McKinley was rocked when a baby. Mr. Draa was married June 12, 1889. to Miss Etta M. Carnes, of Gallon, and they have one child, Edna L.. aged 8 years. He owns fine residence property in Gallon, and is affiliated with Lodge No. 16, B. of L. E.; Lodge No. 107, B. of L. F.. and Gallon Lodge No. 21;. I. O. O. F. DANIEL DRISCOLL, West Orange, New Jersey. Daniel Driscoll was born in Lackawaxen, Pennsyl- vania, in 1852, and is the son of Dennis O. Driscoll, now general foreman of the lumber department of the AMERICAN LOC()M()Tl\-K EXGINEERS. 253 AVII.I.IA.M e. DUNN. J A M )-:S Kt ■ K K .\ K(J A D. 254 ERIE RAILWAY EDITION. Erie at Piernioiil. Now York. Mr. Driscoll left school at the age of i6 after securing a good education, and for the following two years worked at various voca- tions. In 1870 he secured a position with the Erie as engine wiper, and ran extra as fireman until 1872. when he was regularly promoted to fireman and ran on the Eastern Division up to 1884, being then advanced to the grade of engineer. For a number of years he ran in the freight service on the same division, being promoted some years since to a passenger run on the Orange Branch, where he continues to the satisfac- tion of his superiors and the traveling public. Mr. Driscoi! was married to Miss Louisa Rich, by whom he had one child, John Driscoll, who is a railroad man and employed by the Baltimore & Ohio Railroad in Jersey City. Mrs. Driscoll died in 1883, and in 1894 Mr. Driscoll was married to Miss Catherine Guil- foile, daughter of Patrick Guilfoile. a contractor of West Orange. Mr, Driscoll is one of the Erie's most efficient and trustworthy engineers, and is very popu- lar with his fellow workmen. JAMES DRUMMOND. Jersey City Heights, New Jersey, James Drumniond was born in Scotland, ^lay 24, 1852, and secured a good education in the common school of his native town. His father is John Drum- mond, a gardener who resides in Scotland. After leaving school the young man worked with his father for three years, and then left the old world for the new. Coming to New York in 1867 he cast about for a means of livelihood, and in April of that year was em- ployed by the Erie as an engine wiper. Although the position was humble, Mr. Drummond gave to it his best efforts, and after fourteen months he was pro- moted to fireman and given a freight run on the New York Division. In January, 1877, he was promoted to engineer, and after a few years of road work he was given ". switch engine in the Bergen Yard, which he has retained to the present time, performing his duties to the satisfaction of the company and earning the respect of his fellow employes. On Decembr 18, 1870. J\Ir. Drummond was married to Miss Mary Morgan, daughter of Henry Morgan, a miner of Wilkesbarre, Pennsylvania, They have three children: Jennie, a graduate of the Jersey City public schools; Frank, aged 21, a machinist in the employ of the Pennsyl- vania Railroad Company at Jersey City, and Edna, who is now attending school, Mr, Drummond is a mem- ber of Lincoln Lodge, No. 126, I. O. O. F., and Pio- neer Council, Royal Arcanum. MICHAEL DUFFY, Jersey City, New Jersey. The son of a prosperous farmer of Orange County, New Jersey Michael Duffy was born in the Village of Oatsville, that state, on June 22. 1856. He received his education in the schools of his native town, working on his father's farm in the meantime until he was 16 years of age. At this time he was attracted by the advantages of railroad life and entered the employ of the Erie as brakeman, serving in this capacity until 1878 when he was advanced to fireman and sent out with George W. True.x on engine 625. His run was from Port Jervis to Jersey City, and he continued on this until November 7, 1887, at which time he was pro- moted to the grade of 'engineer and ran extra for the ensuing two years on the New York Division. For some years past he has had the way freight, his first regular engine being the 287. ^Ir. DufTy was married to Miss Hannah Fitzgibbons of Port Jervis, and three children have come to bless their union, the eldest of whom is 17 years of age and is employed as a ma- chinist in the Erie Machine Shops at Jersey City. ISIr. Dufify belongs to Lodge 54, B. of L. E., of Port Jervis, and with his family attends the Catholic Church in Jersey City. CORNELIUS DUGAN, Buffalo, New York. Neither information nor apology is needed for pre- senting the above portrait of Cornelius Dugan. Though not a native of the Bison City, Mr. Dugan is nearly so, for he was born near Lockport on October i, 1850. His early education was obtained at the little village of Youngstown, in Niagara County. Here he at- tended school until about 12 years old, and at that early age he began to "work out his own salvation" in the arduous labors of farm life. He remained at this oc- cupation until he had reached the age of 20. He was then a man grown, with constitution and muscular strength hardened by his farm training. Leaving the farm he obtained employment on the 'West New York & Pennsylvania, then in course of construction. Thi"^ finished, a year and a half later we find him acting as assistant baggage master in the Central Station at Buffalo. This was before the days of through bag- gage cars on that road, and all baggage had to be transferred at that point. This position he left to don the blue coat and brass buttons of a police oflScer on the Bufifalo police force, where he remained for ten years, fcair of which were put in as a "special." Leav- ing this position through a "change in the adminis- AMKRICAX LC)CCJ.MOTl\E ENGINEERS. 255 ERNEST S. EDEN. HENRY EHRICKS. 256 ERIE RAILWAY EDITION. tration" (this was before the Buffalo force was put on a civil service basis), he turned again to his old love, the railroad, and started firing on the Erie. For the next nine years he tired on freight and passenger en- gines on the Buffalo Division, including the Falls Branch, until promoted to the grade of engineer, April 30, 1890, After being on the rounds Mr. Dugan was given No. 677 as his first regular engine, running over the division from Buffalo to Hornellsville. Since then he has had 1175, 1026 and 1150. With the latter, as he expresses it, he "could go anywhere and do anything that anybody else could." Mr. Dugan never had an accident of any importance though he had at least one narrow escape. On this occasion his engine ran into some cars that had broken loose from a train ahead of him near Dalton. His engine was ditched, but fortunately no one was hurt. January i, 1884, Mr. Dugan was married, at Buffalo to Miss Annie O'Laughlin of that city. Mrs. Dugan enters into the spirit of her husband's calling with true wifely feeling. He is a member, needless to say, of B. of L. E., No. 15, and she is a warm supporter of the Ladies' Auxiliary. They are both communicants of St. Patrick's Church, where their children also attend, Nellie, Florence, Ade- laide and Cornelius, Jr. Nellie will graduate this year at the head of her class. Mr. Dugan in company with thirteen other engineers on this division is now running "first in first out," their engines having been transferred during the slack winter season to busier points. Each engine's crew, however, has been held intact, and now that the summer season is about to open they will probably resume their old runs. JOHN DULEY, Port Jervis, New York. Many men have been known in American private and public life as "Honest John," but none of them ever more fully deserved that title or more thorough- ly exemplified in his daily life all that such a designa- tion called for, than the subject of this brief sketch. He was born in Bavaria in 1842, and came to this coun- try when 5 years old, residing in New York City from that time until he was 19, his first employment being as a hotel clerk. At the latter age, however, he went to work for the Long Island Railroad as a fireman, and in 1862 was made an engineer, remaining with the Long Island Road until 1864, to the perfect satisfac- tion of his employers. In that year he came to the Erie, at first as fireman, but after two years was made an engineer, which position he has since continuously held, having, after seventeen years as freight engineer, been advanced to the charge of a passenger engine, be- ing now the engineer of the "Orange County Express." Mr. Duley was a charter member of the Footboard As- scjciation, the predecessor of the Brotherhood of Loco- motive Engineers. He has been a member of the latter organization from the earliest days of its history, and was one of the charter members of the B. of L. E. In- surance Order. He has also been a prominent director of Orange County, No. 2, Building and Loan Asso- ciation for the past ten years. He is at the present time a Democratic member of the Board of Village Trustees of Port Jervis, having been for the first time elected to that office in 1893, but at the close of his first term declining a re-nomination. At the charter election in 1897, however, his fellow-townsmen would take no denial, with the result that he was again nom- inated and elected. It is only justice to him to say that this is due to the fact that his brother engineers and his neighbors know that his voice is always for all that is for the good of his fellow-citizens, of whatever condition in life, and though he is a party man he never allows party questions or considerations to get in the way of his good judgment as to the best inter- ests of the community. If Mr. Duley could only be in- duced to tell the many good stories of life on the rail which he so well knows, and in the telling of which he is a master, the limits of this article might be extended wilhciut limit. Suffice it to say that among his fellows he is known as the most genial of men, always ready with the cheerful word and the helping hand. In his pleasant home on West Main Street in Port Jervis Mr. Duley now resides with his wife and their five children, where their many and warm friends hope they may long continue to live as honored members of the community, strict upholders of the church and of all that is best in our American life. WILLIAM B. DUNBAR. Meadville, Pennsylvania. William B. Dunbar is one of the men who helped make the Erie, and this is true in every sense of the word. His father was Ruel Dunbar of Connecti- cut and his mother was Eleanor Rogers. After their marriage in New England they moved to Genesee County, New York, in 1824, and William B. was born there in 1825. After he grew to manhood he em- barked in the lumber business, and in i860 went to work hewing ties for the Erie, work on which had just been commenced. When he got through hewing ties he hauled them to their place on the dump ready to have the iron laid on them, and then he went to work building bridges between Jamestown and Corry. Mr. Dunbar switched cars at Corry with a horse the fall of 1862, and the fall of 1863, after the road was com- AMERICAN LOCOMOTIVE ENGINEERS. 257 plctcd, lie taught over forty men the road, firing the engine in the day time, and at night running it him- self. In January, 1864, he was promoted to engineer, and has drawn pay every month but one since that time. In 1862 when the road had no accommodation for passengers between Corry and Jamestown, a dis- tance of twenty-seven miles, he used a hand car and transferred five passengers on it from one place to the other. Mr. Dunbar has had only one head-end col- lision in hi-i railroad e.xperience and has never been injured to any extent, nor has any train crew he has pulled ever been injured while in his care. He pulled the first wrecking apparatus ever run on the road, and has pulled many special and important trains during his period of service. He is now running on trains Nos. 6 and 9. the Meadville. Buffalo and Bradford accom- modations, and although 74 years of age he is just as reliable and proficient an engineer, and as lively and keen of sight as he was many years ago. He was mar- ried in 1846 to Miss Sarah A. Vose. of Genesee, New York, and six children were born to them. William H. died at the age of one week; William H. at the age of 2 years: George Franklin, an engineer on tlic Pitts- burg, Shenango & Lake Erie, was 42 years old wlien he was killed in August. 1875, by his engine turning over and burying him beneath its ponderous weight; Charles P., aged 44, educated in Meadville, is an en- gineer (Ui the Erie; Sarah L., aged 2 weeks at death; James M.. aged 36, educated in Meadville, now cash- 'er oi the First National Bank of Union City, Penn- sylvania. In 1868 Mr. Dunbar's helpmate was taken by the hand of death, and in July, 1870, he was married to Miss Mary A. Fields at Meadville; she. too, passed away in 1893, and in October. 1894. Mr. Dunbar was married to Miss Ella F. Swayne of Meadville. The hand of Providence must have been instrumental in saving Mr. Dunbar from injury as he has been deserted on his engine fourteen different times while pulling passenger trains; having run into open switches three times, has broken driving wheels two difTerent times, has had the forward or leading trucks of his engine jump the track, and even struck big stones on the track, and yet has always staid on the engine to get the train stopped. Once wlicn the driver broke the engine ran for a mile before he could stop it; one driver flew eighty feet before touching ground, and when the en- gine did stop all the drivers were off, but still Mr. Dunbar was at the throttle. In the winter of 1869 he left Meadville one Sunday afternoon on a late train. No. 10, and was snowed in at Mill Village, Pennsyl- vania, where he laid about sixty hours, and was forced to melt snow in order to get water to keep the engine, No. 82, alive. He did not reach Salamanca until the following Friday night, and on the return trip picked up and brouglit into Meadville eleven dead engines that were scattered along the road as a result of being snowed in. He is a member of B. of L. E., Division 43, and is as a father to many who fired under him and are now holding important runs. There is none more respected than Mr. Dunbar, and the boys all hope to hear his familiar whistle for many years to come. CHARLES F. DUNBAR, Meadsvillc, Pennsylvania. An important figure in railroad circles in Meadville, is Charles F. Dunbar, who has been Chief of Division 43, B. of L. E., the past two years, and was recently re-elected for another term. Mr. Dunbar bears his honors in the quiet and unassuming way that is all his own, and his popularity extends without his railroad connections, embracing in fact all who come to know the sterling qualities of the man. He is the son of William B. Dunbar, one of the oldest Erie engineers at Meadville, and was born in Bellemont, New York, June 22, 1857. At the age of 17 he left school and for a while worked as a clerk for the Union News Com- p.-iny. In 1875 he entered the employ of the Eric at Meadville as a call boy, and with the exception of one year in the ticket office there, worked as call boy until 1878, when he was advanced to fireman. Five years later, September, 1883, he was promoted to engineer, and has been in the freight service ever since, with oc- casional passenger duty. He is now running on the rounds, and no more capable engineer ever ran out of Meadville than Mr. Dunbar. He has never been in- jured and his record is very good. August 22, 1883, he was married to Miss Eugenie Connors, a daughter of Thomas Connors, an employe of the Erie at Mead- ville. They have two children, William B.. aged 15, and Charles C, aged 12, both of whom arc attending school. Mr. Dunbar owns a fine residence on Bald- win Street, and takes great interest in the welfare of the city of his choice. JAMES H. DUNHAM, Gallon, Ohio. James H. Dunhan), son of Henry Dunham, was born in Richfield Springs. New York, December 16, 1848. lie attended school until he was 18 years of age, ac- quiring in the meantime a fine common school edu- cation. .After leaving school he clerked in a dry-goods store in Monticello, New York, for two years, and in I'ebruary, 1868, he left that employment to begin braking on the Atlantic & Great Western Railroad. Iti July of the same year he was promoted to fireman. 258 ERIE RAILWAY EDITION. ami for tlie ensuing four years he worked in that ca- pacity, part of the time on freight, and part on pas- senger. In July, 1872, he was promoted to engineer, and for the past twenty-seven years has been engaged in the freight service, doing passenger work also at different times. He has run all the trains on Third and Fourth Divisions, displaying good judgment and ability. He is looked upon as a competent and reliable engineer, and has frequently been complimented by his superiors. For the past two years he has been run- ning local freight between Gabon and Kent. He was married July 19, 1870, to Miss Mary Harding, daugh- ter of Washington Harding, of Galion. They have had seven children: Clara A. died at the age of 9 years; Clyde M., aged 24, educated in Galion, and now mar- ried to J. W. Ruhl, timekeeper, Cincinnati Division of Erie at Gallon: Jay H., aged 22, an employe in the Genera! Superintendent's office of the Erie at Cleve- land; Virginia T., aged 20, educated in Galion and Ohio Business College at Mansfield, is a stenographer; Mattie G., aged 18, graduate of Galion High School; Mary Alice, aged 8, now attending school; Ralph H., died in infancy. Mr. Dunham is a charter member of Galion Lodge, No. 186. K. of P. He owns a pleasant residence at 309 South Boston Street, and his family is one of the most popular in that place. JOHN DUNLEA, Susquehanna, Pennsylvania. John Dunlea was born in Susquehanna, Pennsyl- vania, July 24, 1858, and is the son of John Dunlea, Sr., a prominent groceryman of that city. He left school at the age of 13 years, and immediately accepted a po- sition as machinist's helper in the Erie shops at Sus- quehanna. He worked in the shops for five years, meanwhile becoming a competent machinist, but was transferred to the motive department in June, 1876, and began to fire on freight between Susquehanna and Hornellsville. After three years on freight runs he was advanced to passenger fireman, a position he held for two years, being advanced to hostler in the Sus- quehanna roundhouse in 1881. He served in this ca- pacity for two years, receiving his promotion to en- gineer in September, 1883. For five years he ran an engine in the freight service, and then was trans- ferred to a switch engine in the Susquehanna yard, which he has run for the past eleven years. Mr. Dunlea was united in marriage January 12. 1883, to Miss I\[ary Carroll, daughter of Jeremiah Carroll, a cooper of Broome County, New York. They have a fine family of seven children, the oldest of whom, Thomas, is 15 years of age. He, William, Florence, Cecilia and Carroll are students at the Laurel Hill Academy, while ^lary, aged 6, and Joseph, 15 months, are the especial care of Mrs. Dunlea. Mr. Dunlea is one of Susquehanna's best citizens, and is held in high regard by his brother engineers and the officials of his division. He is a member of Starrucca Lodge, No. 137, B. of L. E., and of the C. M. B. A. of Sus- quehanna. GEORGE A. DUNN, Hawley, Pennsylvania. George A. Dunn was born on a farm in Delaware County, New York, on August 18, 1863, and his father, John Dunn, being one of the prosperous farmers of that neighborhood, the young man spent the early por- tion of his life assisting in the work at home and at- tending the district school. When he was 13 years of age he commenced his railroad career as a water boy for a construction crew. After a short time he left to enter the employ of the Standard Oil Company. Soon after he went to work on a fence crew of the Delaware, Lackawanna & Western, but left that place to enter the lumber business in Delaware County; a year later he secured a position as freight man on the Erie, and for five years served in that capacity be- tween Port Jervis, Susquehanna, and various other terminals. In November, 1887. he was advanced to fireman and the ensuing four years was spent in that service, two years on freight and two years on pas- senger. In the fall of 1891 he was promoted to en- gineer, and assigned to the freight department. At the present time, owing to slack business, he is running e-xtra, but this in no wise reflects upon his ability, as he is considered one of the best of the younger en- gineers at this point. On September 11, 1894. he was united in marriage to Miss May Detrick, daughter of Joe Detrick, a teamster of Orange County, New York. They have a family of three charming children, of whom Madolin, aged 4, is the eldest; the others are Mildred, aged 2, and May, aged 7 months. Mrs. Dunn is a member of Easter Lily Lodge, No. 59, Auxiliary of B. of L. F., while Mr. Dunn is affiliated with Port Jervis Lodge. No. i. B. of L. F., and Susquehanna Division. No. 137. B. of L. E. WILLIAM C. DUNN, Niles, Ohio. William C. Dunn certainly bears a charmed life, hav- ing gone through three serious wrecks in each of which death hovered near him, but he escaped unhurt from all save the first. This occurred in 1883, while he was pulling freight between Leetonia and Niles. A mis- AMERICAN LOCOMOTIVE ENGINEERS. 259 placed switch at Austintown threw the engine off into the ditch where it turned upside down and thirteen freight cars were piled upon it. Mr. Dunn, his fire- man and the head brakeman were under the wreck. The brakeman was scalded to death and Mr. Dunn and the fireman were both injured. While pulling freight with the first compound engine used on the Lisbon Branch a connecting rod broke on the right side of the engine and its wild slashing demolished the cab and broke the engine up generally; Mr. Dunn escaped a horrible death by the merest chance, and was com- pelled to climb out of the window to the top of the cab and then over to the tender. On May i8, iSgg, while pulling passenger at forty miles an hour the rails spread and let the engine and entire train off the track. They ran about four hundred feet on the ties before the train could be stopped. With rare presence of mind and characteristic courage Mr. Dunn stuck to his post and stopped his engine, no one being hurt. His father was Patrick Dunn of Pittsburg, where his mother, now 7i years of age, still resides, his father being dead. Mr. Dunn was born in Pittsburg, Decem- ber 22, 1848, and attended school there until he was 14 years of age. He then began work as an apprentice in a machine shop in that city and served for three years. At the end of that time he was given a position as fireman on the Erie, and his general knowledge of machinery and high character as a workman won him promotion to engineer in September, 1870, when he was but 22 years of age. He pulled local freight from New Lisbon to Niles for four years and then ran the Mineral Ridge coal train for about nine years, being transferred to the Cleveland Branch then and assigned to a freight run. After one year he was put on a passenger run. New Lisbon to Niles. which lie held two years, and then took a through freight run. which he held until recently, when he was again put on passenger run on the Lisbon Branch, running from Lisbon to Niles. In 1874, he had the opposite run from M. J. Shay, on what was known as the Hill run from Cleveland to Randall; Mr. Shay ran a broad gauge engine and Mr. Dunn a narrow gauge. He is one of the oldest men on the division and is regarded as one of the best, both by his superiors and brother engineers. On March ig, 1871, he was married to Miss Annie Swigart, of New Lisbon, Ohio, and they have one daughter. Mr. Dunn is a member of Division 167, B. of L. E., of Cleveland, Ohio, and is a highly respected citizen of Niles, where his family is one of the most pojnilar in the city. about 1812. Mr. Dwight was born in West Winson, that county, on August 26, 1862, and is a cousin of Colonel W. H. Dwight, a prominent man of Bingham- ton. Leaving school at the age of 15 he worked on a farm several years and learned the miller's trade. In 1882 he began his railroad career as a fireman on the Delaw'are, Lackawanna & Western, coming to the Erie in January, 1883, in the same capacity. He fired on the Susquehanna Division until June 4, 1889, on which date he was promoted to engineer. He has had good luck while running an engine, having had no wrecks nor received a censure from the officials. Mr. Dwight has been married twice, having five children by his first wife: Bessie E., Carl R., Hayes C, Arch A. and Leon L. His second wife was Maud L. Livingston, of New York City, to whom he was united in marriage on De- cember 27, i8g4. They have one child, Robert L. Mr. Dwight is a member of Lodge No. 47, B. of L. E., the A. O. v. W., and is a X'olunteer Fireman. R. L. DWIGHT, Hornellsvillc, New York. R. L. Dwiglit's family were among the pioneers of Broome County. New York, settling in that region HERBERT EASTMAN, Cleveland, Ohio. Herbert Eastman was born in Cleveland, Ohio, ,\ugust ig, 1868, and is the son of Jerome Eastman, who for the past fourteen years has been a conductor on the Erie. On leaving school Mr. Eastman worked in a grocery store which his father ran at that time, but after three years he became dissatisfied and secured employment with the Variety Iron Works foundry where he remained a year and a half, leaving to take a situation in the "Big Four" boiler shop. One year later, September, 1888, he secured a position as fire- man on the Erie, in which capacity he served two years on passenger and seven years on freight, being promoted to engineer in September, l8g7. He was assigned to yard work at Cleveland, where he has run ever since, performing his duties in a manner that has won the favorable opinions of his superiors. While firing on through freight between Cleveland and Voungstow'n his engine was sidewiped by a train on the cross-over track at Leavittsburg. The engine was badly damaged and six cars were thrown from the track. Mr. Eastman and his engineer jumped and thereby saved themselves from serious injury. In- vestigation showed that the accident was caused by the switch being left open. Since his promotion he has not had an accident of any kind. On September 18, t8g5, he was united in marriage to Miss Julia Nicholas, of Parma, Ohio, whose father, Oscar Nicholas, was a soldier in the War of the Rebellion and was wounded in the service. Mr. Eastman is a member of Forest City Lodge. No. 10, B. of L. F.. and is prominent in the councils of the order. 260 ERIE RAILWAY EDITION. PETER J. ECKERT, Meadville, Pennsylvania. The early years of Peter J. Eckert's life were spent on a farm, he having been the son of Lawrence Eckert. a farmer of Meadville. Here Mr. Eckert was born on November 19, i860, going to Minnesota in the fall of 1879. He worked there on a farm for a while and then went to the lumber woods of Wisconsin for seven months, returning to Meadville in February, 1881, when he went to work on the New York, Pennsylvania & Ohio as a fireman. After serving six years in this capacity he was promoted to engineer, November I, 1887, and has since run freight with occasional extra duty on passenger. Mr. Eckert was married in August, 1887, to Miss Christina Remler, of Meadville, and they have five children. Mr, Eckert is a member of the B. of L. E. and owns fine residence property in Meadville. JAMES ECKENROAD, Huntington. Indiana. It is a long, hard climb from the bottom of the ladder to the top, but the history of James Eckenroad shows that he has successfully made the ascent, and now oc- cupies a place on the topmost round in his chosen calling. His birthplace was North Jackson, Mahoning County, Ohio, and he was one of five sons. His father died when he was two years old, and thus he was deprived of a father's advice in his boyhood days. After leaving school at the age of 14. he was employed in various capacities with an oil company in Pennsyl- vania, finally running a stage between Oil City and Pithole, Pennsylvania. He began firing on the Oil Creek Railroad in 1867, and after a year's service in that capacity was promoted to engineer. For three years he ran a freight engine on the O. C. R. R., and then he left that road for service on the Alabam Great Southern. After two years' work in Tennessee with the A. G. S., he returned north and was em- ployed by the Dunkirk, Allegheny Valley & Pittsburg Railroad, running freight between Dunkirk and Titus- ville, Pennsylvania. He remained with the D.. A. V. & P. R. R. until 1882, when he accepted a place on the Chicago & Atlantic, which was then extending its western branch. He was assigned to the work train, and with headquarters at Hammond assisted in the construction to North Judson. He has been with the Erie seventeen years, and he has been promoted from one run to another until now he has charge of the fast- est run from New York to Chicago. Letters of com- mendation from the road's officials attest their appre- ciation of his careful and efficient service on this im- portant run. Mr. Eckenroad was married in 1876 to Miss Julia INIurpliy, only daughter of Bartholomew Murphy, of Warren, Pennsylvania. Mrs. Eckenroad's father still lives in the nld home at Warren, Pennsyl- vania. The union has been blessed with two children, both sons: Henry, 21 years of age, is employed as a machinist in Huntington shops; Paul J., 17 years oid. is a bookkeeper employed in Youngstown, Ohio. Mr. Eckenroad's standing both as an engineer and a citi- zen is of the very highest, and the home property he owns in Huntington is one of the nicest in the city. ERNEST S. EDEN, Newburgh, New York. Ernest S. Eden, the popular and efficient foreman of the Erie at Newburgh, was born in Worcester, Eng- land, on September 17. 1866, being the son of Arthur Eden, a machinist who still resides in Worcester. After leaving school at the age of 14 Mr. Eden ran a newspaper route in his native city for a year, and then became an apprentice at the machinist's trade, working at it five years and becoming quite an expert. He de- cided that he would find a better sphere for his calling in the United States. Accordingly in 1886 he emi- grated to this country, and for five years worked in various machine shops in New York and Jersey City and Paterson, New Jersey. In August of 1891 he was employed by the Erie in the Jersey City shops, and so competent did he prove himself that in November, 1895, he was transferred to Newburgh. where he has since held the position of general foreman. On October 20, 1888, Mr. Eden was united in marriage to !Miss Louise Boniface at Paterson, New Jersey, she being the daughter of William Boniface, a lumber dealer of Sus- sex, England. Three children have been born to them, of whom Arthur V. B., aged 10, and Florence, 8, are attending school, while Sidney L., aged 2, remains at home, the especial care of Mrs. Eden. Mr. Eden is a memlier of Lodge No. 119. K. of P., of Paterson. New Jersey, and is very popular in Newburgh and other places where he has worked. HENRY EHRICKS, Hillsdale. New Jersey. The subject of this sketch, Henry Ehricks, was born in the village of Freisenbottle, Osterholtz County, State of Hanover, Germany, on September 29. 1852. He attended school in his native country until he was 14 years of age, when he came to the United States in company with his uncle. He attended the Rector Street School in New York City for a year, and then A^[ERICAN LOCOMOin-E ENGINEERS. 261 entered the grocery business at Eighth Avenue and Fifteenth Street in New York. A year later he quit this business and then worked as bartender for three or four years, first at Thirtieth and West Streets and then at 17 West Broadway. In 1881 he began his rail- road career on the Erie as a car cleaner and after six months was advanced to watchman at the Hillsdale shops. While holding this position he also worked as extra fireman, and in the spring of 1884 he was given a regular position as fireman and sent out on engine 9 with Engineer C. Lockwood. He ran on a gravel train between Jersey City and Hillsdale for some time, and in the spring of 1890 was promoted to engineer. His first engine was No. 4, but he is now running engine II from Hillsdale to Jersey City. Mr. Ehricks has been very fortunate in escaping accidents, and he is regarded as a very competent engineer. On February 17, 1878, he was married to Julia A. Wallace, of Etna, New Jersey, and they reside in their pretty home in Hills- dale. Mr. Ehricks is a member of B. of L. E., Hud- son Lodge. No. 13s, and with his good wife attends the Methodist Church. vancement of its interests. He is foremost in advanc- ing educational matters and has been a member of the school board for some years. WILLIAM F. EMERICK, Vallonia, Pennsylvania. William F. Emerick, son of William H. Emerick, a farmer of Crawford County, Pennsylvania, was born in Meadville, September 7, 1868. On leaving school at the age of 17 he immediately secured a position in the machine shops of the Erie, where he worked for eighteen months. In June, 1888, he was advanced to fireman, and as he was particularly adapted to the calling he had chosen he progressed so rapidly that in December, 1891, after three years and seven months, he was promoted to engineer. Since that time he has run continuously in the freight service, and is now re- garded as one of the best freight men running out of Meadville. He has never sustained any injury what- ever, although he was in a collision at Geneva. Penn- sylvania, which smashed both engines. Mr. Emerick made his first trip on engine 1219 to Kent and return with through freight. On May 10, 1890, he was united in marriage to Miss Julia Caddahan, daughter of John CadTON. WILLIAM J. HANEY. 306 ERIE RAILWAY EDITION. the son of Peter Horring, owner of a sloop, which he sailed for a number of years, afterward retiring to a farm near Bergen, New Jersey. After securing his education in the public schools, Mr. Horring began work as a painter, which trade he followed until Feb- ruary, 1865, when he commenced work on the old New York & Erie as a blacksmith in the Jersey City shops. He followed this but four months, accepting an opportunity of going on the road as a fireman. He served in this capacity for a period • of eleven years, being promoted to engineer February 6, 1876. For a number of years he ran on the road in the freight service, making Piermont, the Long Dock, and vari- ous other terminals. Some years since he was given a day switch engine in the Jersey City yards, which he is running at the present time. He is one of those fortunate men who soon earns and ever afterward holds the respect of those with whom he comes in contact, and is highly regarded by the officials of his division. Mr. Horring made a fortunate move on June 29, 1865, for on that day he was united in mar- riage to Miss Ellen J. Bell, daughter of Aaron G. Bell, a boss stone mason of Orangeburg, New York, and for the past twelve years a watchman on the Erie. Mrs. Horring is, like her husband, a member of the North Baptist Church, and is one of those true Chris- tian women whose religion is wider than the creed of any church, as is evidenced by her great interest in the affairs of the Sisters of St. Michael's Hospital. She contemplates soon joining the Daughters of Lib- erty, and that organization will be better for having her as a member. They have two children; John, a detective in Siegel Cooper's big store in New York City, also having charge of the supply room; William, who is married, formerly in the employ of the Erie, but now a driver and collector for the J. Kernani Com- pany. Mr. Horring is the owner of some nice resi- dence property in Orangeburg, New York. ISAAC L. HASBROUCK, Westwood, New Jersey. Few of the Erie's engineers wear medals, however much they may deserve them, but Isaac L. Has- brouck is the possessor of a gold medal presented him in recognition of his services in preventing a seri- ous disaster on March 2r, 1881. On account of a mis- placed switch he ran onto the west-bound track, and with a train bearing down upon him he stuck to his post, reversed his engine and carried his train back out of danger. Mr. Hasbrouck was born January 22, 1850, in Ulster County, New York, and is the son of Joseph C. Hasbrouck, a miller, who is still work- ing at his trade in Westwood. .A.fter attending school until he had received a good common school educa- tion, Mr. Hasbrouck commenced to learn the trade of his father, but after a couple of years he abandoned it and worked as a wood turner for three years. While thus engaged he made the acquaintance of J. S. Drake, who at that time was a division superintendent of the New Jersey & New York Railroad. Mr. Drake took a great interest in the young man and prevailed upon him to give up wood turning and try railroading. For a short time he was engaged as an engiiie watchman, and after familiarizing himself with the working of engines he was advanced to fireman, going out under C. D. Lockwood, who is now an engineer on the Santa Fe. Under the watchful eye of Superintendent Drake, Mr. Hasbrouck became one of the road's best fireman, and so closely did he follow the advice of his friend that in 1886 he was competent to take charge of ■m ei'gine. After several trials that fully justified his advancement, he was regularly promoted on Septem- ber 17, 1886, For nine months he ran the way freight between Jersey City and Haverstraw, and then he was placed in charge of the Hillsdale local, wliich he ran until 1883. Then for three years he pulled a passenger between Jersey City and Haverstraw, going back to the local run in 1896, which he still holds. Mr. Hasbrouck is regarded as one of the Erie's best men, and has never had to "explain" but once, and that was from no fault of his, as the following will attest; New signals were put on, but they were not to be used until 12 m. of a certain day. Mr. Has- brouck's train arrived at one of the signal points some time before 12, and following instructions he paid no attention to the new signal, which happened to be set against him. Receiving a hand signal to go ahead, he proceeded and went ofT the rails. He was promptly suspended for explanation, but that was forthcoming inmiediately and so completely exonerated him that he v.'as out of service but one hour. In 1885 Mr. Has- brouck was married to Miss Letitia Griffin, daughter of jchn P. Griffin, a letter carrier at the New York City postoflice for over thirty years. They have no children and live in their own pretty home in West- wood. Mr. Hasbrouck belongs to Hudson Lodge No. J^^, B. of L. E., of Jersey City, and is a strong sup- porter of that order. JOHN HALEY, Gabon, Ohio. When a youth starts in the railroad business at the very bottom it is a source of pleasure to him in after years to look back over his career and note the advancement he has made. This is the privilege of John Hak},. than whom there is no more popular ci AMERICAN LOCOMOTn"E ENGINEERS. 307 E. S. HARDING. CHARLES L. IIANNERS. SOS ERIE RAILWAY EDITION. gi'H'er on the entire Erie system. He was born in Cleveland, April 4, 1855, and is the son of John Haley, an Erie employe, who moved from Cleveland to Galion in 1857. The young man received his educa- tion in the latter town and at the age of 14 left school to take his place in the active affairs of life. He se- cured a pijsition as call boy at Galion, and as such wciked until June 30, 1873, when he was advanced to fireman. Then followed three years' service on freigl'^t and throe years on passenger, being rewarded for efficient service by promotion to engineer July 25. 1879. For the past twenty years he has run an engine in the freight department and occasionally has filled vacancies in the passenger service. For some time past he has been running local freight between Galion aiid Dayton and his popularity extends all along that division. It is indeed quite an honor to say that in his twenty years on the footboard he has never been in a wreck, snd this fact alone is an evidence of his ability as an engineer. Mr. Haley has never married, and thu.=, having no family to claim his attention, is all *he more wrapped up in the calling he has chosen to follow through life. He is a member of B. of L. E.. Division 16, and owns some fine property in Galion. where he is counted a valuable citizen, enjoying the respect of all as well as standing high in the confidence of the officials of the Erie. JOHN HAIRE, Hornellsville, New York. John Haire, one of Hornellsville's pro'minent busi- ness men and politicians, is also one of the Erie's suc- cessful engineers. Born in Wheatland, Monroe County, New York, on May 30, 1849, he left school at the age of 14 and worked in a store until 1864. In that year he began to fire on the Susquehanna Di- vision of the Erie, being promoted to engineer in 1877, and for many years afterward ran an engine in the freight service, having recently been promoted tJ the passenger department, and now runs trains 13 and 14. In 1882 Mr. Haire and J. B. Kennedy asso- ciated together in forming the firm of Haire & Ken- nedy, and engaged in the shoe business in Hornelh- ville. He was an Alderman for two terms, during 1892 and 1894, and takes an active interest in Repub- lican politics of the city. Mr. Haire was married in 1874 to Miss Bridget O'Connor of Hornellsville, and they have eight children. of that place. Mr. Hall attended school until he was 14 years of age, and then learned telegraphy, but did not follow it. In 1871 he secured a situation as car recorder in the yardmaster's office on the Lake Shore & Michigan Southern at Elkhart, Indiana, which he held about eighteen months, when he went firing on a switch engine in the Elkhart yards. He held his position about three years, going to Galion in 1876, where he secured a situation as brakeman on the At- lantic & Great Western. In 1879 he was promoted to conductor, but did ngt take his train out, immediately accepting a position as fireman for E. S. Boalt, who was then running a freight on the Fourth division. Alter three years' service he was promoted to a switch engine, in December, 1882, and after running one month went as hostler until August, 1883, when he was promoted to road service as engineer, and he has during the past sixteen years, at different times, handled all the trains running on this division, ex- hibiting great ability and foresight. He has never had any collisions and has never been injured at any time. He enjoys the confidence of the officials and the friendship of his fellow employes and acquaiiu- ances. He was married in December, 1888, to iMiss Ada M. Upson, daughter of James Upson of Goshen, Indiana. Mr. Hall is a member of B. of L. E., Di- vision 16: K. of P., Galion Lodge No. 186; Tribe of Ben Hur, Crawtord Ccurt No. 33. He was a member of the General CoiTiiiiiUefc of Adjustment of the 0. nf L. F. on the Erie system. CHARLES F. HALL, Galion, Ohio. Charles F. Hall was born at Constantine. Michigan, March 18, 1856. His father was Samuel Hall, a miller PATRICK HALLORAN, Susquehanna, Pennsylvania. Patrick Halloran is a native of the Emerald Isle, having been born in Ireland on Christmas day, 1833. His father was Patrick Halloran, Sr., a farmer, and after the young man had finished his education he em- ployed his time in assisting his father on the farm. When he was a sturdy youngster of 17 he became dis- satisfied with country life, and, hearing how well others of his acquaintance were faring in America, he decided to cast his lot in the new world. He came di- rect to Susquehanna, to which point the Erie was com- pleted at that time — 1850 — and began work as a water boy on a gravel train. He was thus employed for about two years, taking a position as fireman in 185.:. in which capacity he served until 1856, when he was advanced to engineer. After running on the road for one year he was assigned to a pusher at Susquehanna, and so ccmtentcd is he with this place that for the past forty-three years he has held the same position and now ranks among the oldest engineers of the road. In December, ;8;2, he was married to Miss Marg:'.ret AMERICAN LOCOMOTIVE ENGINEERS. 309 !McGowan, daughlcr of Daniel ^IcGowan, a merchant tailor of Troy, New York, and to them four children have been born: Daniel, aged 44; John, 42; Augus- titie, .38, anil Mary E. ]\Irs. Halloran is a member of the AuxHiary to the B. of L. E., while Mr. Halloran belongs to Lodge 137, B. of L. E., and owns some nice properly in Susquehanna. E. B. HAMILTON. East Rutherford, New Jersey. E. B. Hamilton was born in Hamburg, New Jersey, on November 5, 1854, and is the son of George W. Hamilton, a farmer of that place. After acquiring a good common school education, Mr. Hamilton en- gaged in farming for a number of years, but in the fall of 1880 he made a decided change in his avoca- tion, having accepted a position as brakeman on the old Eastern Division of the Erie. He efficiently per- formed the duties of his situation until 1885, in which yearjie was advanced to fireman. After a year in the freight service he was advanced to a run on passengers I and 2. which he fired for the ensuing twelve years. On April I, 1898, he was promoted to engineer and is now running extra in the freight service on the New York Division. On September 20, 1888, Mr. Hamil- ton was united in marriage to Miss Martha Barrett, daughter of Eben Barrett, a farmer of Middleton, New York. They have one child. Alice, a bright little miss of 10 years, who is attending public school. Mr. Hamilton is a member of Division 543, B. of L. F., and is a property owner of East Rutherford, whore he is esteemed highly by his fellow citizens. FRANK T. HAMILTON, Hornellsville, New York. Frank T. Hamilton was born in Ceres, McKean County, Pennsylvania, on March 4, 1858. His father was Adolphine Hamilton, a farmer, and after the young man left school he devoted his attention for some time to farm work. Not being entirely satisfied with it, he tried the carpenter's trade for a period of ten months, beginning his railroad career on Septem- ber I, 1886, as a fireman in the employ of the Erie. He ran four years between Hornellsville and Salamanca, being promoted to engineer in the fall of 1890. since which time he has run in the freight service between the same points. Mr. Hamilton was married in June, 1884, to Miss Nannie Ya.n Orsdale, daughter of Frank Van Orsdale, a boot and shoe dealer of Friendship, New York. They have one child. Nellie, a bright young miss of 8 years, who is attending public school. Mr. Hamilton belongs to Division No. 47, B. of L. E. ; Lodge No. 44, F. & A. j\I., and the K. O. T M. of Hornellsville. Mrs. Hamilton belongs to the Ladies of the Maccabees and the G. I. A. of the B. of L. E. Mr. Hamilton owns a very pretty home at 28 Crosby street, and is respected as one of Hornellsville's best citizens and one of the Erie's most reliable engineers. CHARLES W. HAMMOND, Huntington, Indiana. Charles W. Hammond's father is a carpenter of Hornellsville, New York, the subject of this sketch having been born at Dunkirk, New York, October 9, i860. He attended the schools of that place and by diligent work had acquired a good common school education by the time he was 15 years. of age. The next two years of his life were spent at farming, but that sort of work not being to his liking he sought and secured employment on the Erie Railroad as brakeman, and for two years ran between Buffalo and Jamestown. He received an advance to fireman, and the ensuing year he worked in that capacity between Hornellsville and Salamanca. He then resigned to accept a position as brakeman on the Dunkirk, Alle- gheny Valley & Pittsburg Railroad, running between Dunkirk and Titusvillc. A year later he accepted a position as switchman in the Lake Shore & Michigan Southern yards at Dunkirk.' He left this place to re- enter the employ of the Erie as a brakeman. Three months later Iilaster Mechanic Ackley advanced him to fireman, and after a few years he was given a merited promotion to engineer. Since iSgo he has run freight between Huntington and Chicago, and he is fast establishing a high record for himself as an engineer. He was married November 22, 1888, to Miss Elizabeth Niblock, daughter of John Niblock, proprietor of a flax mill at Huntington. They have one child, Wilber, a bright lad of 7 years, who is at- tending St. Mary's school. Mr. Hammond is a mem- ber of the B. of L. E., Division 221, and is held in high esteem by all who know him, besides being the recipient of many complimentary letters from his su- periors. J. A. HA?\IMOND, Hornellsville, New York. J. A. Hammond's father, Alonzo Hammond, was a great wing shot in his day and a hunter of such re- nown that sportsmen came from New York City to hunt with him in the wilds of Allegheny County. The subject of this sketch was born in Belmont, Alle- gheny County, New York, on January 4, 1875, and 310 ERIE RAILWAY EDITION. began his railroad career in 1873, as a brakeman on the Allegheny Division. He remained in this capacity but a short time, being advanced to fireman, and in 1882 was made an emergency engineer, receiving a regular promotion in 1886, He ran on dififerent trains until 1893, when he was given a regular run on 83 and 88, which is his duty at the present time. Mr. Hammond belongs to Lodge 331, F. & A. M., and is married to Miss Grace Pease, whose family were old settlers of Tompkins County, New York. This worthy couple have one child. Hazel, and enjoy the highest respect of their many friends and neighbors. WILLIAM J. HANEY, Mcadville, Pennsylvania. William J. Haney was a member of Company K, 85th New York Volunteer Infantry, having enlisted September 7, 1861, and served until June 21, 1865. He was under Generals Keyes, Peck and Wessels at vari- ous periods, and took part in some of the hardest battles of the war. He also partook of the hospitality (?) of the Confederacy for nearly a year, having been made a prisoner at Plymouth, North Carolina, in April, 1864, and kept with his fellow unfortunates in a south- ern prison until March, 1865. Mr. Haney's father was Moses Haney, a prominent farmer of Leroy, New York, at which place Mr. Haney was born Septem- ber 13, 1842. He attended school and worked on the farm up to tlic tiiue of his enlistment, and on his re- turn from the war he entered the employ of the Erie as a switchman in the winter of 1866, and remained at that branch of the service until the spring of that year, when he began firing. He continued firing until 1868, when he went to Bloomington, Illinois, where he was given a place as engineer on the Chicago, Al- ton & St. Louis Railroad. He ran an engine on this road until 1871, when he returned to Meadville, ac- cepting a position as fireman on the Erie. He fired from April, 1871, to September, 1871, when he was given a freight run on the Meadville Division, east. With distinguished ability he held this run for twenty years, being advanced to passenger in i8gi. For eight years he ran trains No. 13 and 14, the Wells- Fargo Express, on the Meadville Division, east, chang- ing to Nos. 12 and 5 just recently, and his handling of these important runs show him to be one of the very best engfneers in the Erie's employ, and the offi- cials do right to consider him as such. He has never been injured, though he has picked himself out of sev- eral bad accidents. On March 31, 1897. his engine turned over at Falkncr Junction by reason of hitting a "D" rail, and he landed underneath the engine and heap of wreckage. He was also in a head-end collision at Bear Lake, but escaped injury. On November 15, 1866, he was united in marriage to Miss Barbara Miller, daughter of Sebastian Miller, a musician of Meadville. Mr. Haney is a member of Division 43, B. of L. E., and Crawford Lodge No. 734, I. O. O. F. He owns some fine property in Meadville and is widely re- spected. CHARLES L. HANNERS, Matamoras, Pennsylvania. On September 14. 1866, Charles L. Hanners was born in Orange County, New York, being the son of Charles L. Hanners, Sr., a prominent farmer of that county, who now resides in Port Jervis. On leaving school at the age of 15 Mr. Hanners began to work at the hatter's trade, continuing for a period of three years, and abandoning it in 1883 to accept a position as brakeman on the Erie. He found railroading quite congenial to his taste, and after braking three years and four months was advanced to the position of fire- man. He ran on the New York Division from the fall of 1886 until October, 1890, when he was promoted to engineer. Since then he has been continuously in the freight service of that division, and has on many occasions demonstrated that he is an engineer of rare judgment and competency. Mr. Hanners was united in marriage May 30, 1888, to Miss Jennie Case, daughter of Alonzo Case, a prominent farmer of Howells. Orange County, New York. They have three children, Jennie and Nellie attending school, and George, aged four months, the baby and pet of the family. Mr. Hanners and his wife are an estimable couple and enjoy the friendship of a large circle o.^ acquaintances, being among the select people of Matamoras. H. S. HAYNES, Hornellsville, New York. On June 27, 1861, H. S. Haynes was born in Water- ford County, Maine. After securing a good common school education he cast about for some avocation suited to his tastes, and in August, 1883, entered the employ of the Erie as a fireman on the Allegheny Division. The four years he served in this capacity marked him as a coming engineer of the highest grade, and in July, 1887, he was promoted to that position. Since then he has run regularly in the freight serv- ice, having engine 1046, and his efficient work has won him the highest approval of the officers of that divi- sion. Mr. Haynes w-as married in January, 1887, to- Miss Addie Wager of Hornellsville, but they have no children. Mr. Haynes belongs to Lodge No. 47, B. of L. E., and Evening Star Lodge No. 44, F. & A. M. AMF.RICAX L0C0:M0TIVE ENGINEERS. 3n ^^^^^^^^^^^^^^^^^gC '^HIRSI^I B^^^^^x ^K," - ^ ^^Bl '' '''^ ^^^^BS ■'! Pf A ^^^, 1 r^" XHk' V^^^l fli ^^^^^^B SAMUEL M. HEADLEY. HENRY HECKLING. 312 ERIE RAILWAY EDITION. SAMUEL M. HEADLEY, Ncwburg, New York. Samuel M. Headley was born in San Francisco, Cali- fornia, on September 8, 1853, and returned with his parents to Wayne County, Pennsylvania, when about 6 years of age. Leaving school at an early age, he ran away to sea, going as cabin boy on the old steamer "Colon" to Aspinwall, but on the return trip to New York, being left behind, he came across to Jersey City and went to firing on engine 228, with engineer Joseph Birch, where he remained, firing extra freight, until put on engine 215 with Engineer Newt. Sarvent, on which run he stayed six years. He was promoted en- gineer January 21, 1879, first taking a yard engine and then going to engine 634 — a Cooke "modoc" — for four years. After running freight for eleven years, Mr. Headley was given the run between Jersey City and Newburg, 'No. 31 West and 32 East, daily, which run he still retains, being in charge of engine 385, the only simple engine with a Winton fire-box in use on the system. Mr. Headley has been one of the lucky ones, as to accidents, notwithstanding the fact that for years while running freight he was one of the men who was sent out when it was necessary to "get a train over the road." Perhaps one good reason for his immunity from accidents is the fact that it is his habit always to stand up in his cab and keep a keen eye forward, and during all his years of arduous service he has never closed an eye while on duty. That his good fortune is not due to a spirit of timidity is well attested by letters now in his possession, conveying to him special compliment and congratulation from the master mechanic on making up time on one of the most difiicult runs on the road, under adverse circum- stances. No accident involving the loss of life or prop- erty is to be laid to the door of Mr. Headley. One of the miracles, however, happened him in May, 1898. Coming through West Paterson at sixty miles an hour, with eight carloads of passengers behind him, he saw just ahead of him at the crossing a heavy loaded coal wagon with three horses and a driver. A collision was inevitable, but strange to say, though the coal was thrown all over the engine and train, neither the driver nor any of the horses was hurt. He stopped his train in twice its length, the only damage being a broken pilot. On April 26, 1880, Mr. Headley was married, at Jersey City, to Miss Agnes Jones, and the couple are now living at their own home in Newburg, New York, where they have resided for the last seven years. He has been a member of the Brotherhood of Locomotive Engineers since 1881, but has always re- fused office; he is also a member of several fraternal societies. Mr. Headley has never been in politics, his leanings not having been in that direction. He likes to talk of the times when he was the only extra pas- senger engineer out of Port Jervis, and used often to put in two days' work within twelve hours, and he has also many good stories of the times when the "tell- tales" were in use. Were it not for the knowledge we have of the facts in the case it would seem that Mr. Headley had not been through any hard service, so well preserved is he, and, accidents barred, he is due for a long career of usefulness upon the Erie. MARTIN HEALY, Buflfalo, New York. Who shall say that business instinct and professional calling are not hereditary? Martin Healy, though but 35 years of age, is already an Erie engineer (the young- est on the division), and his father and grandfather were employes of the same road, the former still hold- ing the position of Track Superintendent out of Buf- falo. The subject of this sketch was born at Darien, New York, on June 26, 1864, and attended the dis- trict school until he was 15 years of age, when he went to work as track-walker under his cousin, who was then a section foreman. For three years he performed this duty, and in 1882 came to BufTalo, where he se- cured employment in the Erie shops at East Buffalo. Here he remained for the next three years, working alternately as machinist's helper and hostler's assistant. In the summer of 1884 he left the confinement of the shops, having been advanced to the position of fire- man. The succeeding five years he put in firing extra, and in 1889 went on a regular run on a passenger en- gine with engineer Chauncey Bruman, with whom he remained about eighteen months, being then trans- ferred to a freight engine running between Buffalo and Tonawanda. In i8gi, at the age of 2.T, he was~pTO- motcd to the rank of engineer, taking his turn on the rounds, where he now is. His runs extend from Hor- nellsville to Buffalo, Black Rock and the "Bridge" — in fact, including all the runs on the division, for he is qualified to run extra in the passenger service. He is known as a careful, conscientious engineer, and one who has never met with an accident in the pursuance of his duty. In 1891 Mr. Healy, recognizing the force of the adage laid down in the Book of Genesis that "it is not good for man to be alone," took unto him- self a wife, being married to Miss Mary Coleman. In this important step, also, he evinced his predilection for all things pertaining to railroad life; for Mrs. Healy, like her husband, comes from a family of "rail- roaders," her father, Peter Coleman, being a section foreman on the Erie at Buffalo. Mrs. Healy has proven herself a helpmeet to her husband in the full comprehension of the word, and he himself recognizes AMERICAN LOCOMOTIVE ENGINEERS. 313 EUGENE FLOYD HELM. «'ILT,IAM F. HELM AND DAUGHTER. 314 ERIE RAILWAY EDITION. the fact and appreciates his wife at her full worth. It is almost unnecessary to state that Mr. Healy, from his first connection with the road, has been a brother- hood man. He joined the B. of L. E. as soon as eligible, and upon his promotion to engineer joined Division No. 15, B. of L. E. He is also afifiliated with the C. M. B. A. of Buffalo. Mrs. Healy, always in sympathy with her husband's interests, is a member of the Ladies' Auxiliary of the B. of L. E. Two children have been born to them, Martin, aged 7, attending St. Columbia School, and Eleonora. aged 5. Their pretty home at 495 Swan street is a model of content and hap- piness. HENRY HECKLING, Cleveland, Ohio. One daj' the sewer at the Davis street bridge in Cleveland bursted and washed the bank out onto the Erie track just as Henry Heckling was coming along with a through freight. The landslide piled up on the track just ahead of the engine and so suddenly that the train could not be stopped, and the result was that the engine toppled over into the ditch. The fireman jumped, while Mr. Heckling was thrown through the cab window, but fortunately neither was hurt. This is the only wreck that Mr. Heckling has ever had, and considering that he has run an engine on the Erie for the past twenty-one years speaks volumes as to his ability and judgment as an engineer. He was born in Cleveland, Ohio, October 3, 1852, and his father was Anton Heckling, who for fourteen years was engineer on the old lake boat, the "Telegraph," which ran be- tween Cleveland and Port Stanley. On leaving school at the age of 15, he was bound out by his father to learn the trade of a molder. After learning the trade, which required three years, he worked two years more at it as a journeyman, then becoming dissatisfied, he took a position as a fireman on an old woodburner on the Lake Shore & Michigan Southern Railroad. After two years and a half he left this and took a similar po- sition on the Erie, where he remained two years longer, quitting then to embark in the commission business for himself in Cleveland. Four months of this line convinced him that he was more contented in the railroading business, and he consequently returned to the Erie, where he fired for a year and a half, be- ing then promoted to engineer in April, 1878. For about two years h^ ran a yard engine at Cleveland and then he was given one of the new compound engines and placed on through freight. He held this for seven years and then was transferred to the helper between Cleveland and Randall, which he has run for the past twelve years. Mr, Heckling ranks among the oldest freight engineers of the division, and is one of the most efficient, having on many occasions been com- mended for his good work. June 24, 1873. he was united in marriage to Miss Annie Moxon of Cleveland, and three children have been born to them. Alice, the only daughter, is married, while Ralph, aged 18, and Claude, aged 16, are both attending school. Mr. Heckling is a member of the B. of L. E., Division 167, and is a respected resident of Cleveland, who engages the respect of his acquaintances generally, as well as the friendship of his fellow employes. ERASTUS HEDGLON, Port Jervis. New York. Erastus Hedglon was born at Beach Lake, Pennsyl- vania, April 6, 1866, and moved with his father's fam- ily to Ariel, Pennsylvania, some years later. In this town he attended school until he was 11 years of age, when he quit school and gave his entire attention to farming for about four years. In 1881 he went to Pleasant Valley, Pennsylvania, where for two years he worked as fireman for a stationary engine. From this it was a short step to fireman on a locomotive, and in the spring of 1883 he was employed by the West Shore Road, where he fired for three years. In 1886 he took service with the Erie and for six years fired for Engineer C. D. Angle. On September 16, 1892, Mr. Hedglon was promoted to engineer and given engine 586, which he ran between Newburg and Jer- sey City for some years, being then transferred to a run between Port Jervis and Jersey City. He has always had good luck, and this, coupled with his natural ability, places him in the front rank of en- gineers on the division. On July 9. 1890, Mr. Hedglon was married to Miss Blanche Austin of Hillburn. New York. They are members of the Methodist Church of Port Jervis, and both are prominent in church work and social afTairs. Mr. Hedglon is affiliated with Lodge No. 54, B. of L. E. DAVID HEINSELMAN, Youngstown, Ohio. Born in Lordstown, Ohio, July 2, 1858, David Hein- selman left school at the age of 18 and secured a po- sition with the Cartwright & McNulty Rolling Mill Company, with whom he remained three years. He then secured a position as fireman on the Erie, and after six years was promoted to engineer. Six months later he had a controversy with the Engine Dispatcher and was discharged. He went to work as a painter in Youngstown for a while, but soon secured a position as fireman on the P. & W. After four weeks he left AMERICAN LOCOMOTIVE ENGINEERS. 315 IT" A. H. HELMKE. D. L. IIICKEY. 316 ERIE RAILWAY EDITION. and went to firing on the Erie again, and after six years he was again given an engine, but later, on account of slack business, he was put back to firing and running extra for two months, after which he was given a regular run. Mr. Heinselman is an active figure in Republican politics in Youngstown, having served sev- eral terms in the city council and has been President of that body. He was married on January i, 1880, to Miss Mary A. Gundy, a cultured young lady of Young- town, and they have an interesting family of three sons and two daughters. ?.Ir. Heinselman is a member of Lodge 614, K. of P.. and Court Tod. A. O. O. F. EUGENE FLOYD HELM, Huntington, Indiana. In the life of Eugene Floyd Helm the world is given another example of what the American boy can make of himself when he is thrown upon his own resources. Born in Cedar Rapids, Iowa, October 15, 1858, he was the son of Benjamin F. Helm, who, as a member of Company H, Forty-seventh Indiana, was so badly in- jured in the War of the Rebellion that the family was forced to shift for themselves. After a 'few months of hardship, Eugene, at the age of II, became a successful jockey on the western racing circuit, and with the money he thus earned gathered his sisters and brothers together and installed them in a home, with his oldest sister as housekeeper. He denied himself a school education, but was delighted to see that the rest of the children were well taken care of and learning at school what he had to pick out of books by himself at night or learn from practical experience, for despite the fact that he had little school training he is well educated and is an excellent business man. Mr. Helm continued as a jockey for ten years, when, be- coming too heavy to ride, he gradually withdrew from the racing business, and in 1882 commenced his rail- road career, working in the car building department of the Erie. He soon quit that to accept a place as brake- man, and after thirteen months was promoted to con- ductor. He ran as such but four months, having de- cided that he preferred to be on the engine. He was given a place as fireman, and after five years was pro- moted to engineer, October, 1890, which position he fills with the characteristic ability he has shown in every avocation he has engaged in. Mr. Helm received personal congratulation from General Superintendent Moorehcad for a fast run made between Huntington and Marion, and besides being popular with the otfi- cials is well liked by his fellow employes. May 30, 1881. he was united in marriage to Miss Theresia Hine, daughter of Martin Hine, a prominent farmer of Whit- ley County. Indiana. They have one child. Harry Eugene Helm, who is 14 years of age and atlcndnig St. Mary's School. He is a very bright lad and a favorite in his class. Mrs. Helm owns a millinery store on East Market street and is a trustee and promi- nent member of the Ladies' Auxiliary of B. of L. F. Mr. Helm owns considerable property in Huntington and is a prominent member of William Hugo Lodge No. 166, B. of L. F., in which he held a subordinate office for two terms. He is a valued citizen of Hunt- ington and is the owner and breeder of some very fine horses. WILLIAiNI F. HEL:vI, Chicago, Illinois. William F. Helm is one of the Erie's engineers who has tried several vocations in life and has been emi- nently successful in each venture. He was born in St. Louis, Missouri, February 23, 1856, and is the son of Frederick Helm, now deceased, who was a fisherman and owner of several large lake barges operating on Lake Michigan. Mr. Helm secured a good education, and on leaving school began work in a cotton mill in Chicago, where he ran a cotton machine for a num- ber of years. Resigning this position he went on a bakery wagon as a salesman, working at this for eight years. He then became proprietor of a bakery, which he ran successfully for five years. In 1884 he sold his bakery advantageously and accepted a position as fire- man on the Belt Line Railroad of Chicago. He fired for this company for a year and a half, and then entered the service of the Chicago & Erie, for whom he fired until 1890. In January of that year he was promoted to engineer, and since that date has run a switch en- gine in the Chicago yards, having fully demonstrated that he is an engineer whose services are valuable to the company. On July 20, 1878, Mr. Helm was mar- ried to Miss Amelia Barton, daughter of Dr. Louis Barton of Chicago, and they have three children, Reu- ben B. Helm, aged 19, a very clever and industrious young man, now clerking for the Essential Oil Com- pany, dealers in all kinds of drugs; William L.. aged II, now attending school, and Alberta C, the young- est, a charming little miss of 5 years. Mr. Helm is a member of Lake Lodge No. 302, B. of L. E., and owns a nice two-story residence at 5617 Shields avenue. A. H. HELMKE, Nyack, New York. A. H. Helmke was born in Westchester County. New York, July 12, 1844, and attended school in West- chester and Bergen Counties until he was 17 years of AMERICAN LOCOMOTIVE ENGINEERS. 317 T. W. HICKSON. THOMAS IIINCHEY. 318 ERIE RAILWAY EDITION. age. He then gave up school and devoted his attention to farming, following that avocation until 1868, when he abandoned it to enter upon his railroad career. He worked in shops in 1868 and 1869, and did extra work as fireman, part of the time being under the charge of W. S. Requa, who was running old 55, which was one of those locomotives styled "bobtail engines." On April 26, 1871, he was given a regular position as fire- man and ran from Nyack to Jersey City for John R. F. Demarest for fifteen years, and in that time handled many dififerent kinds of engines. He was promoted to the trade of engineer April 19, 1886, and placed in charge of engine 160. His run was from Nyack to Jersey City, and he has held it for the past thirteen years. Mr. Helmke was married July 7, 1867, to Miss Clara Miller of Orangeville, New Jersey, and they re- side in their own pleasant home in Nyack. Five chil- dren have come to bless their union — two boys and three girls — all of whom have grown to maturity. The elder son is a policeman in New York City, while the other is a brakeman on the Erie. Mr. Helmke has had universal good luck, an instance of which occurred in 1870. He had fired mogul engine 292 up for a trip, and ten minutes later, while she was being coaled, a de- fective boiler caused her to blow up; no one was hurt. Mr. Helmke is a member of Jersey City Lodge No. 135, B. of L. E., and with his family attends the Epis- copal Church. D. L. HICKEY, Susquehanna, Pennsylvania. Engine Dispatcher. D. L. Hickey was born near Lanesboro, Pa., Sep- tember 19, 1859, and belongs to a family that consisted of four boys and one girl. Mr. Hickey's father moved to Susquehanna in the summer of 1863, and on June 19, 1864, one of the boys, Michael, the oldest, with another boy named Edward Connors, was drowned in the Sus- quehanna River while bathing near where the Oakland bridge now stands. Mr. Hickey attended the Sisters' Parochial School and Laurel Hill Academy from 1865 to 1870, and then entered the graded schools of Sus- quehanna for a period of four years. On January 6, 1874, he was employed by the Erie in the Susquehanna shops, and soon arose to the position of Assistant En- gine Dispatcher, being promoted to Night Engine Dis- patcher on January i, 1889; which position he held un- til August 6, 1894, when he was advanced to Day En- gine Dispatcher at the same place, the position he now holds. Mr. Hickey's father died June 2, 1881, and, being unmarried, he makes his home with his mother. His brothers, J. A. Hickey, a boiler maker, and Michael A~ Hickey, machinist, are employed in the Susquehanna shops; also their sister's husband, Henry Tesky, a boiler maker. Mr. Hickey is a man of some education, and has traveled considerably throughout the United States, acquainting himself with the work- ings of different large trunk lines. He is quite a pop- ular man among his associates and acquaintances gen- erally. T. W. HICKSON, Johnsonburg, Pennsylvania. Every railroad man on the Bradford Division knows T. W. Hickson, and knows him favorably, for it is he, with good old engine No. nil, that helps their heavy trains over the hill at Johnsonburg. Mr. Hick- son was born July 7, 1859, in Norton, Kings County. New Brunswick, and is the son of Thomas Hickson, a prominent resident of that place. He received his early education in his native town, and in 1881 left home and went to Bangor, Maine, where he ran a stationary en- gine for four and a half years. He then went to Bos- ton for nine months, returning to Bangor, where he stayed until April, 1886, when he went to Bradford. Here he worked as a night watchman and stationary engineer for a few months, beginning his railroad career as a fireman on the Bradford Division of the Erie in November, 1886. His knowledge of engines and general efficiency won him promotion to engineer in less than two years, and then for a number of years he ran on the rounds on the freight service. In August, i8g8, he was sent to Johnsonburg, where he runs the pusher on the steep hill at that place. Mr. Hickson is a member of B. of L. E.. Division 280, and is a highly competent engineer, who has the well wishes and re- spect of both his superiors and fellow engineers. In 1883 he was married to Miss C. E. Harris, who died in 1896, and in October, 1897, he was united in marriage to Miss Marie Filgrove, an accomplished young lady of Bradford. THOMAS HINCHEY. Buffalo, New York. Another Buffalo man, who can almost be called a na- tive of the Queen City, is Thomas Hinchey. Although born in Attica, in 1854, his parents removed to Buffalo six months later, and there he has resided ever since, most of the time in the Fourth Ward, formerly the Third. With the other youngsters of the neighbor- hood, ''Tom" attended the public schools, proving an apt scholar. He early manifested, however, a spirit of independence, a longing to go to work, and support himself. So it is that we find him, when only 14 years old, on the pay-roll of the section, and, a year and a half later, switching in the yards. Here, after three months' service, his partner was killed, andHinchey's AMERICAN LOCOMOTIVE ENGINEERS. 319 HERMAN C. HOADLET. FRED. HOFFMAN. 320 ERIE RAILWAY EDITION. father demanded his son's discharge. This was given on Saturday, Jinie 2, 1872, and for the next six weeks the boy worked in the coal pockets, after which he was put on night work, wiping engines. He then be- came helper to the hostler, and also fired extra, until 1878, when he was given a regular engine to fire. After two years' service on the rounds he spent a like term on a passenger engine on the Niagara Falls branch, Tony Briggs, engineer. On September 10, 1882, he received his promotion, and the man who, as a boy, had done a laborer's work on the section, whose part- ner had met death at his post, and who had never flinched from duty, no matter in what capacity, breathed a sigh of well-merited content as he realized that at last, at the comparatively early age of 28, he was master of the engine, and the controller of the destinies of those behind it! Truly, there is, in his example, a lesson of patience and perseverance well worthy of emulation. For nearly ten years Engineer Hinchey remained on the rounds, finally being given the Lockport way freight, which he ran until August 6, 1893, when he returned to the rounds for another four years. On August 7. 1897, he w^as given the switch- ing engine at Black Rock, which he ran until July 17 of the following year, when he was transferred to the Attica pusher for two months, after which he returned to the rounds for a short time. On January i, 1899, he was given trains 90 and 91, which he still retains, running from Hornellsville to Buffalo and Suspension Bridge, and return. Mr. Hinchey was married to Miss Elizabeth Culliton of Bufifalo on August 31, 1874. Nine children have been born to them, of whom but three are now living: Miss Theresa Hinchey, who will grad- uate from school this year, and wdio, though only 15 years of age, is already an accomplished musician, and her two brothers, John P. and Joseph A. Hinchey, aged respectively 13 and 10 years, who are now attending school in their native city. Air. Hinchey is a strong Brotherhood man. having held the office of First En- gineer in No. 15 for several terms, and now filling the chair of Guide in the same organization. He is also a devout attendant and communicant at St. Patrick's Church, and is known as a model husband, an indul- gent father, and a kind neighbor. Although so devoted a family man, Mr. Hinchey has a large circle of friends, with whom he is very popular. He is intensely inter- ested in politics, and has already been mentioned as a possible candidate for the office of Alderman of the Fourth Ward this fall. of Louis Hoadley of that place, who now makes his home with his son at Bradford. Mr. Hoadley attended school at Windsor and later at Susquehanna, Pennsyl- vania, until he was 15 years of age. A year later he secured a position as brakeman on the Susquehatina Division of the Erie, and continued in that capacity mitil 1873, when he was advanced to fireman, and con- tinued working on the same division. In 1882 he re- ceived a merited promotion to engineer, and ran in the freight service until 1885, when he was granted leave of absence to make a southern trip. While in Florida he went to work for the Florida Railroad and Navigation Company as an engineer. He overstaid his leave, hav- ing been south twenty-two months, and when he re- turned he was engaged as hostler on the Susquehanna Division. Later he was transferred to the Bradford Division, where, since March 9, 1888, he has been run- ning "on the rounds" in the freight service. He is a thorough!}' competent engineer and is well liked by his associates and stands well with his superiors. Mr. Hoadley is a member of B. of L. E.. Division 2S0. and is afliliated with the Knights of St. John and Malta. He was married in 1872 to Miss Sarah Francis McKune of Susquehanna, and to them were born three chil- dren. Mrs. Hoadley was a woman of fine character and disposition, being loved by all her neighbors and friends. She died in 1895, and on June 4, 1896, Mr. Hoadley was married to Miss Elizabeth Hodson of Tallahassee, Florida. They reside in a very pleasant home on Clarion street, and are highly regarded by their many acquaintances. HERMAN C. HOADLEY, Bradford, Pennsylvania. Herman C. Hoadley was born in Windsor, Brown County, New York, October 5, 1853, and is the son FRANCIS HOAR, Waldwick, New Jersey. The subject of this sketch was born in Ulster County. New York, on January 23, 1853, being the son of F. Hoar, a farmer, who emigrated from England and set- tled in Ulster County. The young man left school at the age of 17 and engaged in farming for two years, beginning his railroad career in April, 1872, as a fire- man on the Erie. He fired from 1872 to 1875 for Dud- ley Warner, and from 1875 to 1877 for B. Hogan; from 1877 to 1880 for Engineer Tucker, being promoted to engineer then, and is now running in the suburban service between Waldwick and Jersey City. Mr. Hoar was married in 1878 to Miss Mary Stanton of Port Jervis, and they have five children. Norma, Francis, Jr., Frederick, Chauncey and Herbert. Mr. Hoar owns a pleasant home in Waldwick and is one of the city's most estimable citizens. AMKRICAN LOCOMOTI\"F. KNGINEERS. 321 *■> ^i^ lb M ¥/ \lr ^ JAMES E. HOFFMAN. PATRICK nORRIGAN. 322 ERIE RAILWAY EDITION. JAMES E. HOFFMAN, Huntington. Indiana. While James E. Hoffman is a young man he has been an engineer for eight years, having been pro- moted to that responsible position when he was 24 years of age. The son of John Hoffman, a teamster. he was born in Huntington County, Indiana, February 18, 1867, and attended school until he was 14 years of age, when he began to work at the plastering trade. He worked at this for two years and then took a place as water boy with a ballast crew on the Erie, but after one season's work accepted a position with Robert Simonton, a fancy stock raiser. He remained in this business four years, having charge of the stock farm most of the time. In 1887 he was offered a position as fireman on the Erie under Master Mechanic Joehan, and accepted the same. He fired but four years, two years on passenger and two years on freight, when his exceptional ability won him promotion to en- gineer, and for the past eight years he has run an en- gine in the freight department, demonstrating numer- ous times that he is an engineer of high class. Sep- tember 18, 1890, he was married to Miss Angle N. Douglass, daughter of Samuel Douglass, a farmer of Huntington County, Indiana. Mr. and Mrs. Hoffman are among the best of Huntington's residents, and are great favorites in social circles. Mrs. Hoffman is a prominent member of Lodge No. 261, Daughters of Rebecca; Jewel Hive No. 63, Ladies of Maccabees, and for two terms was President of Ladies' Auxiliary to B. of L. E., Division 221. Mr. Hoffman owns a pleas- ant home on Wilkerson street, and is a member of Lodge No; 10, K. O. T. M. ; La Fountaine Lodge No. 42. I. O. O. F., and B. of L. E., Division 221. FRED HOFFMAN. Susquehanna. Pennsylvania A highly popular Eric engineer who resides in Sus- career as a brakeman on the Pittsburg, Ft. Wayne & Chicago, and after about a year in the employ of that company he secured a position in the construction department of the Lake Erie & Western, and assisted in building that line between Fremont and Lima, Ohio, after which he attended school a while, and then worked occasionally at the plasterer's trade. He again re- turned to railroad work, entering the water service of AMERICAN LOCOMOTIVE ENGINEERS. 353 JOHN' J. KELTY. WILLIAM KENNEDY. 334 ERIE RAILWAY EDITION. Erie, and in 1884 he was given a position as fireman under Master Mechanic Hill. After four years at this work, during which time he made an excellent record, he was promoted to engineer, and since 1888 he has been engaged in the freight service, with occasional extra passenger duty. He stands well up in the esti- mation of his superiors and has received many favor- able comments on his ability as an engineer. In June, 1874, he was married to Miss Alfretta Andrews, daughter of S. M. Andrews, agent of the Pennsylva- nia Company at North Washington. Ohio. They have an interesting family of seven children. Guy, who is 23 years of age, is now a fireman on the Erie and has served his time as a machinist in the shops at Hunt- ington; Hadasa, aged 22, who is remaining at home: Cary, aged 20, graduated from the Huntington High School with honors; Anna, 17 years, is now attend- ing High School in Huntington; Frank, aged 15; Dow, aged 11, and Georgia, 10, the baby of the fam- ily, are also attending school. Mr. Kehler is a mem- ber of B. of L. E., Division No. 221, of Huntington; and K. O. T. M. of Huntington. He owns a nice resi- dence on Jacobs street and enjoys the respect of all who know him. Mrs. Kehler is an estimable lady and looks after her fine family of children with motherly pride and solicitude. FRED KELLER, Galion. Ohio. Fred Keller was a bright German lad of 15 when he came' to this country. He was born in Baden, Ger- many, May 20, 1851. His father was Mathias Keller, a farmer, who died when Mr. Keller was quite young. The lad attended school in his native land until he was 15, when the family emigrated to America and settled at Galion. Mr. Keller learned the shoemaking trade and worked at it for about five years, when he aban- doned it for an occupation demanding more activity. He secured a position as wiper in the shops of the Atlantic & Great Western in the spring of 1871, and shortly after was promoted to fireman. He fired freight three years and passenger four years, and in 1878 was promoted to engineer. For twenty-one years he has been engaged in the freight department, with occasional passenger duty. He now runs on through fast freight and has never had a collision and has never been in a wreck. He is regarded as a very com- petent engineer and stands high in the esteem of the officials and his associates. He is a member of B. of L. E., Division No. 16, owns good property at 133 South Riblet street and is a highly respected citizen. He was married on October 20, 1873, at Bucyrus. Ohio, to Miss Louisa Reiff. She was the daughter of George Reif? of Wittenberg, Germany, and after his death she came to America in 1872. They have a pleasant family of four children; Henry F., aged 24, was educated in Galion and is now an operator for the Erie at Galion; Albert L., aged 22, was educated in Galion and is now employed in the Erie roundhouse; Otto E., aged 20, educated in Galion, is now em- ployed in a bicycle factory at Cleveland; Fred M., a.ged II, is now attending Galion Public School. EDWARD KELLEY, Bufifalo, New York. Another jovial engineer who needs no introduction to the boys of the Buffalo Division is Edward Kclley, who resides at 495 Eagle street, Buffalo. Mr. Kelley was born at Darien, Genesee County, New York, on May 4, 1856. There he attended school until 13 years of age, when he went to work as water boy on the Union Pacific. Here his duties consisted of carrying water to the Chinese laborers or "Chinks," as they were generally called, and in cold weather keeping up the fires under the water tanks. For two years the lad stuck manfully to this work, then returned to his native town for another year of school. At the age of 16 he went to work as a section hand on the Erie under John Healey, now Track Superintendent on the Niagara Falls Branch. This employment lasted for two years, and in 1873 he went to Warsaw as track hand under his father, where he remained for seven years. He was then raised to the position of foreman and was transferred to the Genesee Valley Canal Road, now known as the West New York & Pennsyl- vania, where he was given charge of a construction gang. On March 20, 1883, young Kelley, who had de- termined to become an engineer, quit this work, and came to Bufifalo, where he entered the locomotive works as a preparatory course to that career which he had mapped out for himself. From April i, 1883, to August 20, 1884, he took care of engines in the house and was then made a fireman, thus securing the next upward step in the ranks. His first trip was made with Engineer George Wolfe, after which he com- menced running "first in first out," which he con- tinued until 1887, when he was made night hostler. He filled the latter position until the spring of 1890. when he returned to day work, firing on the Attica pusher for Engineer M. C. Jacobs. After ten months of this service Mr. Kelley was transferred to the "moonlight train," 21 and 22, under "Hank" Clen- denning. Six months later, in August, 1891, Fireman Kelley became Engineer Kelley; but little more than two years later, in October. 1893. the dull times caused A-MERICAN LOCOMOTIVE ENGINEERS. 355 more tlian one engineer to bo set back, and Mr. Kel- ley was among their number. Until June, 1897, he fired for Clendenning, Wolfe and Schilling and was then again given an engine and put on the rounds, where he now is. Mr. Kelley is one of the fortunates who has never been in a wreck. He was a member of the B. of L. F. while a fireman, and since Novem- ber, 1S97, has been a member and an ardent supporter of the B. of L. E., holding the same views in regard to that organization as those advanced by liis friend "Hank" Clendenning. Mr. Kelley was married on July I. 1876, to Miss Maria Foley at Warsaw, Wyo- ming County. They have one son, Edward J. Kel- ley, a young man of 20, a graduate of school No. 35, and now employed as clerk in the freight department of the Lake Shore Road. Mrs. Kelley is a member of the Ladies' C. B. A. and also shows her interest in her husband's calling by belonging to the Ladies' Auxiliary, B. of L. E. WARREN SCOTHORN KELLY. HuiUington, Indiana. W. S. Kelly, one of the Erie's inost thorough en- gineers, was born in Genoa, Ohio, May 25, 1852. His father, Walter W. Kelly, moved to Michigan in 1862. i\Ir. Kellj- attended school until he was 17 years of age, and then he went to work in his father's mill, and for ten years ran a Corliss engme. The close confine- ment began to tell on his health and he secured a po- sition as engineer on a steamer sailing between De- troit, Cleveland and other ports on the Great Lakes. Having regained his health he quit this position, and secured a place as wiper and machinist's apprentice with the Lake Erie & Western Railroad. In 1880 he was promoted to fireman, and two years later his good record and thorough knowledge of the Vi^ork secured him promotion to engineer under Master Mechanic H. L. Cooper. He ran freight six years and passenger one year between Lima, Ohio, and Bloomington, Illinois, and other points. In i88g. he resigned to accept a place on the Queen & Crescent Railroad, under Master Mechanic Meehan of Ludlow- Kentucky. and for some time ran on this road between Lexington and Somerset, Kentucky. He received an offer to come to the Erie and accepted it as he would be nearer his home and it would enable him to be amongst his old acquaintances. For the past ten years he has had a fast freight run between Chicago and Gallon, and has received many encomiums from his superiors for efficient work. On November 13. 1886, he was married to Miss Mattie S. Winter of Lima, Ohio. She is the daughter of Shipman Cum- mings Winter, proprietor of large grist mills at Holly. Michigan. Mrs. Kelly is a descendant of a colonial family of great prominence and is a charter member of Daughters of the American Revolution of Hunting- ton. Her great-great-grandfather, Samuel Winter, was one of General Wayne's staff, and an active par- ticipant in the War of 1776. Her great grandfather, Peter Winter, was a soldier of the War of 1812. Mr. Kelly's father was the Republican nominee for rep- resentative from Barry County, Michigan, in 1888. Mr. Kelly is a member of B. of L. E., Division No. 221, also K. of P. of Lima, Ohio. He owns a fine frame residence on Poplar Street, and both he and Mrs. Kelly enjoy the society of a large circle of ac- quaintances. JAMES KELLEY, Jersey City, New Jersey. James Kelley is a native of Ireland, having been born in County Armagh on July 16, 1859. His father was John Kelley, who was a British soldier, and who died in his native country some years since. Mr. Kelley received his education at the Armagh National School, leaving it at the age of 14 to engage in farm- ing. In 1881 he went to Scotland where for seven years he was employed as a fireman on the North British Railroad. Not being entirely satisfied with the country he decided to come to America, and on Jan- uary 26, 1888, landed at New York with his family. Being a thorough railroad man he had little difficulty in securing a situation, entering the employ of the Erie in February of the same year. During the nine years that he fired for this company he ran four years with Andy Rockett between Jersey City and Port Jervis. and for several years was with George Conklin. On August 18, 1897, he was promoted to engineer, since which time he has been running extra in the freight service on the New York Division. Mr. Kel- ley was married February 6, 1891, to Miss M. J. Sut- ter of New York City, who is the daughter of John Sutter, a British soldier. They have one son, John, a bright young lad of 9 years, and are quite happily situated at 210 Pavonia Avenue, where they are sur- rounded by a circle of admiring friends. JOHN H. KELLEY, Cleveland, Ohio. John H. Kelley, one of the young engineers of the Erie located at Cleveland, was born in Youngstown, Ohio, May 3, 1867. He attended school in that city imtil he had acquired a good common school educa- tion, when he went to work for the Standard Oil Company as a water boy. After a year he was ad- 356 ERIE RAILWAY EDITION. vanced to position as pipe-fitter, at which he worked four years, wlien, becoming dissatisfied he left the em- ploy of the oil company and went to Cincinnati, where he secured a situation as fireman on the C. O. & P. P. R. R., in which capacity he worked for eighteen months. He then went to Cleveland, where he was employed by the Erie as a brakeman for about eight months, when he was advanced to fireman. Then fol- lowed six years' service on freight and three years on passenger, his promotion to engineer coming in Sep- tember, 1897. Since that time he has been running e.xtra and firing when not engaged in running on freight. Though he has been running but a short tiine he is well known as a competent and faithful workman, and the fact that he stands high in the estimation of his superiors indicates that he is re- garded as an engineer who will one day be as good as the best. September 21. 1893, he was married to Miss Mary J. Cassidy, daughter of Philip Cassidy, a farmer of Canada, now deceased. Mr. Kelley's father, John Kelley, also deceased, was an old and faithful employe of the Erie, having helped construct the Mahoning Division, and as a spiker worked with the veteran Hugh Larkin; he continued in the employ of the Erie tip to his death. Mr. Kelley is a member of Forest City Lodge, No. 10, B. of L. P., and is popular with his fellow employes, as well as being a respected citi- zen of Cleveland. He owns a very pleasant home at 86 Noyes Street, and both he and Mrs. Kelley are favorites in the social circles of the city. JOHN J. KELTY, Buffalo, New York. More than half a century ago on November i, 1848. a marriage ceremony was solemnized by the Right Reverend Bishop Timond. The contracting parties were Michael Kelty, a sturdy, Irish settler and Miss Mary Tighe, also a native of the Emerald Isle, The young people had come hither in the pride and strength of youth, and it was a fitting match con- summated by the good bishop on that crisp autumn day. At that time the air was already rife with ru- mors of the wonderful El Dorado, the newly-discov- ered gold mines of California, and thither were flock- ing hundreds of men from every grade of life, led on- ward by that one magic word. Gold! Michael Kelty heard it, too, but he was of soberer strain than many of his fellow countrymen, neither did he care to sub- ject his bride to the dangerous journey across the plains and mountains, nor to the almost trying voy- age around the Horn. Separation, though temporary, was out of the question to the young couple, so they remained in the city which had witnessed the happiest day of their lives; and here on January 5, 1854, was born the subject of the sketch, John J. Kelty. The elder Kelty had adopted the business of insurance agent and broker and w-as enabled to give him proper schooling. When the lad's studies were over he en- tered the composing room of a printing establishment with a view of learning that trade. The smell of the inks nauseated him and the confinement at the case told severely on his health, but he stuck to it bravely" for three years until his apprenticeship was served. Abandoning then a trade which could never have brought him aught but dissatisfaction and ill health, the young printer, with that determination which he inherited from his parents, and which has marked his success in life so far, sturdily began the learning of another branch of trade, that of carpenter and joiner. As he had stuck to his case, so did he work at the bench, and by the time his apprenticeship had expired he was already known as a skillful mechanic. For several years after this he continued to work at his trade, his skill and neatness in this direction caused him to be employed in the Buffalo car shops where the labor in those days was on a different basis from what it now is. There it was that his railroad career really began, for on the recommendation of Master ]\Ie- chanic Wilder, who saw in the young mechanic's apti- tude the making of an engineer, he dropped his saw and hammer, chisel and square and took up the fire- man's shovel, June, 1880. For a time he fired on extras, then on regular runs with Engineer Chauncey Vrooman and James Shepherd, after which he was transferred to the Falls Branch, where he fired on freight for Michael Leahy, Henry Hoffman and later on a passenger engine for George Wolfe. After this he was again transferred to the main line where he was firing for Richard Forrestel on trains 20 and 7 when he received his promotion, which occurred on August 29, 1889. After becoming an engineer Mr, Kelty took his place on the rounds and ran on the extra list until given a regular engine. No. 577, after- wards known as 1075. This he retained until the style of engines were superseded by the "Mother Hub- bard" pattern. He is now. on the rounds on the Buf- falo Division. Mr. Kelty was a former member of the .A. O. U. W., joining that organization on March 21, 1879, and leaving it in good standing. He also joined the ranks of the B. of L. F. upon becoming a fireman, and only resigned upon his promotion, when he became identified with the B. of L. E. He was also a member of St. Patrick's Total Abstinence and Benevolent Association up to the time of the disbanding of that order. Mr. Kelty has never mar- ried. His father died November 7, 1893, and his moth- er September 2, 1896, Up to the time of his mother's death he lived for her, and no other woman has ever taken her place. His close attention to dutv and his A^tERICAN LOCOISIOTIVE ENGINEERS. 357 H[ BP^^iK. ^^^^^^H ^^B pviiilk H| ^^^^ 1 H ^E ^^^^ff '^ ''{■ ''^^^^^^^^^^^^^^^^^^^^^^^^^^^1 EDWARD KENT. JOHN J. KEYES. 358 ERIE RAILWAY EDITION. wise and prudent manner of living have not been unrewarded from a financial standpoint. In business dealings his reputation is second to none and in his social circles he is known as a generous and sincere friend. Such is John J. Kelty, one of the Erie en- gineers. ROBERT KENNEDY, Youngstown, Ohio. Robert Kennedy is a native of Scotland, having been born in that country on March i6. 1859. He attend- ed school until he was 14 years of age and then worked as a clerk for sometime, going from that avo- cation to the Erie shops. In March, 1873, he began to fire, and after five years was promoted to engineer, now having a run on through freight, and has had same for eight years. Mr. Kennedy was married in June, 1883, to Miss Jennie McCIay, of Youngstown, and they have a family of seven children. WILLIAM KENNEDY, Newburgh, New York. William Kennedy was born in Ireland August 21, 1843, and was 9 years of age when his father emi- grated to the United States and located in New York City, later going to Chester, New York. It was at the latter place that the subject of this sketch finished his schooling. He farmed several years, but disliked the occupation and decided to try railroading. So in 1863 he was employed by the Erie as a passenger brakeman on the main line, running between Warwick, Newburgh and Jersey City. After a year of this ser- vice he asked to be transferred to firing, and, being known as a faithful and competent man, his request was granted. For six years he fired on the New- burgh branch and the main line, and was promoted to engineer on March 29, 1870. For nearly twenty- nine years Mr. Kennedy pulled freight and passenger trains on the Eastern Division and Newburgh Branch, his steadfast devotion to duty having been rewarded about 15 years ago by advancement to a passenger run on the Newburgh Branch, running engine 308. In 1870 he was united in marriage to Miss B. E. Arahill, daughter of James Arahill, a farmer of Goshen, New York. They have four children. Catherine R.. Mar- garet, Ruth, James F. and William H. James is an Erie employe, acting as night clerk for Mr. E. S. Eden at Dixons. Mr. Kennedy is a member of Port Jervis Lodge, No. S4. B. of L. E., is regarded as one of Newburgh's best citizens, and owns a comfortable home at 79 Ann Street in that city. EDWARD KENT, Sparkill, New York. Not only to the engineers of the Erie but to the engineers of North America is Mr. Kent's name a ■'household word." Known on the road as one of its most trustworthy engineers, he is everywhere known as foremost in promoting that spirit of fairness which should at all times exist between the two parties to a contract — the employer and the employed. He was born in Rockland County, New York, at the place where at present is Sparkill, and the date of his birth was October 24, 1830. His first occupation after leaving school was that of shoemaking, which he fol- lowed up to the age of 22, and then went into the service of the Erie Railroad, working at the building of the dock at Dunkirk at the time the road first reached there. In March, 1853, he began firing at Piermont, and so continued until the fourth of ]May, 1854, since which time he has been continuously in the service as an engineer, first being on freight for eight years, and then, in 1862, taking a passenger run, which he still retains. During these years Mr. Kent has had many of the best runs on the road, and at the present lime has Nos. i and 2, the "fast line" between Jersey City and Port Jervis, his present engine being 374, a Baldwin compound. He has gone through all this experience without ever hurting a passenger or a trainman, and has himself come out unharmed, a rec- ord to be envied, and speaking for itself both as to good fortune and good judgment. Mr. Kent was mar- ried in 1855, and a singularly happy married life was brought to a close by the death, in 1896, of Mrs. Kent. He has had the misfortune, too, of losing — one year later — his daughter. Mrs. A. D. Rockett, the wife of an Erie engineer, whose life history is elsewhere given. His son, W. H. Kent, to whom we give an- other chapter, is in Erie service at Waldwick, and an- other daughter is the wife of F. W. Smalley, also an Erie engineer at Jersey City, but residing at Sparkill. At the latter place Mr. Kent resides in one of the most beautiful homes of that homelike region, and follow- ing out the natural bent of a mind, always earnestly devoted to the best good of those about him, he de- votes a vast deal of his time to church work, having been for many years a member of the Methodist Epis- copal Church, and for the last ten years secretary and treasurer of the board of Trustees, a member of the Board of Stewards, the leader of the Bible class and the president of the Epworth League of his church, the Methodist Episcopal of Palisades. New York. But above all other things that which endears Mr. Kent to his fellow engineers is his work in their behalf in the Brotherhood. Taken all together, more than six years of his life — so busy in other directions — has been AMERICAN LOCOMOTIVE ENGINEERS. 359 Jul IX KING. LEMUEL C. KNIGHT. 360 ERIE RAILWAY EDITION. devoted entirely to the cause of maintaining and bet- tering the condition and standing of his fellow en- gineers, and it is only the veriest truism to say that he has devoted the best years of his life and the best fruits of his brain to this one object, still paramount with him. His history as a member of the Brother- hood is long, but it is only so because of the honors won and deserved. He was one of the original mem- bers of Division 54, at Port Jervis, New York, in 1863, this being the first year of the Brotherhood on the Erie system. He was Chief Engineer of this Division for two and a half years, and then became one of the charter members of Division 135 of Jersey City. This was in 1866, and in September, 1871, the division honored Mr. Kent and itself by electing him its Chief Engineer, and for twenty-eight years he has held that position — and filled it — and today stands with a record without parallel in Brotherhood annals. the trusted friend, the conscientious adviser, the "ever present help in time of trouble" to his fellows. Year after year his division has sent him as its delegate to the conventions. At Toronto in 1871 he was placed on the Executive Committee of the Brotherhood. Fol- lowing that — in 1872 — he was made chairman of that committee, and for twenty-six years he has remained as its chairman. A year or two ago Mr. Kent wished to retire — to lay down his burden — but Chief Engineer Arthur said "No. We want you and will have you as chairman. No complaint has ever come from any voice against you." With the exception of two years he has been thirty years on the local committee of his division, and is still on that committee, and for twenty years was on the Board of Adjustment, being for five years — while the board represented the old Erie sys- tem — its chairman. He was also President of the Erie Engineers' World's Fair Association, It is a fitting tribute to Edward Kent to say that he has devoted. not the "best" years, but all the years of his life to the welfare and best interests of his brothers, that he has spared neither time nor pains nor expense to that end, and that he has looked for no other reward than that which is -already -his — the love and honor and respect in which they hold him. JAMES M. KERR, Niles, Ohio. James M. Kerr, one of the oldest engineers on the Mahoning Division, was born in Middletown, Penn- sylvania, , October 31, 1850. His father was a con- tractor and for twenty-five years Justice of the Peace in Niles. The young man attended school until he was 17 years of age, when having secured a good common school education, he began work on his father's farm. After two years and a half, he left home and accepted a position as a bridge carpenter on the Erie. He held this place six months, leaving it to serve as brakeman for the same company. Eight months later he changed his vocation to firing, and then followed two years' service firing freight and three years passenger. In September, 1876, he was promoted to engineer, and for a year thereafter he fired and ran extra engineer, when he was given regular work on a yard engine in the Niles yard. He held this place for five years and then was advanced to road work, running local freight between Niles and New Lisbon. He then went to Cleveland and ran an engine on through freight for a year, after which he was placed in charge of a through freight run between Niles and Leetonia, and' for the past fifteen years he has held this run. Mr. Kerr's work as an engineer is of the highest class, and he consequently stands well in the estimation of the officials, while he is highlj' esteemed by his fellow em- ployes. He has never had an accident since he began railroading and has never been suspended, or as he jokingly put it. "has never missed a pay car in twenty- nine years." Mr. Kerr was married March 19, 1877, to Miss Lena Cesna, daughter of John Cesna. of Niles, and they own one of the finest homes in the city of Niles. Three sons have blessed their union, and they are boys of whom the parents are justly proud. James Burton, aged 21, is a heater in the employ of the Falcon Sheet Mill; W. Planning, aged 17, is at- tending business college at Warren, Ohio, and John Newton, aged 8, is attending public school in Niles. Mr. Kerr is a member of Niles Lodge, No. 352, B. P. O. E. ; Niles Lodge, No. 138, K. of P., and Devereaux Lodge, No. 167, B. of L. E. He is a prominent citi- zen of Niles and takes great interest in the city's de- velopment and welfare. JOHN J. KEYES. Susquehanna. Pennsylvania. When a man is an absolute success in the calling he has chosen he feels some enthusiasm in counseling his sons to follow in his footsteps, and this is doubtless the reason that the sons of John J. Keyes are all rail- road men. The son of John J. Keyes, Sr., a lumber man of Pennsylvania, he was born in Wayne County, that state, September 28. 1855. He received a fine com- mon school education by close study until he was ig years of age, and his first occupation was that of sta- tionary engineer, at which he worked for nearly two years. On September 9. 1878. he was offered a place as fireman on the Erie, and in accepting the same he made a move that has never been regretted by him. For six years he fired between Susquehanna, Port Jervis and Carbondale, being promoted to engineer October 9, 1884. Since that time he has run an engine AMERICAN LOCOMOTIVE ENGINEERS. 3i!L i'KTER KNOBLOW. JOHN E. KOSINSKY. 362 ERIE RAILWAY EDITION. in the freight service, and is qualified to run on the Delaware, Susquehanna and Jefferson Division. Mr. Keyes enjoys the reputation of being one of the most competent men running out of Susquehanna, and he is deservedly popular with all his brother engineers. On April 29, 1876, he was married to Miss Lizzie L. Gunnip, daughter of Erastus Gunnip, a prominent farmer of Wayne County. Their union has been blessed with three children, all sons. Julian, aged 22. and Minor H., aged 20, are firemen on the Erie, while Erastus, aged 18, is a clerk in the Master Mechanic's office. Mrs. Keyes is a member of the Ladies' Auxiliary to the B. of L. E. and is Vice-President of the Ladies' Auxiliary to the B. of L. F. Mr. Keyes is affiliated with Starrucca Lodge 137, B. of L. E., and is one of the city's honored residents. one of Susquehanna's highly esteemed citizens and has the respect of his fellow employes and the confidence of his superiors. JOHN KING, Susquehanna, rcnnsylvania. For thirty-six years the musical click of the wheels passing over the rail joints has been familiar music to John King, and as he is now but 52 years old, he will see many more years of active service. The son of Patrick King, a laborer in railway construction, he was born in County Clare, Ireland, March 17, 1847. In 1853, "Mr. King's father brought his family to America, and settling at Gulf Summitt, New York, engaged in business there. After attending school until he was 15, Mr. King worked with his father a year and then in November, 1863, accepted a position as fireman on the Erie. For five years he fired be- tween Susquehanna and Port Jervis, establishing a record that won him many commendations, and in the fall of 1868, when he was but 21 years of age, was pro- moted to the responsible position of engineer. For sixteen years he ran freight on the Delaware Division, and then was advanced to a passenger run. Two years later he was transferred to the Jefferson Division, where for the past thirteen years he has run the pas- senger known as the "Flyer." January 9. 1872, Mr. King was united in marriage to Miss Eliza Creegan, daughter of John and Eliza Creegan of Susquehanna. Five children have been born to them: Frank H., is a telegraph operator; John J. learned the machinist trade in the Erie shops; Gustave E. is an apprentice in the Erie shops; Laura, aged 15, and Gertrude, aged 12, are attending Laurel Hill Academy at Susque- hanna. Mrs. King is a nicmhcr of the Ladies' Auxil- iary to the C. M. B. A., and a prominent figure in so- ciety circles. Mr. King is a prominent member of Susquehanna Lodge, B. of L. E., No. 138, and at pres- ent holds a subordinate office in that lodge. He is THOMAS A. KING, Jersey City Heights, New Jersey. One hundred and six years ago James King came from Ireland and settled at Montreal, and after living there a short time moved to Albany, New York, where he worked as a miller. It was there in 1839 that Thomas A. King first saw the light of day; and it was there, in St. Joseph's Parochial School, that he re- ceived his education. For several years after he had finished his education he worked as a tobacconist, but in the spring of 1866 he entered the employ of the New York Central Railroad as a machinist's helper. During the three years he worked there he became a competent machinist, and in 1869 left the Central to accept a position as fireman on the Roundout & Os- wego Railroad. After three months' service as fire- man he was promoted to engineer and ran on that road for two years. In 1871 he returned to the New York Central as engineer, but soon resigned and went south, where he ran an engine on the Edgefield, Hen- derson & Tennessee for four months. It was on June 2, 1872, that he took service with the Erie, and for six years ran freight and passenger engines to various terminals on the New York Division. Twen- ty-one years ago he was assigned to a switch engine at Weehawken, and so competent has been his work that this is his station at the present time. Mr. King has had a couple of bad accidents, but he has never killed a man; and both his wrecks were from causes over which he had no control, consequently the blame does not lie with him. His most serious wreck oc- curred at Gate Junction, and was caused by the dis- play of a wrong signal. He is a member of Division 135, B. of L. E., of Jersey City, and also of the Cath- olic Order of that place. In i860 he was united in marriage to Miss Catherin J. Meegan, daughter of Patrick Meegan, a ship carpenter. Eight children have been born to them: Josephine, the wife of John Con- nor; Lillian, the wife of AI. J. McConnell, manager of a large furniture house in New York City; Thomas, a watchman; James, a fireman on the Pennsylvania Railroad; Charles, employed as a machinist on the Jersey Central Railroad; Etta, who is single and re- sides with her parents; May, married to David Walk- er, a plumber, and George, a machinist in the Erie shops. Mr. King is the owner of several nice resi- dences, and is regarded as a citizen of worth and in- tegrity by his many acquaintances. AMERICAN LOCOMOTIVE ENGINEERS. 363 WII.I.TA^r HENRY KYLE. FRANK L. T.A FAVKR. 364 ERIE RAILWAY EDITION. JOHN H. KLETT, Avon, New York. John H. Klctt has not been numbered with the en- gineers of the Erie Railroad a very long time, but the few months that he has, have been sufficient to dem- onstrate that he is one of the most promising en- gineers on the road. The son of John Klett, a maltster of Avon, New York, he was born in that city, and after securing a good education, worked with his father until 1886. He then entered the service of the Erie, working in the shops in various capacities until 1888, when he was advanced to fireman. For the ensuing eleven years he ran on the Rochester Di- vision in this capacity, receiving a merited promo- tion to engineer in 1899. Since then he has run in the freight service on the Rochester Division, where his efficient running and good judgment have won him many encomiums, both from superiors and his fel- low workmen. WILLIAM KOLB, Sharon, Pennsylvania. After leaving school William Kolb learned the tin- ner's trade and worked at it for a number of years ere entering the service of the Erie. He was born in Greenville, Pennsylvania, on September 17, 1868, and received a common school education ere starting out to make his own living. A position as brakeman on the Erie was offered him in January. 1887, and alter serving in this capacity a short time he was advanced to fireman, being promoted to engineer on September I, 1897. After running regular a short time he was put on the extra list, on account of slack work, but in April, T899, he was again given a regular run. IVIr. Kolb was married October 20. 1890, to Miss Belle Thompson, of Butler, Pennsylvania, and they have three bright children, one boy and two girls. Mr. Kolb is a member of Forest City Lodge, No. 10, B. of L. F., and with his family belongs to the Methodist Church. He is also Superintendent of the Sabbath School, and with Mrs. Kolb takes a leading part in church work in Sharon. JOHN E. KOSINSKY, Susquehanna, Pennsylvania. John E. Kosinsky, whose father, William Kosinsky, was a coppersmith in the employ of the Erie for some twenty-five years, was born in Susquehanna March 10, 1869. Until he was 17 years of age Mr. Kosinsky was a diligent student in the public schools of his native city, and thus acquired a fine common school educa- tion. In 1886 he accepted a position with Stevens & Company of Oneonto, New York, as a tinsmith, and worked for them one year. He returned to Susque- hanna in 1887 and for two months worked with a track crew on the Erie. He then entered the shop for a year's service as a blacksmith, being advanced to fireman at the end of that time. He fired freight two years and passenger two years receiving his promo- tion to engineer in January, 1892. For the past seven years he has been in the extra freight service between Hornellsville and Susquehanna. Mr. Kosinsky is an honored member of Keystone Lodge, No. 208, B. of L. F., in which he has held a subordinate ofifice; he is also on the probation list of Division 137, B. of L. E., and will soon be admitted to full membership. He is regarded as an engineer of judgment and ability, and is universally respected by his fellow workmen. On November 10, 1892, j\Ir. Kosinsky was united in mar- riage to Miss Carrie B. Barnes, daughter of George W. Barnes, of Bellemont, New York, and one child was born to them, Mamie E., who is 6 years of age. In 1897 Mr. Kosinsky was granted a decree of divorce from his wife and the court gave him custody of their child. Mr. Kosinsky is a worthy citizen of the city and is highly regarded by his acquaintances generally. LEMUEL C. KNIGHT, Bradford, Pennsylvania. Lemuel C. Knight, whose father is Abijah Knight of Painted Post, New York, was born in New Jersey, January 16, 1S45. In 1849, his parents moved to Corn- ing, New York, and in 1850 to Painted Post, at which place Mr. Knight received his education. In Decem- ber, 1863, when he was 18 years of age he enlisted in Company A, 5olh New York Volunteer Engineers, and served one year and a half, participating in many of the battles that occurred at the close of the war. After he was mustered out in June, 1S65. he worked in a planing mill at Painted Post until June, i86g. when he entered the employ of the Erie as fireman, being as- signed to the old Western Division. He fired for eight years, acquitting himself with great credit, and on July I. 1877, was promoted to engineer. For a short time he ran on the same division, being transferred to the Bradford Division in 1878, during the oil excite- ment, since that time he has run continuously on the Bradford Division, and his efficient service caused him to be advanced in the importance of his runs until now he is pulling a passenger train between Brad- ford and Carrollton. jNIr. Knight is unmarried and is a prominent member of Division 280, B. of L. E., being very popular with his fellow workmen and ac- quaintances generally. AMERICAN LOCOMOTIVE ENGINEERS. 365 PETER KNOBLOW, Meadvillc, Pennsylvania. A quiet and unassuming man. yet who is one of the best and most popular of the Erie's engineers is Peter Knoblow. who. was born in Buffalo. New York, Au- gust 7, 1858. His father was Jacob Knoblow, a farmer who moved to near Meadville, in i860, where the subject of this sketch attended school until he was 16 years of age. After leaving school he embarked in the coal business in ]\Ieadville, and was very successful: but in 1883 he secured a position as fireman on the Erie and gave up all other business connections in order to devote his entire energies to his new situa- tion. He fired six years on freight and one year on passenger, his promotion coming in August, 1890. He was immediately assigned to a through freight run, and has held the same ever since. While firing Mr. Knoblow was laid up five weeks from an injury he received in a head-end collision near Saegertown. Pennsylvania, which resulted from a mistake in orders. Since he has had his promotion he has had no acci- dents, and as he is careful, diligent and efficient, he stands high in the estimation of the officials. He owns fine residence property in West Street where he re- sides with his wife and one child, having been married in September, 1880. to Miss Lucy Hamilton, daughter of James Hamilton, a carpenter and farmer of Craw- ford County, Pennsylvania. Ruby C. their only child, is attendin.g school. Mr. Knoblow is affiliated with B. of L. E., Division 43; B. of L. P.. No. 207, and Crawford Lodge, No. 734. I. O. O. F. JACOB A. KUNKLE, Huntington. Indiana. Jacob A. Kunkle was born May 19. 1858. in Gabon, Ohio, and is the son of Charles Kunkle, one of the oldest farmers of Crawford County, Ohio. Despite Mr. Kunkle's broad acres, well-stocked and equipped with farming implements, he could not get his boys to "stick to the farm." One by one they left, and now all four are railroad engineers, three being on the "Big Four" Railroad, and Jacob A., the subject of this sketch, on the Erie. After leaving school Mr. Kunkle worked on his father's farm until he was 21 years of age. beginning his railroad career on the "Big Four" in 1882 as a fireman, running between Gallon, Ohio, and Mason City, Indiana. In 1885 he resigned to ac- cept a similar position on the Chicago & Atlantic under Master Mechanic Ackley. He fired freight five years and passenger two years, being promoted to engineer in i88g by Master Mechanic Joehan. After running a short time he resigned, but in October of the same year he returned to the Erie and for the past nine years has run in the freight service between Gabon and Chicago, now, however, running between Huntington and Chicago. On September 30, 1880, Mr. Kunkle was united in marriage to Miss Maggie Rousch, daughter of Conrad Rousch, and they have an interesting family of five children. Charles Em- met, aged 16; Arkson Earl, 13; Maggie Edna, 10, and Louis Emerson, 7, are attending public school, while Paul E., the baby, i.s the especial care and pride of Mrs. Kunkle's motherly heart. Mr. Kunkle is a charter member of Tent No. 10. K. O. J. M., of Hunt- ington, and owns a fine two-story residence at the corner of .Mien and High Streets. WILLIAM HENRY KYLE, Buffalo, New York. William Henry Kyle, the subject of this sketch, was born of Scotch-Irish parentage in the Township of Fullerton, County of Perth. Province of Ontario, March n, 1S51. At the early age of 5 he began his school career, walking seven miles and back every day for three years, when a schoolhouse was built within a mile of his father's farm; this he attended until his i6th year, when he went to work for his father on the farm : here he remained for two yeaf s, when he embarked with his father in the grocery business, in Cookstown, and remained until the death of his mother. Three years later, through the influ- ence of T. R. Ferguson, M. P., from County Simcoe, he secured a position on the police force of Toronto, but, developing a strong taste for the life of a rail- road man, he made application and secured a position as brakeman on the Northern Railroad of Canada. While holding this position he was given a chance to fire through the sudden sickness of the regular fire- man, and so well did he perform the duty that the engineer recommended him to the Master Mechanic, and on the next trip he was given the position of fire- man, which he held for two years, when, a strike be- ing on. Ik- was asked to take out an engine as en- gineer, but. true to the principles of right, he re- fused the flattering offer, thereby securing for him- self the illwill of the Superintendent, who. when the time for his promotion arrived, refused it to him. Mr. Kyle thereupon asked for his "time" and quit the service. He came to Buffalo, and three days after arriving here was given a position on the Lake Shore, where he remained until the year of the panic, 1873, wlien he chose to go on the lake, firing on the steam- ship St. Louis, which position he held for three years. In the meantime Mr. Kyle had taken out naturaliza- tion papers, becoming a citizen of his adopted coun- try. At the expiration of his service on the St. Louis, 366 ERIE RAILWAY EDITION. he having been of much service to a INIr. Jebb, a sugar refiner, in securing for him experts in tlie various branches of sugar refining, he was offered by that gentleman a position in his refinery at Peoria, IlUnois, where he remained until the dissolution of that firm, when, through the recommendation of Mr. Jebb to Mr. Jewett, then receiver for the Erie, he returned to his employment of fireman, from which position he was promoted to the position of engineer; for a while he was extra, but for several years past he has had a regular engine. In 1884 Mr. Kyle was married to Miss M. J. Brotherton, of Addison, New York. Their daughter, Miss Lulu Grace Kyle, is known as a spe- cially promising musician, being a pianiste of rare ability. In his younger days Mr. Kyle was a mem- ber of the Canadian Volunteers, Company 3, 5th Bat- talion. Colonel Renting commanding; and later joined the Queen's Own Rifles, Colonel MacKenzie, in which capacity he acted as guard at the Governor General's house. Mr. Kyle is a member of the B. of L. E., No. 15, having become identified with the order as soon as he was eligible therefor. Mrs. Kyle is and has been prominently identified with the Knights and Ladies of Honor; she has occupied the position of Proctor and is now Past Proctor, and is their delegate to Syracuse Convention. ROSS KELLS. New York City. (Deceased.) A bright light went out in the railroad world when Ross Kells (then Superintendent of Motive Power of the Erie) died in New York City on March 10, 1892. He was born in Steubenville, Ohio, January 20, 1840, and at the age of 16 began his highly successful rail- road career as a brakeman on the old Steubenville & Indiana Railroad, which is now known as the ''Pan Handle." After braking a short time he went to firing, holding this last position for two years, then going into the shops at Steubenville as a machinist's appren- tice. He worked there until 1864 when he enlisted in Company B, iS7th Ohio Volunteer Infantry, as a cor- poral and was stationed at Fort Delaware during the term of his enlistment, being mustered out at Camp Chase, Ohio, at the end of the war. He returned to railroading and was stationed at Dennison, Ohio, as Night Engine Dispatcher on the "Pan Handle," re- maining a year, when he was promoted to the day position as Engine Dispatcher. From that he was ad- vanced to gang foreman in the machine shops, and in 1870 he was made general foreman. On July i, 1875, he was promoted to Master Mechanic, which position he retained until August I, 1882, when he severed his connection with the "Pan Handle" to accept the posi- tion of Superintendent of Motive Power on the Nev/ York, Chicago & St. Louis Railroad, with headquar- ters at Cleveland. On January i, 1883, he resigned to accept the same position with the New York & New England Railroad, with offices at Boston. From tliis place he returned to Cleveland to become General Manager of the Page Car Wheel Company. Learning of Mr. Kells' high qualifications the Erie secured his services as Assistant Superintendent of Motive Power on February 12, 1887, and on January i, 1888, he was promoted to Superintendent of Motive Power, which place he held at the time of his death. Mr. Kells was married September 29, 1859, to Miss Mary Jane Mac- Donald, of Steubenville, Ohio, and four children were 1)orn to them. George, the oldest, died when young; Julia resides m Meadville; Willard, now Master Me- chanic of the Erie at Meadville, and Ross, Jr., now air brake instructor for the Erie at Hornellsville. Mrs. Kells resides with her son, Willard, in his pleasant lionie at Meadville. FRANK LA FAVER. Meadville, Pennsylvania. The ancestors of Frank F. La Faver were among the ealiest settlers of Western Pennsylvania, hewing their farms out of the woods that covered this section of the state. His father was John P. La Faver, a prominent farmer of Crawford County, who was Deputy Sherifif in the early '60s. Mr. La Faver was born in Craw- ford County, near the city of Meadville, Pennsylvania, I\Iarch 17, i860, and secured his early education in the district school of his community, which he attended until he was 17 years of age. He then went to work on his father's farm, following that vocation for seven years, when he went to Meadville and engaged with the Erie as fireman. This was on September 15, 1884, and he continued in that position for five years, being promoted to engineer in December, i88g. Since his promotion he has run through freight, but is capable to handle any train, and is known along the division as a fearless yet competent runner, and his numerous achievements in making up time against odds have won him the admiration of his brother engineers, with whbin he is on the most cordial terms. His first trip was made on engine No. 609, with through freight to Salamanca; and in all his career on the road he has never been in a wreck or injured. On October 30, 1881, INlr. La Faver was united in marriage to Miss Anna M. Mosier, daughter of Amos Mosier, a farmer of near Mosiertown, Pennsylvania. They have an inter- esting family of three children, two boys and one girl: Clyde A., aged 15; Harry G., aged 14, and Gertrude AMERICAN LOCOMOTIVE ENGINEERS. 367 N., aged 9, all of whom are attending school. Mr. La Faver is a member of Division 43, B. of L. E., and French Creek Council No. 511. Royal Arcanum. He is the owner of fine property in Meadville and is one of tlic city's most, respected citizens. ALLEN C. LAMBERT, Bergen, New Jersey. On February 12, 1S45, Allen C. Lambert was born in Lumberland, Sullivan County, New York, being the son of Oliver W. Lambert, who for forty years has been construction foreman for the Delaware & Hud- son Company. The young man received a good com- mon school education, having been a close student un- til he was 15 years of age, at which time he left off his studies to take up the more serious problems of life. For three years he worked at different things, but in March, 1863, he answered the call of his country by enlisting in Company B of the 56th New York Vol- unteers, remaining in the service until the close of the war. On December 20, 1871, he began his railroad career as a fireman in the employ of the Erie, and for nine years ran on the New York Division of the Eric between Port Jervis and Jersey City. In 1889 he was promoted to engineer and given a run on the New- York Division pulling freight, which he held until 1894 when at his own request he was given a switch en- gine in the Bergen yards, his duties there giving him the opportunity of spending more time at home with his family. Mr. Lambert is regarded as one of the Erie's most efficient freight men, and is highly esteemed by his railroad associates and fellow citizens. He is a member of the Port Jervis Lodge, No. 28, Order of Red Men, and Port Jervis Lodge, No. 328, F. & A. M. FRANKLIN LAMAN, Cleveland. Oliio. For thirty-three j'ears Franklin Laman has been an employe of the Eric as engineer and fireman and he has doubtless established a record by serving the en- tire time in the Cleveland yards. He was born in Willoughby, Ohio, November 7, 1841, where he. at- tended school until he was 15 years of age. He then went to work for his father. Samuel Laman, a car- penter and contractor, and remained in his employ un- til 1862, when he secured a position as fireman on the Pittsburg, Ft. Wayne & Chicago. After two years of firing he left to accept a position as stationary en- gineer at Oil City, Pennsylvania, with an oil com- pany. He held this place four months, leaving to ac- cept a similar position at Marietta, Ohio, where he remained five months. In November, 1866, he se- cured a position as fireman on the Erie, and after firing two and one-half years was promoted to en gineer, February 10, 1869. Since that time he has been in the night yard at Cleveland, and by his effi- cient work and constant attention to business has won a place of high esteem with the officials of the Mahon- ing Division. On September 29, 1866, Mr. Laman was married to Miss Zella Carter, of Cleveland, and they have one daughter, who is married to David White, a boilermaker in the employ of the Erie at Cleveland. Mr. and Mrs. White have four children, and they are all favorites with their grandparents. Mr. Laman is a member of B. of L. E., Division 167, and is a property owner of Cleveland, being a highly respected citizen of the city and popular among his many acquaintances, both among railroad men and otherwise. JOHN B. LANE, Cleveland. Ohio. John B. Lane, one of the Erie's yard engineers at Cleveland, was born at Braceville, Ohio, August 9, 1853, where he secured his early education. On leav- ing school at the age of 15 years he worked four years on a farm and then secured a position as bridge carpenter on the Erie. After eight months' service the business got slack and he returned to farming for about eighteen months, when he accepted a position at Leavittsburg in the Erie freight house. He held this position three years when he was transferred to the coal docks at the same place. Three years later April 15, 1886, he was advanced to fireman and for the ensuing five years fired freight. Then, after three years more on passenger he was promoted to en- gineer on September i, 1894. Since that time he has done regular yard work and is called for extra duty on the road. His work has always been of a very high class and he is regarded as one of the coming en- gineers of the division. He experienced several severe accidents while firing, but since his promotion his judg- ment and conservative running have kept his record free of any wrecks. While firing passenger between Cleveland and Youngstown on one occasion thej- were running near Randall at the rate of fifty miles an hour when they struck the rear end of a frci,ght that was in motion. The caboose was picked up and shoved back over the engine, and strange to say, Mr. Lane and the engineer were unhurt, although they both stuck to the engine. While riding on a local freight that was crossing the Mahoning River bridge, between Leavittsburg and Phalanx, the engine and three cars had just clct^red the bridge when it went down with 368 ERIE RAILWAY EDITION. part of the train, and the caboose piled in on the top ol the nine cars that fell; no one was injured. While firing freight for George Linehan, now deceased, they were coming down Randall Hill when Mr. Lane got out on the running board to go to the front of the engine, to clear away the cinders. He fell oflf and striking his head on the steain chest broke his nose. December 5, 1876, he was married to Miss Mary A. Diehl, daughter of Conrad Diehl, a well-to-do farmer of Warren, Ohio, and they have a charming family of one son and two daughters. Ida M., aged 21, is an accomplished musician; Perry C, aged 17, is a high school graduate and holds a responsible position in one of Cleveland's largest business firms; Gertrude, aged 9, is an elocutionist of great promise. Mr. Lane is a member of Devereaux Lodge, No. 167. B. of L. E., and has a very high standing as a citizen. ORA E. LANGWORTHY, Hornellsville, New York. Ora E. Langworthy was born in Alfred, Allegheny County, New Y'ork, on March 9, 1856. His father was James B. Langworthy, a prominent farmer of that county, and the young man attended school and worked on his father's farm until he was 19 years of age. He then devoted his attention exclusively to farming until 1883, in November of which year he se- cured a position as fireman on the Allegheny Division of the Erie. He proved himself a capable and indus- trious workman, and his Christmas gift of 1887 was in the way of a promotion to engineer. For the past twelve years he has run in the freight service between Hornellsville and Salamanca, and has firmly estab- lished his record as a careful and capable runner. On November 13. 1880, Mr. Langworthy was married to Miss Ella Hendee, daughter of James Hendee. a farm- er of Steuben County, New Y'ork, and they have one child, Helen. Mrs. Langworthy is a member of the Eastern Star, while Mr. Langworthy belongs to Lodge No. 44, F. &. A. M.; Steuben Chapter, No. loi; and Lodge No. 47, B. of L. E. This estimable couple reside at 49 Van Scoter Street, and are highly regarded by their many friends and acquaintances. I. S. LANNING, Hornellsville, New York. I. S. Lanning came near ending his railroad career on the descent of Big Shanty hill, near Bradford, on one occasion. A wheel broke and thirty-five cars were dumped into the ditch, Mr. Lanning escaping in some miraculous manner. He was born, in Rathbone, New York, on April 28, 1862, and took service with the Erie in 1881 as a fireman on the Allegheny Di- vision. He was promoted to engineer in December, 1886, and has run in the freight service since that time. ^Ir. Lanning was married in September, 1885, to Miss Stella Merlett of WoodhuU, New Y^ork, and they have one child, Harley M. He is very prominent in Ma- sonic circles, belonging to the Blue Lodge, Council and Commandery, and is Past Master of both the Blue Lodge and Council. He is also affiliated with Lodge No. 345, B. of L. E., of Olean, and takes an ac- tive interest in its afifairs. HUGH LARKIN. Cleveland, Ohio. Hugh Larkin is one of those whose life history is in- corporated in the growth of the Erie from a trail of surveyors' stakes through the woods of Ohio to one of the busiest railroads in existence. He was born in Glengary, Canada, September 7, 1835, and at the age of 13 left school to go to work in a woolen mill, where he remained three years, going then to a sawmill where he worked two years. When he was 18 years of age he left Canada and came to the United States. He located at Akron, Ohio, and went to work as a section hand on the Akron & Marietta Railroad; in two weeks' time he was made section foreman, a posi- tion he held but a short time having been advanced to brakeman. In September, 1854. he went to Cleveland where he entered the employ of :Mr. Kingsbury, a con- tractor who was furnishing ties for the :Mahoning \'alley Railroad, now the Erie, which was then being constructed. Mr. Larkin worked cutting ties for nearly a year, and when the contract was finished he secured employment with the construction crew, and assisted in laying the track, working as a spiker until the road was completed. He was then given a posi- tion as brakeman, but in March, 1856, he was pro- moted to fireman, which position he filled eleven months, being then promoted to engineer, April. 1857. He ran an engine in the Cleveland yard for a year and was then transferred to Girard. Ohio, and given the run then known as the "roustabout," hauling freight and doing the switching between Girard, Niles and Mineral Ridge. He had this run about a year and was then given a regular engine called the "Warren," and run a night coal train between Cleveland and Youngstown. After three or four years he was given a passenger run between Cleveland and Youngstown, and it was the first regular passenger train leaving Cleveland in the morning for Y'oungstown. Mr. Lar- kin has held this run ever since and it is now the important trains 7 ^md 24. the New York Vestibule AMERICAN LOCOMOTIVE ENGINEERS. 369 ^^ Jr -*** •** JS^^^^KLi^ ^K "411' ' K ^W^eBk^F^^^^B J trUGH LARKIN. JOSEPH H. LESLIE. 370 ERIE RAILWAY EDITION, and Pittsburg Limited, respectively, and instead of the primitive engine he ran on his first trip he now has one of the fine new compounds. In April, 1861, Mr. Larkin enlisted on the first call for troops for three months. He was Orderly Sergeant in Captain John- son's company, the "Cleveland Rifles." Before they were called to the front the captain died and the com- pany disbanded. Mr. Larkin tiien enlisted for three months in the "Tod Guards" of Youngstown, which went to the front as Company B, 19th O. V. I. He >vas in the battle of Rich Mountain and saw consider- able hard service. January 8, 1868, he was married to Miss Ella E. Burrows, daughter of Orlando Burrows, a pioneer of Cleveland. They have three daughters, two of whom are married and the youngest attend- ing college in Cleveland. Mr. Larkin has a pleasant home at 230 Jennings Avenue, and is fond of his grandchild, Lloyd, with whom he has many playful romps. Speaking of Mr. Larkin, a Pittsburg paper once said, among many other things: "The familiar face and form of the veteran passenger engineer, Hugli Larkin, is known to everyone residing along the Ma- honing Division between Youngstown and Cleveland. In sunshine and storm, amid the raging of the ele- ments, the kindly face of Engineer Larkin has been seen every day for over forty years. Since his first connection with the road he has retained his position through all the changes in officials, his sterling quali- ties being recognized by all, who esteemed it a pleas- ure as well as a duty to retain the services of such a valued employe. No veteran of the throttle possesses a higher record than Mr. Larkin's; always attentive to duty, exercising careful judgment and obeying orders to the letter he has attained a reputation more en- during than any medal of honor." Mr. Larkin is popular with the traveling public as well as with the officials and his fellow workmen, and the person who rides on the Mahoning Valley Division frequently feels safe when he knows Hugh Larkin is on the en- gine. He is a highly respected citizen of Cleveland and a man whose kindness of heart is felt by many an unfortunate person. Generous, charitable, good and honest, his career has been one of continued success, and is worthy of emulation. He has seen the popula- tion of Cleveland rise from 30,000 to 350,000, and dur- ing his career on an engine he has traveled nearly 50.000 miles a year, and during his entire career nearly 2.000.000 miles. tion in the public schools near his home. At the age of t6 he left oflf study and devoted his entire attention to farming forthe ensuing three years, entering the em- ploy of the Erie in fall of i86g. For three years he worked as a fireman in the winter and as a bridge carpenter in the summer. In July. 1872, he was given a regular run on a freight between Susquehanna and Hornellsville, continuing until 1879, w'hen he was ad- vanced to a passenger run on the same division. Two years later, in 1881, he was promoted to engineer and ran (or a short time between Susquehanna and Hor- nellsville, and then, owing to slack business, went back to firing, running on the Susquehanna, Delaware and Jefferson Divisions. In 1884 he took leave of ab- sence and went south, where for six months he ran an engine for the Florida Railroad & Navigation Com- pany between Jacksonville and Tallahassee, Florida. Returning north in the fall of 1885, he again went to work as a fireman on the Erie, and in 1890 was given a regular engine which he has since run in the freight service on the Jefiferson Division. On November 11, 187S, Mr. Leslie was united in marriage to Miss Mar- rella Pickering, daughter of Charles W. Pickering, a farmer of Susquehanna County. They have two prom- ising children, Baer, aged 14, and Ruth, who is 8 years of age. Mr. Leslie is a member of Starrucca Lodge, No. 137. B. of L. E.. and Thompson Lodge. No. 866, I. O. O. F. He owns a nice residence in which he resides with his family, and is considered one of the citv's best citizens. JOSEPH H. LESLIE, Susquehanna, Pennsylvania. Joseph H. Leslie, son of John Leslie, a prominent farmer of Susquehanna County, Pennsylvania, was born NovcniV.er Ti, 184S, and received a good educa- SAMUEL E. LESTER. Susquehanna, Pennsylvania. Samuel E, Lester enlisted in the 3d New York Vol- unteers under Captain George B. Fordham in Janu- ary, 1864, and served during the remainder of the war, being mustered out in October, 1865. His father, Henry Lester, is a prominent farmer of Wayne Coun- ty, Pennsylvania, where the subject of this sketch was born October 5. 1849. He attended school until he was 13 years of age and then engaged in lumbering, following that occupation until the time of his en- listment. On returning from the war he secured a position with the Delaware & Hudson Coal Company, running gravity cars between Carbondale and Oly- phant for six months, being then transferred to plain No. 2 as head man, and then to Archibald, Pennsyl- vania, as stationary engineer for seven months. In the spring of 1867 Mr. Lester began firing between Carbondale and Albany, at which he remained two years, when he resigned to engage in lumbering. This he followed for seventeen years, returning to railroad- ing in 1886. and fired on the Susquehanna Division of AMERICAN LOCOMOTIVE EKGINEERS. 371 SAMUEL E. LESTER. WILLIAM LINEHAN. 372 ERIE RAILWAY EDITION. the Erie for six months, being then advanced to the position of instructing fireman how to use hard coal. After six months he went back to firing, having a run on Nos. I and 8 until June, 1890, when he was pro- moted to engineer and assigned to the freight service between Susquehanna and Hornellsville, where he has run ever since. Mr. Lester was married May 27, 1876, to Miss Ida M. White, daughter of George C. White, a veteran and pensioner of the War of '61. They have four children, of whom Claude, aged 21, is a veteran of the Spanish-American War and now a boilermaker in the employ of the Lehigh Valley Railroad; Ora, aged 17. is married and lives in Oakland, Pennsylvania; Luki, aged 7. attending public school, and Donald Lee, the baby, aged 16 months. Mrs. Lester is a mem- ber of Ladies' Auxiliary of the B. of L. E., while Mr. Lester is prominent in the affairs of Division 137, B. of L. E., having been a subordinate officer for two terms. GEORGE W. LINEHAN, Cleveland, Ohio. (Deceased. ,> George W. Linehan, son of Daniel Linehan, was born in Cleveland, Ohio, February 22, 1864. He at- tended school until he was 14 years of age, when his father being dead, his mother disposed of the busi- ness built up by her husband and moved to a farm in Wisconsin. George took charge of the farm and managed it for five years, when, tiring of the avoca- tion, he returned to Cleveland and secured a position as fireman on the Erie. He was very apt at the busi- ness and after firing freight three years and pas- senger one year he was promoted to engineer in June, 1886. He ran through freight until February, 1892, when he was taken sick with typhoid fever and died in a few weeks. He was a competent and faithful en- gineer, and in the short time he was on an engine gave promise of developing into one of the finest on the division. He was courteous and kind, and pos- sessed a genial disposition that won him friends wher- ever he went. In February, 1887, he was married to Miss Effie Bowden, of Sharon, Pennsylvania, and to them was born one son, Willie, a bright boy now 11 years of age. Mr. Linehan was a brother of Cornelius and William Linehan. both of whom are Erie en- gineers. WILLIAM LINEHAN, Cleveland, Ohio, William Linehan was born in Milwaukee, Wiscon- sin. March 20, 1852, and one month after this event his father, Daniel Linehan, moved his family to Cleve- land, where he went into the teaming business. The young man attended school until he was 11 years of age when he commenced driving for his father. Three years afterwards his father died and he took charge of the business and managed it for his mother. After two years of successful work they sold out and Mr. Linehan went to work in the Erie shops as an appren- tice. Ater learning the machinist's trade he accepted a position as such in the Lake Shore shop at Cleve- land, and after remaining with this company six months left to take the place of Second Engineer on the propeller Milwaukee, running between Cleveland and BuiTalo, Chicago and other lake ports. Two months afterward there was a strike among the em- ployes of the Milwaukee, and he accepted a similar position on the P. H. Burkhead in the lumber business between Cleveland and Saginaw, with which he re- mained the balance of the season, going then to work in the Lake Shore shops again. The following spring he took a trip to California where he secured a posi- tion as a machinist and worked for a year. He re- turned to Cleveland the spring of 1874, and soon se- cured a position as fireman on the Erie. He fired freight one year and passenger four, receiving his pro- motion to engineer in June, 1879. For five years he ran an engine in the Cleveland yards, being then ad- vanced to road engine and assigned to the freight department, where he has remained since, acquitting himself with great credit. In September, 1898. while Mr. Linehan was pulling through freight, he was in an accident which laid him up for several weeks. The local freight was standing on the main line at Hiram, and the crew was busy unloading freight. There was a misunderstanding between conductor and flagman of the local freight. The flagman was on Mr. Linehan's engine when the accident occurred, and he had told Mr. Linehan that the local was not going to stop at Hiram, but they did, and in the collision Mr. Line- han's engine knocked the local caboose into kindling wood, the engine going over onto her side, while ten or twelve cars were piled in the ditch. Serious injury was avoided by the crew jumping. While pulling No. 40 between Aurora and Mantua at about 1:30 a. m., and right on time. Mr. Linehan saw a headlight com- ing toward him. It was a single track then and both engines were going down grade to certain doom at the bottom of the grade. Mr. Linehan hooked her over on sand and called for brakes, the other engineer doing the same, with the happy result of stopping with their noses just a few inches apart. The other crew had jumped and were nowhere in sight when Mr. Linehan dismounted from his engine and walked out to see why they had overrun their orders. Mr. Line- han is one of the oldest as well as one of the best AMERICAN LOCOMOTIVE ENGINEERS. 373 LEVI LINLET. WALLACE S. LODWICK. 374 ERIE RAIEWAV EDITION. freight engineers on the Mahoning Division, and has never received a word of censure from the olYicials, in fact the communications he has received from the officials have always been commendatory. He has been a member of B. of L. E.. Division 167, for fif- teen years and owns fine property in Cleveland. On August 3, 1873, he was married to Miss Mary Culli- tan, and two children have been born to them. Elsie, aged 23, who is married to J. C. Smith, and has one son, Russell; James, aged 21, is a fireman for a large manufactory at Randall. He enlisted in the ist Ohio Cavalry, Troop G, April 28, 1898, and served in the Spanish War until September 13, 1898, when the cav- alrv was mustered out. LEVI LINLEY, Port Jcrvis. New York. If years of faithful service in his calling and a stead- fast devotion, during all those years to the welfare and best interests of his fellowmen entitle one to their respect and good wishes, then in these facts may be found the explanation of the affectionate esteem in which Levi Linley is held by his brother engineers. He was born in Sussex County, New Jersey, and his first move in the game of life was to work for seven years for D. T. Cox's sarsaparilla and soda water con- cern, after which he began his railroad career as a brakeman on freight, this being upon the Delaware Division, where he remained for three years. About two years after entering this service while coming east on freight one day the engineer whistled "brakes," a signal almost immediately repeated, and just at that moment the car upon which Mr. Linley was standing left the track and plunged down a forty-foot embank- ment, fetching up against a stone wall, he being cov- ered up completely in the wreck. The car was loaded with cattle, and after being thrown over the wall, Mr. Linley, when he raised himself, could put his hand upon the head of an ox, who had kept him company on his flying trip. The conductor came rushing ahead and was told that "Levi was killed," but on the con- trary, he was at that time very busy and very much alive, climbing out of the wreck toward the conduct- or's light. When he came in sight the conductor asked "Are you hurt?" receiving in reply the statement: "No, but I've lost my hat!" Whether Mr. Linley recovered his hat or not history does not relate, but certainly he has not used it to "talk through." A week later, to a day, the car upon which he was riding — a fiat — left the track and plunged into the river. The con- ductor, coming ahead, said again, "Are you hurt?" to which Mr. Linley replied: "No, but they're com- ing pretty often." After braking a year on the East- ern Division and firing freight for three years more. he was in February, 1865, promoted to engineer, run- ning extra freight for eleven years, and then, after eight years on a regular through freight run, he was given a regular passenger run, now having the Orange County express, his present engine being No. 367. Mr. Linley was married in Port Jervis, August 10. 1864, to Miss Rhoda A. Miller, and of the eight chil- dren born to them six are living; being Albert J., now yardmaster at Port Jervis; James H., fireman on runs 5 and 10; Mrs. Elizabeth McGrath, of New York; Peter E., with the Co-operative store in Port Jervis;, Leota A. and George, both still at home with their parents. He joined the B. of L. E. in 1868, and at the time of the "Q" strike was Second Assistant Engineer, his position requiring the handling at that tiine of large sums of money. He was for a dozen years a member of the Board of Adjustment of the system and served one term upon the Legislative Board, dur- ing that time attending the convention at New York. As to politics, Mr. Linley says little. That is not strange; most good politicians are that way. He has, however, served his fellow citizens of Port Jervis for two years as alderman, and while not now actively engaged in politics he usually knows what is going on in that way. Mr. Linley has been a success as a rail- road man. He has a clean sheet, no accidents wherein he was blamable being charged to his account. None the less, he has had many queer and exciting experi- ences. Once, while serving as flagman, the accidental (or providential) stopping of the engineer's watch averted a horrible disaster. Again his engine once ran twenty car lengths on the ties, fifteen cars going down the bank, but no one was hurt. Twice it has hap- pened to him to have that fearful experience — a delib- erate suicide before his very eyes, and past all human help to prevent. These are the things which a man carries with him, burned into his memory, and of such occurrences Mr. Linley had had his full share. But nevertheless he walks today with the erect bearing and springy tread of a young man, and no passenger rid- ing behind Levi Linley need fear that harm will come to him or his froin the fault of the man at the front. WALLACE S. LODWICK, Youngstown, Ohio. Wallace S. Lodwick's railroad career has been punctuated by a series of incidents that mark him as a hero, and at the same time a man who through luck or Providence— call it which you will — has escaped seri- ous injury in wrecks, any one of which might have cost him his life. He was born in Old Town. Ohio. May 18, 1859, and is the son of Geo. W. Lodwick, a black- smith, who, with his good wife, now resides in Youngs- AMKRICAX LOCOMOTIXE ENGINEERS. 375 town. Mr. Lodwick left scliool at the age of 14, ami for ten years followed the blacksmith trade in Aus- tintown, Ohio. His father was Sheriff of Mahoning County, Ohio, two terms, and the young man was his deputy for the entire time. In 1885, he began firing on the Erie, working under Engineer J. E. Farell. .Mr. Kells was Superintendent of Motive Power, and N. \\'right Master Mechanic, and after a short time Mr. Lodwick was transferred to work on 137, En- gineer Mat Shay's engine, with whom he worked over four years. He established a record of being one of the best firemen on the Mahoning Division, and kept his engine cleaner than any fireman of his time. He was promoted to engineer in March, 1889, and has since been engaged in the freight service, with occa- sional extra passenger duty. While firing an excur- sion train for Engineer Thomas Walsh the train ran into an open switch in the Youngstown yard; the air failed to work and calling for his fireman to save him- M-It. Engineer Walsh jumped from the side of the cab. Mr. Lodwick did not jump; instead, he re- \crsed the engine, gave her sand and stuck to her till they bumped into a switch engine on the siding. His presence of mind saved the lives and limbs of many of the 500 passengers on the train. For this heroic ac- tion he received the congratulations and thanks of all the passengers, and a nice letter from the officials com- mending his bravery. His son, B. Lodwick, was on the train and was one of the first to grasp his father's hand after the train had stopped. Mr. Lodwick was in two head-end collisions while firing for Engineer R. Kennedy in 1886. Also with a Shore Iron Company's engine at State Line, and with the Boice Local engine. While firing engine 1216 in Youngstown yards he fractured two ribs, but stuck to his post and fired to Sharon, fourteen miles, after his injury. December 12, i8g8. when the Erie got her first compound engines for trains 7 and 10, fifteen men in turn were called to take No. 7 to Cleveland, but none of them would handle the engine. Mr. Lodwick was the sixteenth en- gineer called, and although he had never handled an engine of that description he took the train to Cleve- land and made up fifteen minutes the train had been delayed while the officials were securing a man who could handle the new engine. On March 14, 1899, while running train 83 between Mosier and Girard he met with a peculiar accident. He was pulling out of the Girard Mill yards when a passenger train of the C. & P. ran into him. derailing both engines and doing considerable damage. The engineer on the passenger train had mistaken the position of the switch tar.gct. and as a result of the accident Mr. Lod- wick had his spine injured and was badly shaken up. He was married October 14. 1879. to Miss Mary E. Lanteman of Boardman at Enon Valley. Pennsyl- vania. Thcv have one son and one daughter. The son. B. Lodwick, is nut yet 21 years of age, and is now a fireman on the Mahoning Division of the Erie. He put his first fire in engine 236 at the age of 4 years, and did his first regular firing under the watchful eye of his father, September 7, 1898. In 1882 the Glass Blowers' Union, then in session at Youngstown, voted a prize to the most popular child in Youngstown. Mr. B. Lodwick, then 4 years of age, was the winner of the beautiful token and prizes it highly to this day. At Mr. Lodwick's pleasant home is to be found an unique pet — a tame gray squirrel, which he obtained at Ellsworth, Ohio, in 1887, and although it is 12 years old is still very frisky. Mr. Lodwick is a member of Friendship Lodge 329, B. of L. E. ALEXANDER W. LOGAN. Akron, Ohio. (Deceased.) Alexander W. Logan was born in Wigtonshire, ■Scotland, on April 30, 1844. While Mr. Logan was still very young, his father Alexander McLean Logan, who was a railroad man, brought his family to America and settled in Akron. Mr. Logan attended school imtil he was 14 years of age, and for the next succeeding five years worked on a farm. In October, 1863, he went to work on the Atlantic & Great West- ern on a construction train, and the following spring secured a regular situation as fireman. He fired freight three and passenger one year, when his excel- lent work was rewarded by a promotion to engineer. He ran freight fourteen years and had a passenger run for seventeen years. At the time of his death he had charge of a run on the fast trains Nos. s and 8, the New York Vestibule. During the thirty-six years he was in the employ of the Erie system, he established a record of which his friends are justly proud. The accident in which he was killed was the only one he had ever had. and the officials have at numerous times in the past attested their apprecia- tion of his efficient services. He was married to Miss Mary Graybill at Akron on November 15, 1866. Four children were born to them: Jennie B., aged 31. edu- cated in Akron and Gallon, is married to C. F. Schanck, an Erie engineer, and lives in Gallon; Mary E., died at the age of 7 months; Jessie E., aged 25, was educated in Akron and is now teaching school there; Alexander McLean, aged 22. was educated in Gallon and Akron. Mrs. Logan died June 6. 1896, and on January 27. 1898, Mr. Logan was married to ;Miss Anna Mather of Indianapolis. Mr. Logan was a member of B. of L. F... Division 16; I. O. O. F., .Akron Lodge No. 547. and Protective Home Circle, 376 ERIE RAILWAY EDITION. Akron Lodge No. 54. He owned a nice home prop- erty in Akron and was highly regarded in his com- munity. Mr. Logan was an earnest and hard worker for the B. of L. E., and had served on all its im- portant committees with great credit. He met death March 22, 1899, while running between seventy and eighty miles an hour on train 5, the fast New York and Chicago Vestibule. Near Rittman, Ohio, the engine jumped the track at a switch frog, and turning over buried him underneath. Mr. Logan was fearless and died as he always said he would, if anything ever happened, with his hand at the throttle. He was a delegate to the B. of L. E. conventions in Buffalo, San Francisco, New York and Richmond, Virginia. A prominent newspaper, commenting upon Mr. Logan's death, said: "Engineer Logan's death was heroic. He had ample opportunity to jump and save his life, but he realized the responsibility of protect- ing his human freight and stuck heroically to his post. When found under the cab of his engine his hands clutched the throttle. Two weeks before the accident he said he expected to meet his death on his engine. He was buried under the locomotive boiler, the reverse lever having passed through his body." JAMES LOGAN, Kent, Ohio. James Logan, whose father was David Logan, a boilermaker and water engineer of Scotland, was born in the city of Glasgow, November 10, 1851. Mr. Logan came to this country in 1854 and obtained his schooling at Urbana, Ohio. In this city he ran a stationary engine for a number of years, entering the employ of the Atlantic & Great Western in the fall of 1870 as a fireman. He fired freight five months and passenger eight months, being then promoted to roundhouse engineer at Kent. He held this position for two years and a half, being then promoted to switch engine in the Kent yards, and in the fall of 1876 was advanced to road service in the freight de- partment. Ten years later, in December, 1886, he was taken sick, and, securing a leave of absence, went to Florida, where he ran an engine on the Florida Transportation & Navigation Company's road from Jacksonville to Tallahassee, and from Waldo to Cedar Keys. He remained there about four months and then returned to Kent, where he resumed work on the Erie. After two weeks' time he was again taken sick, and then obtained a leave of absence for two years. While off duty he was elected City Marshal, and served his time up to within two weeks, when he returned to work, and has remained since, now run- ning the Creston local from Kent to Crcston and re- turn. Mr. Logan is one of the most reliable men on the division, being well liked by his associates and superiors. In December, 1876, he was married to Miss Mary E. Copper, daughter of Stewart Copper, a stonecutter of Kent. They have four children: Agnes L., aged 20, is a graduate of Kent High School and Hudson University of Hudson, Ohio; Leroy D., aged 19, educated in Kent, and now firing on the Erie, run- ning out of Meadville; Florence S., aged 17, a grad- uate of Kent High School, and James M., aged 15, educated in Kent, and now employed in the Erie shops at that place. Mr. Logan is a member of the Rock- ton Lodge No. 316, F. & A. M. He is prominent in the political and business world of Kent, and owns some nice property. .^ GEORGE E. LOVELACE, Bradford, Pennsylvania. One of the most prominent as well as one of the best engineers who make their home in Bradford, is George E. Lovelace, who as a member of the Board of Adjustment for 1899, has become well known along the Erie. He was born in Barry County, Michi- gan, August 7, 1862, and after attending school until he had acquired a good common school education began his busy career as a farm hand near his home. He left this avocation after a while and for three years worked in a shingle mill, going from there to the lumber woods, where he worked two years. He then worked two years for a telegraph company, and in 1879 secured a position in the Erie pumphouse at Carrollton. He held this place three years, being ad- vanced to brakeman in 1882, and assigned to the Brad- ford Division, then the Bradford Branch. After two years he quit braking and for a year and a half worked with the construction crew on the West Branch, now owned by the Erie. On Christmas day, 1885, he commenced firing on the Bradford Division of the Erie, and after two years and three months of efficient work he was promoted to engineer, March 2, 1888. Since that time he has run continuously on the Brad- ford Division, and his first-class work and attention to business have won him a high place in the estima- tion of the officials, while his fellow engineers esteem him so highly that they have made him the Division representative of the B. of L. E., No. 280. On June 25. 1895, he was united in marriage to Miss Winni- fred Corbett of Johnsonburg, Pennsylvania. Mr. Lovelace is a member of Lodge No. 45,3. K. of P., and with Mrs. Lovelace is prominent in social affairs nf the city. AMERICAN LOCOMOTI\-E KNGIKEERS. 377 JA1IL;S LOGAN. GEORGE E. LOVELACE. 37& ERIE RAILWAY EDITION. LOUIS H. LOVELAND, ClcvL-hind, Ohio. Louis H. Loveland conies from a line of distin- guished ancestry. His grandfather, Amos Loveland, served through the revolutionary war, having en- listed when he was but i6 years of age. Mr. Love- land's father and mother are pioneers of Northern Ohio, and, although advanced in years, are living a retired life in Loveland. Mr. Loveland. Sr.. is 60 years of age and quite well-to-do, having large hold- ings of real estate in the town of Loveland, which takes its name from him. The subject of this sketch was born in that town on March 26, 1862, and at- tended school until he was 17 years of age, when he took charge of a stationary engine in his father's saw- mill. Four years later he left the employ of his father and went to Cleveland, where he secured a position AMOS GEORGE LOVELAND. SON OF L. H. LOVELAND. as fireman on the Erie. He fired freight two years and passenger two years, being promoted to engineer in September, 1886. He ran extra and fired a short time and was then given a regular run in the freight service, with occasional passenger work. He has pulled every train leaving Cleveland, either as regu- lar engineer or extra, and has won a place of high esteem with the officials by the display of his ability and judgment. Mr. Loveland was married Septem- ber 29, 1891, to Miss Phoebe Grifiith, the accom- plished daughter of George Griffith, a gas tester and well sinker of New Lisbon, Ohio, who is still living, although advanced in years. This worthy couple have one child, Amos George, a bright boy of 7, who is in the third grade of the Cleveland public schools. Mr. Loveland is a member of Bigelow Lodge No. 243. F. & A. M.; Thatcher Chapter No. loi; Forest City Commandery No. 40, K. of T. ; Criterion Lodge No. 68, K. of P., and Devereaux Lodge No. 167, B. of L. E. He owns a fine home on Myrtle court and is a valued citizen of the city. JOHN B. LOVETTE, Gabon, Ohio. A highly efi'icient engineer of the Erie and one who stands well in the estimation of the officials is John B. Lovette, son of John Lovette, a farmer of near Crestline, Ohio. J\Ir. Lovette was born in Crestline, Scpteinber 4, 1849, and attended public school until he was 17 years of age, when he went to Upper San- dusky, Ohio, and for a while was clerk in the post- office of that place. In 1873 he secured a position as fireman on the Pittsburg, Fort Wayne & Chicago, and remained in the employ of that company until 1879, when he went to work on the Erie. After eighteen months' service as fireman he was pro- moted to engineer and has since run an engine in the freight department, with occasional extra passenger duty. Mr. Lovette has been highly successful, and being a careful and conservative runner has never had an accident of any kind. In 1887 he took an en- gine which was equipped with a patent steam brake, called the Root Automatic brake, from Chicago to New York, pulling a freight train over the road and demonstrating the working of the new invention. On December 22, 1872, he was married to Miss Wilda Paramore, daughter of M. B. Paramore, a farmer of near Crestline. They have four children: Earl Ray, aged 25, a graduate of Gallon High School, is a drug- gist of Delaware, Ohio; Myrtle C, aged 20, is also a graduate of Gallon High School: Clyde, aged 18. educated in Gallon, is storekeeper in Howard's car- riage works at Gallon; May, aged 13, is now attend- ing school. Mr. Lovette is a meinber of B. of L. E. No. 16, and Gallon Lodge No. 186, K. of P. He is a substantial and highly respected, resident of Gallon, having the good will of his fellow engineers and all who know him. GEORGE R. LOWN, Susquehanna. Pennsylvania. Mercantile life attracted George R. Lown immedi- ately after he left school, and for a year he worked as a clerk in a shoe store in Susquehanna. He was AMERICAN LoroMOTU'E ENGINEKKS. GEORGE R, LOWN. WILLIS E. LUCE. 380 ERIE RAILWAY EDITION. born in Deposit, New York, March lo, 1865, and while he was yet a boy his father moved to Susque- hanna, where he was employed as assistant in the sup- ply department of the Erie roundhouse at that place. His father being a railroad man probably influenced the young man to leave his place in the shoe store and accept a position as engine wiper for the Erie. After three years he was transferred to the roundhouse, where he worked as engine repairer and in various other capacities until the fall of 1886, when he was advanced to fireman. Four years' service on the Susquehanna Division prepared him for promotion, and on February i, l8go, he was given an engine and assigned to the freight department between Susque- hanna and Hornellsville. He is a member of Star- rucca Lodge No. 137, B. of L. E., and holds the esteem of his brother engineers, at the same time having the entire confidence of his superiors. Octo- ber 27, 1891. he was united in marriage to Miss Mar- garet Gardner, daughter of William Gardner, a team- ster of Susquehanna. They have had four children, one of whom, Raymond, died in his infancy. The others are Reed. Lulu and William, the baby, who is II months old. Mrs. Lown is a prominent member of the Ladies' Auxiliary to tlie B. of L. E. They live in Mr. Lown's pretty cottage in Susquehanna, and enjoy the respect and friendship of a large circle of friends. WILLIS E. LUCE, Cleveland, Ohio. The career of Willis E. Luce began in Troy, New York, June 22, 1859. He had attended school but a short time when his parents removed to Pleasantville, Pennsylvania, where the}' lived three years; then to Warren, Ohio, for a year, and finally to Cleveland. The young man did not miss any schooling, and at the age of 16 was possessed of a good education. He was given a situation in a furniture factory, where he learned the trade of designer, and then left to take a position as such with the White Sewing Machine Company. After three j'ears of successful work he decided a more active trade would suit his health bet- ter, so he sought and obtained a position as fireman on the Erie. This was in May, 1880, and for the ensu- ing five years he worked as fireman, establishing an enviable record for ability and attention to business. In June, 1885, he was promoted to engineer, and for three or four years ran a yard engine, being then advanced to through freight, which he has run ever since. Mr. Luce has never had a serious accident, and his efficient and able career has won him the ad- miration of his fellow employes and the respect of his superiors. He was married July 10, 1884, to Miss Katheron Hill, daughter of Robert Hill of Little Hocking, Washington County, Ohio. Mr. Hill is one of the oldest residents of the place, and very much respected by all who know him; he commenced life as a poor man, but by strict attention to business has gained the competence he now possesses. Mr. Luce is one of the ablest engineers on the Mahoning Di- vision, and is a member of Devereaux Lodge No. 167, B. of L. E., and for the past thirteen years has belonged to Criterion Lodge No. 68, K. of P. FRANK LYONS, Rochester, New York. The diversified experiences of Frank Lyons have but served to make him better fitted for the position he holds as engineer on the Erie's combination pas- senger and freight, running out of Rochester. Mr. Lyons was born in Avon, New York, on March 8, 1846, and is the son of Patrick Lyons, a farmer, now deceased. After leaving school Mr. Lyons farmed for three years and then went west, engaging in the summer of 1862 as a chain boy for a surveying crew on the Chicago & North-Western Railroad. He worked in this capacity for nine months in the vicin- ity of Fremont, Nebraska, beginning to fire on the C. & N.-W. in 1863. He ran for three months be- tween Chicago and Fulton, Illinois, when he returned east, and for two months worked as a brakeman on the Rochester Division of the Erie. In 1864 he went south and fired an engine between Chattanooga and Nashville for the government, returning north in 1865. For a period of eight months he fired an en- gine on the Oil Creek Railroad, and then for a year and a half ran a stationary engine in the oil country. In 1869 he went to Canada and worked in the oil section there for eight months, returning to Roches- ter the same year. He secured a position as engine wiper on the Erie and in December was advanced to fireman, in which capacity he served on the Rochester Division until 1882, when he was promoted to en- gineer and is now considered one of the best and most reliable on the Division, having had his present run for the past three years. Mr. Lyons is affiliated with Lodge No. 10, B. of L. E., and the C. M. B. A. of Avon. He lives in a brick residence at 80 Glasgow street, and is highly regarded by his fellow citizens and many acquaintances. M. A. LYNCH, Hornellsville. New York. M. A. Lynch began his railroad career as a water boy on the Susquehanna Division of the Erie, and AMERICAN LOCOMOTIVE ENGINEERS. 381 M. A. LYNCH. JEREMIAH J. LYONS. 382 ERIE RAILWAY EDITION. by painstaking cft'ort and able work in each successive position he has held he now holds a run on the El- mira extra, one of the important trains on the Di- vision. His father was a native of Ireland, and on coming to this country settled in Susquehanna County, Pennsylvania, where the subject of this sketch was born November 2, 1851. He attended the public schools of Friendsville, Pennsylvania, until he was 14 years of age and then went to work on the Erie as water boy. In 1870 he was advanced to brakeman, and served in that capacity for one year, when he be- gan firing. Six years of this latter work demon- strated his fitness to handle an engine, and in 1877, he was accordingly promoted. In August, 1890. while running the Elmira extra, he ran into a freight three miles east of Adrian. The freight had broken down and no flagman had been sent to protect the rear of the train. A heavy fog prevailed and Mr. Lyncli did not see the train until they were within a few car lengths. Crying a warning to his fireman, jMr. Lynch jumped to the west-bound track, while the fireman jumped from the right side of the cab into the river. The first few cars of Mr. Lynch's traiir had patent drawheads, the first of the kind used on the road, and this fact perhaps saved his life, as the cars went up on the top of each other, but held together. As it was he was hurt some, but not seriously. Mr. Lynch has been a member of B. of L. E. since 1878, and takes a prominent part in the affairs of the order in the local division. He is also affiliated with the C. M. B. A. of Hornellsville. Mr. Lynch stands high with the officials of the division, and is popular with his fel- low engineers, while in Hornellsville he is regarded as one of its best citizens. daughter living. Mr. Lynch has been second en- gineer of Lodge 47, B. of L. E. He is a member of the Catholic Church, and a man of high impulse and good deeds. TOM LYNCH, Hornellsville, New York. Prominent as a citizen and politician, Tom Lynch is also numbered among the best of the Erie's en- gineers. He was born in Mobile, South Carolina, on November 14, 1844, and left school at 17 to enter the service of the Orange & Alexandria Railroad in Virginia, working as a fireman for one year. In 1862 he secured a position on the Erie, firing on the old Western and Susquehanna Division for three years. In 1866 he was promoted to engineer, and has been running trains 95 and 96 for the past twenty-six years. He could have had other and better runs, but this al- lows him to be at home every night and Sunday, and that is a first consideration with him. Mr. Lynch is a Democrat, was an Alderman for two years, and is a strong influence in the party locally. He was mar- ried in 1865 to Miss Julia Healey, and they have one JEREMIAH J. LYONS, Susquehanna, Pennsylvania. One of the recentl}' promoted engineers of the Erie who gives promise of developing into a runner of great ability is Jeremiah J. Lyons, who was born in Wales, July s, 1863. In 1867 his father, Daniel Lyons, emigrated to America and settled in New- York for a number of years, being now in the employ of the Erie at Cincinnati, Ohio. After receiving his education, Mr. Lyons, then 15 years of age, began work in the Erie shops at Susquehanna as an ap- prentice in the molding department. In 1886 he left the Erie and for a year and a half worked for an axle company at Sayria, Pennsylvania. In 1888 he re- turned to the employ of the Erie as a fireman and for the ensuing five years ran on freight between Hornellsville and Susquehanna. Three years of the five were on passenger and two years on engine 1014 in the Susquehanna yard, firing for Engineer Stanley Squires, whom Mr. Lyons classes as one of the finest men he ever fired for. Since his promotion to engineer, which occurred in January, 1899, Mr. Lyons has been running extra in the freight service. His marriage occurred September 9, 1895, at which time he was united to IMiss Bridget Donahue, daughter of John Donahue, owner and proprietor of the Cassa- wacta House of Susquehanna. This worthy young couple are numbered among the best of Susque- lianna's society and enjoy the friendship of a large circle of acquaintances. .Mrs. Lyons is a member of the Ladies' Auxiliary to the B. of L. P., while Mr. Lyons is affiliated with the C. M. B. A. and Susque- hanna Lodge of B. of L. F.,No. 208, of which he has been Master for one term. ROBERT M'BRIDE, Dunkirk, New York. Robert McBride, son of Abel McBride, a brass and iron molder of Le Roy, New York, was born in that town on April 14, 1835. On leaving school at the age of 14 he secured a position as teamster for a firm of contractors, who w-ere engaged in building the grade for the Erie at Dunkirk. On the completion of this work he secured a place in the extensive stock yards at Dunkirk, working there for nearly six years. He then drove a team a while, giving it up to enter the AMERICAN I.OCOMOTI\-E ENGIXF.l'US. 3S3 ROBERT MlBRIDE. WILLIAM E. McCALLEY. 384 ERIE RAILWAY EDITION. employ of the Erie under Master Mechanic William Cooper, and for the following six months worked in the car repair yards at Dunkirk. He was then pro- moted to running a stationary engine in the round- house, and from that to running a planer in the shops. He then left this branch of the service and was em- ployed as a switchman in the Dunkirk yard for a year, and then was advanced to firing, running with En- gineer Judd on an old wood burner. He held this place a year and then resigned to go as brakeman on the Western Division. For three years he ran be- tween Hornellsville and Dunkirk, and then went back to firing, working on a switch engine in the Sala- manca yards with Engineer Pierce. After a short time he was assigned to road work, and in 1879 was promoted to engineer. After his promotion he made a few trips, but was compelled to give up the work of engineer on account of a double rupture. Since then he has held various positions, such as engine hostler and taking care of engines, and at present is firing a switch engine at Dimkirk and making emergency runs as engineer. He is a faithful and trustworthy employe and is a thorough railroad man. He stands high in the esteem of his superiors and fellow em- ployes, all of whom regret the unfortunate disability that keeps him from advancing according to his merits. He was the second man to enlist in 1861 from Dunkirk, but was rejected on account of his dis- ability. Then, in May, 1864, went out with the militia, to which he belonged, and after thirty days he re- ceived an honorable discharge. His company was also returned and mustered out. In December, 1854, Mr. McBride was married to Miss Elizabeth Fetherly of Sheridan, New York. Three children were born to them, of whom William, aged 44, is a brakeman on the Lake Shore & Michigan Southern; Robert, aged 35. is yardmaster for the Southern Pacific at Oakland, California; Carrie died at the age of 22. Mrs. McBride died March 25, 1888, and was buried in Sheridan. In December, 1891, Mr. McBride was mar- ried to Mrs. Georgiana (Hill) Connor of Henniker, New Hanipshire. Mrs. McBride belongs to the Mystic Circle, Women's Relief Corps, and the Auxili- ary to the B. of L. E. Mr. McBride is affiliated with the A. O. U. M. and B. of L. E. of Dunkirk, having been Second Engineer of the last named lodge for six years. He owns a fine two-story residence at 120 South Beagle street, and is one of Dunkirk's most estimable citizens. Wiliani McCalley, proprietor of grist mills at Bunker Hill, Indiana. He attended public school until he was 18 years of age, acquiring in that time a good common school education. After leaving school he farmed two years and then began his railroad career in the construction and repair department of the "Pan Handle" Railroad. After four months' service he entered the employ of the Wabash Railroad in the bridge building department. He held this position a year and then accepted employment on the Erie with a grading crew. In a short time he was transferred to the machinery department, where he worked in various capacities until October, 1890, when he was promoted to fireman. After eight years of most efficient service as a fireman, he was rewarded with a merited promotion to engineer in December, 1898, since which time he has been engaged in the freight service. Of the Erie's young engineers he ranks among the best, and as he is a careful, conservative runner it is safe to say that he will one day be one of the best on the Erie system. He owns fine prop- erty in Huntington and is a citizen of worth, being esteemed by all who know him. He was married August 2, 1883, to Miss Allie M. Anderson, daughter of George W. Anderson, a stonemason of Hunting- ton, Indiana. They have two bright children, Alonzo v., aged 13, and Frank C, aged 6, both of whom are attending school. Mr. McCalley is a member of William Hugo Lodge No. 166, B. of L. F. WILLIAM E. M'CALLEY, Huntington, Indiana. William E. McCalley was born in Miami County. Indiana, on February 17, i860. He is the son of WILLIAM H. M'CANNON, Susquehanna, Pennsylvania. The thirty-eight years William H. McCannon has been an Erie employe encompasses a rise from bridge watchman to the position of engine tester for the Eric Railroad, one of the most important within the gift of the road, for the judgment of this man deter- mines the fitness of the engines for use when they come from the shop after being repaired, or from the factory, trembling from the strain of their first steam. The son of a blacksmith and pioneer of Broome County, New York, Mr. McCannon was born in Kirkwood, that state, March 13, 1841. He at- tended school in his native town until 14 years of age, when, having acquired an education that was far above the average, he entered upon his active and successful career by learning the blacksmith's trade at his father's forge. He followed this avocation for four years, abandoning it then to accept a place as bridge watchman for the Erie at Susquehanna. A position of this kind did not accord with his active disposi- tion, and. being capable, he was soon advanced to a place in the freight house. .A year later he was again AMERICAN LOCOMOTIVE ENGINEERS. 3gS Wll.LlA.M II, McCANNON. TiMOTtTY McCarthy. 386 ERIE RAILWAY EDITION. advanced to the motive department and began firing between Susquehanna and Hornellsville. Here his real genius began to assert itself, and the five years he fired — two years on freight and three years on passenger — gave him one of the finest records ever made by a fireman on the division. His promotion to engineer in 1868 was but a reward to his merit, and the eighteen years he ran freight between Hornells- ville and Susquehanna stamped him as one of the most efficient and thoroughly trustworthy men that the company had in its employ. During this period he was frequently called for passenger duty, and is now entitled to a passenger run should he choose to return to the ranks. His promotion twelve years ago to engine tester demonstrates not only his thorough knowledge of engines and what they should be capa- ble of doing before being entrusted with the hauling ■of precious human lives and valuable merchandise, but shows that the company regards him as a man on whose judgment they can rely. This position requires that he be siinply perfect in his knowledge of en- gines, and his record demonstrates that he is. Since his promotion he has undoubtedly handled and run more locomotives than any man living. He is the proud possessor of many letters attesting his good judgment and general efficiency, and during the Cen- tennial received a telegram from the Superintendent complimenting him for a good run he made from Hornellsville to Susquehanna with train No. 12, pull- ing twenty-two coaches, with two train crews and but one engine. Mr. McCannon is highly esteemed by his brother engineers and fellow workmen gen- erally. He is now and for the past seven years has been Chief of Starrucca Division No. 137, B. of L. E. His popularity and high standing along the entire road ■was attested by his election to the office of General Secretary of the Board of Adjustment of the entire Erie system. He is also Chairman of the Local Board of Adjustment, and is affiliated with the Cana- wacta Tribe of Red Men of Susquehanna. Mr. Mc- Cannon was elected delegate to represent Divisions 1,37 and 468 in the B. of L. E. convention at Atlanta. Georgia, in 1892; was re-elected to represent them at St. Paul in 1894, at Ottawa, Canada, in 1896, at St. Louis in 1898, and still stands as their representative to the Grand International Division of the B. of L. E.. at the present time, succeeding himself in office each time. On December 24. 1863, he was united in marriage to Miss Mary Caroline Badgely, the accomplished daughter of N. W. Badgely, a prominent contractor of Susquehanna. Three children have been born to them, but one of whom survives. Frederick E., died in infancy; Harry E., aged 32, learned the machinist's trade and is now a fireman on trains No. 7 and 10; William B. met with accidental death at the age of 18, being shot while camping with a picnic party, the regrettable accident happening while a num- ber of the party were shooting at a mark, his death occurring twenty-four hours afterward. Mr. Mc- Cannon owns a beautiful home, which is presided over with grace by his wife. She has two brothers, both of whom are railroad engineers, and belongs to the Ladies' Auxiliary of B. of L. E. She is County Superintendent of the railroad work of the Women's Christian Temperance Union, and has done a vast amount of good in the cause, eliciting the praise of her co-workers and church people in general. Mrs. Mc- Cannon is a writer of considerable ability, having con- tributed many interesting articles and entertaining stories to different magazines and other periodicals, particularly the Engineer's Journal. TIMOTHY M'CARTHY, Sharon, Pennsylvania. Born in Corry, Pennsylvania, INIarch i, 1864, Tim- othy McCarthy attended school until he was 14 years of age, when he secured a position as section hand on the Atlantic & Great Western. Three years later he was advanced to section foreman, a position he held for seven years, when he was transferred to the me- chanical department and promoted to fireman. For the ensuing three years he fired freight and then was advanced to passenger, on which he fired until Sep- tember I, 1897, when he was promoted to engineer. Since that time he has fired regularly and worked extra as engineer. His father, Michael McCarthy, was an employe of the Erie, and worked on the grading crew. He helped the road when it was known as the A. & G. W., and had been in the service of the eompany twenty-two years when he was killed in a hand-car accident near Sharpsville, Pennsylvania, June 17, 1882. He with others of the crew were re- turning from their work when their hand-car was struck by a train. Mr. McCarthy's father was so badly injured that he died two days later. Mr. Mc- Carthy's mother is living in Sharon, and at the age of 78 is hale and hearty, and does her own housework without aid. While firing freight for H. E. Dill on a double header both engines turned over just as they were going into Pytnatuning, but happily both en- gine crews escaped injury, Mr. IMcCarthy being thrown through the window. He has the enviable reputation of being one of the best firemen on the Malioning Division, and shows marked ability when he occupies the other side of the cab. He was mar- ried November 26, 18S9. to Miss Annie T. Clark, daughter of Andrew Clark of Sharpsville, Pennsyl- vania. Three children have been born to them, one daughter and two sons: I\Iay Ellen, aged 8; Michael AMERICAN LOCOMOTIVE ENGINEERS. 387 JOHN A. McCAULEY. CLEM A. McCLOSKEY. 388 ERIE RAILWAY EDITION. James, aged 7, who arc attending scliool, and An 1845. Mr. Mills worked as a farmer imtil he was 22 years of age, then entering the employ of the Atlantic & Great Western as a brakeman. On November 18, 1868, he began to fire on the Erie, running on the old Western Division, now the Allegheny Division. He was promoted to engineer in January, 1877. and in 1890 was advanced to passenger work, at the present having a run on trains 7 and 10. Mr. Mills joined Lodge No. 47, B. of L. E., in 1878, and has held several minor offices. He also belongs to the Maccabees: Lodge No. 331, F. & A. M.; Steuben Chapter No. loi, and De Molery Commandery No. 22. In 1869 Mr.Mills was married to Miss Olive A. Taylor of Allegheny County, New York, and they have one son, Leon, aged 26. AMERICAN LOCOMOTIVE ENGINEERS. 409 ALBERT MOORE. GEORGE H. MOORE. 410 ERIi: RAILWAY EDITION. JAMES H. MINER, • Cleveland, Ohio. On June j8, 1861, James H. Miner was btirn in the town of North Royalton, Ohio, where he attended school until he was 18 years of age. Having reached the limit of the sttidies taught in the district school, he abandoned study and started to work in a cheese fac- tory at Talmage. Two years later he went to Cleve- land and for si.\ months drove a park wagon for Peck & Co. He then secured a situation as salesman with Woods, Perry & Co.'s lumber yards, where he remained until August 31, 1882, when he went to work on the Erie as a fireman. He was particularly fitted for the work and consecjuently made rapid advance- ment. After three years on freight and one year on passenger he was promoted to engineer January 6, 1886. For two years he had charge of a yard engine in the Cleveland yards, and then was advanced to road work in the freight service, at which he still con- tinues. He has been fortunate in having no accidents and his associate engineers class him high among their number, while by the officials he is regarded as a careful and able engineer. He was married June 14, 188,?. to Miss Lena Vanglist of Cleveland, and they have an interesting family of four children: Frank and Willie are twins, aged 13: Mable is 10 years of age, and Eddie 7, all of whom are attending school. Mr. and Mrs. Miner have been called upon to mourn the death of twin daughters and also a son, James. Frank and Willie are accomplished instrumental musi- cians, and the two younger children have soiue talent in that direction. Mr. Miner owns nice residence property at 16 Welleslcy place, and is an enthusiastic member of Devereaux Lodge No. 167, B. of L. E. JOSEPH MITCHELL, Meadville, Pennsylvania. (Deceased.) June 6, 1887, paralysis caused the death of Joseph Mitchell, and thus a happy Meadville home was de- prived of the presence of a good, indulgent husband and father, and the Erie lost one of her best and oldest engineers. Mr. Mitchell was born in Maquam, Canada, March 6, 1825, and his younger days were spent as a sailor on Lake Champlain. In 1852 he be- gan his railroad career as a switchman on the Ver- mont Central, but after a few weeks he was advanced to fireman, wdiich position he held for three years. In 1855 he went to Port Jervis, New York, where for six years he worked as hostler for the Erie. He was promoted to engineer in 1864, and ran out of Mead- ville from that time until his death. He was a mem- ber of B. of L. E., Division 43, and very popular with his fellows and the officials of the division. In 1850 Mr. Mitchell was married to a popular young lady of Whitehall, New York, and eight children were born to them: Alexander is 40 years of age, and an en- gineer at Big Springs, Texas, having received his promotion while in the employ of the Erie; Katherine, aged 46, the wife of Samuel Cochrane, an Erie en- gineer; Mary, aged 42, the wife of Frank Smith, a farmer of Crawford County, Ohio; Sophia, aged 21 months at death; James, died at the age of 2 years and 4 tiionths; Charles, aged 31, married to Clara Minyon, and a fireman on the P., B. & L. E.; Mar- garet, aged 29, a tailoress who resides in Meadville; Lew-is, aged 23, a fireman on the N. Y., N. H. & H. R. at New London, Connecticut. Mrs. Mitchell still lives in Meadville, and though quite advanced in years is quite active and hearty. ALBERT MOORE, Jersey City Heights, New Jersey. During the recent war with Spain we have heard much in praise of the "men behind the guns;" so nuich, indeed, that we are likely to forget that there were "men behind the guns" in the late civil war, un- less the matter is called to our attention. Albert ^Nloore, now one of the Erie's competent engineers, does not impress one as a man who would calmly shoot a cannon ball through the side of a ship, but he has changed greatly since the days of '64 and '65, when he was fighting on the Marblehead under Ad- miral Farragut for the preservation of the Union. Mr. Moore was born in Newark, New Jersey, 2\Iarch IS, 1844, and fitted himself for the active duties of life by acquiring a good common school education. On September 15, 1865, after leaving the marine serv- ice, he was employed by the Erie as fireman, serving in that capacity until 1871, wdien he was regularly pro- moted to engineer, although he had been running extra for a year previous to this. He ran freight be- tween Port Jervis and Jersey City and Newburgh for several years and then was assigned to a switch en- gine, which he is running at the present time. He is regarded as a highly efficient engineer, with not an accident to mar his long record of thirty-five years with the Erie. In 1866 he was married to Miss Mary F. Day, daughter of Christian Day, an iron manu- facturer and retail dealer. They have four children living and one dead: Nettie is the wife of Albert Scott; Gertrude, a prepossessing and clever young lady, lives at home, as do George and Emma. Mr. AMERICAN' LOCOAIOTIVE ENGINEERS. 41t BRISON H. MOORE. BYRON C. MOORE. 412 ERIE RAILWAY EDITION. Moore is a mcnilicr of Van Houten Post No. 3, G. A. R., while liis wife belongs to the Garfield Circle, Auxiliary to the G. A. R., and to the Methodist Church, which is attended also by the rest of this charming and hajipy family. BYRON C. MOORE, Susquehanna, Pennsylvania. Byron C. Moore, wdio is now running freight be- tween Susquehanna and Hornellsville, received his promotion at the extreme youthful age of 19, having demonstrated his entire fitness for the responsible position by firing two years and ten months, one year of which was on passenger. The son of Charles B. Moore, a prominent farmer of Susquehanna County, Pennsylvania, he was born in Alontrose, that state, August I, 1870, and attended both public and high school in his native town until he was 16 years of age. Equipped with a fine school education, he began his active life as a hammer boy in the Susquehanna shops, and six months afterward he was advanced to fireman. His natural ability and desire to succeed soon placed him among the best of fireman, and on July I, 1890, his efificient service was rewarded with promotion to engineer at an age when few men are trusted with a locomotive. Since his promotion he has run exclusively on freight between Susquehanna and Hornellsville, and has many times demonstrated his ability and judgment as an engineer. Mr. Moore is a member of B. of L. E., Division 137, and is very popular with his brother engineers. Being single he resides with his widowed mother in Susquehanna, and is one of the city's rising young men who has a fine future before him. BRISON H. MOORE, Susquehanna, Pennsylvania. The records of the Erie will show the promotion of several very youthful firemen to the important posi- tion of engineers, and among the younger of that number appears the name of Brison H. Moore, who was transferred to the right-hand side of the cab when he was a few months past 19 years of age. Mr. Moore is the son of Charles B. Moore of Montrose, Pennsylvania, in which city he was born February 17. 1869. He is the possessor of a fine education, having attended closely to his studies until he was 16 years of age. He then entered the service of the Erie as a machinist's heliu-r. and after working in the shop six months he was advanced to fireman. Here his genius was fully shown, and as he was reliable besides being competent, he was promoted to engineer in the fall of 1SS8, after firing but two years, the last year being on passenger trains Nos. i and 8. between Hornells- ville and Susquehanna. Since his promotion he has been running freight between Hornellsville and Sus- quehanna, and he is regarded as one of the best run- ners and most reliable engineers on the division. He is a member of Starrucca Lodge No. 137, B. of L. E., and is a brother of Byron C. Moore, an engineer also running out of Susquehanna. ]\Ir. Moore is unmar- ried and is a social favorite in the city's polite circles, as well as on terms of friendship with his fellow em- ployes. GEORGE H. IMOORE, Hornellsville, New York. George H. Moore was born in Dunkirl<. New York, October 10, 1841, where his father. W. P. Moore, was engaged in the hotel business. He attended school until he was 15, and from that time until 1861 worked in his father's hotel, the "American." He began his railroad career as a fireman on the Erie in 1861, and ran on what was then the Western Division until 1864, when he went south in the employ of the gov- ernment, and while not enlisted as a soldier, did yeo- man service as an engineer, with headquarters at Huntsville, Alabama. February i, 1865, he returned north and re-entered the service of the Erie. He ran freight on the old Western Division until 1879. when he was promoted to a passenger run. He has run successively the accommodation on this division, Nos. 3 and 12, the Wells-Fargo limited, and for some years has had the run on 3 and 12. He is a communicant of the Episcopal Church; a member of the Masonic order; B. of L. E., Division 47. formerly 67, of Dun- | kirk, and was Secretary of this division for many ' years; he also belongs to the LJnited Workmen and Royal Arcanum. In his long career on the footboard Mr. Moore has had many exciting adventures, but has never been injured. He was married to Miss Lucy Loop at Dunkirk, New York, on February 19, 1867. Miss Loop's father was D. P. Loop of that place. Both he and a son, George D. Loop, were gallant soldiers of the civil war, belonging to the 9th New York Cavalry, and met their death on the field of battle. Mr. and Mrs. Moore have had three chil- dren, two of whom are living: William D., the elder, is a hotel man of Bucyrus, Ohio, while George L., the younger, is a civil engineer on the Allegheny Di- vision of the Erie. Mr. Moore is a man of fine pres- ence and a general favorite with his host of acquaint- ances. AMERICAN LOCOMOTIVE ENGINEERS. 413 DAVID MORGAN. JOHN B. MURPHY. 414 ERIE RAILWAY EDITION. GEORGE W. MOORE, Jersey City, New Jersey. The subject of this sketch was born in Newark, New Jersey, April 17, 1836, where his father, Frederick Moore, who was an old settler of that place, ran a hotel. Mr. Moore attended the public pay school of his native city until he was 16 vcars of age, when he en- tered the employ of the old Morris & Es- sex Railroad. now the Delaware, Lacka- wanna & Western, as a painter in the repair shops at Newark. Some time later he changed his avocation to that of a vvood passer on the same road, in which capacity he worked for six months. He then left for the west, securing a position as fire- man on the ISIichigan Central Railroad, his run being from Michigan City to Chicago. After two years he returned east and entered the employ of the Erie as engineer, in which capacity he has worked ever since to the entire satisfaction of his superiors. Mr. Moore has never had an accident during his career as an engineer, which speaks well for his carefulness during the thirty-six years he has been in the employ of the Erie. He is now running a switch engine in the yards at Jersey City, and by the nature of his work is enabled to be much at home, which is pleasing to Mr. Moore, being a decided home man. He was united in marriage in i860 to Miss Hester A. Nor- wood, daughter of Elias Norwood, a wood turner of Newark, and they have one child, Arline F., now Mrs. William H. Brown of Orange, New Jersey. Mr. Moore is a member of Farnsworth Lodge, I. O. O. F., of Jersey City; Royal Arcanum, and of Lodge 135, B. of L. E., of Jersey City. He is a popular man among his fellow workmen, and has the esteem of his many acquaintances in Jersey City, where he has lived for many years. DAVID MORGAN, Carbondale, Pennsylvania. The career of David Morgan demonstrates clearly that success awaits every one who perseveres and who has constantly in mind the betterment of his sta- tion in life. The son of Griffith Morgan, a miner of Wales, he was born in that country, April 20, i85i. His father moved to the United States shortly after his birth, and David had the benefit of the public schools until he was 10 years of age. At that time he began work as a slate picker on the breakers for the Delaware & Hudson Coal Company at Carbondale, and worked in that capacity for four years. For the ensuing year he drove a mule in the mines, and then went to work for the Gravity Road as an oiler. Two years later he entered the service of the De'aware & Huds< ri. and for three years worked as a blacksmith and in other capacitii f In 1881 he was employed by the Erie as a galv; nizer, and after six months he was advanced to firenian. Having always made it a rule to do his work well, he carried this quality with him in his new vocation, and after five years of efficient service he was promoted to engineer. Since the spring of 1886, or for the past thirteen years, he has run an engine in the freight service of the Erie on the Jefferson Division, and he is as competent and able a runner as any on the division. He was united in marriage September 9. 1880, to Miss Libby A. Mathews, daughter 01 Peter Mathews, a farmer of W^iyne County, Penns-ylvania. They have one child, John M. Morgan, agt i 16, who is a clerk in a large clothing establishment at Carbondale. Mr. Morgan is a member of the B. of L. E., Division 468, and was Second Engineer of the division for two terms. He owns a fine residence on Salem avenue, and is one of Carbondale's most substantial citizens. PHILIP E. MORRISON, Meadville, Pennsylvania. Philip E. Morrison was born in Transfer, Mercer County, Pennsylvania, August 19, i860, and is the son of Philip Morrison, a prominent farmer of Mercer County. He assisted on the farm and attended school until he was 19 years of age, when, having decided to make farming his future occupation, he devoted him- self to that work until August 19, 1885, when, being offered a position as fireman on the old New York, Pennsylvania & Ohio, he accepted the same and bade farewell to farm life. He fired three years on freight and the same length of time on passenger, when, on August 4, 1891, his steady and efficient service was rewarded by promotion to engineer, since which time he has been running on through freight. Mr. Pilor- rison is known as one of the Erie's most conservative and efficient men and has the regard of all whose pleas- ure it is to know him. He has never been injured, although it has fallen to his lot to be in a number of wrecks, the most serious of which occurred at War- ren, Ohio, when train No. 14 ran into an open switch and collided with train No. 35, engine 17.2, which was on the siding waiting for No. 14 to pass. Engineer Charles Fessenden and Fireman Adsit of No. 14 were seriously injured, but Mr. Morrison, who was firing on No. 35, and his engineer were unhurt. On De- cember 19, 1884, Mr. Morrison was united in marriage to Miss Ella Cramer, daughter of Abraham Cramer, a prominent farmer of Orangeville, Trumbull County. Ohio. Four children have been born to them, one of whom, Blanche M., died at the age of 4 years and 3 AMERICAN LOCOMOTIXE EXGINEERS. 415 JAMES 11. liruPIlY. MOSES MYERS. 416 ERIE RAILWAY EDITION. months. Maude E., aged 13 years, is attending school, as is Genevieve, aged 6 years, while Lizzette, aged 18 months, is the baby. Mr. Morrison is a mem- ber of B. of L. E., No. 43, and B. P. O. E., Mead- ville Lodge No. 219. He owns fine property in Mead- ville and is universally respected. JOHN MULVEY, Youngstown, Ohio. John Mulvcy is a native of Canada, having been born in the City of Toronto in June. 1859. His parents moved to Youngstown, Ohio, when he was 6 years of age, and there he received his education, going to work in a grocery store when he was 12 years of age. He left this place to accept the position of call boy on the Erie, and after a short time was promoted to office boy and helper in the roundhouse. In February, 1881. he was promoted to fireman, and after five years', 'of efficient service was raised to the rank of engineer,, having run regular ever since. Mr. Mulvey is a member of Friendship Lodge No. 329, and owns con- siderable real estate and other property in Y'ovmgs- •toVn, where lie is regarded as a substantial and re- spected citizen. Mr. ^lulvey's mother, who is 67 years of age, resides with him. ; JOHN B. MURPHY, Gabon, Ohio. No engineer in the employ of the Erie can show a clearer record than John B. Murphy, who for the past twenty-four years has been an employe of this great system. He was born in Dayton, Ohio, No- vember 15, 1859, and is the son of John Murphy, who still lives in Dayton, and is also an employe of the Erie. Mr. JIurphy attended school until he was 15 years of age, acquiring a good common school edu- cation, after which he worked a year as an apprentice in the Dayton machine shops. He secured a position on the Atlantic & Great Western in 1875, firing an old wood burner in the Dayton yards, and after firitig freight for five years and passenger three years was promoted to engineer in August, 1883. For fifteen years he was engaged in the freight service, when his ability was further rewarded by promotion to the fast and important run on the passengers known as Nos. 1 and 12. This run he has now had one year. He has never had an accident of any kind, and has never received a reprimand from his superiors. In September, 1886, he was married to Miss Josephine Downey, daughter of John Downey, a prominent farmer of Owensboro, Kentucky, who was an early settler of that state. They have no chil- dren. Mr. Murphy is a member of B. of L. E., Di- vision 16. He owns fine property in Gallon, and is well liked by all his acquaintances. A notable occur- rence happened on June 22, 1880, while Mr. Murphy was firing between Gallon and Dayton. On that day the road, which was then the Atlantic & Great West- ern, was being narrowed, and Mr. Murphy left Day- ton at 8 a. m. on a narrow gauge engine and arrived at Gabon at 5 p. m., making an average of fifteen miles an hour, and only at one point were they delayed by the men who were narrowing the track. JAMES M. MURPHY, Gabon, Ohio. James M. Murphy was born in Jersey City, New Jer- sey, November 11, 1857, where his father, Patrick Mur- phy, a railroad man, was in the employ of the Erie for a number of years previous to moving to Urbana, Ohio, in i860. After attending school until he was 18 years of age the young man started out into the world to find emplo\'ment and look after himself. He farmed a short time, but soon abandoned that voca- tion and entered the eniploj' of the Erie, working in the transfer freight house at Urbana. In 1876 he went to the hoist and worked there two years, when he was placed in charge of it at night. He continued in that capacity until 18S1, when it was taken down, and then he went to firing a switch engine in the yards at Urbana. After about a j'car he was transferred to road service, in which he continued two years, when he was promoted to engineer. Since January. 1884, he has been continuously in the freight service, with oc- casional extra passenger duty. He is well known as a highly competent engineer and has made a record for himself as a man of judgment and ability in tight places. Thus it is that he has never had a wreck of any kind in his career on the footboard. On one oc- casion, when he was pulling the second section of traip. No. 18, on the Third Division, the train broke into three parts. Mr. Murphy's careful work in catching the cuts averted serious damage, and after the broken parts had been chained up the train proceeded on its way. He was married February 8, 1888, to Miss B. Anna Graham, daughter of Wiliam Graham, a farmer of near Piqua, Ohio, and two children have come to make their home pleasant. Wilbur J., aged 9, is at- tending school, while Virgil C, aged 3, is the baby. Mr. Murphy owns fine residence property and is a highly respected citizen of Gallon. He is a member of B. of L. E., Division 16; C. K. of O., Branch No. 107. and Crawford Court, Tribe of Ben Hur. AMERICAN LOCOMOTIVE ENGINEERS. 417 PATRICK F. MURPHY, Huntington, Indiana. Patrick F. Miirphj- was born in Dunkirk, New York, January J4, 1857, and is the son of Francis G. Mur- pliy, an employe of the Erie at Dunkirk. After re- ceiving a common school education the young man secured a position as a stationary engineer, and after filling that position for eighteen months he entered the Brooks Locomotive Works at Dunkirk as an ap- prentice. After five years' service with this company he accepted a position as machinist in the Chicago, Rock Island & Pacific Railroad shops at Stewart, Iowa, where he remained one year, and then returned east and entered the grocery business at Dunkirk. A year later he sold his grocery and accepted a position as fireman on the Erie under Master Mechanic Ack- ley. After firing a short time he was advanced to roundhouse hostler at Huntington, but soon went back to firing, and after serving three years in tliis capacity was promoted to engineer in 1885. He was assigned to a switch engine at Marion, where he remained twelve years, being recently transferred to tlie Huntington yards. He was married Novem- ber 6, 1886, to Miss Alice Catherine Kintz, daughter of Thomas J. Kintz, a prominent farmer of Hunting- ton County. Indiana. Mrs. Murphy is a member of T. B. H. Lodge of Huntington, and takes considerable interest in social affairs. Mr. Murphy is a property owner of Huntington, and is an influential citizen, who is widely respected. He is a member of B. of L. E., Division 221, and A. O. H. of Huntington. MOSES MYERS, Carbondale, Pennsylvania. On December g, 1856, Moses Myers was born in Orange County, New York. His father, Benjamin Myers, was a pioneer farmer of that section of New York State, and the young man attended the district school near his home until he was 15 years of age. Ht then engaged actively at farming and followed it until 1875, when he went to work in the Erie car shops at Port Jervis as a car repairer. He remained there eighteen months and then was advanced to fireman. In this capacity he served seven years, six on freight and one on passenger, running between Port Jervis and Susquehanna and Carbondale. He was promoted to engineer on what some might think an unlucky date— September 13, 1883, but Mr. Myers has never had any occasion to be superstitious, for during the sixteen years he has run an engine he has never had an accident, and his ability and judgment have won him a place of high regard with the officials of the Jefferson Division, while there are none more popu- lar with their fellow workmen than he. He was united in marriage with Miss Maggie Silsbee, daughter of Louis Silsbee, a merchant of Lackawanna County, Pennsylvania. They have one child, Jennie, a bright miss of 14, who is attending school. Mr. Myers is a member of B. of L. E., Division 468, and has been a subordinate officer of the order. Mrs. Myers is a charter member of Division 120, B. of L. E. Auxili- ary. This worthy couple are two of Carbondale's most respected citizens, and are popular in society as well as with their acquaintances generally. WILLIAM J. MURRAY, Briar Hill, Ohio. Born in Cleveland, Ohio, November 19, 1868, Will- iam J. Murray became a call boy on the Erie at the age of 14. Two years later he was advanced to a posi- tion in the store room, where he served three years. He was then given a position as fireman, and after firing a few months was transferred to work in the roundhouse. Si.x months later he was again put to firing, and after ten years of efficient service was given a merited promotion to engineer, having run since in the freight and yard service. Mr. Murray was married November 22, 1898, to Miss Jennie Mc- Cannon of Youngstown, daughter of Mrs. McCan- non, who owns the Colonnade Hotel, which is the chosen home of many Youngstown engineers. CLARENCE J. NEAL, Meadville, Pennsylvania. Clarence J. Neal was born in Putney, Vermont, September 19, 1859, and began his railroad career in January, 1876, as a fireman on the Atlantic & Great Western, running out of Meadville. He was pro- moted to engineer in January, 1883, and for the past two years has run trains 93 and 102. He is a mem- ber of Lodge No. 43, B. of L. E., and is regarded as one of the best runners on the division, never having any accidents of consequence. His father was Charles Neal, a contracting carpenter of Putney, Vermont. WALTER E. NEARPASS, Port Jervis, New York. Walter E. Nearpass, although one of the younger engineers of the Erie, is nevertheless one of its most 418 ERIE RAILWAY EDITION. careful and painstaking men, and if there is anything to be said in favor of the "law of heredity" it is to that, perhaps, that we must look for the explanation, for he comes from good old Dutch — Holland Dutch — stock, on both sides of the house, and that is a stock which is cautious, but — once being sure — always goes ahead and "stays with it." Born at Mill Rift, Pike County, Pennsylvania, on October 25, 1865, he ob- tained his schooling, up to the age of 16, in Port Jervis, and then went to work to learn the plumbing and tinsmithing trade, at which he was employed for six years in Port Jervis. Following this, in August, 1887, he went to work as a fireman on the Erie, at the beginning being an extra man, running "first in and first out" on the New York Division, but soon get- ting a regular run on the Port Jervis "pick-up." He was not destined, however, to follow firing for a very long time, for but a little over three years had passed when, on October 17, 1890, he was promoted to engineer and went to running extras for the New York Division, where he still remains. Just as soon as he was eligible to join the Brotherhood of Loco- motive Engineers he did so, his membership of Di- vision 54 of Port Jervis dating from the latter part of 1891. He is also a member of Deer Park Council No. 56 of the Royal Templars of Temperance of Port Jervis. Mr. Nearpass was married on December 20, 1887, to Miss Frances A. Ogden, at Otisville, Orange County, New York, and Mr. and Mrs. Nearpass are now living happily with their three children — two girls and a boy — at Matamoras, Pennsylvania, across the Delaware from Port Jervis. During his life as a railroad man Mr. Nearpass has been singularly free from accident. He has never been hurt himself, nor has he ever injured either a trainman or a passenger, save in one instance where a brakeman slipped on the ice and lost his hand, not, however, through any fault of Mr. Nearpass. Once his engine, for some un- explained reason, ran off the Newburgh switch and turned over on her side, fortunately without injury to any one, and on another occasion, a block being out of order, he all but ran into the train ahead of him, a serious wreck being avoided by a margin of a very few feet. Mr. Nearpass is a man very much interested in his calling, anything in the line of machinery and mechanics appealing to him very strongly, so much so that it is not at all a matter of conjecture that one of these days he will be heard from either as an original inventor or as the author of improvements in machinery which will be noteworthy. He is built of the kind of stuff that makes successful men, and if constant attention to the details of his business will bring advancement it goes without saying that he will go far, for these are the things that count. GORTON NELSON, Buffalo, New York, Gorton Nelson, of Scotch and Irish parents, was born at Attica, Wyoming County, New York, in 1863. Here he attended school until the age of 14, when he began his business life as clerk in a grocery store in his native town. This he left to follow in the footsteps of the father of our country, and carried the rod for Mr. W. A. Haven, Assistant Chief En- gineer of the Erie. This work finished young Nelson began firing, August 5, 1882, on the B. S. W. D., in both freight and passenger service; on January 8, i88,^ he was transferred to the Buffalo Division, where he was made passenger fireman on Septem- ber 19, 1899, firing for Henry Schilling, who is men- tioned in another part of this book. Just one year after this last transfer, he was promoted to the grade of engineer, running freight on the rounds between Buffalo, Hornellsville and Niagara Falls. While it is useless to say that Mr. Nelson never had any minor accidents, as the saying is that "it costs money to make engineers," yet his record shows that he has never had an accident of moment, and, although one of the youngest engineers in the service of the road, he is credited with being as careful and efficient a man as any in their employ. Mr. Nelson, almost need- less to say, is a member of the Brotherhood, and has been one for over six years, and has already, although so young a man, held the office of Chaplain with credit to himself and satisfaction to his fellow mem- bers. He has also held the position of First Engineer in that body, and was elected alternate member of the Legislative Board, serving last year in the place of i\Ir. H. W. Clendenning. He is a true Brotherhood man, first, last and always. Judged by the standard of his career during the last seventeen years, Mr. Nelson has ahead of him a life of honorable advance- ment in his chosen profession, and his name will doubtless be heard in the future achievements of the Brotherhood. Mr. Nelson was married on the 23d of December, 1890, to Miss Cora Kriegelstein of At- tica, who presides with innate hospitality at their home at 403 South Division street, Buffalo. WILLIAM C. NEWBERRY, Salamanca, New York. William C. Newberry has been in the employ of the Erie for thirty-seven years, having begun his connec- tion with the road when it was being constructed. The son of Harvey C. Newberry, a farmer of Kent, Ohio, AMERICAN LOCOMOTIVE ENGINEERS. 419 WALTER E. NEARPASS. GORTON NELSON. 420 ERIE RAILWAY EDITION. he was born on a farm near that town, November 24, 1837. He attended school and worked on the farm until he was 18 years of age. when he devoted his entire time to tilling the soil. In March, 1862, he was engaged to take a drove of eighty horses to Mead- ville and Corry, Pennsylvania, which were to be used in the grading of the Erie Railroad west of Corry. After delivering the horses he was engaged by the contractors to buy feed for them and see that it was delivered as per contract. He was employed in this way until all the grading was done and ready for the track to be laid, and then for some time was en- gaged in superintending the reshipping of the rails at Corry. When the road was completed in the winter of 1862, he was employed as fireman, and worked in that capacity until the spring of 1865, when he was promoted to engineer. After running two years he was transferred to the machine shops for four years, at the end of which time he recommenced running and has since continued, being advanced from time to time until now he holds a run on Nos. 3 and 8, two of the most important trains on the Meadville Division, east. Mr. Newberry had a collision in 1880, about a mile west of Venango, but it was of small im- portance, no one being hurt and but litle damage done. It is the only accident he has ever had, and considering that at some time he has pulled every train on the division demonstrates the ability and judgment that is rightfully his. He has on many oc- casions been complimented by the officials for his efficiency and numerous fast runs. In the spring of 1864 Mr. Newberry was married to Miss Emma J. Williams, daughter of Daniel W. Williams, a foundry and machine manufacturer of Jamestown, New York. One child was born to them; John A., 31 years of age, now married to Mary Montgomery, and runs a dining car on the Hudson River Railroad. Mrs. Newberry died November 15, 1879, and on December 13, 1885, Mr. Newberry was united in marriage to Mrs. Sara G. Boies, daughter of Harry Goodell of Corry. Mr. Newberry owns fine residence property in Salamanca, and is a prominent member of Division 43, B. of L. E., having been a member of the Grievance Committee for this Division. D. S. NILES, Hornellsville, New Y'ork. One of the most pleasant homes in Hornellsville is that of D. S. Niles, a highly competent engineer of the Erie Railroad. Mr. Niles was married in Septem- ber, 1881, to Miss ^largaret Crane, an accomplished lady of Allegheny, New York, and their union was blessed by two children, one of whom. Hazel, sur- vives and is the sunshine of this happy home. Mr. Niles was born January 6, 1856, in Bradford, Penn- sylvania, and secured his education in the public schools of Meadville, Pennsylvania. After leaving school he worked as an oil well driller for some time and began his railroad career in 1886 as a fireman on the Susquehanna Division, where his work was of such a high character that he was rewarded by pro- motion to engineer after four years' service as fire- man. He began to run in January, 1890, since which time he has done duty as a freight engineer and his work has always been so ably and efticiently per- formed that he has won a place of high regard with the officials of his division. He is a prominent mem- ber of Division 47, B. of L. E., having been Third As- sistant Engineer several times. Mr. Niles is well thought of by his brother engineers and is regarded as a citizen of worth by his neighbors in Hornellsville. JAMES A. NORRIS. Carbondale, Pennsylvania. James A. Norris was born in Port Jervis, New York, on May 12, 1868, and after attending school until he was 13 years of age, secured a position as office boy on the Erie, which he held for two years. He then worked as galvanizer and wiper in the round- house three years, going on the road as fireman in 1886, and being promoted to engineer in 1890, since when he has run in the freight service, principally on the Jefferson Division. Mr. Norris was married March 27, 1889, to Miss Jessie Beach, daughter of Ben- jamin Beach, a farmer of Wayne County, Pennsyl- vania. They have one child, Lois A., aged 8 years. Mr. Norris is a subordinate officer of Lodge No. 468, B. of L. E., and owns a pleasant residence in Carbon- dale. FREDERICK K. NORTON, Nyack, New York. Mr, Norton was born in New York City on Decem- ber 13, 1857, but received his schooling in Passaic, New Jersey, where he attended school up to the age of 16 years and 6 months. His first employment was as clerk in a shoe store, which occupation he followed for a year, and then entered the employ of Reed & Barry as messenger between their dye and print works at Passaic and their New Y^ork office. Here he remained for ten months and then passed into the employ of Groocock & Co., 950 Broadway, New York, in the parquetry and wainscoting business, AMERICAN LOCOMOTIVE ENGINEERS. 421 WILLIAM C. NEWBERRY. D. S. NILES. 422 ERIE RAILWAY EDITION. with whom he remained two months, leaving this posi- tion to accept a situation with the Erie Railroad as fireman. His service with the Erie dates from Janu- ary 25, 1877. At first he was set at firing extra on the Eastern Division and in the Jersey City yard, then was made extra fireman on freight, and while on the Eastern Division he fired, at different times, for M. M. Rounds, Hosea Hammond, William Lewis, Will- iam Buchanan and Isaac Stansbury. On February II, 1879, he was transferred to the Northern Railroad of New Jersey and fired three years for John Parsells and four years for Ben Scribner, besides being for six months with Al Phillips in the Jersey City yard. On July 26. 1886, he was promoted to freight engineer on the Eastern Division, and began running extra be- tween Jersey City and Port Jervis and Port Jervis and Newburgh. Here he continued up to August 9, 1889, when he went to the Northern as extra engineer, and on June 22, 1890, he was given a regular passenger run, the same he now has, between Jersey City and Nyack. the numbers of his trains at present being 218 and 249, 242 and 245, and his engine the 478, an old class M Soule engine. Since Mr. Norton has been an engineer he has been in no less than three collisions, only one of them by his own fault, and from which he was fortunate enough in each instance to escape without injury. January 26, 1881, Mr. Nor- ton was married to Miss Martha A. Knapp of Nyack, New York, and their family consists of two sons: Frederick C, now a car accountant at Jersey City for the Erie, and Frank A., who is still at school. While Mr. Norton was a fireman he was, from 1882. to 1891, a member of Lodge No. 3 of the B. of L. F., and he became a member of Division 54, of Port Jervis, B. of L. E., in 1887, which membership he still retains. A sufficient commentary on Mr. Norton's character and capabilities may perhaps be found in the fact that from the first day of his going to work for himself up to the present he has never been out of employment for a single day. Whenever he has changed from one position to another it was because the new position offered him a step forward, and any one who looks at him today, with his resolute face and the keen intellect there manifest, will not have to seek farther for the underlying causes of his success. A man today in the full prime of his manhood, there are many and happy years before him, and the more they are and the hap- pier the-better will it accord with the hearty good will and wishes of those with whom he is every day asso- ciated. AZRO NORTHROP, Hornellsville. New York. Azro Northrop was born in Norwich. Vermont. April II. 1830, and spent his boyhood in that town. His ancestors were a farming family and pioneers of Vermont, his great uncle. Captain Skinner, being a soldier in the Revolutionary War. In 1848 Mr. North- rop took employment with a Vermont contractor, who was on his way to Hornellsville to build the Western Division of the Erie. Mr. Northrop drove a team from Norwich to Hornellsville in about two weeks' time, and then worked on grading for about a year, leaving to enter the employ of a farmer, with whom he stayed until June, 1854, when he secured a position as brakeman on the Susquehanna Division of the Erie. He was brakeman six months, then entered car repair shops, where he worked two years, leaving to take a place in the freight house. He then was- given the position of switchman in the Hornellsville yards, and worked in that capacity five years, when, in the fall of 1861, he was advanced to fireman. In June, 1864, he went south at the call of the govern- ment and ran an engine in and about Atlanta for six months, hauling soldiers and ammunition trains. In November. 1864, he returned home and went firing on the Western Division of the Erie. In February. 1865, he was promoted to engineer, and ran a switch engine for seven years. He was then advanced to road work, and given a freight run, which he held for many years, in time coming to the distinction of one of the best passenger engineers on the division. He is now run- ning Nos. 82 and II, fast freight and way passengers, and although 69 years of age is hale and hearty and good for active service for many years to come. In 1890 he was running the second section of No. 12, the fast Chicago-New York passenger, and being be- hind was humming along at about fifty-five miles an hour, so as to get to Elmira as near on time as possi- . blc. At North Elmira a branch road joins the main line, and for some unaccountable reason a freight train had run from the branch onto the main line, and rounding the curve Mr. Northrop saw a collision was inevitable. He did his best to check the train, and when it came to the point that he could do no more, he jumped, thereby saving his life, although he broke his wrist and got a bad cut in the head. This has been his only accident in the long experience he has had on the rail, and he is held in high esteem by his superiors and brother engineers. On December 28, 1858, Mr. Northrop was married to Miss Elizabeth Ryan of Hornellsville, and seven children have been born to them, five of whom 'are living; George, aged 44, is employed in the Erie shops at Buffalo: Mary is the wife of an engineer; Mark, aged 39, runs a bakery: Charles is a market gardener, and Fred a machinist. Mr. Northrop is a fine old gentleman of amiable disposition and upright character. His many years of married life have been most happy, being blest with a wife of true motherlv instincts and Chris- AMERICAN LOCOMOTIVE ENGINEERS. 423 ^a^H «fli^^^^^k L^y ™ i tk AZRO NORTHROP. LUKE O'BRIEN. 424 ERIE RAILWAY EDITION. tian cliarackT. Mr. Nortlirop has been an active member of the Methodist Church for the past twenty- five years, and is highly respected by all. He is a member of the B. of L. E. and United Workmen, and besides his home piojjerty owns a fine farm near the city. O'Brien is a machinist at Lima. The other brothers are Henry and Martin, proprietors of one of the finest markets in the citv. LUKE O'BRIEN, Himtington, Indiana. One of the finest residences of Huntington is lo- cated at 145 First street. It is the home of one of Huntington's leading citizens, Luke O'Brien, who for the past sixteen years has been a trusted employe of the Erie Railroad. Mr. O'Brien was born in Gal- way, Ireland, July 31, 1858. In 1867 his father, who was a traveling salesman for a furnishing house, brought his family to America, and located at Lima, Ohio. Mr. O'Brien attended school until he was 17 years of age, receiving in the meantime a fine common school education. He entered the employ of the Cin- cinnati, Hamilton & Dayton Railroad as an appren- tice in the boiler shop, and after serving his appren- ticeship Master Mechanic John Black promoted him to the position of fireman, his run being between Toledo and Lima. After three years' service he re- signed to accept similar employment with the Lake Erie & Western, under Master Mechanic Clemmonds. He fired over the entire system, Sandusky, Ohio, to Bloomington, Illinois, although his regular run was from Lima to Lafayette, Indiana. At the end of four years' service with tJie L. E. & W., he received tender of a position as fireman from the Chicago & Atlantic and accepted it. In 1886. after he had fired freight four years and passenger five years, he was promoted to the coveted position of engineer. For the past four years he has been running local freight between Hunt- ington and Lima, and his numerous acquaintances at every station along his run attest his popularity and £enial character. He has never had an accident and the officials of the road attest his carefulness and ability by saying that he is one of the best freight engineers and has never cost them a cent for repairs that follow accidents. He was married in 1886 to Miss Mary Boyle, daughter of George Boyle, whose family consisted of four children; two sons who are railroad men, and two daughters. Mr. O'Brien has three children, of whom Harry Donald, 11 years of age, and Cleo Maria, aged 9, are attending school. The pride and pet of the family is Sabina Lucile, the baby. Mr. O'Brien is a member of B. of L. E., Di- vision 221, and belongs to A. O. U. W., Wabash Valley Lodge No. 44 of Huntington. He has three brothers and one sister. Miss May O'Brien: Thomas BRINEY O'CONNOR, Huntington, Indiana. The popularity of a railroad depends to a consid- erable extent upon the efSciency of its employes, and one of ihe engineers who has helped to make the Erie popular with the traveling public is Briney O'Connor, who for sixteen years has pulled one of the road's important passenger trains. Mr. O'Connor was born in Bradford, New Hampshire, June 10, 1853. and at the age of II years he left school and immediately begun work for the Hartford, New Haven & Connecticut Railroad as water boy and tool carrier, a position he held for two years. About this time his father, John O'Connor, moved west to take the position of super- visor on the Oil City & Pithole Railroad, and soon after the young man was employed as chain man by the surveying corps on the Dunkirk, Allegheny Valley & Pittsburg Railroad. In a short time he was pro- moted to rodman, and he remained with the survey- ing corps four years. He was ambitious for better employment, and, in 1S72, he secured a position as fireman for the same company, his run being between Titusville, Pennsylvania, and Dunkirk. New York. He fired for nine years, occasionally running extra as an engineer, when Mr. J. C. Smith of the old Chi- cago & Atlantic, learning of Mr. O'Connor's steadi- ness and ability, offered him employment as an en- gineer. He ^accepted the proffered position and was assigned to a construction train to distribute steel be- tween Rochester and Huntington. He was on the construction train about one year, when his exceptional ability won him promotion to a passenger run. whicli lie has held for the past sixteen years. He ran the first passenger train on the Erie out of Chicago, and is the oldest engineer on the Chicago & Erie road. He has never cost the company a cent for repairs from accidents, and has never been suspended or called up for explanations. He has repeatedly received praise from the officials for fast runs and good judg- ment displayed at critical moments, and he stands high in their estimation and in the esteem of fellow engineers. On July 2, 1878, he was married to Miss Anna Foley of Dunkirk, New York, daughter of Dan- iel Foley, an employe of the machinery department of the Brooks Locomotive Works. They have a delight- ful family of six children and the parents have in view the commendable purpose of giving them all a college education. May Geraldine, aged 18. is attending Huntington High School, and will graduate next term. AMERICAN LOCOMOTIVE ENGINEERS. 425 '^ W^-^ \ BRINEY O'CONNOR. ■^VILLIAM A. O'DEIiL.. 426 ERIE RAILWAY EDITION. She is one of the favorites of her class. William Dan- iel, aged i6, is attending the High School and is a very industrious student; Blanche iSIargaret, aged 14: Anna, aged 11, and Eleanor Maria, aged 8, are attend- ing St. Mary's School; Hildegarde, 6 years old, is the baby and the pet of the household. Mr. and Mrs. O'Connor are regarded among Huntington's best citi- zens and make friends of all whom they meet. Mr. O'Connor owns several fine pieces of property in the city, one of which is on Washington street, and which is one of the nicest on that street. He is a member of the B. of L. E., Division No. 221, and at present is a subordinate officer of that order. WILLIAM A. O'DELL, Susquehanna, Pennsylvania. Many of the Erie's most competent engineers began their railroad career in the humble capacity of engine wiper, and this was the case with William A. O'Dell, who now takes high rank among the freight men of the Jefiferson Division. The son of Youngs K. O'Dell, an Erie engineer, he was born in Orange County, New York, February 3, 1868. After receiving a common school education he entered the employ of the Dela- ware & Hudson Coal Company, where he worked four years as a slatepicker. In 1884 he was employed by the Erie as a galvanizer in the Carbondale shops, and later as an engine wiper, which position he held for one year and three months. He was advanced to fireman in 1887 and for three years ran on freight, being then given a run on a passenger train, holding the latter place until 1892, when he was promoted to engineer and assigned to freight service on the Jefiferson Divi- sion. Mr. O'Dell was married on March 23, 1892, to Miss Katie O'Hara, daughter of Patrick O'Hara of Ireland, and they have a sharming family of four children, of whom Charles, aged 7, is the oldest, the others being Clara Elizabeth, Eulalia May and Myr- tilla Rose, who are the especial care and pride of Mrs. O'Dell's motherly heart. Mr. O'Dell is afifiliated with B. of L. F. No. 208, and Starrucca Lodge No. 137, B. of L. E. ARTHUR J. O'HARA, Port Jervis, New York. Arthur J. O'Hara was born August 7, 1847, in Wayne County, Pennsylvania, and attended school first at his birthplace and afterward at Scranton, Penn- sylvania, whither his parents removed while he was yet a child. His father was a contractor on the Dela- ware & Hudson Gravity Railroad between Scranton and Archibald, and when Mr. O'Hara was 12 years of age he went to work with his father, driving a team on the construction work. Following this his father secured a contract on the Bloomsburg extension of the Delaware, Lackawanna & Western Railroad, and here he pursued the same employment during the win- ter of 1859-60. When the job was over he returned to Scranton and went back to school, remaining there until 1862, when, being 15 years old, and a big boy for his age, he got a place as a freight brakeman on the D.. L. & W. on the Southern Division, and held it down until 1864, going from there to the Philadelphia & Reading, again as a brakeman, and remaining with the latter road until 1866. He cime to Port Jervis in June, 1866, and as the Erie was just then commencing to use hard coal, and as he was familiar with its use he got a job as fireman, his first trip being made with Charles S. Sampson. He fired on the Delaware Divi- sion for four years and in 1870 was promoted to en- gineer, beginning with extra freight, but in a year was given a regular coal train between Port Jervis and Hawley. with layover at Hawley. This nm he re- tained until 1876, when on account of a misunder- standing as to the switch engineer being allowed to bring him down from Honesdale to his home at Haw- ley, he — as well as the switch engineer — was dis- charged, but the discharge occurred five months after the alleged infraction of the rules. After receiving offers from the New York Central and the Pennsyl- vania Railroads, he accepted a position with the Greenwood Lake Road, where, after putting up two new engines for the company, he was given a regular run on that road, continuing in their service until 1880, when he came back to the Erie and ran extra freight on the New York Division until 1882, being then transferred to the Delaware Division. Here he remained until 1885, when he was sent to the Erie & Wyoming Valley, then in course of construction, as engineer and conductor of the construction train, and stayed with it until the rails were laid and the track ballasted. He then took the passenger run on that road, and it was here, in March, 1886, that he had a very bad wreck at Middle Valley, due to a top-heavy engine and a badly aligned and elevated track, the wreck, occurring on a very sharp curve. There had been rain all day. and the track was full of slush holes; the engine tipped up against a three-foot bank and rolled over again, throwing Mr. O'Hara out through the cab roof and eighty feet clear of the wreck, up against a barn. The fireman was caught when the engine rolled back and was killed. Mr. O'Hara was badly bruised, but eight days afterward was again running his engine. In June. 1886. he re- turned to the Delaware Division of the Erie and ran- extra passenger for the rest of that summer, tlien tak- AMERICAN LOCOMOTIVE ENGINEERS. 42r ARTHUR J. OHARA. GEORGE W. OAKLEY. 428 ERIE RAILWAY EDITION. ing the Port Jervis-Hawley coal run and continuing with it until 1890, when he removed to Port Jervis, and now has the express freight runs 81 west and 90 east on the Delaware Division, his present engine be- ing the 899, a six-wheel connected, culm burner. Mr. O'Hara has been a member of the Brotherhood of Lo- comotive Engineers since 1871, and for the last two years has been Second Assistant Engineer; he has also been a member of the Legislative Board and has been an ardent supporter of and worker in the inter- ests of his brother engineers. He is at the present time school tax collector of the village of Port Jervis, funds to the amount of $26,000 having passed through his hands in the past year. He is also the treasurer of Hose Company No. 4 of Port Jervis, and it would seem that his fellow townsmen are rather anxious than otherwise to entrust to him the care of their funds. Mr. O'Hara is a communicant of St. Mary's church. Port Jervis. He was married in 1869 at Hawley, Penn- sylvania, to Miss Margaret Rowley, and of their ten children six are now living. His oldest daughter is now in charge of a ward at the Poughkeepsie Insane Asylum, while another daughter is stenographer at the silver plating works at Gerraantown, two boys and a girl being yet in school. Outside of the wreck above referred to, Mr. O'Hara has had many thrilling ex- periences. In 1889 he ran into the hind end of a freight and the engine was thrown in the ditch with the ca- boose on top of the boiler, three cars being at the same time thrown across the other track, just clearing a passenger train which was passing. No one, however, was hurt. In 1894, pulling train 17 west, running fifty miles per hour, the engine jumped the track near Lordville and ran 1.800 feet on ties, went into the ditch, but was back on the track in thirty-five minutes. In spite of many occurrences of this sort he has never been suspended, and has no black marks against his record. He has made it the rule of his life to do his duty to the best of his knowledge and ability and has spared no pains to make that knowledge perfect, for he realizes that no matter how good a man's intentions are he must know what he is about or he will fail to fill the bill. As an instance of his ability it is only a few days since he brought the express freight from Susquehanna down to Port Jervis in three hours and thirty minutes, twenty minutes quicker than any pre- vious record. And he had forty carloads of stock, at that. Mr. O'Hara takes a lively interest in politics, as is natural, being a live man, and it would seem that his views meet with the approbation of his fellow-citizens, for they certainly show their confidence in him by their votes. MARTIN J. O'MALLEY. Honesdale, Pennsylvania. Martin J. O'Mallcy claims Ireland as his birthplace, having been born at Ballinrode, County Mayo, on November 11, 1857. His parents, however, came to the United States in 1869 and settled at Hawley, Pennsyl- vania, where he attended school, but at an early age was employed at the inines as a slate-picker, at which work he continued up to 1872, then entering the serv- ice of the Erie at Hawley as an engine-wiper, in which capacity he was employed up to 1879. In this latter year he became a fireman on the Delaware Division, his first service being on a gravel train, firing for Steve Ingraham, and at this work he continued through that season, following it up by firing on the run between Hawley and Port Jervis for two months, then going to the yard engine at Hawley as fireman. His next change was to the position of fireman on the Honesdale passenger, after which he took charge of the switch engine at Honesdale — this being in 1884 — retaining this position until 1888, when he was given the coal train between Honesdale and Port Jervis, which run he still retains, though now it has been changed to a run between Hawley and Port Jervis. His present engine is the 1361, a Rogers eight-wheel connected, burning mixed hard and soft coal. In 1887 Mr. O' Malley became a member of the Brotherhood of Locomotive Engineers, identifying himself with Port Jervis Division No. 54. He is a communicant of St. John's church of Honesdale, and is also a charter inemlier of Honesdale Council of the Knights of Co- lumbus. He was married in 1886 at Honesdale to Miss Mary E. Doherty, and they are now living in their' own comfortable home at that place with their three children, two boys and a girl, all of whom are attending school at that village. As to politics Mr. O'Malley has no aspirations; he does not desire either office or notoriety, but it is a noteworthy fact that when an election comes around his views are taken into consideration and his counsel sought as to can- didates and policy. The life of an engineer does not offer much leisure to those who follow it for the seek- ing or holding of office; the calls of duty are too con- stant and too exacting, and Mr. O'Malley is one of those with whom the first duty is to his family and to his employers. In his railroad experience so far he has never been injured and indeed has never been in but one wreck which could be called serious; this one, however, being serious only as it smashed up some cars, but without injury, fortunately, to any one there- in concerned. It is to be earnestly hoped that his AMERICAN LOCOMOTIVE ENGINEERS. 42» future career may be as free from mishaps as has been his past, for there are many men who might lie much better spared. GEORGE W. OAKLEV, Susquehanna. Pennsylvania. Three years of George W. Oakley's life were spent in the service of his country, he having enlisted in the iioth New York Volunteer Infantry, under Captain Boyd, and participated in the battles and skirmishes that fell to the lot of his regiment until October, 1865, when he was discharged. He was born in Seneca Falls, New York, February 8, 184S, and his father was John Oakley, a dyer and broadcloth finisher of that city. He received a good common school education and then went to work as a blacksmith, at which trade he was working when he became a soldier. On re- turning from the war he engaged in farming and fol- lowed that pursuit until 1870, when he accepted a po- sition as fireman on the Erie. He ran on the Delaware and Jefferson Divisions between Carbondale, Susque- hanna and Port Jervis for nine years, four years of this time being on freight and five on passenger. On February 20, 1879, he was promoted to engineer, and for fourteen years ran freight. At the end of that time his superior ability was recognized by promotion to night engine inspector, which position he has held for the past six years, discharging his duties with the ut- most fidelity and efficiency. On Christmas Day, 1866, Mr. Oakley was joined in marriage to Miss Delia Campbell, daughter of Andrew Campbell, a prominent farmer of Oswego County, New York. They have one child, Fred, aged 17 years, who is attending high school. Mr. Oakley is regarded as one of Susque- hanna's most substantial citizens, as he owns property and takes an interest in the city's welfare and develop- ment. He is affiliated with Starrucca Lodge No. 137, B. of L. E.; Canawacta Lodge No. 260, F. & A. M.. and Moody Post No. 53, G. A. R. MYRON A. OAKLEY , Susiiuehaniia, Pennsylvania. The career of Myron A. Oakley, who is one of the Erie's efficient engineers at this point, has been marked by no events that especially distinguish him above the man who has made a thorough and satisfactory suc- cess of his life. The son of Solomon Oakley, a miner and prospector of Colorado, he was born in Tioga County, New York, March 2, 1859. and secured a good common school education in the public schools of his native city. At the age of 14 he secured a position as water boy on the Erie, but after a year he went to Deposit, New York, to work as a teamster for Wick- wise & Russell. He remained with this firm two years and then went into the Initcher business at Deposit. After seven years of success in this line he sold out to advantage, anKil in the army and on being mustered out he again worked at the carpenter trade until Aiiril, 1870. when he began his railroad career as a fireman on the Erie. He ran between Port Jervis and Susque- lianna for a while, and was then transferred to the Jefferson Division at Carbondale in 1873. wdiere he was hostler and extra engineer, also doing machinist's work on engines, until the spring of 18S1. when he was promoted to engineer. Since his promotion he has continued to run on the Jefferson Division, and by his close attention to work and highly competent running has won a place of high esteem with his su- periors, while his fellow employes regard him with true friendly feelings. In 1883 he joined Division 166 of E. of L. E., but now is affiliated with Carbondale Division No. 486; he also belongs to G. A. R. Post 187 of Carbondale and is prominent in its affairs. He was united in marriage October 7, 1873, to Miss Amelia R. Rehkop, daughter of Aaron Rehkop. a hotelkeeper of Carbondale. Two children were born to them, both of whom died when young. Andrew at (lie age of 7 years and Louisa at the age of 5 years. Mrs. Smith is a member of the Ladies' Auxiliary to B. of L. E., and is prominent in society afTairs. Mr. Smith is a property owner and a valued resident of Carbondale. DAVID L. SMITH, Sus(|uehami 1. Pennsylvania. David L. Smitli was bcrn in Sullivan County. New- York, September 9. 1849. and being the son of Joseph M. Smith, a farmer, the young man, after securing a common school education, took up that avocation and followed it successfully until 1870. wdien he entered the employ of the Delaware & Hudson Canal Company. He ran a boat on the canal for four summers, taking service with the h'.ric in the winter of 1874 as fireman. He filed on freight for eight years and on passenger four years, winning a merited promotion to engineer in the winter of 1886. wdien he was assigned to freight service on the Hawdey Branch and Jefferson Division. They were both combined at that time, and as he re- sided in Port Jervis, he was sent whichever place he was needed. After nine years of efficient road work he was given a pusher from Susquehanna yard to Gulf .Summit, which run he has had for the past four years. On Christinas Day. 1872. Mr. Smith was united in nuirriage to Miss Mary A. Johnson, daughter of John Johnson, a contractor of Sullivan Comity. New York. Two children have been born to them: Eraidc 11., aged 23, a brakeman on the Eric, and Fred L., aged 16, now attending college at Middletown, New York. Mr. Smith is counted as one of the Erie's faithful and elficient engineers, is a man of fine character and well liked by his many acquaintances. He is affiliated with Lodge No. 54, B. of L. E., of Port Jervis; Port Jervis Lodge, No. 143. I. O. O. F. ; Port Jervis Lodge, DAVID L. SMITH. No. 105. K. of P.. and Summit Ccnmcil, No. 87, Jr. O. U. A. M.. of Jersey City. Mr. Smith's son, Frank H., was injured in the wreck of his freight train and pas- senger No. 7 near Lackawaxen on July 29, 1899. The cars were piled up thirty cars back of the engine, and when the young man was picked out of the wreck it was found that his leg and knee cap were broken. FRANK B. SMITH, Newark, New Jersey. If Frank B. Smith has been but recently ni.-idc an engineer it is solely due to the fact that he did not take up railroad work until after he had put in quite a number of years in other capacities, for his total record of service up to the time of his promotion is but a brief one. He was born on September 8. 1862, at Owego, Tioga County, New York, and attended school there and in that immediate vicinity up to the time he was 18 years of age, in the meanwhile working occasionally at carpentering. At about 18, however, he became a brakeman on what is now' known as the 494 ERIE RAILWAY EDITION CORNELIUS W. SMITH. FRANK C. SMITH. AMERICAN LOCOMOTIVE ENGINEERS. 496 South Central Branch of the Lehigh X'alley Railroad, remaining about a year and a halt. He then returned to Owego and applied himself to learning the car- penter's trade in good earnest, and for the next eleven years he put in his time at carpentering during the winter, and during the sumtner he traveled with a circus, at first in the capacity of bill poster and for the last six years of this experience as the advance man, in charge of the advance advertising. During this period he was connected with Forepaugh's Circus, O'Brien's Circus, Frank Robbins' Circus and Pull- man's Circus. Of this part of his life Mr. Smith says: "There isn't anything I would rather do. if I could only do it and at the same time stay at home." This last is the secret of Mr. Smith's becoming a railroad man. for on February 2, 1SS9, he was married to Miss Josephine Hartman, of Orange, New Jersey, and the charms of home life proved stronger than the desire for change and travel. After his marriage he returned to his trade as a carpenter, which he followed up to September, 1890, when he went to firing on the Green- wood Lake Division of the Erie, his first engineer be- ing John Goode. After working as fireman for several dilTerent engineers he was, in May, 1897, promoted to the charge of an engine, and is now running extras during the winter, having one of the regular freight runs in the summer on the Greenwood Lake Division. Mr. Smith is still a member of Lodge 547 of the Brotherhood of Locomotive Firemen, of Jersey City, and before long will doubtless be a member of the Brotherhood of Locomotive Engineers, being heart- ily in sympathy with its aims and objects. He is also a member of Orange Council, No. 156, Junior Order of American Mechanics, of Orange, New Jersey. During his railroad service he has never hurt any one nor has he ever been hurt. Twice, as he says, he thought he was going to get it, but was happily mistaken. In the uncertain lottery of a locomotive en- gineer's life he has so far drawn nothing but good ni-mbers, and he has many friends to wish that his good fortune may always remain with him. Mr. and Mrs. Smith are now living at Forest Hill Station in Newark, happily and contentedly. He does not take an active part in politics, either in civil matters or in lodge afifairs, feeling that he cannot spare the time from the other duties with which he is so constantly occupied, and which call for the best effort both of body and brain. more than likely that time will see Frank C. Smith in the top ranks of his calling. His father was Henry N. Smith, a farmer of Hardin County, Ohio, and it was there the subject of this sketch was born October 25, 1869. He received both a high and common school education and then attended Central Normal College at Danville, Indiana, for eighteen months. He accept- ed a position in a retail grocery store in Kenton, Ohio, but did not remain there long as the work was not to his liking. He next worked for the Champion Iron Works, serving in various capacities, but in 1890 left there to accept a position as fireman on the Erie under Master Mechanic Latty. He ran between Chi- cago and Galion for the next eight years and made a record as fireman of which he has occasion to be proud.. He was assigned to roundhouse duty as hostler in 1897, and performed his duties with such care and regularity that he won the approval of his superiors. In December, 1898, he was promoted to engineer, and is now one of the best men on the extra list, while the efficient service he is giving the Erie in that capacity gives reason to believe that he will soon be honored with advance to a regular run. Mr. Smith's mother, Elizabeth, still resides on the old homestead in Hardin County, and she is one of the -pioneers of that district. Mr. Smith has never been married and so has no home ties except those existing with his moth- er and a grown up family of one sister and three brothers. May, his only sister, is the wife of C. J. Connors, a railroad tnan; Walter N., his eldest broth- er, is foreman of Kenton Hardware Manufacturing Company; Maccagah J. is a clerk in a dry goods store at Kenton, Ohio, and Henry Pearl is learning teleg- raphy. Mr. ■ Smith is a member, of William Hugo Lodge, No. 166, B. of L. F., and is a general favorite with his many acquaintances. FRANK C. SAUTH, Huntington, Indiana. With the natural ability he possesses, supplemented by an education which is far above the average, it is JAMES SMITH, Huntington, Indiana. In James Smitli's twenty-three years of railroad ser- vice he has been with a number of roads, and his va- riety of experience has certainly been of great benefit to him, for he is now classed among the best en- gineers of the Erie. He was born in Toronto, Canada, March 7, 1845, and was the son of Richard Smith, a stone mason, who while at work fell and fatally injured himself. James was 7 years of age when his father died, and after receiving a common school education he worked on a farm for three years, and then in 1863 began his railroad career as a brakeman on the Balti- more & Ohio, running between Columbus and Bel- laire, Ohio. In a year's time he was promoted to fire- man and worked in that capacity for the B. & O. for 496 ERIE RAILWAY EDITION. three years wlicn lio accepted a position as hostler with Dodge, Case & Company, then at work building the Columbus, Hocking Valley & Toledo Railroad. He left their employ to take a position as fireman on the "Pan Handle" with Buck Fitzsimmons. and after a short time was transferred to the Western Division and ran between Columbus and Bradford Junction, Ohio, for two years and ;; half. He was at this time called to Toronto to bury his mother, and then re- turned to work on the Hocking Valley, and after twenty-five days was promoted to engineer under Had Wallace, then Master Mechanic. He next worked on the Northern Railroad of Canada, running between Toronto and Collingwood on the Georgian Bay, and then returned to work on the Hocking Valley Road, but soon resigned to accept an advantageous offer from the Cincinnati & Muskingum Valley Railroad. He remained there but one year going next to the Queen & Crescent, where he stayed but one year, running on all divisions between Ludlow, Kentucky, and Oakdale, Tennessee. In February, 1890, he came north and accepted a freight run on the Chicago & Atlantic, now known as the Erie Railroad. He is a highly competent engineer and stands high in the confidence of the officials. MARTIN SMITH, Gali'in, Ohio. Martin Smith, who was born in Lancaster County, Pennsylvania, on October 16, 1853, worked on a farm in Crawford County, Ohio, until 1869, and then in a brickyard at Gallon until 1871. He learned the plas- terer's trade, working at it for seven years, taking ser- vice with the Erie at Gallon in 1879 as a roundhouse employe. In .\ugust of the same year he was advanced to fireman, being promoted to engineer in October, 1885, since when he has run on through freight, with occasional extra passenger duty. jMr. Smith met with a painful accident at Black Fork Hills in 1887, his train, the first section of train 10, colliding with a broken section of train 20, which was not protected by a flag- man. He is, however, regarded as one of the best engineers on the division, and stands high in the opinions of his superiors. WILLIAM A. SMITH, Meadville, Pennsylvania. William A, Smith was born near Greenville, Penn- sylvania, on December 2, 1867, and attended school until he was 16 years old. He worked for Fields & Fields as fireman and stationary engineer for two years, and then went to the Pierce Woolen Company as engineer, remaining with that cornpany until Feb- ruary. 1890. In that year he secured a situation as fire- man on the New York, Pennsylvania & Ohio, and fired until October i, 1893. when he was promoted to engineer, having since run in the freight service, with occasional e.xtra duty on passenger. Mr. Smith was in a bad wreck on train No. 3 near Dexterville. New York, while firing, but fortunately escaped with his life, although so badly scalded that he was laid up over three months. He was married in August, 1896, to Miss Sarah ^Mullen of Meadville, and they have one child. Mr. Smith is Receiver for the local lodge of the B. of h. P.. was Master two years, and represented it at the Galveston convention. WILLIAAI H. SMITH. Port Jervis, New York. This is another instance in wdiich the Eric has se- cured two good engineers from the same family, for the father of William H. Smith is Hubert L. Smith, one of the Erie's tried and trusted men. The subject of this sketch was born in Jersey City on Christmas day, 1862, and attended the public schools of that city until he was 13 years of age. He worked as cash boy in a dry goods store for some time, but not liking the business turned his attention to railroading. In the spring of 1878 he began as a switch tender in the Jer- sey City yards, and after two years he was promoted to assistant yardmaster, which place he held for four years. In 1884 Mr. Smith left the employ of the Erie and accepted a position as conductor on the West Shore Railroad, running between Weehawken and New Durham. After a period of thirteen months he returned to the Erie as a brakeman, working for one year in that capacity. In 1887 he was advanced to fireman, running between Port Jervis and Jersey City for a period of three years. Ix'ing then proninie-il to engineer. Since October 6. i8go. he has nni in the freight service on the New York Division, and is uni- versally a popular man, both with his associates and superiors. In October, 1883, !Mr. Smith was married to Miss Mary L. Donnelly, who died in Port Jervis in 1892, after a year of severe illness. Three children were born to them— Robert, aged 15; Hubert, 13, and Myra, ii, all of whom are attending public school, Mr. Smith is affiliated with Port Jervis Lodge No. 54, B. of L. E., and is a hearty supporter of the principles of the order. AMERICAN LOCOMOTIVE ENGINEERS. 497 THEODORE SMOCK. JAMES SMITH. 498 ERIE RAILWAY EDITION. THEODORE SMOCK, Kent, Ohio. Intelligent and capable, Theodore Smock has won his way from wiper to engineer, and at the same time his genial nature and upright character have won him a host of friends and a place of high standing in the city he has chosen as his home. Mr. Smock was born April 21. 1866, in Geneva, Crawford County, Pennsyl- vania, where his father, Christopher C. Smock, was a prominent farmer. He attended the village school until he was 15 years of age, going to Youngstown, Ohio, in the spring of 1881, where he secured a posi- tion as wiper on the Alliance, Youngstown & Pitts- burg Railroad. Six months later he was advanced to fireman, and after firing a year resigned to accept a similar position on the Erie. In January, 1890, he was promoted to engineer, and on the first run took a freight with engine 674 to Shenango and return Since then he has been continuously in the freight service, having held one run between Kent and Youngstown for seven years and now pulls Nos. yj and 38 on Meadville Division, west. He had an acci- dent at De Forrest, Ohio, on one occasion, in which he was lucky to escape, the right side of his engine being stripped at the crossing of the E., P. & F. While running from Stony Point to Geneva to take siding for train No. 3 something went wrong with the en- gine, and just as it had the train in the clear dropped to the ties; had this occurred while the train was in motion a serious accident would have occurred. ]\Ir. Smock was married May 4. 1892, to Miss Alta Harvey, daughter of Benjamin F. Harvey of Linesville, Penn- sylvania. Mr. Smock is a member of B. of L. E., Di- vision No. 43; B. of L. F., Division No. 207; Rock- ton Lodge No. 316, F. & A. M., of Kent, and Tyrean Chapter No. 91, F. & A. M., of Ravenna, Ohio. Mr. and Mrs. Smock are very popular and are prominent in social circles of Kent. R. W. SPERRING, Binghamton, New York. R. W. Sperring is another of the "old guard," hav- ing first worked on the Erie in 1857. He was born in German, Chemung County, New York, on January 26, 1841. In 1857 he secured employment with the Erie, working as a "greaser," as the flagmen were called then. He was soon promoted to brakeman and served in that capacity until the war broke out. En- listing in the i8th Massachusetts Infantry he did his share in putting down the rebellion, and on being dis- charged in 1865 returned to the Erie and worked as brakeman and fireman i;ntil 1872. when he was pro- moted to engineer. He ran in the road service until 1880 and then was given a switch engine at Bingham- ton, where he has been since. Mr. Sperring has been married twice, his first wife, who died in 1886, bearing him four children, all of whom are living. He was married in April, 1888, to MfSa- Eliza, Van Nutten of Van Nuttenville, New York. Mr. Sperring is a member of the Masons and Red Men, and is one of the city's most respected citizens. JAMES SPRINGSTEEN, SufTern, New York. James Springsteen was born on his father's farm at Ramapo, New York, January 15, 1838, and up to the age of 17 worked on the farm and attended school between times at the "little old red school house." August 19, 1858, he began firing for Steve Ronk on the run from Suflern to Jersey City, at that time coming into the old Pennsylvania depot, but at the first call for volunteers in '61 he enlisted in the 2d New Jersey, and went to Washington via Annapolis, on April 27 of that year, thus being very early on the scene of action. After being, with his company, quar- tered in the House of Representatives chamber for ten days, they were then brigaded and started with the first invasion of \'irginia, under Colonel Baker, and did guard duty at Alexandria after Ellsworth's death there; was in the reserve at the Bull Run fight, and after being in camp at Arlington Heights, was mustered out at the end of three months' service. Re- turning to Jersey City he was, as promised, -given his old run, but in 1862 again went to the front, this time with Fire Company No. 2 of Paterson, New Jersey, enrolled as Company C, 25th New Jersey Volunteers, under Colonel Durn. With his regiment he fought at Acquia Creek, and was in the last charge up that fearful hill at Fredericksburg, where three men were shot at his side, he, however, escaping unhurt. After- ward, being camped on the railroad near Fort Jericho, orders came to tear up the rails and plank, and after getting the planks up and displacing two rails a train of ammunition came along, the engine jumping clear over the open space and lighting upon the track be- yond, while the cars were thrown down the bank. Then, at 12 o'clock at night, they were ordered to take the place of a scared regiment, and after wading creeks and making their way through cornfields, they dug rifle pits until ordered by General Getty to "lie in the pits and shoot." A week after they crossed the river under fire, and charged and took the battery of the Forty-fourth Alabama, six pieces, capturing 144 prisoners, and on the following Sunday drove Long- AMERICAN LOCOMOTIVE ENGINEERS. 49» C. A. SNYDER. HARVEY SPRINGSTEAD. 500 ERIE RAILWAY EDITION. street five miles, sustaining heavy loss, but himself receiving no wounds. Then, after assisting at the building of Fort Butler, he was honorably discharged, his time having expired. Returning to Jersey City, he again went to work for the Erie, but in the fall of 1864 went to the Nash- ville & Chattanooga Road for the government, receiv- ing $4.50 per day. "with nothing to do but to run her." But it w-as too hot weather in the South, and he came back and went to firing for Steve Ronk again, and after two years was given an engine and has since been continuously in Erie service, being advanced after a varied experience on freight to the charge of the Suf- fern run, No. 56, which he still retains, his present en- gine being No. 366. Mr. Springsteen has had many thrilling experiences, and it is wonderful that he is now alive to tell them. Once, while firing with Ronk. they ran into a stone train and he was thrown against the firebox, narrowly escapinig serious injury. Again, one day, when leaving Ridgewood, the engine blew up. blowing off the cylinder and links, blowing out the window on his side and setting him afire. He had the scoop in his hand at the time and threw it heaven knows where, and, jumping from the engine, ran for the woods, followed by the brakeman, who caught him and put out the fire, but not till his hands were severely burned and he had lost half his mustache. He says he does not know what became of the scoop. Another time the engine was got into the sidetrack and dis- connected, and only a bucketful of water found in her; and still another time he was firing on Carlough's engine when she turned over in the turn-table pit, no one being hurt, but eliciting the remark from the master mechanic that "It was a rough way to use an engine." Mr. Springsteen was married Sept. 17. 1865, to Miss Martha M Wanamaker and has two daughters living, one being Mrs Delia Wheeler and the other Mrs. Mattie Malloy, and one son — Roy — still in school. They have lost four boys. Mr. Springsteen is an earnest and consistent Christian, and a deacon of the Baptist church. The circumstances of his conversion were remarkable, he having been warned, while out on the road, by three distinct voices: "You must repent of your sins." these voices being audible to his fireman as well as to himself. Follow- ing this he, the same night, attended a revival meeting and was confronted, upon his entrance, with the same words upon the blackboard before him. Surely a strange and thrilling experience. In local politics Mr. Springsteen takes great interest, but not to the extent of desiring office. He has been a member of the B of L, E. since 1871 and now resides at Suffern, in his own house, with his family. He is a hale, hearty man and bids fair to continue his career of usefulness for many years. HARVEY SPRINGSTEAD. Wakhvick, New Jersey. The life of Harvey Springstead is one that any young railroad man would do well to take as an example — an efficient engineer, a good citizen, a kind and loving husband and father, a man w'ho has prospered and taken care of his earnings. This briefly states the career of Harvey Springstead, who was born in Jersey City. New Jersey, on July 22. 1856. He is the son of Peter Springstead, an iron molder residing at present in Jersey City. Harvey r.ltended school until 12 years of age, when, having acquired a good common-school education, he worked at different occupations and finally as a conductor on the Jersey City & Bergen Street Car Line. While thus employed he decided to enter railroad work, and applied for a position as fire- man on the Erie. In the fall of 1873 he was given the coveted position and he left the street railroad for a more arduous but better paying position. For twelve years he presided at the firebox on different engines, but in 1885 his steadfast efforts to please were re- warded by promotion to engineer, and for a while he pulled the throttle on freight engines running on the New York Division. Some years since he was ac- corded another promotion, being given a passenger run between Jersey City and Waldwick. the duties of which position he fills to the entire satisfaction of the company and the traveling public. In 1877 Mr. Springstead was united in marriage to Miss Mary Jackson, daughter of James Jackson, a prosperous cooper living near Port Jervis. They have gne child, Harry, a bright young man of 19, who is employed in the Erie Roadmaster's office at Hillsdale. New Jer- sey. Mr. Springstead is a member of Lodge No. 206, Royal Arcanum, and Lodge No. 3. B. of L. F. He has been Financial Secretary of this lodge for six years, and is a prominent figure in the workings of the order. Mr. Springstead and his family are mem- bers of the Episcopal Church and are quite promi- nent in the church and social circles of the city. They reside in a handsome two-story residence that is re- garded as one of the finest in the city. An evidence of Mr. Springstead's popularity and worth as a citi- zen is the number of offices to which he has been elected by the voters of his city. For five years he was a township committeeman, and for the past two years he has been the township treasurer, while just recently he was elected to the office of special tax collector of the City of Waldwick. AMERICAN LOCOMOTIVE ENGINEERS. 501 JAMES Sl'KINGSTKEN. HAUMAN M, SPRINKLE. 502 ERIE RAILWAY EDITION. CHARLES M. SPOFFORD, Meadville, Pennsylvania. The third oldest engineer at Meadville is Charles M. Spofford, who during his railroad career has had a varied experience. The son of a farmer, he was born in Essex County, Massachusetts, March i6, 1833, and attended school until he was 17 years of age, when he engaged in farming for the ensuing four years. In 1854 he secured a position as brakeman on the Cheshire Railroad, in Vermont, and after two months went to the Boston & Maine to accept a similar place. Two months later he was advanced to fireman, a po- sition he held two years, quitting to attend switches at a junction point on the same road. After a year in this place he went west, locating in Alton, Illinois, and accepting a position as engineer on the Terre Haute, Alton & St. Louis. He held this place for three years, resigning because o! the trouble he experienced in getting his pay. At that time there was a small quantity of circulating medium in the West, and the employes were obliged to accept scrip in payment for their services. Mr. Spofford sold his holdings at 40 per cent of their face value and returned to jNIas- sachusetts. He secured a position as fireman on the Boston & Maine, which he retained until the spring of 1863, when he resigned and moved to Meadville, where he entered the employ of the Erie. He took care of engines at night for a short time, receiving promotion to engineer in May of the same year. Since that time he has been continuously in the passenger service, with the exception of a little over one year. From October 16, 1888, to July i, 1890, he was Road Foreman of Engineers, resigning on the latter date to resume work as an engineer, and at present has a run on Nos. 7 and 10, the fast New York and Cleve- land Vestibule Express. He has an exceedingly fine record, having never been injured, nor has he ever in- jured any of his train crews. Mr. SpofTord was mar- ried on May 7, 1856, to Miss Mary L. Boston of Dan- vers, Massachusetts, and five children have been born to them, but one of whom survives. Charles Frank- lin died at the age of 4 months; George L. at the age of 22 months; Fred Newell was foreman of the Cotton Belt shops at Budd's Point, Missouri, at the time of his death; Edith E., aged 32. is the wife of Thomas J. Downs, a lumber merchant of Cairo. Illinois; Mae Josephine, a graduate of Meadville High School and the Conservatory of Music, died at the age of 19. Mr. Spoflford is a member of City Lodge, No. 256, K. of P.; Council No. 78, Royal Arcanurn, and B. of L. E., Division No. 43. He is one of the city's most valued residents. HARMAN M. SPRINKLE, Huntington, Indiana. One of Huntington's influential citizens who pre- ferred the fascinations of railroad life to the quiet ca- reer of the ordinary civilian is Harman M. Sprinkle. He was born in Columbia City, Indiana, May 14, 1863, and attended school until he was 21 years of age. His father was Jonathan Sprinkle, a pioneer farmer of Huntington County, who had prospered well in the matter of this world's affairs. The young man at- tended high school and later went to college at Ash- land, Ohio. He secured a fine education and while at Ashland mastered the profession of civil engineer. On returning home from school he was made Deputy County Surveyor of Huntington County, a position he held for seven years, discharging his duties in a high- ly acceptable manner. In 1890 he was nominated as candidate for County Surveyor on the Republican ticket, but owing to tidal wave in politics was de- feated by a very small majority. In December, 1890, he accepted a position as fireman on the Erie under Master Mechanic H. P. Latta, and for eight years he worked in that capacity, making an excellent record for himself and winning the confidence of his superiors and those with whom he worked. In December, 1898, he passed his examination with a high mark and was immediately promoted to engineer, since which time he has been in the freight service of the company, and has already demonstrated his ability as an en- gineer to the satisfaction of the officials. He is a mem- ber of William Hugo Lodge No. 166, B. of L. F., and also belongs to La Fontaine Lodge, No. 42, I. O. O. F. ; Huntington Lodge, No. 93, K. of P., of which he is a Past Chancellor, and has been Representative to the Grand Lodge. CHARLES MARTIN STANFIELD, Sharon, Pennsylvania. Charles Martin Stanfield comes from a line of dis- tinguished ancestry, his great-grandfather being Eyckill Lane, a Revolutionary hero and the founder of the City of Buffalo. Mr. Stanfield was born in Cleveland, Ohio, in September, 1858. and his father, George Stan- field, was an old railroad engineer who quit running in 1858 to enter the drug business in Cleveland. On leaving school jNIr. Stanfield accepted a situation with a tobacco firm in Cleveland, working for them five years. He then secured a place with a drug firm, fol- lowed by a short period working as a carpenter. In July, 1881, he entered the service of the Erie as a fire- man, being promoted to engineer in April, 1886, and AMERICAN LOCOMOTIVE ENGINEERS. 503 JOHN STEEL. THOMAS F. SULLIVAN. 504 ERIE RAILWAY EDITION. has been running regularly since. He has had but one accident during his career, that being when run- ning the pilot engine on a double-head freight. They struck a tight switch at Pymatuning Junction and both engines went into the ditch. Fortunately no one was injured. Mr. Stanficld was married May 25, 1886, to Miss Jennie McBride, daughter of James McBride, of Youngstown, and they have an interesting family of three sons and one daiigl.ter. Mr. Stanfield owns a very pleasant home in Sharon and belongs to Lodge 329, B. of L. E., Lodge 103. B. P. O. E., and the P. H. C. of Sharon. ALFRED T. STENGER, Meadville, Pennsylvania. Born in Mercer County, Pennsylvania, January I, 1853, Alfred T. Stenger spent the first eighteen years of his life in attending school and assisting his father, John Stenger, who was a farmer of Mercer County. Having secured a fine common school education, and being tired of farm work, he went to Sharpsville, Penn- sylvania, and there learned the machinist's trade. Later he worked as a nail cutter in the Kimberly mills at Sharon, and in 1878 went into the restaurant business at Transfer, Pennsylvania. Having an opportunity to go breaking on the Erie, he left the restaurant to accept the position, but retained it only three weeks, returning to the restaurant. On November 10, 1881, he began firing on the Erie, running out of Meadville, a position he held for the ensuing seven years, which were about equally divided between passenger and freight. He was promoted to engineer January 15, 1888, since which time he has acquitted himself with credit in the freight service, and is now accounted one of the most trustworthy and capable runners on the division. He has never been in a wreck or col- lision, and his only injury was received when he had crawled under an overheated engine to fix the fire- box, being severely burned before he could get out. On June 5, 1871, Mr. Stenger was united in marriage to Miss Alice McNally, daughter of Andrew McNally, a mine operator of California. They have three chil- dren, of whom Harry R., aged 23, is an engineer on the Baltimore & Ohio; Minnie M., aged 20, a graduate of the Meadville High School, lives with her parents and is an accomplished musician, being especially pro- ficient on the piano; Grayton F., the youngest, is a fireman on the Baltimore & Ohio. Mr. Stenger is a member of the B. of L. E., Division No. 43; Cusse- wago Lodge, No. 108, I. O. O. F., and Meadville Lodge, No. 408, F. & A. M. He owns fine home property at Prospect and Baldwin streets, and is one of Meadville's most respected residents. CHARLES F. STONE, Hornellsville, New York. Charles F. Stone is a true Son of the Revolution, his great-grandfather, Oliver Morton, being one of the soldiers of that historic war, and was further distin- guished by being one of General George Washington's aides. Mr. Stone has an antiquated pair of horse pis- tols the old soldier carried. The subject of this sketch was born in Scranton, Pennsylvania, on August 2, 1858, and began his railroad career on the Central Railroad of New Jersey as a fireman. He came to the Erie in the same capacity in September, 1881, run- ning on the Susquehanna Division until August. 1889, when he was promoted to engineer. Mr. Stone was married in January, 1887, to Miss Jennie Evans of Hornellsville, and they have one daughter, Lizzie. WILLIAM H. STORMS, Hornellsville, New York. On August 30, 1839, William H. Storms was born in Wheeler, Steuben County, New York, being the son of Silas Storms, a farmer of that place. The young man left school at the age of 13 and for fourteen years engaged in lumbering, principally in the vicinity of Bradford, Pennsylvania. It was in the summer of 1867 that he turned his attention to railroading, hav- ing secured a position as brakeman on the Erie. He served the company in this capacity until June 8, 1869, on which date he was advanced to fireman, and from that time until December i, 1876. he fired on the West- ern Division between Hornellsville, Dunkirk and Sala- manca. After his promotion to engineer on the last- named date he ran extra in the freight service for sev- eral years and then pulled regular freight between Olean and Bradford. In 1884 he was assigned to a day puslier between Tip Top and Hornellsville, which he has run up to the present, with the exception of during the World's Fair, when he ran passenger be- tween Salamanca and Hornellsville. Mr. Storms was married in October, 1872. to iMiss Emma Banford. daughter of German Banford, a brickmaker of Hor- nellsville. They have four children, of whom Francis Earl, a bookkeeper, is the eldest; Charlotte, Blanche and Fannie, all of whom are graduates of Hornells- ville High School, are single and reside with their parents in their own pretty home at 10 Pleasant street. Mrs. Storms is a member of the Ladies' Auxiliary to the B. of L. E., and the Royal Templars. Mr. Storms belongs to Division No. 47, B. of L. E.. and has held several minor offices in this lodge. He is one of the tested engineers of the Erie and holds the esteem of his superiors and acquaintances generally. AMERICAN LOCOMOTIVE ENGINEERS. 505 GEORGE W. STROCK, Nilcs, Ohio. George W. Strock, who was born in Austintown, Ohio, on October 4, 1857, started in active life with a fine education, having attended school in his native town until he was 18 years of age. He then learned the carpenter's trade, and after working at it two years, secured a position as fireman on the Erie in December, 1887. He was promoted to engineer in September, 1897, and has since run on the road and in the Nile's yard. Mr. Strock . was married in No- vember, 1873, and has two children, a son and a daughter. THOMAS F. SULLIVAN, Huntington, Indiana. Thomas F. Sullivan, who was promoted to engineer in the fall of 1896 and is now running extra in the freight service of the Erie between Marion and Chi- cago, was born in Campbell, New York, December 20, 1867. His father is Eugene O. Sullivan, now a hotel keeper in Chicago, and in this city Mr. Sullivan ac- quired a fine education by attending the public and high school until he was 17 years of age. On leaving school he worked a year in a spoke factory and from there went to Ft. Wayne, Indiana, where for some time he was employed in a brass foundry. He learned the iron molder's trade and worked at it for three years, leaving it to enter the employ of the Erie as fireman in the fall of 1888. In this capacity he served three years on freight and five years on passenger, being then promoted to his present position, where he is dis- tinguishing himself as a reliable and competent run- ner. January 20, 1893, Mr. Sullivan was married to Miss Lillie Babcock, daughter of William Babcock, a plasterer of Stark County, Indiana. They have one child, Francis, a charming little boy of 5 years. Mrs. Sullivan is a member of Jewel Hive, L. O. T. M., and prominent in society aflfairs. :Mr. Sullivan belongs to William Hugo Lodge, No. 166, B. of L. F., and Tent No. 9, K. O. T. M. He has been Lieutenant-Com- mander of the last-named lodge two terms and was delegate to the last National Convention. He is a man of sterling qualities and is highly regarded by all. JOHN P. SULLIVAN, Nyack, New York. Though John P. Sullivan is one of the veterans of the Northern of New Jersey, and though he has many and faithful years of service to his credit, yet his step is as firm and light and his bearing as erect as many a man far his junior in years. And this is what comes from a well spent life, passed in devotion to his duty and his family. Born on Eliot street, in the City of Boston, on September 25, 1841, his parents removed while he was yet a boy to Needham, where he alter- nately attended school and worked on a farm up to the age of fifteen, at which age he entered the service of the Back Bay Improvement Company, first as brake- man and afterwards as fireman for Horace Withers. Following this he came to New York and was em- ployed as a fireman on the Staten Island Railroad, between \'anderbilt's Landing and Carltonville, for two or three months, and in i860 he came to the Erie as a fireman, Minot being then General Superintendent, Sweetser Division Superintendent and H. L. Brown Master Mechanic. He fired at first on the main line for Nelson Gulingham and afterwards for Garrett Ise- man, continuing at this until March, 1864, when he was promoted to be extra freight engineer on the main line, where he remained until May 6, 1867, on which date, in consequence of his watch "overbank- ing" he had an accident, and — the superintendent, Mr. Riddle, being skeptical as to the possibility of such a thing happening— he was discharged, and went to the Raritan & Delaware Bay Railroad, remaining for three months, when — the same accident happening to Mr. Riddle's own watch — he was at once reinstated. After running freight for two or three years Mr. Sullivan was made a passenger engineer, and has ever since had a passenger run, his present runs being 204 and 209, 222 and 229, between Nyack and Jersey City, and his engine being the 447, a class "M" Soule. Mr. Sulli- van has always been a stanch supporter of the Broth- erhood of Locomotive Engineers, and was one of the organizers of Division 54, at Port Jervis, New York, and Hudson Division, No. 135, of Jersey City, being initiated with the second lot of engineers. In Division 54 he served for some years as Second Assistant En- gineer in 13s, and has held various other offices in the division. Outside of this he is not a member of any other societies, but is, however, a communicant of St. Ann's Church at Nyack. He was married on October 18, 1866, to Miss Mary A. Glenn, of Otisville, the mar- riage taking place at Port Jervis. Mr. and Mrs. Sulli- van have three daughters, all of whom are now em- ployed as school teachers, two of them in Brooklyn, New York, and the other at Nyack, where the family make their home, Mr. Sullivan being the owner of a handsome property at that place. More than his full share of personal damage seems to have fallen to Mr. Sullivan's lot. Once his engine turned over with him and bruised him all over, and seriously disabled him for some little time, during w-hich, however, the com- pany paid him his full salary and assumed his doctor's 506 ERIE RAILWAY EDITION. bill. He was also the victim of the great Sheepshead Bay wreck, being a passenger on that ill-fated train. On that occasion his back was hurt so badly as to lay him up for three months. And there is a coal switch at Bergen which seems to have had almost a fatal fascination for Mr. Sullivan's engine, inasmuch as he has run into it no less than three times, giving it, in fact, the name of ''Sullivan's switch." Again he has had a collision with a lumber car, this taking place in a driving rain so dense as to make seeing almost im- possible. But in spite of all this the President of the road was heard to say, when speaking of Mr. Sullivan, that he would not leave the road "while I am presi- dent." Need more be said? Much more might be added — the good will of his fellows and the respect and esteem of his fellow townsmen might be instanced — but it is sufficient to say that John P. Sullivan has won and deserves the title, than which there is none better, of being a good man. MICHAEL J. SWEENEY, Bufifalo, New York. There are probably but few men in the service who have had so many narrow escapes as Jilichael J. Swee- ney. Mr. Sweeney was born in Baltimore, Maryland, in 1852, but came to Buftalo with his parents when bu: 3 years old. His schoolboy days were spent at No. 5, "Old Hydraulics," and at old No. 33, on Elk street. At the age of 14 he went to work as porter on a passenger boat, the "Galena," plying between Bufialo and Chicago; the following year he obtained a berth as steward on the propeller "Hunter." Captain George B. Dickson, between same ports, attending school in the winter season. When 17 years of age he entered the employ of the Erie as switchman in the yards at the passenger depot. The following year he commenced braking between Buffalo and Hornells- ville, then between Corning and Buffalo, and between Rochester and Corning on freight. On the comple- tion of the Falls Branch he was transferred there and given charge of an engine; there he remained about a year, when h-e "was made fireman, firing on a freight beween Buffalo and Hornellsville. Some time prior to this he met with his first accident; this was at the Junction, when he was caught in such a manner as to be twisted helplessly around the brake beam. In this position he was dragged for some distance before his cries for help were heard by the fireman, now Engineer Forrestel, who immediately ran to his assistance and succeeded in rescuing him from his perilous position. Fortunate it was for Mr. Sweeney that he was a far more slender man then than now, otherwise he would probably have never survived to be included among the Erie engineers. Another close call occurred at Menda, now known as Dalton, during his career as brake- man. In this instance he had been called forward to the engine, where he remained for a few moments, then started back over the train. A moment later, with a tremendous shock, the engine of his train and that of another coming in the opposite direction met in a head-on collision. Both engineers were badly hurt, and the fireman (Wilder, a brother of Master Me- chanic Wilder) and two brakemen were killed. Still another time, while setting brakes the brake wheel gave way, precipitating him to the ground, with the wheel still clutched firmly in his grasp. Yet with all these experiences he never up to this time received an injury. Upon assuming the duties of a fireman he spent about nine years on the rounds and upon extra freight and passenger runs. In 1879 he was promoted to the rank of engineer, but shortly afterwards, on account of dull times, he was put back, and for about a year he was hostler. In June, 1881, he resumed his duties as engineer. Scarcely had he become accus- tomed to his new duties when he met the most remark- able accident of his experience. This was a tail-end collision, on the sharp curve near Griswold. Round- ing the curve at full speed he saw the rear end of a train in front of him, and immediately realized that a collision was inevitable. His first thought was of his fireman, Hurly, a new hand, who later made an envied record for himself as an oarsman. He placed him on the outer side of the engine and forced him to jump for his life, for had he remained on the inside he would have undoubtedly been killed. Having whistled for brakes and reversed his engine, he then jumped to save himself, and after rolling over and over, brought up against a fence terribly bruised and shaken, but with no other apparent injury than a badly cut nether lip, which has given him considerable trouble ever since. Bruised and bleeding as he was, Mr. Sweeney's first thought was of his engine, and of the danger to the lives and property of others. Staggering to his feet he made his way back to the scene of collision. Of his engine nothing remained but the boiler, which threatened every moment to explode. Heedless of his own danger, he dumped the fire, thus averting the expected explosion. It was a tremendous wreck; twenty cars or more were piled up in kindling, yet strange to say there was no loss of life. Mr. Sweeney ran the Attica pusher one year on the Falls Branch, and for five years was on the Black Rock run; for three years he has run local 95 and 96 between Buf- falo and Hornellsville. where he now is. On January 10. 1881, Mr. Sweeney was married to Miss Catherine Gunnah. Nine children have been born to them, of whom four are now living. Mrs. Sweeney comes front AMERICAN LOCOMOTIVE ENGINEERS. 507 a family of railroad men. Her brother, John Gunnah, being an engineer in the service of the Erie; anotlier brother, Daniel Gunnah, having met his death while holding a similar position. Mrs. Sweeney belongs to the Ladies' Auxiliary, B. of L. E., and is as ardent in her support of that organization as her husband is in his support of the Brotherhood, which he joined upon leaving the B. of L. F. WILLIAM SWEENEY, Rochester, New York. Since engaging in railroad work William Sweeney has shown tliose qualities of perseverance and fidelity which have rapidly brought him to notice amongst the members of his calling. Born in Ontario county, New York, on July i6, 1866, he is the son of John Sweeney, a section foreman on the New Y'ork Central Railroad. Mr. Sweeney secured a good common school educa- tion, having studied up to the time he was 16 years of age. He then devoted his attention to farming; but after three years he abandoned agricultural pursuits and entered the employ of the Vacuum Oil Com- pany, of Rochester, with which he remained three years. On January 20, 1888, he secured a position as fireman on the Erie, and after eight years of efficient service on the Rochester division he was promoted to engineeer, his advancement dating September 25, 1896. He was assigned to a night switch engine in the Rochester yards, vi'here he continues to run, per- forming his work in a manner that has won him the approbation of his superiors, while his genial nature makes friends of all his acquaintances. Mr. Sweeney is unmarried and belongs to Rochester Lodge. No. 99, B. of L. E., and the .\. O. H.. of that city. York, and Sayer, Pennsylvania, and then left to ac- cept a similar position with the Canadian Southern. For six years he ran between Bugalo, New York, and Detroit, Michigan, and then he received an oflfer from the Louisville, New Albany & Chicago as roundhouse hostler, and accepted the same, and after two months was promoted to engineer in the fall of 1882. The first of the following year he was ofifered a position on the Erie by Master Mechanic Acklcy, and accepted the same, since which time he has been engaged in the freight service, with the exception of about five months, when he was Assistant Road Foreman of Engineers, his jurisdiction being between Chicago and Marion. He has on many dififerent occasions demonstrated his ability as an engineer and has re- ceived both written and verbal congratulations for the fast runs made and good judgment e.xercised. On August 18, 1881, he was married to Miss Anna Cran- itch, daughter of Matthew B. Cranitch, a railroad man and an employe of the track department of the D., G. H. & M. for forty years. Three children have been born to thein, of whom two survive. Albert T., aged 17, is an apprentice in the Erie machine shops at Huntington; Fred Coe, aged 11, is attending school; Alice Laura, died when 2 years of age. Mrs. Sweet- land is a prominent member of the Ladies' Auxiliary to B. of L. E., being Treasurer of the organization at Huntington. Mr. Sweetland is an influential citizen of the city, and is a member of Lodge 1006, Royal Arcanum; Amity Lodge, No. 483, F. & A. M., and B. of L. E., Division 221, of which order he was first assistant chief for two years. The family live in a fine residence at the corner of Jefiferson and Sophia streets, which is the scene of many a pleasant social gathering, for Mr. and Mrs. Sweetland are socially inclined and a very hospitable couple. LEROY B. SWEETLAND, Huntington, Indiana. One of the best engineers on the stretch between Huntington and Galion, and at the same time one of the most popular of those who make their homes in Huntington, is Leroy B. Sweetland. His father was John B. Sweetland, a wagonmaker, of Dryden. Tompkins county. New York, and at this place Leroy was born July 3, 1856. He received both a common and high school education and at the age of 17 started out to seek his fortune. He found employment as a street car driver in Buffalo, a place he held one year, resigning to accept a place as brakeman on the Southern Central Railroad, now known as the Lehigh \'alley. For one year he ran between Auburn. New CHARLES H. SWEETMAN, Meadville. Pennsylvania. "The first man on the list" is the proud distinction that belongs to Charles H. Sweetman, of Meadville, and is one that he has earned by forty- two years' serv- ice at the throttle, thirty-seven of which have been with the Erie. His father was John Sweetman, a shoemaker and early settler of Sheridan, New York, and the subject of this sketch was born in Knox- boro. New York, April 18, 1838. He left school at the age of 13, and entered the machine shops at Sheridan, New York, where he learned the practical working of a locomotive. He began his railroad career in 1857. as an engineer on the old Milwaukee & Missis- sippi Railroad, now known as the Chicago, Milwau- kee & St. Paul. He left this road in the spring of 308 ERIE RAILWAY EDITION. WILLIAM B. SWEETMAN. CHARLES H. SWEETMAN. AMERICAN LOCOMOTIVE ENGINEERS. BOS' 1859, and went south, where he accepted employment on the Galveston, Houston & Henderson Railroad, running out of Galveston, Texas. In 1861 he left this place and returned north, locating at Meadville, where in 1862. he was given a run on the Atlantic & Great Western. For the past thirty-seven years he has run out of this place, and was advanced in the importance of his runs until now he pulls trains on Nos. 7 and 10, the fast New York and Cleveland ves- tibule. He has only been injured once during his long career, and that was in Texas, the occasion be- ing when his engine turned over in a wreck, break- ing his arm. He is a member of B. of L. E., Division 43, and is one of the most highly respected engineers in Meadville. having a host of friends besides those made through his calling as engineer. His ability and judgment are of the highest order and the officials have great confidence in him. In September. 1863. lie was married to Miss Mary Mackey, daughter of Ebenezer Mackey, a grocer at Waterford, Pennsyl- vania. They have two children, both daughters; Jessie J., aged ;i,^. is a graduate of Meadville High School, and resides at home; Idalene. aged 30. grad- uate of Meadville High School, is married to George \'an Pelt, of New York, who is employed by the Goodrich Rubber Company. Mr. Sweetman owns a fine residence property in Meadville and is a highly respected citizen of that city. \\"II.I.I.\M B. SWEETMAN, Meadville, Pennsylvania. William B. Sweetman, who is well known and |)opular in railroad circles in Meadville, was born in X'ersailles, Cattaraugus county, New York, Decem- ber 6. 1844, a son of John and Mattie (Davis) Sweet- man. When a child but four years of age, W. B. Sweetman commenced attending school and continued his studies until 1859. On February i, 1861, hfe went to Titusville, and for the following year operated a stationary engine for drilling oil. He began his career as a railroad man in the spring of 1862, when he took a position as brakeman on the western division of the (then) New York & Erie Railroad. Later he served as a fireman on the Oil Creek Line, and still later acted in the same capacity under the veteran Joseph York on the Atlantic & Great Western. Pro- moted to be engineer of a freight train, August 20, 1864. he faithfully discharged his duties for ten years, when he was installed as engineer on a passenger train. Since that time, May 2, 1874, he has held some of the best runs on the division. In 1864 Mr. Sweet- man joined the Brotherhood of the Footboard, now the Brotherhood of Locomotive Engineers, and in September, 1808. became a member of the Insurance branch of the order. He has been Chief of the local division for two years and a delegate to the Grand International Division of the Brotherhood, which convened in San Francisco in 1884, and in New Or- leans in 1885. In politics Mr. Sweetman is a free sil- ver Democrat. In Sheridan, New York, on Febru- ary 7, 1867, a marriage ceremony was performed, by which Hannah, daughter of John and Sarah (Thomas) Horner, became the wife of W. B. Sweetman. Two children were born to them: Sarah M., aged 29- years, educated in Meadville and the wife of F. D, Weber, a farmer of New York State; Cora May, aged 20 years, educated in Meadville, and married to Charles Thomas, of Buffalo, New York. Mrs. Sweet- man died August 5. 1895. Mr. Sweetman has never met with an accident, has only crippled one trainman of his crew, and never killed any one of his train crew. He has an excellent record for one who has been a railroad man for so long a time, and in the entire period of his service has never been suspended a day. He is now running trains 7 and 10, the fast Cleveland and New York vestibule trains on the Meadville division, east. CHARLES E. SYMONDS, Cleveland, Ohio. Charles E. Symonds was born in Niagara Falls, New York, on April_27, 1845, and began his railroad career in June, 1866, as a fireman on the Atlantic & Great Western, being promoted to engineer in February. 1869. Since that time he has run an engine in the freight service and for the past twelve years has had the local freight. Mr. Symonds was married on No- vember 24. 1870, and resides in Cleveland, Ohio, at 19 Bridge street, being highly regarded by his many acquamtances, especially in railroad circles where he- is best known. NATHANIEL TAFT. Matamoras, Pennsylvania. Nathaniel Taft was born in Mendon, Massachusetts, March 15, 1825, and attended school until he was 12- years of age. He then engaged in farming for a while, but tiring of that he went farther east and drove a stage for some time between Providence and Worces- ter. Later he worked at the carpenter trade and then run a stationary engine for the agricultural works at Blackstone for four years. He began his railroad career as a fireman on the Fitchburg & Worcester road. May 26. 1849, bein.i; promoted to engineer Jan- 510 ERIE RAILWAY EDITION. JAMES R. SWIFT. NATHANIEI> TAFT. AMERICAN LOCOMOTn"E ENGINEERS. 511 uary i8, 1850. He left that road in 1856 and took serv- ice with the Erie, and was soon placed in charge of a run on passenger trains I and 8, which he hauled until 1892. A change in time placed his runs at night and he asked for a day run; he was given what is called the "shop engine" in the I'ort Jervis yard which he still runs, receiving road pay, as a slight testimonial from the officials of the high regard in which he is held. On August 17, 1847, Mr. Taft was married to Miss Mahalah A, Damon of West Rutland, Massa- chusetts, and six children have been born to them, five of whom are living. For fourteen years he ran old engine No. 38, built in the Susquehanna shops, and the engine made but two trips in that time con- trolled by another engineer; he also ran No. 195 eleven years. Abraham Lincoln rode with Mr. Taft on the engine while on the way to his first inaugura- tion, and General Grant rode with him twice, besides one other President graced his cab with his presence. The late James G. Blaine liaving heard General Grant speak about riding with i\Ir. Taft, was anxious to do so, too, and when the opportunity presented itself availed himself of the chance. Mr. Blaine was so well pleased that he asked the privilege to fire for a dis- tance, and permission was accorded. He fired from Deposit to Summit, a distance of seven miles, and tlien, "sweating like a beaver," he gave it up. The Friday previous to his death Jim Fisk, then president of the Erie, in company with Josie Mansfield, rode with Mr. Taft over the entire Delaware Division. Mr. Taft has never used tobacco or liquor in any form and is a Royal Templar. He also belongs to the His- torical society of Orange County; Port Jervis Lodge No. 54, B. of L. E.; the IMasonic and Odd Fellow- Lodges of Port Jervis and the Hope Evangelical Church of Alatamoras. He is a republican in politics and a strong temperance advocate. On October 12 Mr. Taft finished his forty-third year on Delaware Division of the Erie, and has made a total of 1,650.950 miles in that time. SEXTUS E. TAYLOR, Port Jervis, New York. On October 26, 1854, Sextus E. Taylor was born in Buckingham, Wayne County, Pennsylvania, and after attending school until he was 13 years of age, went to work in Portney's glass factory, where he remained several years, leaving eventually to take a position as engine wiper in the Erie round house at Port Jervis. In January. 1871, he was advanced to fireman, a posi- tion he held for ten years, almost continually on freight trains. In December, 1880, his^long and faith- ful service as fireman was rewarded by being pro- moted to engineer, and for the past nineteen years he has been engaged in the freight department, at present running train 37 west and east on extra. Mr. Taylor chose as his life partner Miss Arrietta A. Jacoby, an accomplished young lady of Milford, Pennsylvania, and their married life has been most pleasant. Three children have been born to them, two of whom are living, the older of whom is now firing on the Eastern Diftision of the Erie. Mr. Taylor was one of the organizers of the first lodge of the B. of L. F., Deer Park Lodge No. i, of Port Jervis, and in 1881, he be- came affiliated with the B. of L. E., Division No. 54; he also belongs to Port Jervis Lodge I. O. O. F., having joined in 1894. Mrs. Taylor is a prominent society woman of Port Jervis. She is a charter mem- ber of the Ladies' Auxiliary to the B. of L. E., being President of the same in 1895 and is now Vice Presi- dent; she also belongs to the Daughters of Rebecca, havingiheld the office of Noble Grand one term. Mr. Taylor was in a bad collision July 2, 1881. at Lans- borrough bridge, between coal train. No. 14, and a "wild cat" east. No signals were displayed, and as a result the three trains mixed it up to the extent of several thousand dollars on the bridge. Mr. Taylor is considered a reliable, steady workman, and stands very high both with his superiors and fellow citizens. ROBERT J. TAYLOR. Port Jervis, New York. One of the oldest employes of the Erie is Engineer Robert J. Taylor, who, though 70 years of age, still runs a switch engine in the Port Jervis yard. He was born at Delhi, Delaware County, New York, in 1S29, and was of German descent, both his grandfather and grandmother being natives of that country. Mr. Taylor's father was Calvin Taylor, a gunsmith, who made some of the first guns sent to California. His mother died when he was 3 years of age, and he was raised by his grandparents. His grandfather, whose name was Jasper Taylor, was a mason by trade, but abandoned it to become a minister in the Baptist church. He had large real estate holdings, which were looked after by his sons, and thus the subject of our sketch worked on a farm and attended school until he was 16. After another year on the farm he left the home of his grandparents in Welton- ville. New York, and went to Rochester to work on the Erie Canal. He drove horses two years and then became steersman on a canal boat for one season, after which he went back to the old farm, but only staid one summer, going down the Delaware River to Philadelphia where he worked several months in 512 ERIE RAILWAY EDITION. ROBERT J. TAYLOR. SEXTUS E. TAYLOR. AMERICAN LOCOMOTIVE ENGINEERS. 513 a luiiibL-r yard. In i8(io he liircd with the Erie as boss fence builder, but soon was given a position as fireman, going out first with Lewis Stanley and later with Jesse Carpenter. After firing two years on freight and one week on passenger he was promoted to Engine Dispatcher for eight years going then to the Port Jervis yard where he has run an engine for the past thirty years. In 1853 Mr. Taylor was united ii! marriage to Miss Viola E. Travis, of Buckingham township, Wayne County, Pennsylvania, being mar- ried by Rev. Edmund Cook, a Baptist minister. Mrs. Taylor's grandfather on her mother's side was Uriah Jacobs who served seven years in the Revolutionary War and died at the age of 87 years. He was present at tlie noted Brant massacre at Wyoming, and re- ceived a pension from the government; he was also present at the surrender of Cornwallis to Washing- ton. Five children were born to Mr. and Mrs. Taylor, four boys and one girl, the latter dying in infancy; the sons are all grown to maturity and have families of their own. Se.xtus E., the oldest, is an engineer; George Thomas is a mechanical engineer and sur- veyor; Robert A., a practicing physician, and William H., an engineer. In 1870 Mr. Taylor became a mem- ber of the I. O. O. P., and in the same year he joined the B. of L. E. In 1858 Mr. Taylor and his good wife became tiiembers of the Baptist church, being baptized in the Delaware river at Hancock. They have ever since been devout members of that denom- ination, and are respected by all who have the good fortune to know" them. JOHN M. TERHUNE, Cleveland, Ohio. John M. Terhune was borti in Upper Canada, Au- gust 13, 1853, and at the age of 12 years came to the LInited States with his parents, wlio settled at War- rensville, Ohio. The young man left school at the age of 14 and went to work on a farm. He followed this avocation ten years and then went to Cleveland, where for three years he engaged in teaming on his own account. In 1880 he sold out his business, and for the ne.xt year worked as a carpenter, leaving that trade to enter the employ of a street car company as driver and later as a conductor. On September 6, 1881. he secured a position as fireman on the Erie and worked in that capacity until November, 1886, when he was rewarded for his excellent work as fire- man by promotion to engineer. He ran on through freight for over three years, and then at his own re- quest was given an engine in the Cleveland yards where he has been ever since. He is considered a highly competent engineer and is quite popular with his fellow employes and th.e ofiicials of the Mahoning Division. On December 20, i88g, Mr. Terhune was married to Miss Rachel S. Hicks, the accomplished daughter of John Hicks, a retired capitalist of Cleve- l.ind. One child was born to them. John P., but they were called upon to mourn his loss when he was but 5 months old. Mrs. Terhune's parents live in Cleve- land, as does Mr. Terhune's mother, his father being dead. Mr. Terhune is a prominent member of De- vereaux Lodge No. 167, B. of L. E., and a respected citizen of Cleveland. He owns a fine home on Fifth avenue and several other pieces of valuable property. WILLIAM D. THAYER, Avon, New York. W'illiam D. Thayer was born in Livonia, New York, on November 6, 1854, being the son of M. D. Thayer, a farmer of Livingston County. He left school at the age of 18 and began work in a machine shop in Rochester as a machinist's apprentice. He worked at this for one year and, the firm making an assignment and closing down work, Mr. Thayer went home and assisted in running his father's farm, going then to Buffalo where he worked two years in a pump factory, which also closed up business for financial reasons. He then returned to farming for a short time and gave that up to take a position as engineer on a boat on Conesus Lake. He then went to South Lima, where he engaged in the grocery business, but after a year I)ecame dissatisfied and applied for a position as fire- luan on the Erie, receiving an appointment on No- vember I, 1881, and immediately accepted it. He served in this capacity for seven years, running on the Rochester Division and Attica Branch in the winter time, the company releasing him in the summer to run an engine on a Conesus Lake boat. In May, 1888, he was promoted to engineer and for a number of years ran local freight between Rochester and Avon, now having a through freight run between Rochester and Corning. In March, 1880, Mr. Thayer was mar- ried to Miss Alida Hobin, daughter of Wallace Hobin, a liveryman of Livonia, New York. They have a promising family of nine children, of whom May, aged 18, is the eldest; Fred, Harry, Martin and Edwin are attending school, while Carrie, Emma, Julia and William remain at home. Mr. Thayer is a lodge man of some distinction, being affiliated with Division 15, B, of L. E. of Buffalo; Avon Lodge No. 570, F. & A. M.: Lodge 153, K. O. T. M.; Onnolee Tribe No. 249, Red Men, and the Avon Hose Company. 514 ERIE RAILWAY EDITION. GEORGE H. THOMAS, Susquehanna, Pennsylvania. George H. Thomas who was born in Austria, on April 24, 1863, came to America with his father, John Thomas, a blacksmith and machinist, in 1881. Mr. Thomas had received a common school education in his native country and learned the shoemaker's trade, so when he settled here he soon found work at his trade in Port Jervis. He left there shortly afterward and worked in Binghamton eighteen months. He was employed on the Erie Canal two seasons, and from there went to Wilkesbarre, Pennsylvania, where he worked a short time at his trade, and then to Bing- hamton where he took care of a team for nine months. In 1885 he secured a place in the car repair depart- ment of the Erie, where he remained until 1887, and then was advanced to brakeman. He served in this capacity but a short time, accepting an advance to fireman in the fall of 1887. Mr. Thomas was a model fireman and the four years he wielded the shovel marked him as a faithful and efficient workman. He was promoted with credit to engineer in December, i8gi, and has since run in the freight service between Sus- quehanna and Hornellsville. On April 15, 1885, Mr. Thomas was married to Miss Mary Gregory, daugh- ter of George Gregory, a butcher of Deposit, New- York. They have five children — Frank, aged 13, who is attending Laurel Hill School; George, aged 10, and John, aged 7, who are attending public school; James is 3 years old, and Irene, the only girl in the family, is 2 years of age. Mr. Thomas is a member of the C. M. B. A. of Susquehanna, and is prominent in the councils of the B. of L. P., Division 208, having held a subordinate ofificc for the past five years. Mr. Thomas is quite popular with his brother engineers and is highly respected by his many acquaintances in Susquehanna. FRANK H. THOMPSON, Akron, Ohio. There is perhaps no engineer in the employ of the Erie who is better fitted to fill his position than Frank H. Thompson, for beside knowing the practical work of an engineer from years of experience, he came to his position prepared by a theoretical knowledge of mechanics, having taken a full course of study in that line at Cornell University after he had finished his common school education. He is the son of Daniel Thompson, an early settler of Orange County. New York, and was born in the town of Thompson Ridge, that state, February 8, 1853. After finishing his course at Cornell he entered the machine shop at Meadville, Pennsylvania, and worked there one year, going from that place to the New York Central, where he worked six months as a fireman. He resigned this position to accept a similar one on the Erie, running out ol Gallon. From 1875 to 1881 he fired on the Erie, when he was promoted to engineer. He ran one year and a half in the road service and then was assigned to a switch engine in the Akron yards, where he yet remains, to his entire satisfaction. Mr. Thompson is a capable engineer and his ability commands the re- spect of both his fellow workmen and his superiors. He is a member of the Foresters, and Division No. 16, B. of L. E., in the aflfairs of which he takes great interest. He owns fine residence property in Akron, and is an influential citizen of the city, having been elected Alderman of the Fourth Ward in April, 1899. On December 3, 1888, he was married to Miss Eleanor Black, of Gabon, Ohio, and they have two children, ISIax and Mabel, who are twins 9 years of age. They are attending school, and are both very bright and apt at their studies, particularly in music and elocu- tion. NEIL S. THOMPSON, Youngstown, Ohio. Neil S. Thompson was born at Geauga Lake, Ohio, April 2, 1864. He attended school until he was 16 years of age and then for two years worked on his father's farm. In 1881 he went to Aurora, Ohio, where he secured a position in a cheese factory, and after working there three years went to Chagrin Falls, Ohio, where he accepted a similar position, which he held one year. He went to Cleveland in 1885, and in June of that year began his railroad career as a fireman on the Erie. He was promoted to engineer in December, 1892, and after a year on the footboard was set back to fireman, with many others, on account of slack business. He fired about a year 'more on passenger, and was again placed on the list of en- gineers. He ran as an extra for a short time, but was soon given a regular engine in the freight service. In December, 1890, while firing passenger engine 312 on train 71, he was in a wreck at Leavittsburg. A switch had been left open and the passenger train ran into a freight on the siding. The engine was demolished and Mr. Thompson undoubtedly saved his life by timely jumping. As it was he sustained a fracture of the bone in his right leg. At another time on the same engine the wind blew a pane of glass out of the cab window. It struck^ Mr. Thompson and cut his face to such an extent that he still carries the scars made by this unfortunate accident. Mr. Thomp- son's parents live in Solon, Ohio, and are hale and AMERICAN LOCOMOTIVE ENGINEERS 515 WILLIAM D. THAYER. GEORGE H. THOMAS. 516 ERIE RAILWAY EDITION. hearty; his father is a carpenter and is 64 years of age, while his mother is 53. His grandparents are yet alive and Hving in Cleveland, Ohio. Though their ages are 86 and 84, respectively, they are both quite active; his grandfather attending to all the chores while his grandmother does her own house- work, sews, knits, etc. Mr. Thompson was married to Miss Isabel Davidson of Cleveland, April 24, 1889. They have two bright sons, aged 9 and 4, who are attending school and are the especial pride of Mrs. Thompson's motherly heart. Mr. and Mrs. Thomp- son are a hospitable couple and it is a source of en- joyment to visit their pleasant home. Mr. Thompson has been for the past thirteen years a member of Forest City Lodge No. 10, B. of L. P., in the affairs of which he takes a great interest. R. K. THORNHILL. Rutherford, New Jersey. The subject of this sketch was born in New York City May 29, 185 1, and is the son of Richard Thornhill, a hatter who left England and settled in that city back in the '40s. The young man attended public school some years and finished up his education in a private academy in Hackensack, New Jersey. For some years he worked as an apothecary in Jersey City and then acted as paymaster's yeoman in United States Navy at Rio de Janeiro, Brazil. In November, 1879, he secured a position as fireman on the Erie, but after working for this company some time he left for the west where he traveled about considerably, working as a fireman for the Texas Pacific Railroad for a period of three months. Returning east again he entered the employ of the Erie, and fired until February, 1887, when he was promoted to engineer and assigned to the freight department where he has been working since. Mr. Thornhill was married in July, 1883, to Miss Mary A. Harmon, daughter of Uriah Harmon, a dentist of Chatham, New York. They have one daughter, Ida, who is attending school and resides with her parents in their own pleasant home. Mr. Thornhill is a member of Jersey City Lodge No. 543, B. of L. P.; Lodge 210, I. O. O. P. of Jersey City; Varrich Lodge No. 31, F. & A. M., and the Elks. He is a popular man among his associates, and is a highly esteemed citizen of Rutherford. ton. a prominent farmer of Ontario County, that state. The young man was an industrious student in the public school of his native town until he was 19 years of age, when he abandoned school and went to work on his father's farm. He soon gave this up and ac- cepted a position with the Wide-Awake Threshing and Engine Works at Waterloo, New York, and for two years worked there in the winter time, running as engineer on a pleasure yacht in the summer time on Seneca Lake between Watkins and Geneva, New York. In 1886 he accepted a position on the Grand Trunk and was stationed at Chicago as hostler. Four months later he resigned to take a job firing on the Erie under Master Mechanic Joehan. He fired two years on freight and two years on passenger, when, in October, 1890, his exceptionally good record as a fireman won him promotion to engineer, since which time he has been in the freight service between Galiort and Chicago. He is classed among the best of the rising young engineers and has many times demon- strated that his promotion was fully merited. In Feb- ruary, 189s, Mr. Thornton was married to Miss Ella L. Kline, daughter of Henry Kline, a prominent and pioneer farmer of Huntington County, Indiana. Mrs. Thornton is a society favorite, and a member of Ladies of the Maccabees, and Jewel Hive No. 63 of Huntington. Mr, Thornton is a member of Amity Lodge No. 483, P. & A. M., and B. of L. E., Division 221. He owns a fine residence at the corner of Bryant and Front streets, and is a valued citizen of Hunting- ton, being a favorite among his fellow employes as well as genial companion to all who have the good fortune to know him intimately. EDWARD THORNTON, Huntington. Indiana. Edward Thornton was born in Geneva, New York, October 22, 1861, and is the son of Alexander Thorn- WILLIAM H. TIFFANY, Susquehanna, Pennsylvania. William H. Tiffany is one of those prosperous in- dividuals who believes in "making hay while the sun shines," and with this purpose in view he has in- vested his earnings so advantageously that even now, while in the prime of life, he has amassed a com- petence, most of which is invested in property in Oakland and Susquehanna, Pennsylvania, and Wind- sor, New York. The son of Henry Tififany, he was Ijorn in Hartford, Pennsylvania, on September 16, 1853. He received a common, commercial and high school education, after which he engaged in farming for seven years. In the fall of 1879 he took service with the Erie as a fireman, in which capacity he served for nine years, the first four on freight and the last five on passenger trains Nos. 4 and 5. He was promoted with credit to engineer in the fall of AMERICAN' T.OCOMOTIXE ENGINEERS. 517 ED\YARD THORNTON. JOHN TIERNEY. 618 ERIE RAILWAY EDITION. 1888, and is now running preferred freight trains Nos. 78 and 79 between Susquehanna and Hornellsville. He has pulled these trains for the past two years, and in every circumstance ranks among the best engineers of the division. In March, 1875, Mr. Tiiifany was married to Miss Kate Pierce, daughter of Harvey Pierce, a farmer of Broome County, New York. One child was born to them, Leonard Ray, 20 years of age, who is a telegraph operator in the employ of the Erie. In i8go while out sleighriding the horse ran away, throwing Mrs. Tiflfany from the sleigh upon the ground. She suffered a concussion of the brain from whicli she died. In 1892 Mr. Tiffany was united in marriage to Miss Jennie Kent, daughter of Eri Kent, of Windsor, New York. Mrs. Tiffany is a member of the Ladies' Auxiliary to the B. of L. E., and is prominent in social affairs. Mr. Tiffany is a member of Starrucca Lodge No. 137, B. of L. E., and has been a subordinate officer of the lodge. He is one of the city's most substantial and respected residents, and is a popular and public spirited man. JOHN TIERNEY, Carbondale, Pennsylvania. In a pleasant cottage home on Dundoff street, re- sides with his family, one of the most popular en- gineers of the Jefferson Division, and at the same time, one of Carbondale's best citizens. John Tierney, son of Edward T. Tierney a stationary engine fire- man of Providence, Rhode Island, was born in that city November 21, 1854. At the age of 12 years he left school and for nine years worked in the Atlantic Delane Cotton Factory. He then secured a position as call boy for the Erie at Carbondale, and worked in that capacity ' from 1875 to 1878, when he was ad- vanced to fireman. For seven years he fired on the Jefferson Division and then his faithful service was rewarded by a merited promotion to engineer in Oc- tober, 1885. Since that time he has run continually in the freight service on the Jefferson Division, and on numerous occasions he has demonstrated that he is an engineer of high class, thus winning the approval and high regard of his superiors. January i, 1880, he was united in marriage to Miss Kate Golden, daugh- ter of John Golden of Carbondale, and seven children have blessed their union. Edward, aged 19, is working at the machinist's trade; Morris, 16; May, 13; Lizzie, 10, and Florence, 7, are attending school, while Francis, aged 3, and Robert Emmett, the baby, are the spe- cial care of Mrs. Tierney, who takes great pride in her family of bright boys and girls. Mr. Tierney is a member of B. of L. E., Division 468, and takes great interest in its affairs and working. JOSEPH W. TOMLINSON, Chicago, Illinois. Joseph W. Tomlinson was born in Sunbury, Penn- sylvania, on May 18, 1869, being the son of Joseph W. Tomlinson, Sr., a railroad man in the employ of the Erie Company. On leaving school at the age of 17 Mr. Tomlinson became a messenger for the West- ern Union Telegraph Company at Hornellsville, New York, working in that capacity for a period of one year when he began railroading as a switch-tender for the Erie in the Hornellsville yards. After a year of this work he decided to go west, and located in Chicago, where for one year he worked as a butcher in the Union Stock Yards. He then secured a situa- tion as fireman on the Erie, and for two years ran between Chicago and Huntington, establishing in that time a high record as a competent fireman. In the winter of 1892 he was deemed capable of taking charge of an engine, and was accordingly promoted to the rank of engineer, since which time he has been running in the Chicago yards. On June 29, 1893, Mr. Tomlinson was married to Miss Anna Kelley of Chi- cago, and they have three children, Marion, aged 3; Anna. 2; and Joseph, the baby and pet of the house- hold. Besides being an engineer who has won high regard by his competent work, Mr. Tomlinson is per- sonally a fine man and is well thought of by his friends and neighbors. He owns a pleasant residence at the corner of Fiftv-founh street and Normal avenue. JAMES TOUSLEY, Cleveland, Ohio. James Tousley was born in North Royalton, Ohio, on August 14, 1857, and on leaving school at the age of 17, worked in a meat market until September 10, 1881, when he commenced to fire on the Erie. Close attention to his duties soon won him promotion, and in May, 1886, he was elevated to the list of engineers, having had a switch engine in the Cleveland yards for the past eleven years. Mr. Tousley was married in January, 1884, to Miss Mary E. Ryan, of Cleveland, and they have four children, all boys. Mr. Tousley owns his own home, a pleasant residence at 105 River- side street, and is a member of Forest City Lodge No. ID, B. of L. F., being collector for the order the current term. MERRITT TURNER, Port Jervis, New York. One of the hale and hearty veterans of the Dela- ware Division of the Erie is Merritt Turner, who AMERICAN LOCOMOTIVE ENGINEERS. 519 WILLIAM H. TIFFANY. JUSEPH W. TOMLINSON. i 520 ERIE RAILWAY EDITION. counts many years of faithful service to his credit and who, barring the unforeseen, may well expect to place many more years on his record. Born in Lu- zerne County, Pennsylvania, on December 9, 1838, he worked on the home farm and attended school up to the age of 17, when lie secured employment as brake- man on the Gravity Railroad (now no more) be- tween Pittston and Hawlcy, where he remained for seven years, five of them as brakeman and two as conductor. In the meantime, however, he vohm- teered. in 1862, as a nine months' man in the 179th Pennsylvania, the regiment being assigned to Kcyes' i Corps — the 4th — and was part of the garrison of Fort Yorktown for seven months, putting in the remainder of the enlistment period in marching, so that if he did not see actual fighting he certainly did see hard • service. Returning to the Gravity Railroad at the expiration of his army experience, he remained there until 1865, but as his ambition was to become an en- gineer he came to Port Jervis in May, 1865. and began work on the Erie as a fireman. He continued as fire- man, with a brief interim, until the early part of 1867. when he was promoted to engineer. However, during his service as fireman, nnd when he had been only ten months employed in that position, he commenced to run extra. On the day he was made engineer he was given a regular run, and a daylight run, at that, being put in charge of a coal train. This run he kept for a j'ear, when he was given full charge of a gravel train as conductor and engineer, receiving in addition to his regular wages as engineer, fifty cents a day extra for his services as conductor. For a year and a half he held down this train and was then given a coal train between Port Jervis and Honesdale, which he retained for a year, passing then to a regular freight run. No. 25 west and the stock train east, whicli he kept until 1882, early in which year he was placed in passenger service and so continued until 1891, in which year he was made Road Foreman of Engines at Port Jervis, a position he filled with credit to himself . and satisfaction to the company until September, 1898, wdien he was, at his own request, sent out on the road again, and now has Nos. 3 and 8, the fast limited trains, his engine being the 821, a class "O" Baldwin. Mr. Turner has one son. Van Etten Turner, who is now following his father's footsteps by learning the machinist's trade in the Erie shops at Port Jervis. Made a Mason in i860 at Hawley, Mr. Turner is now a member of Port Jervis Lodge No. 328, F. & A. M., and is also a member of Neversink Chapter of the Royal Arch degree, at the same place. He also be- longs to the Knights of Honor, his lodge being No. loog, of Port Jervis. He takes no active interest in politics, further than to perform the duty of every good citizen. His tastes are eminently domestic, and he passes most of the time when nut on duty 111 his comfortable home on Hudson street. Port Jervis, and does not give himself up to undue worrimcnt as to the present or future. Mr. Turner has not escaped altogether unharmed during his long term of service. Once, on the Gravity Railroad, his leg was caught between two cars in a wreck and though not crushed it has never ceased to give him slight trouble, which, however, does not seem to increase as he grows older. Again, on the Erie, and on the same ground where the train went down the bank at Shohola, his engine literally flew to pieces when he was running fifty-five miles an hour. Mr. Turner was shut into the cab, but climbed on top of the boiler, applied the air brake, and found when the train was stopped that there were no rods left to his engine. That he may long continue in active serv- ice without repeating this experience is the hope of his many friends. JAMES TUSKEY, Bufifalo, New York. To the men on the Buffalo Division the features of James Tuskey are well known. He was born on the last day of February, 1857, and therefore has a birth- day every year, whereas if he had been born a year sooner he could only celebrate his noted anniversary once ever four years. So he had a narrow escape to begin with, and this may account for his choosing a railroad life, fraught with dangers as it is. He first saw the light of day at Gulf Summit, Broome County, New York. His favorite occupation while at school seems to have consisted of drawing pictures of lo- comotives on his slate, thus early evincing a taste for the profession he w-as ultimately to follow. At the age of 14 he left school, and immediately applied for work on the railroad. This lie obtained, his first service being rendered as water boy. For two years be kept this up, and then decided he wanted more schooling and so intense was his desire to better himself in this respect that he used to walk three miles and back every day in order to attend the little village school house. Sometime later having grown big enough to whip the teacher (though we are not informed that he ever attempted it) he returned to the railroad, working in a repair gang, his father being the fore- man. March i, 1880, he entered upon the duties of a brakeman which he followed for two years. While so occupied Mr. Tuskey experienced an accident that nearly cost him his life, being caught and crushed be- tween the bumpers. As P result he was laid up for two months. Upon recovery, he made application to Superintendent Neilson for a position as fireman AMERICAN LOCOMOTIVE ENGINEERS. 521 .;ind liLs request was granted. Alter tiring extra for two weeks he was assigned to a regular engine with Henry Hoffman; a year hiter a change in the system ■of regular runs necessitated his return to extras where he remained for another year. His next regular run was with Elias Brees, then with T. S. Ellis, both freight engineers. He then fired for O. A. Cooper on a passenger engine for four months, after which he was transferred to the way freight under M. Leahy, ■with whom he remained three years, when he went on trains 3 and 10 with Engineer Elliott. Five months later while fulfilling the duties of the last named position Mr. Tuskey was called in for promotion. On September 19, 1890, Engineer Tuskey began on the "first in first out" system, which he kept up for about a j'ear, being then given a regular engine on the roimds. For three years he ran between Buffalo and Hornellsville, and on account of a reduction in the number of trains was put back on the extra list. ^Ir. Tuskey like the vast majority of his fellow engineers is a family man. His wife was Miss Mary Brick of Hornellsville. They were married in that city in 1887. Mr. Tuskey has often been heard to declare that his wife is a "perfect brick." Their only son is now at- tending school and bids fair to stand at the head of his class. While a fireman Mr. Tuskey joined the ranks of B. of L. F., and as a matter of course be- came a member of the B. of L. E. as soon as eligible therefore. He has not yet held any office in that body, but is recognized as one of its most sturdy champions. He is a member of St. Patrick's church and identified with the C. B. A, FLORENCE E. TRACHT, Gabon, Ohio. The subject of tliis sketch is familiar with railroad ■work from the bottom up to his present position. He w-as born in Gallon, Ohio, June 19, 1866. His father L. B. Tracht was a railroad engineer but later kept a grocery store in Kent, at which place he died in 1896. Mr. Tracht attended school in Gabon and re- moved with his father to Kent where he attended liigh school until 1882, when he began his railroad career as bell lioy in the Kent yards, under Hostler William Tully receiving fifty cents a day for his services. After one year he was advanced to call boy at a salary of $1.12 a day, and served in that capacity for two years, under Engine Dispatcher M. V. Green and George Parkinson. While employed in this position he frequently called Master Mechanic A. W. Ball, Road Foreman of Engines Peter ]Meuser, and A. B. Youngson while they were running engines on the old New York, Pennsylvania & Ohio. At the age of 18 he was promoted to fireman oi the Kent switch engine, firing for James Logan at a salary of $1.50 per day. He served two years in this capacity and then was promoted to road service, and for three years fired successively on local, through freight and pas- senger. In 1890 at the age of 23, he was given an engine and for the past nine years he has been running on the Cincinnati Division, east and west. His first run was made with engine 190 to Kent and return with trains 82 and 71. While a fireman he was in a head- end collision at Rittman, which demolished both en- .gines, the crews of which saved themselves by jump- in.g in time. On June 19. 1891, while going into Kent yard with twenty-eight loads of grain, the train got beyond the control of the hrakeman, as air brakes were used very little at that time, and ran into some passenger coaches; luckily no one was hurt. Mr. Tracht is a careful, capable engineer and is well liked by his superiors and associates. He is a member of B. of L. E. Division No. 16, in the affairs of which he takes a great interest. He was married in Kent, Ohio, March 15, 1887, to Miss Cora A. Slater, daugh- ter of H. C. Slater an engineer of Texas. She is a very popular lady, is quite a pianist and plays at all the local socials of the brotherhood. They have two sons, Harry R., aged 11, and Leonard E., aged 9, who are attending school. Both are well schooled in music; Harry is very proficient on the violin and Leonard possesses a sweet and melodious voice. They arc much sought after to perform at entertainments. RICHARD G. TRACHT, Kent, Ohio. Richard G. Tracht w'as born October 26, 1867, in Gallon, Ohio, and attended school until he was 14 years of age. His father Leonard B. Tracht was an Erie engineer, and afterwards Engine Dispatcher at Kent, Ohio. Mr. Tracht inherited his love .of rail- road life froin his father, and as soon as he was old enough he was given a position in the Erie service at Kent. In April, i88r, he was jnit to work as bell ringer for the hostler and he continued in this place for six months, being then advanced to call boy. In this capacity he served till the fall of 1886, when he was advanced to hostler, a position he creditably filled until September, 1889, being then advanced to fire- man. His long experience and natural ability won him promotion to engineer January i, 1892. after firing two years and four months. His first run was on engine 620 with a freight from Meadville to Kent, since which time he has continued pulling freight on the Meadville Division west, and by his conservative, efficient work has won the confidence of his superiors h22 ERIE RAILWAY EDITlUN. Fl.DRENCK E TRACHT. RICHARD G. TRACHT. AMERICAN LOCOMOTIVE ENGINEERS. 523 and the respect of his brother engineers. He has had no accident since his promotion, and ahhoiigh in sev- eral colHsions while firing was lucky enough to escape without injury. On Christmas day, 1887, Mr. Tracht was united in marriage to Miss Harriet M. Tricopeny, daughter of J. M. Tricopeiiy, then a shoemaker of Kent, but who now runs a grocery in the same city. They have one child, John Richard Tracht, a bright youngster of 6 years, who has just finished his first term at school. Mr. Tracht is a member of Lodge No. 207, B. of L. E.; Kent Lodge No. 1083, I. O. O. F., and Rockton Lodge No. 316, F. & A. M. His neighbors and fellow citizens regard him highly, and his record has always been such as to command the respect of all. WILLIAM H. TROTT, Jersey City, New Jersey. William H. Trott was born in Hackensack, New Jersey, on January 8, 1S60, being the son of John Trott, who emigrated from Germany in 1838 and set- tled in Hackensack, where he engaged in farming. Mr. Trott received a public school education and then went to work on a sawmill, remaining at that for two years. He then entered a woolen mill at Passaic, New Jersey, where he was employed for four years. In 1877 he commenced his railroad career with the Erie, beginning work in the construction department and contiiniing for a number of years. For about three months he had charge of a water station, being pro- moted to fireman in 1886. From that date until Feb- ruary. 1892, he fired freight, principally on the New York Division, when he received promotion to the grade of engineer. Since that time he has run a switch engine at Jersey City, and his work has met with the full approval of his superiors, who regard him as an engineer well worthy of their confidence. In 1885 Mr. Trott was married to Miss Louisa Riche, daughter of John Riche, a stone mason of Garfield, New Jersey, and they have two daughters, Anna aged 12. and Barbara aged 9. Mrs. Trott is a member of the Ladies' Aid Society of the Dutch Reformed church, the Christian Endeavor Society, and is promi- nent in church work. Mr. Trott owns a pretty home on Sixth street and is highly respected by his fellow citizens. hrose Truesdale, one of the pronnnent men of tli.it county, and ran a store at Union for over twenty years. Mr. Truesdale worked for his father until 1870, in which year he entered the service of the Erie as a fireman on the Susquehanna Division. He was promoted to engineer in 1880. and for a numlur of years has run trains 77 and 94. Mr. Truesdale was married January 19, 1870, to Miss Jennie L. S. Kill- man, and they have one daughter, Lizzie. He is a member of Division No. 47, B. of L. E., and has held all the offices of the local lodge except those of Chief and Assistant Chief, at present being chaplain. FRANK TRUESDALE, Hornellsville, New York. F'rank Truesdale was born in Broome County, New York, on September 2, 1850. His father was Am- GEORGE M. TRUEX, Port Jervis, New York. George M. True.x was born in New York City, April 20, 1857, but attended school at Port Jervis, leaving his studies, however, at an early age and going to work first on a farm near the latter place and sub- sequentlj' in a creamery at Andover, New Jersey. In November, 1880, he began his railroad career as a fireman for F. B. Heath, and he will certainly remem- ber his first trip as long as he lives, for it was sig- nalized by a big wreck, a broken truck on a coal car resulting in piling up cars in all directions, no one, however, being hurt. He afterwards fired the Moun- tain Express for John Earl, one of the oldest of Erie engineers, and on July i, 1887, was promoted to en- gineer. For three weeks he ran extra and was tlien given engine No. 544 and began running extra freight on the New York Division, and after having the stone train for two years and running e.xtra passenger for eighteen months he was given — about four years ago — his present runs, the Port Jervis pick-up east and No. 83 west. While he was a fireman he was a mem- ber of the Brotherhood of Locomotive Firemen, be- longing to No. I. of Port Jervis, and in 1888, at the earliest moment at which he became eligible, he joined Division No. 54 of the Brotherhood of Loco- motive Engineers, of the same place. He is also a member of the Independent Order of Red Men, and at the present time is Senior Sagamore of Minnesink Tribe. No. 28, of Port Jervis. Further than to de- posit his ballot he does not take any active interest in politics, seeing to it, however, that his vote goes to those men whom he thinks are the most worthy of support. He was married March 18, 1884, to Miss Anna Cole, at Washington, New Jersey, and they are now living in their comfortable home at No. 4 Barcelow street, in Port Jervis. Considering the many times Mr. Truex has been in great danger, it is al- most a miracle tliat he is alive to tell about them, not to speak ()f his coming through unharmed. On ^24 ERIE RAILWAY EDITION. 0m V m / ^ 1 fl ■B^ \ ^H -^^ ■ f fl ^^^ Jk H ^^^^■^ \ ^ ^^^^^^^^^^^^^^^^^^^K \ . ^ JAMES TUSKET. CUESTA A. UI.ERY. AMERICAN LOCOMOTR'E ENGINEERS. 52S October g. 1889, at Fr.uiklin, New Jersey, on the Newark Brancli, his train of thirty-eight cars, run- ning at from twenty-eight to thirty miles an hour, crashed into the "Horn" train in a deep stone cut, tlie latter train having no flag out. Mr. Truex stayed with his engine until the stack was knocked oflt, the stack going through seven cars of the other train. Five oil tanks were piled up on top of his engine and at once burst into flame, the fire lasting for three days and the oil running down upon and completely covering a pond near by, which became a sheet of flame. It was necessary to build a temporary track around the wreck, and the fire was so fierce that it completely gutted the boiler, making a hole that a man could crawl through. It is said that this was the most expensive wreck which ever occurred on the Erie, costing the company $235,000. Again, while going over the division with a lone engine he was run into by the Middletown freight, but stayed with his engine, climbing out ahead and hanging on to the handrail. When the crash came, the tank was knocked olif. but the engine clung to the rails and again he escaped without being hurt. Outside of these experiences he has had many close calls, but in spite of them all has never been called up, and there is not a black mark against his record, which goes to show as plainly as words can speak it that he both knows and faithfully attends to his business. Mr. Truc.x is a vi,gorous. active man; one who takes .great interest in his work, and that he has a very long and useful career before hitn, no one who knows him doubts. L. F. TRUMAN, Hunlingion, Indiana. The qualities of a good engineer were inherent to Lafayette Truman: his father is John Truman, one of the oddest and best known passenger engineers now running on the "Pan Handle," and a man who is honored by all who have ever met him. There were three boys in the family and each one found his way to an engine as soon as he was strong enough to shovel the dusky diamonds into the firebox. One is now an engineer on the "Pan Handle," the other is Assistant Road Foreman of Engines at Logansport on the same road, wdiile the subject of this sketch has been running on the Erie since 1882. Mr. Truman was born at Derry, Pennsylvania, January 25, 1855, while his father was fireman on the Pennsylvania Rail- road, then known as the Old State Road. In 1870 he was water boy on a wood train of the "Pan Handle" and on January i, 1852. he accepted a place as fireman for the same company. He tired on freight and pas- senger trains until May. 1877. when he was pro- moted to engineer. He ran engines on all four of the divisions out of Logansport, Indiana, until Sep- tember, 1882, when he resigned to accept a similar position on the Chicago & At'antic. He worked as engineer on construction train, and then when the road was completed, ran engine O3 on freight until April, 1884, when he was promoted to passenger serv- ice and given engine 30. Since that time he has run continuous"y on trains Nos. 3 and 12 on the Eastern and Chicago Divisions, excepting about two years, when he pulled trains Nos. 5 and 8 on the Eastern Di- vision. Mr. Truman's experience on the footboard has been replete with incidents that stamp him as an en- gineer of ability, resource and heroism. In October, 1S90, he was an engineer on a train that was dashing through the burning forests near Lima, Ohio. The night was black and the sky was made lurid by the fire from the burning woods along the track. Sud- denly, just ahead, the watching engineer saw a shower of sparks flying upward, and he immediately divined that the bridge across the river had gone down. In- stantly he "hooked her over on sand," and brought the train to a standstill just in time to save the lives of three hundred passengers. At another time, while . his engine was going at about sixty miles an hour, the driving rods on each side broke, instantly killing the fireman and wrecking the cab. Truman fell un- hurt to the deck of the cab, but the slashing steel rods kept him froin reaching the air-brake. With great presence of mind he cut the air-hose with his pocket knife, allowing the automatic brakes to check the train ere it was ditched by the crippled engine. In 1888, when he was running train No. 8, a number of burning box cars standing on a siding west of Kenton, Ohio, brought him to a standstill. It was important to get the train through on time, so he backed up a couple of miles and then ran by the burning cars at a speed that almost put the fire out. In ."Vngust, 1896, he took No. 5 from Marion to Huntington, a dis- tance of 127 miles, in two hours and twenty-five min- ' utes, including eight stops, and thus established a record that has never been equaled. M r. Truman has been in several serious accidents, but all of them have been unavoidable, and he has never been called up for explanations by the officials. He stands very high in the estimation of his superiors, and on many occa- sions he has received the personal thanks and con- gratulations of various officials. He has never been suspended or discharged in all his railroad experi- ence. On May 22, 1878, he was married to Miss Alice E. Lee, daughter of !M. T. Lee. of Logansport. Mr. Lee was an engineer for over forty years, and handled a throttle back in the days when the old flat rails were used. Four children have blessed the union of 526 ERIE RAILWAY EDITION. I.AKAYKTTE P. TRUMAN. MERITT TURNER. AMF.RICAN LOCOMOTIVE ENGINEERS. S27 this worthy couple. Mary .-\., an intelligent and pop- ular young lady of 17, will graduate from the High School with the class of 1900; she has won high honors in composition, and her acquaintances predict high honors for her on her graduation. Frederick L., aged 15: Harold, aged 10, and Ralph, aged 7, are at- tending public school. Mrs. Truman is a member of Purity Lodge, No. 127, Daughters of Rebecca, and the Matinee Musical Society of Huntington. She is a society lady of prominence, and aided by her daugh- ter entertains very pleasantly. Mr. Truman is a mem- ber of the Masonic order, and has received all the degrees, including the Commandery; he has taken all the degrees in the L O. O. F. order, and is a charter member of Division No. 221, B. of L. E. He owns one of the finest residences on High street, and is a citizen of prominence and worth. CUESTA A. ULERY, Cleveland, Ohio. On a fine farm near .Salem, Ohio, live a highly re- spected couple, aged 65 and 60, who are the parents of Cuesta A. Ulery, one of the most popular engineers on the Mahoning Division. "Charley" Ulery, as he is called by his associates, was born on the home farm January 29, 1861, and after attending school until he was 17 years of age went to Valparaiso, Indiana, where he attended business college. Upon graduat- ing he secured a position with the Adams Express Company at Chicago, which he held a short time, returning at the expiration of his service to his home, and for a year assisted on the farm. He then went to Cleveland, where he worked as shipping clerk in Taylor Bros', rubber stamp factory until June 15, 18S5, when he was employed by the Erie as a fire- man. He fired four years on freight and three years on passenger, receiving his promotion to engineer in May, 1891, and has been running regularly ever since, principally on yard work at Cleveland. He has never had any accidents, and his work demonstrates him to be an engineer of good judgment. He was mar- ried May 18, 1882, to Miss Mary Keating, an accom- plished young lady of Chicago, and an interesting family of seven children have blessed their union, two sons and five daughters. Six of the children are at- tending school, the other being under school age. Mr. Ulery owns a pleasant home at 26 Wellesley place and is a highly respected citizen of his neigh- borhood. He belongs to Devereaux Lodge No. 167, B. of L. E., in the affairs of which he takes great in- terest. HENRY M. VAIL. Youngstown. Ohio. Henry M. \'ail, generally known as "General Hooker," is one of the oldest and best known en- gineers of the Mahoning Valley Division. He was born in Coitsville, Ohio, in September, 1844, and was the son of a farmer of that place. Both his parents are dead, his father dying at the age of 82 and his mother when 78 years of age. Mr. Vail left home at the age of 10 and apprenticed himself to a cabinet maker and undertaker in Youngstown, with whom he remained five years. He became an expert in the undertaking line and for the last two years of his stay had full charge of that branch of the business, being considered the best undertaker in the city. In April, 1862, he enlisted in Company B, 19th Ohio Volunteer Infantry, and his regiment was added to the brigade commanded by Brigadier General Body. .After leaving Youngstown the regiment went suc- cessively to Cleveland, Columbus, Cincinnati, Louis- ville, Nashville, and then began to see service, first at Murphysboro, then Stoney Ridge, Chickamauga, Lookout Mountain and Missionary Ridge. At Chick- amauga Mr. Vail was. shot in the left leg, and at al- most the same moment his haversack was shot from his back. He was recovered sufficiently to be in his place at Missionary Ridge and again the aim of a "Johnny Reb" caught him. This time he was shot in the right leg between the knee and ankle, shatter- ing the shin bone. He was in the hospital six months from the efifects of the wound, which was so severe that the surgeons insisted on amputating his leg. Mr. Vail would not consent to tlie operation, saying, "If I have to die here I will die with both legs." His persistency saved the limb and he is happy that he did not allow them to use the saw, although the wound has bothered him more or less ever since. He received his discharge from the service on ac- count of disability, and returned to Youngstown, He receives a small pension from the government, but money is little compensation for the trouble his in- jury has caused him at different times. On returning home he worked as undertaker at his old place for about a year, when Engineer Henry McCartney per- suaded him to enter the employ of the Erie. He began firing July 3, 1865, and worked in that capacity till i86g, when he was given an engine. In 1870 he was assigned to passenger and for eighteen years ran from Niles, Ohio, to New Lisbon on trains Nos. 12, 3, 64 and 71. He then took local freight between Youngs- town and Sharpsville, which he ran for three months. One day while mounting his engine at Youngstown the step turned with him. and while he was trying to save his injured leg he broke the other one three- fourths of an inch above the ankle joint. His injury 528 ERIE RAILWAY EDITION. i m. ^ ^ y!f#S' /*^ .# (^ y • I HENRY M. VAIL. J.\MES VAN DEMARK. AMERICAN LOCOMOTIVE ENGINEERS. 529 was very severe and he was laid up for a full year in consequence of it. When able to return to duty he was given a passenger run between Youngstown and New Castle, which he ran for two years, when his injured leg gave out from the heat and jar of the engine. His faithful and efficient service was re- warded by being given a yard engine in the Youngs- town yard at road pay, and he has since continued at that work. He is a very competent and conscientious engineer and when in the road service was a great runner. In his whole 35 years on the foot-board he has never had a wreck and was never called up for explanations but once, and that was for no fault of his own. He was married at Bradford, Pennsylvania, July 5, 1866, to Miss Hattie L. Goist of Liberty, Ohio, and they have had four children, two of whom survive. !Mr. \'ail is a member of B. of L. E., Division No. 329, and is a valued citizen of Youngstown, where he is quite popular. He came by his nickname at a social gathering of engineers, some years ago, when a stranger referring to Mr. Vail asked: "Who is that gentleman over there?" Mr. Vail overheard the re- mark and replied: "I am General J. Hooker." Since that time the name has clung to him and nearlj' every engineer calls him General Hooker now. Mr. Vail is a great lover of fine horses and has owned several fine blooded equines which were very speedy. He now has a finely bred mare wliich can reel off a mile in good time and Mr. \'ail values her at a very tidy sum. WILLIAM VAN DINE, SufFern, New York. The subject of this sketch was born in Secaucus, Hudson County, New Jersey, on October 4, 1863, and is the son of William \'an Dine, a farmer now re- siding in Rockland County, New York. Mr. Van Dine secured a good education, having attended the public schools of his native town until he was 17 years of age. His father being a farmer, it is but natural tliat the young man should have adopted that calling; but, after following it for a period of three years, he turned his back on the farm and took up the more e.xciting and, to him. more satisfying busi- ness of railroading. It was in the winter of 1883 that he was employed by the Erie as a fireman, and for two years fired freight on the New York Division, being then advanced to the lighter task of firing pas- senger on the same division. Mr. Van Dine was re- garded as one of the best firemen on the division at this time, and recognition of his ability was made in 1888, at which time he was promoted to engineer. For a number of years he ran extra iji the freight serv- ice between Port Jervis and Jersey City. In 1897 his efficient service and devotion to duty won him fur- ther advancement, and since that date he has ruir passenger between Piermont and SufFern. Chi De- cember 24, 1885, Mr. Van Dine was united in mar- riage to Miss Maggie Creagan. daughter of John Creagan, a machinist working in the Erie shops at Port Jervis. They have two children, both daughters, Edith, aged 13, and Anna, aged 6, both of whom are attending public school. Mrs. Van Dine is a membet of the King's Daughters of Suflfern and is prominent in the social affairs of that city. Mr. Van Dine be- longs to Adopted Lodge No. 3, B. of L. E., of Jersey City, and is one of the most popular engineers on the division, while at Suflfern he is considered a citizen of worth and integrity. E. R. VAN GORDEN, Hornellsville, New York. E. R. Van Gorden was born in Wayne, Steuben County, New York, on December 1, 1855. His father kept a hotel for over twenty-five years and the young man assisted in running the hotel until 1880, when he secured a position as fireman on the Susquehanna Division of the Erie. He was promoted to engineer in 18S7, and has advanced until now he has a regular run on the fast freights 84 and 81, in the management of which he has pleased the officials for the several years he has had this run. He has been exceedingly fortunate, having no accidents to mar his record, and consequently stands well with his superiors. He was married to Miss Nettie H. Larison of Horscheads, New York, and having no children they have more time to devote to social aftairs, both being prominent in Hornellsville society. Mr. Van Gorden is a mem- ber of the B. of L. F., and also Lamoka Lodge No. 463, F. & A. M., of Schuyler County. AUGUSTUS VAN NOYE, Jersey City, New Jersey. Certainly Augustus Van Noye's appearance would not lead one to infer that the life of a railroad man was bad for the constitution, for a more healthy, vig- orous specimen of young manhood it would be dif- ficult to find anywhere. This is probably due to the fact that from his boyhood he has concerned himself only with the thing to be done and not to the worry- ing to be done about it. Which is a very good rule of life. Born in Harbortown, New Jersey, March I, 1S64, a little town near the Delaware river, he was early obliged to leave school and seek employment. 530 ERIE RAILWAY EDITION. I His first experience with the stern reahties of life was as a boy on an oyster boat on Prince's and Newark Bays, where he worked during a season. Next he was engaged on a section crew on the Long Branch Railroad as a water boy for about a year, after which he worked for the same company at Point Pleasant, New Jersey, at cleaning fires, and then went to the Long Island Railroad for a summer, as a fireman, this being his first experience out on the road. For a year subsequent to leaving the long Island road Mr. Van Noye was employed at cleaning fires for the West Shore Railroad at New Durham, continuing in this employ for about a year, up to October 2, 1886, on which date he came to the Erie at Jersey City, and has since — except for eight months with the Pennsyl- vania, Poughkeepsie & Boston Railroad — been unin- terruptedly in the employ of this company. His first work was as fireman, which position he held until early in 1890, and on January 18, 1891, on returning from his brief absence on the road above mentioned he was, after braking two weeks in the Jersey City yards and firing about six weeks on the road, made engineer, and went to work running extras. He now has the Little Ferry and Weehawken coal train as a regular run, his engine being the 1165. a Class "I" Cooke. On February 13, 1889. Mr. Van Noye was married to Miss Katie Greenleaf of Union Hill, New Jersey, and they are now li-ving happily together at No. 30 Central avenue, Jersey City Heights. As soon as he was eligible Mr. Van Noye became a member of Division No. 135, of Jersey City, Brotherhood of Locomotive Engineers, a membership which he still retains, taking a deep interest, as he does in all mat- ters pertaining to his calling and the welfare of those who follow it. He is also an Odd Fellow, being a member of Monticello Lodge, No. 140, at Bergen Square. Surely if Mr. Van Noye is to be taken as a fair specimen of the younger engineers of the Erie the company has little to fear in the future as to the record to be made by the men "at the front," for he has only to carry out in the days to come the same line of conduct so far- followed by him to make a record which shall be honorable and enviable. JOHN L. VAN ORDEN, Nyack, New York. John L. Van Orden comes of his railroad instincts as a birthright, for his father was an engineer on the Erie as far back as 1859, and v/as, at the time of Mr. Van Orden's birth — November 22, 1864, residing at Pier- mont. New York, for many years the eastern terminus of the Erie. While John was still a small boy, how- ever, he removed to Port Jervis. and it was there and at Matamoras that the boy received his schooling. Leaving school at the age of fourteen, he worked on a farm for a year and then became a "printer's devil" in the office of the Port Jervis "Gazette," where he remained for a year, the connection being then — so he says — "dissolved by mutual consent." Following; this he was a driver of a delivery wagon for a grocer for about six months, and then his railroad predilections asserted themselves and he secured, at 17 years of age, a position as fireman on the pusher at Port Jervis, January 6, 1882, and passed in succes- sion to Greycourt, where he fired on the pusher for John D. Clifford; to an extra freight run and the New- burgh coal run; to extra fireman at Jersey City for a month; to regular passenger service on the Suffern train, with Charles W. Blizard; to the Piermont Branch on freight, and then to a passenger train on the Northern, after which he fired for a short time in the Jersey City passenger yards, and then returned to passenger service on the Northern. This completed his service as a fireman, and during its continuance he became acquainted intimately with every grade on the New York Division and its branches. Promoted to engineer on October 11, 1890, he was at once given charge of an engine on a construction train on the double-track work between Creskill and Sparkill, which he retained during that season; then, after put- ting in the winter as an extra engineer, he was again, when the season opened, given charge of the construc- tion train engine, where he remained until that work was completed. He was given his present run in May, 1892, the numbers of his trains being 212 and 235, 240 and 243, daily, and 213 and 228, every other day, between Jersey City and Nyack • and Jersey City and Creskill. His entire railroad service has been with the Erie. While firing Mr. Van Orden was a member of Deer Park Lodge No. i. Brotherhood of Locomotive Firemen, and ever since he became eligi- ble, in the early part of i8gi, he has been a member of the Brotherhood of Locomotive Engineers, be- longing to Hudson Division No. IJ5, of Jersey City. April I, 1888, was the date, and Piermont, New York, the place of Mr. Van Orden's marriage with Miss Clara Essex of that town, and during the years of their marriage they have made their home at Nyack, where they still reside, being surrounded by a family of seven little ones, four girls and three boys, of whom three are at present attending school. Mr. Van Orden has never been hurt in the discharge of his duties, though, as he says, he has had some mighty close calls. In his case, as in most, it is fairly to be supposed that the "luck" which has followed him has a large share of its foundation in good judgment and a cool head. As a politician IMr. Van Orden has n> desire to exploit himself, but as a voter he is a AMERICAN LOCOMOTIVE ENGINEERS. 531 JOHX L. VAN ORDEN. F. EUGENE VAN SLTKE. 632 ERIE RAILWAY EDITION. straight-out American citizen, placing men above parties, and careful to satisfy himself before voting that he is casting his ballot and influence in the direc- tion of good and wholesome government. In short, he carries into those matters the same care and thought which he uses in the every-day business of his life on an engine, and these are the things that bring the best results. Stalwart and upright, the picture of health and strength, Mr. Van Orden may fairly look forward to enjoy in after years the honor and respect of which he is now making himself so worthy. F. Lodge of Meadville, while his wife is affiliated with Myrtle Rebecca Lodge No. 60 of Meadville. F. EUGENE VAN SLYKE, Meadville, Pennsylvania. Born in Great Valley, New York. February 25, 1862, F. Eugene Van Slyke attended school in his native town until he was 14 years of age and then took active charge of a farm owned by his father, Augustus J. Van Slyke, a railroad man. He followed this avoca- tion until 1883, when, on the death of his father, other arrangements were made concerning the farm, and Eugene began his railroad career as a wiper in the Erie roundhouse. Later he was advanced to ma- chinist's assistant and finally to call boy. In the win- ter of 1887 he was promoted to fireman, in which capacity he served three years on freight and one year on passenger. On December i, 1891, he was promoted to engineer, since which time he has run continuously in the freight service, where his ability and judgment have raised him to the distinction of one of the best engineers on the division, and won him the commendation of his superiors. His genial qualities and true manliness are recognized by his brother engineers as well as by his host of acquaint- ances at Meadville and all along the line. His first trip was made as engineer. on the second engine of a double-header to Salamanca and return. He has never been injured, although he has been in three collisions — at Union City, Red House and Buck Tooth. The last named was quite a serious wreck, both engines being badly damaged. September 11, 1889, he was united in marriage to Miss INIabel L. Hickernell of Crawford County, Pennsylvania, and four children have been born to them. Mabel L., aged 9, and Herbert, aged 7, are attending school; Irene, aged 3, is the baby, since the death of little Harold, March 11, 1899, who was 8 months and 18 days old when transplanted, a little bud. to bloom in heaven. Although not yet a member of the B. of L. E.. Mr. Van Slyke is fully in accord with the principles of the organization and he will become a member of it in the near future. He is a member of the I. O. O. THOMAS WILLIAM VENNER, Jersey City, New Jersey. Born in London, England, in 1867. Thomas William Venner accompanied his father to the United States while still very young, his father being a quarryman, for whom, after leaving school at the age of 17, Mr. Venner went to work, his first employment being at carrying drills, following this up by becoming a con- ductor on the De Kalb Avenue street railroad in Brooklyn, New York, then going into the building trade, and from that to a position in a rolling mill. But it was decreed that Mr. Venner should be a rail- road man, and accordingly he followed out his destiny by going to work for the Erie, at first as wiper, and a little later — in January, 1888 — becoming a fireman on passenger, an occupation which he followed with credit to himself ^nd to the satisfaction of the com- pany and all concerned until August, 1897, when he was made an engineer, fulfilling all the requirements now made necessary in order to obtain that position. Since that time Mr. Venner has been running extras, and is still doing so, being constantly and busily employed, and it will be at no distant day that he will rise to the ranks of the regular men. His char- acter and his work are sufficient guarantees that in whatever position he may be placed he will be found ever painstaking, faithful and trustworthy. Mr. Ven- ner was a delegate to the Peoria convention of the Brotherhood of Locomotive Firemen, and it was at that time that he was so fortunate as to meet Miss Helen M. Whited. the Indy who is no.w Mrs. Ven- ner. They were married at Deposit, New York, on October 7, 1897, and are now living happily at No. 284 Ninth street, Jersey Cit3', having, let us hope, many long years of happiness and usefulness before them. Mr. Venner has had only one experience in a serious accident, this happening in the Jersey City tunnel on December 15, 1897, on which occasion his engine — the 1323 — went over into the pond, he saving himself by jumping, and sustaining no other injuries than bruises. It is much to be hoped that his im- munity from accidents may continue throughout his railroad career, for it is to this class of young men that all railroads must look for the safe conduct of their business, in the future as in the past. E. M. VERNOLD, Hornellsville, New York. The subject of this sketch holds the important posi- tion of engine tester, and for several years has met AMERICAN LOCOMOXn E ENGINEERS. 533 every requirement of hii superiors in this capacity. Mr. \'ernold was born in Delaware County, New York, on June 6, 1859, and began his railroad career as a brakeman on the Susquehanna Division of the Erie in 1883. After a year he was transferred to fire- man, in which capacity he built up a record in point of excellence that few attain and none excel. He was prumcited to engineer in 1890, since which time he has run in both freight and passenger service. Dur- ing the World's Fair he ran the Golden Gate special, taking it from Binghaniton to Hornellsville, 117 miles, in two hours and fifteen minutes. The regular fast time for passengers is three hours. Besides this he lias made numerous other fast runs, and in many ways demonstrated his fine qualities as an engineer, all of which resulted in him being promoted to en- gine tester. I\Ir. Vernold was married in 1880 to Miss Amelia Allen, daughter of I. C. Allen, an Erie en- gineer. They have no children and reside in their own fine home in Hornellsville, surrounded by a host of friends. Mr. Vernold owns other nice property in the city and a steamboat on Silver Lake. He belongs to Starrucca Lodge, B. of L. E.. and has the distinction of having put in 380 days in one year on this division. CALVIN VOORHIS, Spring Valley, New York. Calvin Voouhis is one of the competent young men who have recently been elevated to the responsible position of engineer. He was born February 6, 1872, at River Edge, New Jersey, and attended school there until he was 14 years old. He then worked in the grocery business a few months, leaving that to enter the employ of the American E.xpress Company in New York City. Here he remained for three years, performing his work to the entire satisfaction of his superiors. In April, 1891, he began his railroad ca- reer as a wiper on the New Jersey & New York Rail- road, and so well was he liked that on January I, 1892, he was advanced to fireman, being assigned to engine No. 2 under George Nickleson, his run being from Jersey City to Spring Valley. On May i. 1897, lie was promoted to engineer and, being given engine No. 9. was assigned to a run between Jersey City and Haverstraw, New York. On August i, 1894, he was united in marriage to Miss R. A. Banta at Paramus. New Jersey, and they have two children, a boy and a girl, the boy being a fine little fellow of 4 years. Mr. Voorhis is the owner of fine residence property in Spring Valley and is a member of Hudson Lodge No. I35> B. of L. E. GARRET A. \'OORHIS. New City, New York. Garret A. Voorhis was born in Closter, Bergen County, New Jersey, on October 26, i860, being the son of Jacob T. Voorhis, a farmer, now residing at River Edge, New Jersey. The young man left school at the age of 18, and engaged in farming the following year. On March 7, 1879. he took service with the New Jersey & New Y'ork Railroad, working as extra fireman, watchman and helper in the shops at Hills- dale. In 1880 he was advanced to fireman, and so ef'ticient did he show himself to be that he was pro- moted to engineer on May 12, 1882, and is now run- ning passenger between New City and Jersey City on the New Jersey & New York, which is controlled by the Erie and operated as a branch. Mr. Voorhis has experienced one wreck during his career, that oc- curring on November s, 1880, at Pen Horn, the switch having been left open by the switchman, Clark Bo- gart, who is now an engineer on the New York Di- vision of the Pennsylvania Railroad. As a result of the wreck Mr. Voorhis was laid up in the hospital for two weeks. He was married on November 16, 1881, to Miss Nancy Jane Bell, daughter of John Bell, a blacksmith of Schraalenburg, New York, and they have four children, Parrie, Laura, Garret and Walter. Mr. Voorhis owns a comfortable home in New City, and is affiliated with Hudson Lodge No. 135, B. of L. E., and Court 327, Foresters of America. J. FRANK WALKER. Gabon, Ohio. The subject of this sketch was born in Windham, Ohio, on December i6, 1862, and entered upon his railroad career in 1880 as an employe in the Atlantic & Great Western transfer house at Dayton. After a few months he was advanced to fireman, being pro- moted to engineer in April, 1885, and is now running through freight, with occasional extra passenger trips. !\Tr. Walker was married in 1883 to Miss Elizabeth Cramer of Urbana, Ohio, and having no children of their own they adopted a little girl in 1892. She is now a bright miss of 8 years and attending school. Mr. Walker is a member of the B. of L. E., Lodge No. 16; Chairman of the Grievance Committee and a member of the Board of Adjustment. He is also a high degree Mason, belonging to Gallon Lodge 327, F. & A. M.; Crawford Chapter 142: Marion Council 22; Mansfield Conimandcry 24, and the Mystic Shrine of Dayton. 534 ERIE RAILWAY EDITION. GARRKT A. VOORHIS. WILLIAM A. WALKER. AMERICAN LOCOMOTIVE ENGINEERS. 535 WILLIAM A. WALKER, Dayton, Ohio. A highly competent engineer in the service of the Erie is William A. Walker, who was born in Cuyahoga County, Ohio, March 2, 1852. His father was William A. Walker, Sr., who was engaged in the lumber trade at Windham, Ohio. Mr. Walker attended school until he was 16 years of age, when he went to work for his father in the lumber business. Later he ran a cheese factory at Windham, but in April, 1871, began his railroad career as a brakeman on the Erie at Springfield. After three months' service he was ad- vanced to fireman and ran out of Gabon for the en- suing four years. He was then advanced to hostler at Dayton, and in 1877 was promoted to engineer. He ran a switch engine at Dayton for two months and then went back to hostler. In 1878 he again was placed in charge of a switch engine, and in 1880 was advanced to road service. Since that time he has been continuously engaged in the freight service, with occa- sional extra passenger duty. On September 17, 1894, Mr. W^alker was in a head-end collision at North Lcwisburg, Ohio, caused by his train (which he was pulling with engine No. 145) parting, and, being un- able to control it. ran into No. 37. He was only slight- ly hurt, and is fortunate in this being the only wreck he has ever had. Mr. Walker was married March 28, 1875, to Miss Josephine S. Bennett, a daughter of Montgomery Bennett, a blacksmith of Philadelphia, Pennsylvania. They have two children, the elder. Mary R.. aged 20, being a graduate of Dayton High School, and George E., aged 13, is now attending school. Mr. Walker is a highly respected citizen of Dayton, and takes great interest in secret societies, be- longing to B. of L. E., Division No. 16; Dayton Lodge No. 147, F. & A. M.; Unity Chapter, No. 16: Reed Commandery, No. 6, and Antioch Temple. Mystic Shrine. EDWARD WALKNETZ, Huntington, Indiana. A young engineer who is rapidly coming to the front is Edward Walknetz. who was born in Pulaski County, Indiana, February 17, 1866. His father was a pioneer farmer of that county and still resides on the old homestead. The young man attended school and assisted on the farm until he was 17 years of ^ge, when, having secured a good common school education, he devoted his entire time for the next few years to farm work. In 1889 he began his railroad career as As- sistant to Engine Dispatcher on the Chicago & At- lantic at Chicago. In February, 1890, he was advanced to fireman, and then worked in that capacity five years on freight and one year on passenger, when his merit won him promotion to engineer. Since March, 1896, he has been in the freight service between Gallon and Chicago, and his work has demonstrated him to be one of the best of the young engineers on the Erie. He is well liked by his associates and is a citizen of promi- nence and worth, owning two nice residences in Hunt- ington, in one of which he resides. He is a member of W'illiam Hugo Lodge, No. 166, B. of L. F., in the af- fairs of which he takes a great interest. On December 21, 1892, Mr. Walknetz was married to Miss Mary Fleiger, daughter of Andrew Fleiger, of Huntington. They have three children — Mildred, aged S; Nevin. aged 3, and Herold 9 months, the baby and joy of the parents' hearts. WILLIAM JULIUS WALKNETZ, Chicago, Illinois. An engineer of wide experience and thorough train- ing is William J. Walknetz, who has been in the em- ploy of the Erie for the past sixteen years. He was born in Germany, July 28, 1850, and in 1856 his father, William Walknetz, emigrated to America, settling in Michigan City, Indiana. Mr. Walknetz attended school until he was 14 years old, and, having secured a good common school education, he entered more act- ively into the affairs of life. He worked on a farm for a while, and later at the blacksmith trade. On ac- count of his health he was forced to give up the latter occupation, when he secured a position as truckman for the Michigan Central Railroad at Detroit. He held this place six months, and then accepted a position in an agricultural machine shop at Lafayette, Indiana, where he was engaged in setting up machinery. He left this company to accept a place on the Wabash Railroad at Lafayette, but shortly after he received an offer from the Louisville. New Albany & Chicago Railroad of a position as engine watchman, and accepted. In 1871 he was promoted to fireman, and after two years' serv- ice in this capacity he entered the employ of the Cin- cinnati. Lafayette & Chicago Railroad, firing between Lafayette and Kankakee, Illinois. After thirteen months he was promoted to foreman in roundhouse and engine dispatcher, a place held for three years, when he was promoted to engineer, on February 24, 1876. He ran between Kankakee and Lafayette until 1880, whan he resigned and went to the Ohio Central Rail- road, where he held a similar position and had various runs until 1883, when he left and entered the employ of the Chicago & Atlantic under Master Mechanic Ack- ley. He was assigned to construction work on en- 536 ERIE RAILWAY EDITION. EDWARD WALKNETZ. GEORGE W. WALLACE. AMERICAN LOCOMOTIVE ENGINEERS. 537 giiie ;i, aiul then to engine 51, and while thns engaged assisted in constructing the road to Huntington and Hammond. In his career as an engineer he has run freight fourteen years and passenger nine years. For the past seven years he has had the passenger run on Nos. 9 and 10, and stands high in the esteem of the officials and his fellow citizens of Chicago. In all his wide experience he has never been up for repri- mand, never been discharged and never been out of employment since he went to railroading. He was married in December, 1872, to Miss Sophia Asmuse, daughter of John Asmuso of Pulaski County, Indiana. They have two children, l.aura. aged 22. was married in 1807; Nellie, aged 20, a graduate of Chicago High School, lives at home. Mr. Walknetz is a member of B. of L. E,, Division 221, and while located at Bucy- rus. Oliio. was First Assistant Chief of that Division. He also belongs to Segal Lodge No. 131, I. O. O. F., of Lafayette, Indiana; Masonic Lodge Royal Arch Masons, Kankakee Lodge, No. 389. and North Judsou Chapter, No. 104. GEORGE W. WALLACE, Spring Valley. New York. George W. Wallace was born in Wappinger's Falls, New York, July 28, 1869, and is the son of Uriah Wal- lace, a keeper in Matteawan State Asylum, New York. .Mr. Wallace left school at the age of 12 years and began work in the Calico Print Works at Wap- pinger Falls, and for seven years was employed there as a machine printer. On March i, 1889, he entered the service of the New York & New Jersey Railroad, now the Erie, as an apprentice in the machine shops at Jersey City, working also as extra fireman. On May 13. of that year, he was given a regular run as fireman between Jersey City and Havcrstraw. He held this until 1892, when he was promoted to engineer of the steam shovel engaged in loading ballast for the entire eastern system. On February 10, 1894, he was promoted to engineer in the freight service, and dur- ing the winter he runs between Jersey City and Haver- straw, but each summer the company details him to take charge of the steam shovel, having become con- vinced that under his direction the best results arc obtained. Mr. Wallace is one of the popular young men of the road, being liked by his associates and having the confidence of his superiors. He is a char- ter meinbcr of Jersey Lodge No. 543 B. of L. F. On December 24, 1896, he was united in marriage to Miss Edna Radncy, daughter of Reuben Radney, a well-drillcr of Spring Valley, New York. They have two charming little children, George, aged 2 years, and Ruth four months old. JOHN P. WALSH, Port Jervis, New York. John P. Wal^h was born October 31, 1859, at Westport, County Mayo, Ireland, although his father was at that time a naturalized American citizen. He says his father returned to Ireland in order that he might be prevented from becoming the President of the United States on account of being born outside of the country. His fatlier was an Erie man, having been a brakeman on the road, and afterwards being employed at the Port Jervis roundhouse. Returning to this country in 1864, he again settled in Port Jervis and resumed work for the Erie. Here Mr. Walsh attended school up to the age of 13, and then went to work in the glass factory, where he remained for five years. His first railroad experience was in the capacity of brakeman, and the scene of his labors was the Long Island Railroad, on which he remained for about a year, at the end of that time coming to the Delaware Division of the Erie, again as a brakeman. He continued at this work for four years and then, in the summer of 1885, began firing on the Sea Beach road at Coney Island, where he stayed during that season. In January, 1886, he did his first firing on the Erie, beginning on the New York Divi- sion for James Billman. On Christmas Day, 1888, he was promoted to engineer on that division and com- menced to run extras, and is at the present time em- ployed in the same capacity. He has been a member of Division 54," of the Brotherhood of Locomotive En- gineers since 1890, and is also a member of Orange County Division. No. 3, of the Ancient Order of Hibernians, of Port Jervis, being also a communicant of St. Mary's church at the same place. During his entire railroad experience he has never been in a wreck, and while of course this is good fortune, still it is noticeable that the most careful men have the fewest accidents, and Mr. Walsh is certainly a cool, level-headed ■ man. He confesses to taking a good deal of interest in politics, though not in the direction of seeking office. As he says: "I am a thorough Jef- fersonian Democrat, sixtecn-to-one, straight out, and I go to 'dollar dinners.' This certainly explains the position perfectly. At one time or another, Mr. Walsh has seen a good deal of this United States of ours, having pushed his researches as far as the Pacific coast, and besides having made many other shorter trips. He is a lover of travel, and — being somewhat of a philosopher — he sees things pretty thoroughly whenever he is abroad. But withal he is a loyal citizen of Port Jervis, and believes in the town and its future. Mr. Walsh is more or less the despair of the gentler sex, and they fear that he will persist 538 ERIE RAILWAY EDITION. in remaining a bachelor, but he seems not to take the situation to heart, contenting himself with saying that one of these days he will go out to Salt Lake City and become a Mormon. Surely this ought not to be tolerated for a moment; the Mormons can get along well enough without him, but he would be sadly missed here in Port Jervis. Both his parents are living, his father having retired from active service, and Mr. Walsh makes his home with them in Port Jervis, and may it be a long time before their home is broken up, and before Mr. Walsh's vigorous health and flow of good spirits shall desert him. brother who was engineer on the Erie at the time of his death. Mr. Walters is a valued resident of the city, and is of such a kindly disposition as to make and retain the friendship of all whom he meets. CHRISTOPHER WALTERS, Youngstown, Ohio. Being one of a family of fourteen children, Christo- pher Walters found it necessary to leave school at the age of 9 years, and work to support himself. He began his active experience with the afifairs of life in the employ of the Baldwin Flour Mills. At the age of IS he secured a place on the Youngstown wrecking crew of the Atlantic & Great Western, which he held four years, being then advanced to fireman. After a short lime he left the service of the Erie, but after trying several other positions re- turned to railroading, and was again given a position as fireman on the Erie, which he held until 1889, when he was promoted to engineer. Since that time he has run a yard engine at Youngstown, and is referred to as one of the best engineers on the Mahon- ing Division, being a general favorite among his fellow employes and well liked by his superiors. He was married in 1888, to Miss Clara Reel, a charming and highly accomplished young lady of Girard, Ohio, and to them has been born one child, Harry, a bright lad of 10, who is attending school. Mr. and Mrs. Wal- ters are members of the German Lutheran church of Youngstown, and take great interest in church work and the social affairs that are dear to religious people. Mr. Walters is a member of Mahoning Lodge No. 199, B. of L. F., owns his own home, besides several other valuable pieces of real estate in the city. His wife also has a fine farm of fifty acres in Trumbull county. Mr. Walters' mother is dead, but his father, at the age of 72, is still hale and hearty and works every day at teaming. He was wreck boss for the Cleveland & Mahoning Railroad from 1853 till six years ago, when he retired to more quiet life. Mr. Walters, Sr., is a native of Germany, having come to America on his first trip at the age of 21; he made three trips across the ocean before settling, and one since. Mr. Walters has one sister, who is a teacher in the Gerinan Lutheran school at Youngstown, and a LUTHER W. WATERBURY, Rutherford, New Jersey. Luther W. Waterbury is one of the Erie boys who did his share toward putting down the Late Rebellion. He enlisted in 1862 in the First Illinois Light Artillery, which was assigned to the Fifteenth Army Corps, Sec- ond Division, under Commander "Black Jack" Logan. Mr. Waterbury participated in many of the decisive battles of the war, being at Shiloh under Gen- eral Grant, and af Chattanooga when Sherman took that city and started on his famous "March to the Sea." He served through the war and was fortunate enough to return home unscathed by the enemy's shot or shell. Mr. Waterbury is the son of David Waterbury, a policeman on the old "Heatherheads" of New York. He was born in that city on December 28, 1846, and from New York he went to Illinois, where he enlisted in the army. After his return from the war, he en- gaged in various occupations until 1881, when in Feb- ruary of that year he was employed by the Erie as a fireman. He fired extra for three years, and then three years for "Bill" Lewis on the Weehawken Branch. In July, 1887, he was promoted to engineer and ran five years on the Weehawken branch, since which time he has had charge of a switch en- gine at Paterson, but lives at Rutherford, where he owns a pretty home, and is surrounded by a wide circle of friends and acquaintances. Mr. Waterbury is married to Miss Clara Quidor, daughter of Joseph Quidor, an old engineer. They have one son, Joseph M., who is employed as clerk in a Commission Mer- chant Office. Mr. Waterbury is a member of Hudson Lodge B. of L. E.. of Jersey City, and also of General Mott Post, G. A. R.. of Rutherford. GEORGE WATSON, Bradford. Pennsylvania. George Watson was born at St. Thomas, Ontario, Canada, June 21, 1856, and while he was quite you-^, his father. Rosalvo Watson, now deceased, moved his family to Syracuse, New York. In this place Mr. Watson attended school until he was 16 years of age, when, having secured a good common school educa- tion he commenced working at the cabinet and up- holstering trade, which he followed for seven years. For the ensuing three years Mr. Watson worked on a farm, but tiring of that avocation he sought and obtain- AMERICAN LOCOMOTIVE ENGINEERS. 539 ed a situation as fireman on the Erie. From January. 1882, until January 21, 1886, he fired on the Western Division, when by his efficient services he earned pro- motion to engineer. He was given a run between Hornellsville and Dunkirk whicli he held for some years, when he was given a run between Bradford and Buflfalo, which he still has. Mr. Watson's good judg- ment has helped him out of many tight places, and since his promotion he has made a record of which he has occasion to be proud, for it has placed him in high favor with the officials of the division, while he has the respect and good will of his fellow employes. On October 30, 1884, he was married to Miss Jennie Taylor, daughter of Henry Taylor, a prominent resi- dent of Hornellsville, New York. Mr. Watson is a member of B. of L. E. Division 280, and Evening Star lodge No. 44 F. & A. M., of Hornellsville. Mr. and Mrs. Watson are highly regarded by their large circle of acquaintances and are quite active in the Bradford social world. HARRY \'. WATTS, Matamoras, Pennsylvania. Any one looking at Mr. Watts — "Harry" Watts, as every one on the road knows him — finds it difficult to believe that he was born as far back as 1845, but he gives August 2, of that year as the date of his birth, and Orange County, New York, as his birthplace. Those were the days before mowing machines, and Mr. Watts swung a good old-fashioned scythe on the farm, and went through all the labor then incident to farm work until he was 22 years old, going to school "between times" up to the age of 16. When 22, he went firing on freight on the eastern division for Salis- bury, being afterward with Robinson and then with Hafner, and was firing for the latter on his famous fast run elsewhere described fully. In 1871 Mr. Watts went to the Sterlington Iron Railway as engineer, having, however, been promised employment with the Erie whenever he should return. After three years at Ster- lington and four years on the O. & W. he handled an engine on the Metropolitan Elevated in New Y'ork. but disliking to live in the city he returned to the Erie, and fired until he familiarized himself with the consolidated type of engine, when he was given en- gine 552 and pulled freight until 1890, since which time he has had a first class run. His present engine is 373, one of the first compound engines on the road, and his run in the summer is Nos. 22 and 33, Port Jervis and Jersey City, and in the winter 2d, 18 and 33, between the same points. Mr. Watts was married in June, 1868, at Middletown. New York, to Miss Anna Torrey, and the couple now live in their own home at Matamoras, Pennsylvania. They have had three children, Emma, the oldest, being now Mrs. Emma Moore of Jersey City; Theodore, still at home, by occupation a tinner, and Blanche, 14 years of age and at school. Joining the B. of L. E. in 1872, Mr. Watts has been for the past three years Second Assistant Engineer of Division 54, of Port Jervis. He is now and always has been an earnest church worker, and was until last spring trustee and steward of the Metho- dist church in Matamoras. He takes a keen interest in politics, and it needs not be said that his politics are of the "clean" variety. This is well shown by the fact that his fellow citizens after electing him school collector and then for two years poor master, have just elected him school director for three years, the remarkable thing being that he is the first republican ever elected in the town, which is almost solidly democratic. But the fact that Mr. Watts received the highest number of votes on the ticket goes to show that many of his townsmen believe, as he does, that "good men should come first, party afterward." Dur- ing his career as an engineer, Mr. Watts has "never spoiled paint," though once he went through a fearful wreck while with Hafner. But he did not jump, and though he has been in many tight places, he has never jumped from his engine. He was never sus- pended but once, and that was for disregarding an order he never saw. That he may long remain with it is the earnest wish of his friends, than whom no one on the Erie has more or deserves them better. BYRON H. WEBB, Chicago, Illinois. Byron H. Webb was born in Fairport, New York, on April 28, 1856, and is the son of B. L. Webb, who has been a dry goods merchant in Coldwater, Michi- gan, for the past quarter of a century. Mr. Webb is a man of fine education, having graduated from high school and also from Lagrange College, of Lagrange, Indiana. He worked in his father's store for a short time, but disliking the business and having a strong leaning toward railroading, came to Chicago, and secured a position in the shops of the Chicago & Xorth-Wcstern Railroad. One week later a place as fireman was offered him and he immediately accepted it, for the next year running betwen Boone, Belle Plaine and Dunlap, Iowa. Being promoted to en- gineer in 1876, he shortly afterward resigned and came to Chicago where for five years he was bailiff in the Cook County Criminal Court. On leaving that posi- tion he entered the service of the "Nickel Plate" Rail- road while that system was being constructed, and 540 ERIE RAILWAY EDITION. for a while ran ovc-r tlic entire route from Buffalo to Chicago. On leaving the "Nickel Plate" he ac- cepted the engine on the Michigan & Ohio Railroad, and during the period of construction of this road ran out of Marshall, IMichigan. He then went to the ■Cairo Short Line as engineer, and ran out of East St. Louis until 1886, when he entered the service of the Erie. He ran an engine in the Chicago yards for a short time, and then was promoted to night fore- man, which position he held for a number of years. He now has charge of passenger engines at Chicago, -and takes and returns them from the shops to the Polk Street Depot. Mr. Webb is a single man and belongs to Apollo Tent. No. 63, K. O. T. M., and Lake Lodge No. 302, B. of L. E. from St. Louis to Sedalia, where General Fremont was forming a brigade at the time he had his dispute with the President. He run engine No. 6 from Junc- tion City to St. Louis, carrying General Price and Governor Clave Jackson to meet General Frank P. Blair, who guaranteed a safe trip and return. It was anything but a safe trip, for the cab was lined with boiler plate, and many limes the guerillas and bush- whackers fired upon them, piercing the smokestack and boiler jacket. Mr. Weed returned to the Erie when Hugh Riddle was superintendent. During his entire service he never had an accident and only lost four months from his first connection with railroad service. Mr. Weed is a member of the Masonic lodge of Port Jervis; charter member of Neversink Chapter; Delaware Commandery and the Blue Lodge. JOSEPH W. WEED, Port Jervis. New York. An Erie pioneer is Joseph Weed, since he not only helped construct the road, but has been identified with it almost continuously from the first. He was born in Pond Ridge, Westchester County, New York, on March 25, 1830, and attended the town school until he was 15 years of age. He then entered the canal ■service and worked with his father until 1847, when his father took a contract on the construction of the Erie. As soon as the road was completed, in Novem- ber, 1850, Mr. Weed began firing, and after ten months on freight and four months on passenger was pro- moted to engineer. In 1854 he went west to take' similar position on the Northern Missouri, now the iMissouri Pacific, and remained there until 1861. when Tie returned to the Erie. Here he ran Nos. 5 and 8 for many years, and then took Nos. 17 and 18, vv-hich he ran until July 8, 1892, when he retired from active service, and having made it a point to save something from each month's pay, he is now possessed of a com- petence and is enabled to enjoy his well-earned rest with comfort. Mr. Weed was married in November, 1859, to Miss Mary E. Parmalee of St. Louis, Mis- souri, but no children have been born to them. In 1854 Mr. Weed, in common with many others, suc- cumbed to an attack of the gold fever, and this was the reason he left the employ of the Erie. He weiit to California, but did not remain very long, and on his return home stopped at St. Louis, where he entered the employ of the Missouri Pacific, which at that time was built only from St. Louis to St. Charles, but while he was running there it was completed to Mason City. During this time he saw many exciting experiences, 3.S the war was just opening. Mr. Weed hauled troops JACK WELCH, Youngstown, Ohio. The subject of this sketch, Jack Welch, comes from a family noted for longevity, his mother being hale and hearty at the age of 62, while his grandmother died recently at the remarkable age of 108. Mr. Welch was born in Youngstown, Ohio, September 18, 1869, and attended school until he was 16 years of age, when he secured a position with a Youngstown mer- chant as rnessenger boy. He held this place two years, leaving it to becom.e office boy for Dr. A. M. Clark, and after a year of service left to accept a situation in the Morris Bridge Works. He worked for this concern for three years, and for the greater part of that time had charge of the rivet department. In 1881 he secured em- ployment with the Enterprise Boiler shops where he learned the trade of boiler maker, and after si.x years with this firm accepted a similar position with the Standard Oil Company at Cleveland. He held this position but six months, resigning to go to the W. B. Colcy Company, with whom he remained but two months, going to the Valley Mill at Youngstown, to build a new furnace. In September. 1888, he was of- fered a position as fireman on the Erie and accepted same, but three years later he left the Erie and for four months worked in a similar capacity on the Fort Wayne. At the expiration of this time he returned to the Erie and worked as fireman for the ensuing seven years. In September, 1897, he was promoted to engineer and has since run yard engine and done extra road service. Mr. Welch is a comparatively young engineer, and is considered one of the rising men of the Mahoning Division. As fireman his record was that of one of the best, and during this period of his service he fired for every engineer on his division and AMERICAN LOCOMOTIVE ENGINEERS. 541. JOSEPH W. WEED. AUGUST WIEG.\N-n. 542 ERIE RAILWAY EDITION. on every run on the card. He is a member of Mahon- ing Lodge, No. 199, B. of L. P., in the affairs of which he takes a deep interest, being at present Local Com- mitteeman of that order and also magazine agent. He is very popular among his fellow workmen and ac- quaintances generally. He has one brother who holds the very responsible position of assistant manager of the Ohio Steel Company at Youngstown, another who is auditor of the same company, and still an- other who is fireman on the Erie. JAMES A. WELCH, Meadville. Pennsylvania. James A. Welch, one of the young engineers of the Erie, located at Meadville, was born in Utica, Penn- sylvania, March 7. i86g. He attended school until he was 17 years of age and as he was a diligent student secured a fine common school education. On leaving school he worked on a farm for a while, and then for two years was an Erie section hand. In September, 1889, he secured a position as fireman on the Erie, and after three years was promoted to the extra list of engineers, but kept on firing until February 22, 1893, when he was placed in active service and took his first run as engineer. He holds every order of the trip to Kent and return, as it was a unique experience for a young engineer. Mr. Welch has never had any ac- cidents and has demonstrated on many occasions that he is an engineer of efficiency and ability. He is a member of B. of L. P., No. 207, and is highly regarded by his fellow employes and many acquaintances. His father Patrick Welch, was section foreman at Stoney Point, Pennsylvania, for the Erie for over thirty years, and is now an Erie employe at Cainbridge Springs, Pennsylvania. JOHN H. WELSH, ^latamoras, Pennsylvania. One of the noteworthy men of the New York divi- sion of the Erie is John H. Welsh, and this is due to the fact that he possesses strong individuality, being one of those who think for themselves and are equal at all times to the task of forming their own opinions, decid- ing for themselves the course to pursue, as well as having the courage — an opinion once formed and a course decided upon — to follow out that course with- out fear or hesitation. He was born in Goshen, Or- ange County, New York, on the nth day of August, 1859, and attended school there up to the age of 16 years, between which time and until he was 20 years old, he worked at various occupations, in a grocery store, at a brickyard, on a farm, etc. In 1879, however, he began railroading and has since followed that as a career. His first railroad experience was in the capac- ity of freight brakeman on the Susquehanna & West- ern Railroad, where he remained for about six months, then joining the forces of the Erie at Jersey City, where he worked in the yard for about two years, at first as brakeman and subsequently as conductor. After this, in 1881, he went to work as a fireman on passenger and so continued for five years and seven months, at the end of which time he was promoted to engineer and began running extra freight between Jersey City and Port Jervis, and is at the present time running extra passenger and freight between those points, his present engine being the 1319, a Ba'.dwin, During his service as a fireman he was identified with the Brotherhood of Locomotive Firemen, and soon after becoming an engineer he associated himself with the Brotherhood of Locomotive Engineers, being a member of Division 54, of Port Jervis. Mr. Welsh was married at Goshen on January 4, 1888, to Miss Jennie M. Kane, and they are now living comfortably and happily in their own home at Matamoras. with their three little boys, two of whom are attending school. Both Mr. and Mrs. Welsh are communicants of St Mary's church of Port Jervis. During all his railroad experience Mr. Welsh has never been in a wreck of any sort, truly a remarkable circumstarice, as he has not been one of those who have shirked duty at the disagreeable times, but on the contrary, has been one who has gone quietly on with his work regardless of weather conditions, and to a large extent of his own personal feelings and desires. While not a man who seeks office for himself, he is yet a man who takes a keen interest in politics and who does not spare him- self in working for his friends and for the success of his ticket. And that he is an efficient worker is most fully attested by those who know him, while the fact that his efforts are always in the direction of good government and what is best for his fellow townsmen is plain to any one who becomes acquainted with him and has the opportunity to become familiar with his views. As has been said before, he does not borrow his opinions; he makes up his own mind, and once it is made up goes straight forward to his goal, ex- hibiting that self-reliance which is the birthright of the natural leader of men. For that is essentially Mr. Welsh's character; he could not be a follower; he would not stand still; one thing only remains — to be a leader. The world has plenty who will follow, or who can be driven; it will never have too many of Mr. Welsh's kind. AMERICAN LOCOMOTIVE ENGINEERS. 543 ^^^^^^^' -HH ^^^^^^^K^ ' ^^^^^^tafli^^^^^^^^^^^^^^^^^^^^^^^^ ^^^^^^^^^^^^Bb- '' --^^i^^^^^^^^^^l^^^^^^^^^^^^^^^^^^^^^H JAMES A. WELCH. THOMAS DANNY WELCH. 544 ERIE RAILWAY EDITION. THOMAS WELSH, Youngslown, Ohio. County Limerick, Ireland, was the hirtliphice of Thomas Welsh, he having made his advent into this world on July 22, 1843. His parents came to this country when he was 7 years of age, settling in Cleve- land, Ohio. There Mr. Welsh attended school until he was 16 years old, at which time he went to work in the shops of the Cleveland and Mahoning Railroad as engine wiper. After a year he was advanced to brake- man and from that to fireman. Five months later he was promoted and put in charge of the roundhouse at night. He remained in this capacity until October, 1869, when he was promoted to engineer. After two years on freight he was .given a passenger run between Sharon and Leavittsburg. Later, owing to slack business he was put back m the freight service, and has continued there since. Mr. Welsh wasKjnarried on May 22, 1862, to Miss Nora O'Connell, of Mantua, Ohio, and they have a family of nine children living, one being dead. He is a member of Friendship Lodge, No. 329, B. of L. E., and the A. O. H. Among rail- road men, where he is best known, he is most highly respected and is considered one of the best engineers on the Mahoning Division. THOMAS DANNY WELCH, Hornellsville, New York. One of the foremost engineers on the Erie is Thomas Danny Welch, of Hornellsville, who pulls the New York and Chicago Limited, the most important train on the road. Mr. Welch is the son of Thomas D. Welch, a farmer and stock shipper of Orange County, Vermont, he having been born in Randolph, that state, on May 10, 1840. Mr. Welch left school at the age of 16, and after farming for three years came to New York State and secured a position as fireman on the Cohocton Valley Railroad, running between Corning and Rochester for two j-ears at a salary of 90 cents a day, and working twenty-five days in the month. When he resigned in 1862 the company was four months behind in their pay. He soon secured a similar position on the Canandaigua Branch (then belonging to the Erie and now to the Northern Cen- tral) and after firing one year was promoted to en- gineer. During the past thirty-six years Mr. Welch has run an engine on the Erie, and has now one of the most important runs on the road, having for the past eighteen years pulled Nos. 5 and 8. During his career he has had three accidents, and in each he was held entirelv blameless. On one occasion, while pulling No. 8 near Lhiion, New Y'ork, he was going at 58 miles an hour when the train jumped the track and ran many hundred feet on the ties ere he could bring it to a stop. His last accident was quite serious, and it is miraculous that the entire trainload of pas- sengers was not hurled to instant death. On the morning of January 21, 1899, while pulling train 8 at about 60 miles an hour, the track spread and the engine and train of six Pullmans was dropped to the ground. They bumped along over the ties for 600 feet until thty came to a highway crossing. Here the train stopped while the engine continued on for sev- enty-five feet, then turned completely around and fell over on her side. Fireman T. J. Smith was found un- der the tank seriously injured, and, when the tank was jacked up, by his side was found the dead body of another fireman who was riding on the engine. En- gineer Welch was found under the rear end of the combination car, sixty-five feet from the track. The car had to be jacked up in order to get him out. and as a consequence of his injuries he was laid up for eleven months. The engine was the 499, or better known as the World's Fair Engine. She was pretty badly smashed in this wreck, but was repaired, and Engineer Welch is still running her, pulling trains 5 and 8. Mr. Welch was married in December, 187a, to Miss Elvira J. Todd, who died in January, 1876, and in 1883 he was united in marriage to Miss Mary E. Kellogg, daughter of a prominent farmer of Tomp- kins County, New York. Mr. and Mrs. Welch have been affiliated with the Episcopalian Church for a number of years, and are prominent leaders in this denomination in Hornellsville. Mr. Welch lives at 55 Genesee Street, and is respected as one of Hor- nellsville's foremost citizens. He joined Lodge No. 47, B. of L. E., in 1868, and is one of the leaders in this organization, having held all the offices in the local lodge, and is now Chairman of the Grievance Commit- tee of Division 47. He is also affiliated with the L'nited Workmen of Hornellsville. JAY D. WEMPLE, Gallon, Ohio. Jay D. Wemple is one of those men for whom active railroad life holds out the greatest allurements. Pos- sessing the ability and having the opportunity to move on to higher positions in railroad affiairs, ho prefers to guide a pulsating mountain of steel along the shin- ing rails, and in the language of the poet says, "the plain engineer is good enough for me." His father was John V. Wemple, a substantial farmer of Steuben County, New York, and on May 30, 1838, Mr. Wemple AMERICAN LOCOMOTIVE ENGINEERS. 54S M h^ <■,' 'i ' 4 r ^. M ^]M JOHN II. WELSH. JAY D. WEMPLE. 546 ERIE RAILWAY EDITION. was born at the old homestead. He attended school until he was 13 years of age, and when he was 16 entered upon his long and useful railroad career as a fireman for the Buflfalo, Corning & Rochester Rail- road. In all he has seen forty-five years of service upon different railroads and at the present time has charge of Nos. 5 and 8, the New York Vestibule train, one of the most important on the whole system. After firing for a short time on the B. C. & R., he secured a position with the Erie Road proper as fireman, and remained with this road till the fall of 1856, when he went to La Porte, Indiana, to accept a similar position with the old Michigan Southern & Northern Indiana Railroad, now the Lake Shore & Michigan Southern. In the spring of 1857 he resigned and accepted a posi- tion in the roundhouse of the Chicago & Alton & St. Louis at Bloomington, Illinois, and in the winter of 1858 he was promoted to engineer and for a year ran a construction train on that road. In 1859 he left the C, A. & St. L., and went as fireman on the old Chicago & Eastern, now the "Pan-Handle," with headquarters at Richmond, Indiana. In a few months he was given an engine on this road and in succession ran a construction train, freight and finally was given a passenger run, which he continued until 1865, when he moved to Gallon and accepted a freight run on the Atlantic & Great Western Railroad. He ran freight until 1869, and then he was promoted to passenger, which he held until 1888, when his great ability was recognized by his appointment to Road Foreman of Engines, to succeed A. W. Ball, who is now Master Mechanic. Mr. Wemple held this important position until 1893. when his love for the active work as en- gineer led him to resign to accept his present im- portant passenger run. In September, i858, Mr. Wemple was in a serious accident which disabled him for eighteen months. A car of nitro-glycerine, which was the second car in his train exploded, completely demolishing the engine and half of the train. His fireman, E. S. Roalt, was also painfully injured. Mr. Wemple has at numerous times demonstrated his ability, as numerous testimonials from his superiors testify. He was the Road Foreman when No. 499 was on her way to the World's Fair and handled her while she was at Galion. In May, 1866, Mr. Wemple was married to Miss Maggie McGuire, daughter of James McGuire, a blacksmith of Richmond, Indiana. They have had six children, three of whom are dead. May died at the age of 10, and Kittie R., at the age of 4. Jay D., Jr., age 23, educated at the Galion High School, is a fireman on the Erie; Nellie, a very stu- dious girl, a graduate of high school and a pupil of music at Roanoke, Virginia, and Delaware, Ohio, is teaching music. Georgia is also a graduate of high school, and a clerk in a dry goods store. Mr. Wemple is a charter member of Blue Lodge No. 414, and of Crawford Chapter, No. 142, of the Masonic order; he also belongs to Dayton Lodge, No. 23, Knights of Honor, and B. of L. E. Division No. 16, of which he was a chief in the seventies. He owns a fine home at 391 Grove Avenue, and is a highly respected citi- zen of Galion. SAMUEL M. WESTFALL. Deposit, New York. Samuel M. Westfall was born in Sussex County, New Jersey, September 28, 1854. His father, Charles M. Westfall, was a carpenter and afterward foreman of the Erie car shops in Port Jervis. Here Mr. Westfall attended school until he was 17 years of age, and then after a year on a farm, began his railroad career as a wiper in the Erie round house. This was in 1872, and after five years he was advanced to fire- man. He fired five years on freight and five years on passenger, the latter period being divided between trains 13 and 12, and 9 and 10. In December, 1887, he was promoted to engineer, and for eight years ran extra freight. In 1895 he was given the local freight between Deposit and Callicoon, which run he still holds. On December 19, 1887, Mr. Westfall was united in marriage to Miss Mary E. Taylor, daughter of John Taylor of Port Jervis, and they live happily in their pleasant home in Deposit, admired and respected by a host of friends. Mr. Westfall's mother, a viva- cious old lady of 67, makes her home with them and is tenderly cared for. Mr. Westfall is a staunch sup- porter of the B. of L. E., belonging to Division 54; he is also a member of Ustayantha Lodge, No. 143, I. O. O. F., of Port Jer\-is. LYMAN D. WESTFALL, Avon, New York. One of the most prominent, as well as one of the best engineers of the Rochester Division is Lyman D. Westfall of Avon. Mr. Westfall was born in Brighton, New York, on February 15, 1855, being the son of Abraham Westfall, a carpenter of that place. After receiving a fine common school education he began his railroad career in July, 1871, as a fireman on the Erie, running between Rochester and.Elmira, and Avon and Buffalo. He fired freight six years and passenger two years, being promoted to engineer in October, 1879. He ran freight on the Rochester Di- vision for eleven years and was then advanced to the passenger service, having for the past nine years run AMERICAN LOCOMOTI\-E ENGINEERS. 547 I SAMUEL M. WESTFALL. LYMAN D. WESTFALL. 54S ERIE RAILWAY EDITION. a passenger between Avon and Buffalo. In December, 1878. Mr. Westfall was united in marriage to Miss Nellie Hall, daughter of John E. Hall, proprietor of a flour and feed store in Avon. Eight children have come to bless this union, John, aged 19, a bookkeeper in the State Bank of Avon, is the oldest; Mary and Fred are attending high school; Irene, Walter. Carrie and Chester are pupils in the public schools, while Dorothy, aged 5. is the pet of the household. Mr. Westfall is affiliated with Division 15, B. of L. E. oi Buffalo; Lodge 570, F. & A. M. of Avon, and Valley Lodge No. 26, A. O. U. W. He is Recorder in the last named lodge, and is a Past Master of the ^lasonic lodge, having been its chief officer for two terms. Mr. Westfall is recognized as a leader by his fellow en- gineers, and stands high in the estimation of his superiors. He is a writer of considerable ability, hav- ing contributed to railroad magazines, and during the campaign of 1896 wrote Republican literature for the New York Sun and other prominent papers. He owns a nice two-story residence on Genesee Street, and with his family attends the Presbyterian Church, of which he is an elder. in Voungstown. and is in fine health for one so advanced in years. JOHN WHALEN, Youngstown, Ohio. John Whalen was born in Rochester, New York, on December 17, 1850, and was one of a family of six children. He left school at the age of 14 and went to work on a farm for his father, but after three years of farm life he decided to try railroading. His first vvork was on a gravel train on the Atlantic & Great Western at Saegerstown, Pennsylvania, and the next spring he went to work as a section hand at Randall, Ohio. He then was employed in the roundhouse at Youngstown as engine wiper and call boy, being pro- moted to fireman on September 7, 1870. He fired two years, and ran extra and fired for five years, being finally promoted to engineer in April, 1877. He ran a yard engine at Youngstown for two years, and then took a run in the freight service, which he held for two years. Then came eighteen months as passenger engineer on the New Lisbon branch, after which he returned to running in the Youngstown yard, where he is at present. Mr. Whalen has had many remarkable experiences during his career as a railroad man, the details of which make interesting stories, and no one can tell a story better and more entertainingly than Mr. Whalen. He was married on October S, 1874, to Miss Kate Savage of Youngstown, and they have one daugh- ter. Mr. Whalen's mother, who is now 76, is living EDWARD J. WHARTON, Huntington, Indiana. Mr. Wharton is the son of J. B, Wharton, a carpen- ter of Tippecanoe, Harrison County, Ohio, at which place he was born March 14, 1865, there being seven brothers and seven sisters, nine of whom are still liv- ing. The family is one of the best in Harrison Coun- ty, and Mr. Wharton came naturally by his upright, steadfast character and great ability. His father and mother still live at the old homestead near the school Mr. Wharton attended until he was 16 years of age. When the Cleveland, Lorain & Wheeling Railroad was constructed through his home town he sought and obtained work on the steel gang, and later served some time as a bridge carpenter in the employ of the same company. In September, 1886, he secured a situation on the Chicago & Atlantic as fireman and then followed three years in freight service and two years in the lighter duties of passenger fireman. In August, 1891, his ability was recognized by the com- pany in the substantial form of a promotion. For the past eight years he has run freight between Chicago and Gallon and his record marks him as a conservative and efficient engineer, who enjoys the confidence of his employers and the friendship of all who know him. He is a worthy citizen of Huntington, where, in Oc- tober, 1892, he was united in marriage to Miss Louisa Bopp, the accomplished daughter of William Bopp. He is a member of A. O. U. W., Wabash Valley Lodge, No. 44, and takes great interest in affairs per- taining to the order. JOHN T. WHARTON, Huntington, Indiana. John T. Wharton was born at Tippecanoe, Harri- son County, Ohio, on May i". 1859. His father was J. B. Wharton, a substantial farmer of that neighbor- hood, and the young man attended the district school until he was 16 years of age, acquiring a first-class common school education. After leaving school he read medicine under Dr. E. Tope, of Harrison County, about eighteen months, and then worked awhile on his father's farm, after which he entered the employ of a sawmill company. Hg. was head sawyer for about four years, when he quit this place and went to Hunt- ington, where he secured a position as stationary en- gineer in a planing mill. In the fall of 1884 he com- AMERICAN LOCOMOTI\'E ENGINEERS. 549 EDWARD J. WHARTON. JOHN WHARTON. 550 ERIE RAILWAY EDITION. menced firing for the Chicago &• Atlantic Railroad. He fired freight two years and a half, and passenger si.x months, when he was promoted to roundhouse night foreman and engine dispatcher at Huntington. He held this position nearly two years, when his ability and good record were further rewarded by promotion to engineer. For the past eleven years he has been running freight between Chicago and Gallon, and for some time back doing extra passenger work. He has never cost the company one cent for repairs from accidents, and his carefulness, coupled with excellent judgment has won him many commendations from his superiors, with whom he is popular, as well as with his fellow employes. He was married December 14, 1881, to Miss Elizabeth Heaston, daughter of Isaac Heaston, a prominent farmer of Harrison County, Ohio. They have had two children; Bessie died at the age of 20 months; Walter I., aged 10. is attending Huntington public schools, and is one of the brightest scholars in his class. !Mr. Wharton at one time was a member of B. of L. E.. Division No. 221, but is not associated with the order now. He owns a fine cottage residence at the corner of First and Leopold streets, and both he and Mrs. Wharton are highly esteemed by their neighbors and many acquaint- ances. CLARENCE L. WHEELER, Lima, Ohio. Clarence L. Wheeler left school at the age of 16 to enter the service of his country, having enlisted in Company C of the 150th Pennsylvania Volunteers under Captain J. B. Fay. He served one year and participated in the battles of Fredericksburg, Chancel- lorsville and Gettysburg, being captured at last named battle and never sent to rejoin his Regiment, which was guarding rebel prisoners at Elmira, New York. Mr. Wheeler was born in Hawley, Massachusetts, on September 30, 1844, and was the son of J. K. Wheeler, a carpenter and millwright of that city. Mr. Wheeler began his railroad career in June, 1873, as a fireman on the Lake Shore & Michigan Southern, and after serv- ing in that capacity for three years and three months he was promoted to engineer. Shortly afterward he resigned and for eight months engaged in farming, but his liking for railroad life was so strong that he gave up farming and accepted a position as brakeman on the L. S. & M. S.. running between Ashtabula and Youngstown for two years and a half. He then re- signed and accepted a position as rodman on the Chicago & Atlantic, while that road was being sur- veyed. When it was completed he ran the first engine between Huntington and ^larkle. Indiana, when it was a narrow gauge road. He was sent to Dunkirk and brought the first locomotive from the Brooks Loco- motive Works to Huntington. Mr. Wheeler ran a passenger engine for about one year and then accept- ed a switch engine in the Marion, Ohio, yards, which he ran for four years, being then transferred to the Lima yards, where he has run a switch engine for the past thirteen ^years. On February 14, 1877, he was united in marriage to Miss Loretta Lilly, daughter of Orrin Lilly, a farmer of Lincolnville, Pennsylvania. They have three children, all of whom are boys. Orrin S., aged 21, is a stenographer for the Reed Manu- facturing Company of Erie, Pennsylvania; Charley L., aged 17, and Elmer K., aged 15, are attending school. Mr. Wheeler is a member of Huntington Lodge 221 B. of L. E., and formerly belonged to Lodge No. 483 F. & A. M.; Chapter 27, and Council 51, all of Hunt- ington, Indiana, but at present is dimitted from all Masonic bodies. JOHN F. WHEELER, Meadville, Pennsylvania. In 1861 John F. Wheeler was an engineer on the Norfolk Railroad, and on the breaking out of the War of the Rebellion entered the service of the gov- ernment as an engineer, taking an engine from the Norfolk road to Alexandria, Virginia, and ran on nine different roads during the three years of the war. Running an engine at that time in the enemy's ter- ritory was extremely hazardous and only the ex- treme caution and good judgment of Air. Wheeler saved his train from many a serious wreck. It was a common thing on rounding a curve to find a bridge burned, obstructions on the track, or the rails torn up for quite a distance. Added to these hazards was the necessity of filling the tanks with buckets from rivers and creeks, and having to stop to chop fence rails to keep the fire going. Mr. Wheeler hauled Abraham Lincoln on many occasions, and owing to the fact that passenger cars were scarce, Mr. Lincoln usually accepted a seat in the cab at Mr. Wheeler's side. The subject of this sketch was born in Grafton, Massachu- setts, April 17, 1833, and after attending school until he was 16 years of age, began firing for the Norfolk Railroad. He was promoted to engineer in 1854, and continued to run on that road until 1861, when he entered the service of the government. After the end of his war service he went to Meadville, in De- cember, 1863, and immediately secured a position as an engineer on the Erie. He ran passenger until eight years ago, when, at his own request, he was assigned to a switch engine in the Meadville yards. He has never had an accident of any consequence and this, coupled with his long period of efficient service. \ AMERICAN LOCOMOTIVE ENGINEERS. 551 CLARENCE L. WHEELER. JOHN P. WHEELER. 552 ERIE RAILWAY EDITION. commands the respect and admiration of his associates and superiors. He was married February 24, 1854, to Miss Eveline F. Daniels, daughter of Alfred Daniels, a manufacturer of Medway, Massachusetts. Four children have been born to them, all of whom are now grown to manhood and womanhood. Mabel F., educated in Meadville, is the wife of Frank Woods of Kansas City, Missouri; George is in the coal busi- ness at Kansas City; Emily M., and Fanny D., edu- cated at Meadville, are both living with their parents. Mr. Wheeler joined the Brotherhood of the Footboard in the early days, and is a charter member of Divi- sion 43 of the latter organization of the B. of L. E. He owns fine property in Meadville, and is a valued resi- dent of the city. Mr. Wheeler possesses quite an interesting relic, being an order dated at Boston, April 16, 1857, from E. B. Grant, Superintendent of East Thompson Railroad, on which Mr. Wheeler was run- ning at that time, on an engine called "Hooksett." EDWARD F. WHELAN, Cleveland, Ohio. Born in Cleveland, Ohio, August 29, 1862, Edward F. Whelan received his education in the public schools of that city. He then engaged in farming for a period of four years, hut becoming dissatisfied fol- lowed the advice Horace Greeley gave the young man and "went west." Locating at Bismarck, North Da- kota, he engaged in farming for three years, and then went to Winona, Minnesota, where he secured a posi- tion as bridge carpenter with the Chicago & North- Western Railroad. He followed this avocation two years, and then, tiring of the business and the western country, returned to Cleveland. In July, 1886, he se- cured a position as fireman on the Erie, and then fol- lowed eleven years of commendable work in that ca- pacity — nine and one-half years on freight and one and a half years on passenger. In August, 1897, he was rewarded by promotion to engineer, since which time he has been doing yard service at Cleveland. Mr. Whelan is a member of Forest City Lodge, No. 10, B. of L. F., and while he is a comparatively young engineer his record establishes his right to be classed among the most competent freight men of the divi- sion. Mr. Whelan is unmarried and his genial per- sonality and friendly disposition make him popular with his many acquaintances. December 5. 1853. He attended school until he was 12 years of age, but at that time by diligence and close application to study he had acquired a good education. He entered the employ of the Eaton & Shumway Chair Company, and when the firm failed a year after- wards he secured employment in a pail factory where he worked about eight months, leaving to accept a place in a large stove foundry. October 6, 1868, he was offered a position as call boy for the Erie, and he held this place for two years, being advanced to fireman in October, 1870. He fired freight two years and passenger a little over two years, receiving his promotion to engineer in July, 1875. For four years he ran a yard engine at Cleveland, and then was ad- vanced to road work. In 1888 he was promoted to Road Foreman of Engines, a position he held until 1891, when the position was abolished and he was assigned to road work in the freight service, where he still is. Mr. Whelan is one of the oldest freight engi- neers on the Mahoning Division and is considered by the officials as one of the most efficient runners on his division. He fired passenger for the veteran Hugh Larkin two years and a half, and had the reputation of being one of the best firemen on the Division. While he was firing for Mr. Larkin, E. B. Thomas, now President of the Erie, used to ride on the en- gine to Sharon, Pennsylvania, where he was superin- tending the construction of the blast furnaces at that place. ]\Ir. Whelan was married May 6, 1879, to Miss Mary ^lurphy, of Cleveland, who died shortly after the birth of their child, Benjamin F. The young man is 19 years of age and employed by the Bell Telephone Company as an electrician; during the Spanish war he enlisted in the Signal Corps, and saw active ser- vice in Porto Rico, where he was wounded in the leg by a JNIauser bullet; he was mustered out with honor at Chicago in December, 1898. Mr. Whelan married Miss Nellie L. Grady. August 6, 1886, and one child, Ollie, was born to them, but died at the age of 6 years. Mr. Whelan is a prominent member of Dev- creau.x Lodge No. 167, B. of L. E. He was Chair- man of the Board of Adjustment from 1885 to 1888, was Chief of the Division one term, and was again a member of the Board of Adjustment for another term. He has been a member of the B. of L. E. since 1876 and is popular among his many acquaintances in railroad and other circles. BENJAMIN C. WHELAN, Cleveland, Ohio. Benjamin C. Whelan, son of Lawrence Whelan, an old time Erie employe, was born in Cleveland, Ohio, AUGUST WIEGAND, Deposit, New York, August Wiegand was born in Germany December 12, 1847, and in 1849 his father August Wiegand, Sr., a decorator by trade, emigrated to America and settled AMERICAN LOCOMOTIVE ENGINEERS. 553 BENJAMIN C. WHELAN. JAMES A. WIT.DE. 554 ERIE RAILWAY EDITION. in Port Jervis, New York. Here Mr. Wiegand grew to inanhood, attending the public schools of the city until he was 14 years of age. He then secured a situ- ation with the Erie Company, and worked in various capacities on a gravel and construction train during 1865 and the summer of 1866. In the fall of the latter year he was advanced to fireman, and after one year on freight he was given a passenger run, which he held for three and one-half years. During the spring of 1871 he passed his examination with credit and was promoted to engineer, since which time he has been continuously in the freight service. For twelve years he ran between Susquehanna and Port Jervis, but in 1883 was transferred to a pusher between Gulf Sum- mit and Deposit, which he has held for the past six- teen years. Mr. Wiegand was married September 30, 1874, to Miss Emma Tesch, daughter of John Tesch, a hotel keeper of Pike County, Pennsylvania. Three children have been born to them; Augusta J., aged 22, a graduate of Deposit High School, lives with her parents; Charles and William are twins aged 21; Charles is a butcher in Deposit and William is em- ployed in a bottling works at Port Jervis. Mr. Wie- gand is a staunch supporter of the B. of L. E., and is afifiliated with Lodge No. 54 at Port Jervis. He is a man of true, earnest character and stands well with his superiors and fellow workmen. In Deposit where he has lived for the past sixteen years, he is respected as one of the substantial citizens, and owns some nice property. MARION W. WILBUR. Huntington, Indiana. Marion W. Wilbur was born in Rock Creek, .Ashta- bula County, Ohio, on May 8, 1856, and received a good education. He began his railroad career as a news- boy on the Dunkirk, Allegheny Valley & Pittsburg, and from that became water-boy on the same road. Then after a short period as caller for engine crews he was promoted to fireman. After serving one year he left and secured a position in the Lake Shore Rail- road shops at Buflfalo. He returned to the D., A. V. & P. and fired another year, then going to the Spring- field Southern as a fireman. While with this road he was promoted to engineer, August i, 1880, and af- ter running a year he entered the employ of the Brooks Locomotive Works, delivering locomotives to their buyers. He resigned this place to accept an engine on the Chicago & Erie, and has since won a place of high esteem with the officials and men, both as an engineer and a genial companion. Mr. Wilbur was married on May 20, 1891, to Miss Kate W. Neeley, of Muncie, Indiana, daughter of Moses Neeley, a pioneer of Muncie and now a prominent merchant of Atlantic City. Mr. Wilbur was First Engineer of Lodge No. 221, B. of L. E., for two terms, and has been a mem- ber of the Grievance Committee several years. He is a prominent Mason, Wonging to Amity Lodge, No. 483, F. & A. M., Huntington Chapter No. 27, and Commaiidery No. 35. JAMES A. WILDE, Jersey City, New Jersey. James .\. Wilde was born at Pt. Richmond, Staten Island, on July 5, 1852, and left school when he was 14 years of age. His boyish fancy had been to be a carpenter and he now devoted his attention to learn- ing that trade, subsequently working at it for a period of five years. On March 10, 1872, he quit his trade and secured employment on the Erie, and was assigned to the extra list of firemen. He went out first on En- gine 263 with Engineer James Salley, and after a short time was given a regular run. On December 3, 1886, he was promoted to engineer and ran in the freight service between Port Jervis and Jersey City until 1894 when he was given a switch engine in the Bergen yards, where he continues to run. Mr. Wilde has ex- perienced but one wreck and that one was quite se- rious for him. On the night of July 3, 1897, he was at work on his engine in the Bergen yards when some cars of ice got loose and ran down the embank- ment into his engine. He was thrown under the engine and hurt internally, though not so seriously as to keep him out of the service very long. Mr. Wilde was married July 3, 1897, to Miss Mary E. Jones, of Jersey City, and they have two children, a boy and girl. Mr. Wilde belongs to Varick Lodge, No. 35, F. & A. M., and Hudson Lodge, No. 135. B. of L. E. He is recognized as an engineer of ability and his fellow citizens praise him as a man of sterling worth. LEWIS WILKS. Meadville, Pennsylvania. Lewis Wilks was born in Germany March 10, 1S52. and ni 1837 his father, Henry Wilks, brought the fam- ily to America and settled at Kendallville, Indiana. At this place Lewis attended school and worked on his father's farm until the fall of 1871, when he secured a position as fireman on the Erie and was assigned to the Meadville Division. He fired freight fourteen years and passenger one year, receiving a much-mer- ited promotion to engineer in October. 1886. Since that time he has run continuously in the freight ser- vice, w'ith occasional extra passenger duty. Mr. Wilks is known as a very careful and conservative runner, and he has never had a serious accident in his entire AMERICAN LOCOMOTIVE ENGINEERS. 555 career; in fact the only approach to an accident was when he ran into an open switch, but as no damage was done the matter is of small importance, save to show that Mr. Wilks was cool-headed enough to stop his engine in time to avoid disaster. On July 6, 1872, he was married to Miss Elizabeth Cramer, daughter of Henry Cramer, who resides in Germany. An inter- esting family of eight children have been born to this worthy couple: Louisa, aged 23; Henry, aged 22, en- gaged in the meat business in Meadville: George, aged 21, in the hotel business at Jamestown; Nannie, aged 18; Lena, 13; Gusta. 11; Carl, 9. and William. who died at the age of 13 months. Mr. Wilks is a member of B. of L. E., Division 43, and Lodge No. 164, K. of P. He owns fine residence property in Meadville and is regarded as a substantial and valued citizen. WILLIAM H. WILLETS, Huntingtm, Indiana. During William H. Willets' period of service as a fireman on the Erie he vvfas in one of the most dis- astrous wrecks the road ever had. It occurred on the night of October 10, 1887, at Kouts water station in Indiana, and was the result of a heavy fog which was so dense that the semaphore protecting the rear of a disabled passenger train could not be seen until too late to prevent a heavy freight, on which Mr. Wil- lets was fireman, from crashing into the rear Pullman of the passenger. The engineer of the freight, Dorsey, Mr. Willets, fireman, and Prouty, head brakeman, saved themselves from serious injury by jumping, but several passengers were killed outright and their bodies burned in the fire that almost immediately enveloped the passenger train. It was one of those distrcssin.g accidents, the blame for which must rest upon the elements, for after a searching investigation the coroner exonerated the railway officials and em- ployes from any culpability or neglect. Mr. Willets was born in Huntington County, Indiana, March 2, 1862, and is the son of Philo Willets, proprietor of a saw-mill and luniber yard at Andrews, Indiana. He received both a common and high school education in Huntington, Indiana, graduating at the age of 20. He secured work with a grading crew on the Wabash, and for a year helped at filling the yard at Andrews; after this he secured a position as fireman on the Wa- bash, and for a year and a half ran between Toledo, Ohio, and Danville, Illinois. At the expiration of that time he left the employ of the Wabash, and for a year ran a coal and wood business at Andrews. In the fall of 1883 he sold out and accepted a position as fireman on the Erie under Master Mechanic Joehan. He was a capable, conscientious worker, and after three years on freight and two and one-half years on passenger was promoted to engineer in the fall of 1890. For the past nine years he has been engaged in the through freight service running between Marion, Ohio, and Chicago. He has demonstrated his ability on more than one occasion and occupies a high rank among the Erie's engineers, being well liked by both his superiors and fellow workmen. November 28. 1885, he was married to Miss Lorena V. Zell, daughter of John W. Zell, a prominent merchant of Uniondale. Indiana. They have one child, Harry T., a bright lad of i>. wlu) is attending school. Mrs. Willets takes quite an interest in social affairs she is a prominent member of Rebecca Lodge, branch of the Huntington I. O. O. F., and was an officer in that order one term. Mr. Willets is a member of La Fountain Lodge, No. 42, I. O. O. F., and William Hugo Lodge, No. 166, B. of L. F. ; he has been secretary of this order for a period of nine years and receiver for two years. He owns fine residence property on Jefferson Street, and is a valued resident of the citv. CURTIS L. WILL, Cleveland, Ohio. September I, 1858, Curtis L. Will was born in Mif- flin, Ohio; he attended school until he was 16 years of age, when he went to Mansfield, Ohio, where he worked at the painter's trade for seven years. Leav- ing Mansfield, he went to Cleveland, where he was employed in the baggage department of the Erie for two and one-half years. November 5, 1883, he was given a position as fireman and then followed an ex- traordinarily successful service of seven years in that capacity, it being said of him that he was one of the best firemen that ever worked on the division. His promotion to engineer occurred in April, 1890, and for the first year he ran a yard engine, being then advanced to road work. Since that time he has con- tinued to do both yard and road work, and although a comparatively young engineer is regarded as highly competent. He belongs to Devereaux Lodge, No. 167, B. of L. E., and takes great interest in the affairs of that order. He has never had an accident in his ca- reer and is quite popular with the officials and his fellow employes. November 28, 1894. Mr. Will was married to Miss Melie Burnett, the charming daughter of Mrs. Mary Burnett, then living at Youngstown. Mrs. Will's father was an old railroad man and at one time Erie yard master at Youngstown. Mr. Will's father is dead, but his mother is living in Cleveland, and at the age of 85 is hale and hearty, although she raised a family of twelve children, of whom Curtis L. is the youngest. Mr. Will owns a very pleasant home 656 ERIE RAILWAY EDITION. i i •^ *mM m^ ''Ijz ■^^^^ fc 1 IJj^^^^^^^^^Hlfni ■ \ CURTIS L. WILL. WILLIAM H. WILLETS. i AMERICAN LOCOMOTIVE ENGINEERS. 557 at 919 Woodlawii avenue, and is a valued resident of Cleveland. GEORGE R. WILLIAMSON, (Deceased.) Meadville, Pennsylvania. At the time of his death there was no engineer in the employ of the Erie more popular or competent than was George R. Williamson, and he was one of the old timers who had grown up with the road. Born in Bethlehem, Pennsylvania, in 1826, he was a locomotive engineer in 1845, running on a road that terminated at Cleveland, Ohio, and in 1864 he removed to Mead- ville to enter the employ of the Erie. He ran continu- ously until 1880, when he met his death near Craw- lord Switch. A driving rod broke while he was trav- eling at a rapid gait, and the heavy bar slashed through the cab, smashing it to pieces and instantly killing him. He was married to Miss Jemima Addy, of Cuya- hoga Falls, Ohio. Mr. Williamson was a member of Meadville Lodge. No. 43, B. of L. E., and the Masonic and Odd Fellows Lodges of Kent, Ohio. HENRY W. WILLIAMS, Bradford, Pennsylvania. Henry W. Williams, whose rightful name is Henry Morris Williams, is one of the most popular, as well as one of the best, engineers in the employ of the Erie. The change in his name occurred in a peculiar way, and is explained as follows: In making out his time slip when he first began firing, the engineer wrote the middle initial "W" instead of "M," and Mr. Williams' name was so recorded on the company's books. Al- though attention was called to the mistake it was never corrected, and as time passed, Mr. Williams became identified and known so generally as Henry W., that he accepted the change and so signs his name. The son of William John Williams (now deceased), of Sheridan. New York, he was born in that place August 25, 1851, and obtained his education in the public schools of Sheridan and Dunkirk, New York. He commenced work as a sailor on the great lakes in 1865. and continued for two years, when he entered the employ of the Flesher Machine Company at Dun- kirk, where he remained one year, then going to work as a brakeman on what is now the Allegheny Di- vision of the Erie. After a month he was advanced to fireman, and for a year ran on the second division of the old Atlantic & Great Western, going from there to the Susquehanna Division, and then back to the Allegheny Division, where he remained until 1879, when he was promoted to engineer. He ran on the old Western Division until the Bradford Branch was made a separate division, ami tlien was transferred to the Bradford Division, where he ran a passenger train for four years. He then took the local freight, N6s. 137 and 138, from Bradford to Johnsonburg, and return, and still continues to run them. While on the .Alle- gheny Division he did extra passenger work and ran a switch engine in the Salamanca yards. During the time he was firing on the old Western Division he was frequently granted leave of absence for the purpose of taking new engines from the Brooks Locomotive Works at Dunkirk and delivering them to the rail- road for which they had been built. Mr. Williams' career as an engineer has been highly successful, and the high esteem in which he is held by his superiors and fellow engineers certainly must be a source of gratification to him. June i, 1875, he was united in marriage to Miss Emma Walters, the accomplished daughter of William and Sarah Walters, of Dunkirk. Three children have been born to them, two sons and one daughter. B. R. Williams (now deceased) re- ceived his education in Williams' and Rogers' Business College, Rochester, New York, was then employed by the Erie Railroad Company as Station Agent at Lewis Run, Pennsylvania. F, H. Williams is a graduate of the Bradford Business College and is employed as Station Agent for the Erie Railroad Company at Cus- ter City, Pennsylvania. Their only daughter, Belle, resides at home. Mr. Williams was a charter mem- ber of Lodge No. II, A. (). U. W., of Dunkirk, New York, and still is on the active list. He is also a member of Lodge No. 239, F. & A. M., and Chapter 266 of Salamanca, New York; he is a proininent mem- ber of the Brotherhood of Locomotive Engineers, be- ing at pr.esent Chief Engineer of Division 280 of Bradford. Mrs. Williams is a member of the Ladies' Auxiliary, Harmony Division, No. 56, to the B. of L. E., and is now serving her second term as Vice-Presi- dent. JAMES A. WILLIAMS, Salamanca. New York. The Erie was quite a young railroad when James A. Williams entered its service, and he is one of those who has watched the great road come up to its pres- ent excellence through great vicissitudes. Mr. Wil- liams was born in Carbondale, Pennsylvania, on Au- gust 20, 1834, and farmed and attended school until he was 14 years of age. In 1851 he secured a position as driver on the Hudson Canal, leaving in 1853 to go as brakeman on the Pennsylvania Coal Road. In the spring of 1856 he entered the Erie service as a 558 RKIK RAILWAY EDl'J'lON. HENRY W. WILLIAMS. DAVID WILSON. AMERICAN LOCOMOTIVE ENGINEERS. 559 brakeman between Port Jervis and Jersej' City, be- ginning to fire on August i of the same year. In 1859 he went to the Cincinnati, Chicago & Air Line as fireman, and while there was promoted to engineer, returning to the Erie in 1861, and has run an engine ever since. Mr. WilHams has encountered a number of accidents during his career, but none of them de- tract from his standing as an engineer; in fact he is considered one of the best on the division, and is the second oldest in point of service. He was married December 13. 1S66. to Miss Emilj' S. Fosdick of Sala- manca, and they have two children, both of whom are grown to maturity. Mr. Williams owns fine property in Salamanca and is one of the solid men of the city, being identified with Lodge No. 43, B. of L. E. ; Cat- taraugus Lodge, No. 239, F. &. A. M.; Salamanca Chapter, No. 206, and Commandery, No. 262. LAFAYETTE WILLIAMSON, Meadville, Pennsylvania. Beginning at the very bottom, Lafayette William- son has worked himself up the ladder of success in railroad work, and now holds a coveted position close to the top in his chosen calling. Born in Bayard, Ohio, September 6, 1852, he began as engine wiper and call-boy on the Atlantic & Great Western at Kent, Ohio, in 1866. A year later he was transferred to the shops, and in 1868 went to Meadville, where he worked in the roundhouse eighteen months, beginning to fire in the spring of 1870. In August, 1877, he was promoted to engineer and now runs trains 77 and 82, with occasional extra passenger work. He has ex- perienced one wreck, that being a head-end collision at Stony Point, in which the engines were badly damaged, but he escaped serious injury. Mr. Williamson was married February 21, 1884, to Miss Mary A. Locker- by, who died on January 18, 1896. He is the son of George R. Williamson, an old Erie engineer, and is affiliated w'ith Lodge No. 43, B. of L. E. ; Crawford Lodge, No. 164, K. of P., and the I. O. O. F. DAVID WILSON, Port Jervis, New York. Another of the old guard, who were running engines when many of the present engineers were born, is David Wilson, who was born in Haverstraw, Rock- land County, New York. September 29, 1839. His early years after leaving school were spent in farming and later as a boatman on the Hudson River. His first service was with the Erie as a brakeman, advanc- ing soon to the position of fireman, in which capacity he served from January _>, 1857, to September 3, 1859. running on the Northern of New Jersey. He ran freight for two years, and then was advanced to passenger run which he held for twenty-four years. Twelve years ago he was transferred to a pusher be- tween Port Jervis and Otisville, and he has since had that run. On September 7, 1851, Mr. Wilson was mar- ried to Miss Mary Kern, and ten children have been born to them, five of whom — four boys and one girl^ survive. The eldest son is an Erie engineer, two are machinists in Jersey City, and one is a telegraph op- erator. Mr. Wilson remembers distinctly when the first telegraph orders were introduced, it being on the Erie in 1853 between New York and Dunkirk. The old Morse register was used. It is on record that in 1853 Superintendent Minot delivered telegraph train orders to an engineer and conductor of a train he was on to run to Jersey City. The engineer refused and Minot took the engine himself and ran the train to Jersey City from Turners, and from that date trains on the Erie were run by telegraph. Mr. Wilson has had his share of accidents, and has killed several people who have stepped from one track to the other and directly in front of his train. While running emigrant train No. 29 w-est he saw a white light at Newby Junc- tion and thought something was wrong. He slowed up and as he rounded the curve found a caboose on the main track. The conductor had forgotten all about train No. 29 tollowing him and was just narrowly saved from being knocked to kingdom come. Again at Reynold's curve he came near running into a freight with No. 29; he put on the brakes and stopped within three car lengths of the caboose; no lights or signals were shown, and he followed the train into Port Jervis. Mr. Wilson has been a member of Lodge 54, B. of L. E., since 1864, and belonged to the insurance division since its start. He is also a member of Usta- yantha Lodge No. 143, I. O. O. F., and since 1886 has been a comm.unicant of the First Presbyterian Church of Port Jervis. J. R. WILSON, (Deceased), Huntington, Indiana. The subject of this skc-tch was born in Muskingum County, Ohio, July 7, 1837. He left school at the age of 14 and while young sought the western coun- try to follow the vocation of stationary engineer. In 1S59 he began his railroad career as a fireman on the Chicago & Alton Railroad. While thus engaged the war broke out and he enlisted in Company A, 94th Illinois Infantry, under Colonel J. J. McNulty. He remained in the service as long as his country needed him, and in 1865 was honorably discharged to 560 ERIE RAILWAY EDITION. return to peaceful pursuits. In 1867 he commenced firing for the Chicago, Rock Island & Pacific Rail- road and after four years was given an engine which he ran one year, when he resigned and accepted a posi- tion as brakeman, his obiect being to fit himself to be- come a conductor. Sixteen months of braking demon- strated his ability and he was given the desired con- ductorship in 1873. Later he was promoted to a pas- senger run between iSIilton Junction and Eldon, Iowa, which position he held until 1882, when he accepted a place as yardmaster at Clinton, Missouri, where he remained four years. In 1886 he entered the employ of the Chicago & Atlantic as engineer, and has since been engaged in the freight service. His long and ■ varied career has made him proficient in all the branches of railroad work, and he is regarded as one of the Erie's best informed and most valuable men. Mr, Wilson was a charter member of A. O. U. W., Lodge No. 108, Knoxville, Iowa. He was married in 1861 to Esther Jane Miller in Washington County, Iowa, She died in December, 1874. Three children were born to them, Elmer E., is yardmaster C, R. I. & P., Topeka, Kansas; Ivy Oren, train dispatcher, Chicago & North-Western Railroad, Chicago, and Luella G., who was born in 1869. In December, 1875, Mr. Wilson was married to Miss Josephine A. Bennett, daughter of Dr. G. H. Bennett, of Cincinnati. Ohio. Two children have been born to them. Georgie L.. born in 1882, is attending high school and will soon graduate. Vera W. was born in 1890, and is now in fourth grade, high school. Mrs. Wilson owns a beauti- ful home in Huntington, and the family are highly respected by all. JOHN T. WILSON, Cleveland, Ohio. John T. Wilson was a successful farmer for a num- ber of years, and in truth came very near making that independent vocation his life w'ork. He left it, how- ever, and as the charm of railroad life proves stronger than recollection of the pleasures of the farm, it is likely that he will stick to the iron horse the balance of his days. He was born in Warren, Ohio, June 28, iSfio, and having acquired a fine common school educa- tion by attending the public schools until he was 17 years of age, went on a farm at Braceville, Ohio. For nine years he successfully managed a large farm for Mrs. Levina Mathews, at the end of which time he went to Florida on an extended pleasure trip. On his return he abandoned farming and entered upon his rail- road career as a fireman on the Erie. This was in Sep- tember, 1886, and for the ensuing ten years he fired on trains on the Mahoning Division, receiving a merited promotion to engineer in September, 1896. Since that time he has been on the extra list, and judging from the record he made as 3 fireman and the ability he has displayed since promotion, it is safe to predict that one day Mr. Wilson will be one of the best runners on the Mahoning Division. During his period of ser- vice he has been in but one wreck, that occurring to a freight in 1887. Just as the train was pulling into New- burgh the engine struck the rear end of a train that had broken in two. The left side of the cab was com- pletely smashed and^the escape of Mr. Wilson has al- ways been considered one of those miraculous occur- rences that seem to have no explanation. He was married May 21, 1896, to Miss Ada Phillips, a charm- ing and accomplished young lady of Island Creek, Ohio, and they are quite popular in social circles, being hospitable entertainers and a very pleasant couple. Mr. Wilson is an enthusiastic member of Devereaux Lodge No. 167, B. of L. E. CLARK D. WINEGAR, Meadville, Pennsylvania. Three times within two weeks Clark D. Winegar was in wrecks, and the fact that he is to-day one of the Erie's rising engineers is perhaps attributable to Providence m preserving him; he was not seriously hurt in any one of the three collisions and he also escaped at another time while firing in a head-end collision at Millars with train No. 3. He was born in Springville, New York, !March 12, 1864, where he received his early education, leaving school at the age of 17. He secured a position as call boy at Meadville, and on September I, 1884, was advanced to fireman, and was two years and a half on freight and about the same length of time on passenger, being promoted to engineer in December, 1889, since which time he has run an engine in the freight service on the Meadville Division, East, with such efficiency and judgment that he has won the confidence of his superiors and the esteem of his brother engineers. June 9, 1892, Mr. Winegar was united in marriage to Miss Eva A. Allen, at Clayton, New Mexico, daughter of Ethan Allen, a contracting carpenter of Corry, Pennsylvania, and one child has come to bless their pleasant home. Mr. Winegar is a member of Division No. 43, B. of L. E., and bears an excellent reputation both as an engineer and a citizen. DAVID R. WINFIELD, Jersey City Heights, New Jersey. David R. Winfield is one of those who started in railroad life when quite young, and though Mr. Win- AMERICAN LOCOMOTIVE ENGINEERS. 561 CLARK D, WINEGAR. DAVID R. WINFIELD. 662 ERIE RAILWAY EDITION. field's first occupation was not at road work it was so intimately associated with the workings of the road that it is but natural he drifted into active experi- ence as he became older. The son of Madison Win- field, a general merchant of Centerville, New York, he was born in that place on February i6, 1849. Leav- ing school at the age of 13. he was employed as a messenger boy by the Erie Company from 1862 to 1863. For the next six years he worked at various occupa- tions, principally about the railroad, being advanced to conductor of Pullman car in 1869. This position he held for a period of two years, resigning in 1871 to ac- cept a place as fireman on the Erie, and for the en- suing nine years he served in that capacity on the New York Division. On January i, 1880. he was promoted to engineer, and for ten years ran in the freight service on the same division. In 1890 he was given a night switch engine in the Bergen yards, which position he still holds. On July 15, 1875, Mr. Winfield was united in marriage to Miss Amy Nutt, daughter of Albert Nutt an Erie Railroad man. They have a charming family of five children, of whom Sarah, the eldest, is a graduate of the public schools; Albert M., aged 17, is employed as a clerk, while Charles C, Alice M. and William W. are attending school. FRANK WITHERSTAY, Youngstown, Ohio. The subject of this sketch was born in Nelson, Port- age County, Ohio, and at the age of 17 he was sent to college, but after attending one year he was called home on account of the death of his father. After staying on the farm for a year he accepted a situation on the Erie Railroad as news agent. A year and a half later he associated with his brother in the real estate business, and for three years was quite successful, at the end of which time Mr. Witherstay sold out his in- terest and went to Cleveland, where he secured a position on the Mahoning Valley Division of the Erie as fireman, which position he held until September I, 1895, when he was promoted to engineer. After running out of Cleveland one year he was transferred to Youngstown and has continued running there up to the present time. Although practically a young en- gineer he is considered one of the best on the Ma- honing Division, and is respected alike by superiors and brother workmen. He has been in but one acci- dent worth}- of mention since he has been railroad- ing; while hostling in Cleveland his engine ran into a train that was pulling out of the yard, and was com- pletely turned over, but fortunately no one was in- jured. Mr. Witherstay's mother lives in Windham, Ohio, and although 74 years of age is still quite active. HENRY J. WIXTED, Avon, New York. Henry J. Wixted, who runs the local between Corn- ' ing and Avon, is one of the popular engineers of the Rochester Division, and his popularity extends out- side of railroad circles, including many of the residents of towns along his run. Mr. Wixted was born in Corning, New York, on August 7, 1866, and is the son of Henry Wixted, a shopman in the employ of the Erie at Corning. He left school at the age of 14, and for over a year worked at glass-cutting. In 1883 he began his railroad career as a brakeman on the Fall Brook Railroad, running between Corning, Lyons and Newberry, New York. He then entered the employ of the Erie as a brakeman, working on the Rochester Di- vision until 1887, when he was advanced to fireman. He served the company in this capacity on the same division until the fall of 1890, when he was promoted to engineer, and after running extra for a while, was given the local between Corning and Avon, which he has run the past five years to the entire satisfaction of the company and of its patrons. In September, 1896, !Mr. Wixted was married to Miss Margaret McGraw, daughter of John McGraw, an employe of the Erie at Avon. JNIr. Wixted is a member of Division No. IS, B. of L. E., and with his charming wife takes an active interest in the social affairs of Avon. WILLIAM WOLCOTT, Carbondale, Pennsylvania. It has been nineteen years since William Wolcott became one of the Erie's engineers, and previous to that time he had run eleven years on other roads. The son of Francis Wolcott, a pioneer farmer of Wayne County, Pennsylvania, he was born in Clyde, New York. March i, 1848. He studied at the public schools until he was 1$ years of age and then accepted a posi- tion as car oiler for the Gravity Railroad Company, which he held four months, leaving to accept a position as brakeman on the Delaware & Hudson Railroad. This last place he held for one year, going then to the Delaware, Lackawanna & Western Railroad, where after six months he was advanced to fireman. In this capacity he served two years and a half, being pro- moted to engineer in the fall of i86g. For four years he ran as engineer and then n-signed to accept a place on the D. &. H. Railroad, but remained only a short time, having received an advantageous offer to run passenger train on the Long Island Railroad, between Long Island City. Brighton Beach and various other ter- minals. After three months he resigned and went with the New York & Sea Beach Railroad, with which he AMERICAN LOCOMOTIVE ENGINEERS. 563 WILI>IAM WOLCOTT. FRANK" WITHKKSTAY, 564 ERIE RAILWAY EDITION. remained the same length of time. He went back to the Long Island Railroad, for a short time, and then in 1880, came to the Erie, where he fired a few inonths and was then given a run on freight on the JefTerson Branch. In 1867, Mr. Wolcott was united in mar- riage to Miss Alice Gratton, daughter of Michael Grat- ton, a stationary engineer of Scranton, Pennsylvania, and four children have been born to them: Josephine, Hattie, Frank and Bertha. Mr. Wolcott is a member of B. of L. E., Division 468, and was Chief Engineer for one term; at different times he has held all the subordinate offices of the local division, was a mem- ber of the General Board of Adjustment, and Chair- man of the Local Board of Adjustment. That he has been almost continually an officer of the organization is but an evidence of the high regard in which he is held by his fellow engineers, while as an engineer he has the confidence and esteem of his superiors. He owns fine property in Carbondale and is one of the city's valued citizens. JOHN WONDERLY, Huntington, Indiana. John W'onderly, one of the best known engineers on the Erie system, was born in Norwalk, Ohio, January 2S> 1853, where his father was a shoe merchant. At the age of 15, after he had received a common school education, he entered the Lake Shore & Michigan Southern shops as an apprentice. Two years later he went on the road firing extras, there being no extra firemen at that time. When his three years were up he became a regular fireman and worked till 1873, when he was promoted and became an engineer. After two and a half years of continuous service he resigned and took a position on the A. & G. W. Railroad. After having been with this road about six years he left in 1882 and went to Lima, Ohio, where he set up engine No. 21, which was one of the first passenger engines on the Chicago & Atlantic (now the Chicago & Erie), which was then being constructed. In August of the same year Mr. Wonderly took charge of Engine 55. after completion of the road, and ran through freight till 1885, when he went on local freight till 1887, and from this to the Wells-Fargo express train, which he ran for about four years. Then he went on passenger trains 3 and 12 and has been running on them since, with the exception of about one year, while he was back on the Wells-Fargo express, making in all seven- teen years' service on the Erie. On October 22, 1897, he pulled President Thomas' special train from Hunt- ington to Chicago,' making an average speed of nearly 63 miles an hour. The sp^ed which was evenly main- tained, so much pleased the President and his asso- ciates on the train that Superintendent George E. Coe wrote i\Ir. Wonderly a nice letter of congratulation. In 1884 Mr. Wonderly made a trip to California, and upon his return in May he was married to Miss Kate C. Rarey, whose father was a first cousin of Professor Rarey, the famous horse trainer. Mrs. Wonderly is a great lover of horses. They have five children, three sons and two daughters. Mr. Wonderly never held any public office. In the Brotherhood he has been a delegate to the National Convention twice — New York and St. Louis. He is now chief of Division 221 and has been ofif and on for 10 years. Mr. Wonderly's father died in 1887, but his mother is still living. He has seen the population of Huntington double. He owns one of the handsomest residences in the city, and is one of its most prominent and influential citizens. GEORGE WOLFE, Buflfalo, New York. George Wolfe, one of the veterans of the road, was born in Bufifalo, June 5, 1844. His education was ob- tained in the schools of that city. Leaving school at the age of 14, he worked for his father, a teamster; becoming used to the handling of horses thus early, he developed a love for that noble animal. Perhaps it was this early acquired taste for handling the reins that turned his thoughts to handling the throttle of the "iron horse." At any rate, having worked as a dry goods clerk for three years, he returned to the employ of his father; but upon the breaking out of the great Civil War, he enlisted in the 6sth New York Volun- teers, Colonel Krettner, afterward replaced by Lieu- tenant-Colonel Bernes, under whose command young Wolfe remained for two years. Although but 17 years of age at the time of his enlistment, Mr. Wolfe rapidly advanced in rank, attaining the grade of Sergeant, and was with his regiment in all its numerous engage- ments. The term of enlistment expired in July, 1863, and Mr. Wolfe, with his regiment, returned to New York City in time to aid in the suppression of the dreadful draft riots, the very mention of which sends a thrill of horror through the minds of the older residents of that city to this day. Leaving New York, the regiment proceeded by boat to Albany, and thence by rail to Buffalo, where it was mustered out of service August 19, 1863. All this time Mr. Wolfe had been possessed of an insatiable desire to become a railroad engineer, and when a position in the line of such serv- ice presented itself, he was not slow in accepting it. His first work in this line was firing for Henry Hale, who is still in the service, running a switch engine at Rochester; he continued with Hale for nine months, and then went with Benjamin Hill, who thought so well of his fireman that he wanted Wolfe to go with AMERICAN LOCOMOTIVE ENGINEERS. 565 A^^"^^^. 1^ ti' October 10. 1883". to. M'iss Ora E". Barnes, daugliter of Solomon V. Barnes of. Addison, New York. Mr. Heller is a member of Southern Tier Lodge. 585. Royal Arcanum, of Elmira. and with his estimable wife is quite prominent in the society of that city. GEORGE W. KEENE. Carbondale, Pennsylvania. Train Master. George W. Keene was born in Lordville. Delaware County, New York, on June 21, 1859. and is the son of John Keene, an employe of the Erie of that place. The young man left school at the age of 16 and ac- cepted a position as messenger boy for the Erie Com- pany. During the nine months he was thus employed he mastered the art of telegraphy and was given a position on the Delaware Division, where he worked four years. He was then transferred to the Jeflferson Division, where he worked as operator for one year, and was then promoted to train dispatcher. He held this position for six years, being promoted to chief dispatcher by Superintendent George Van Keuren, and later to train master. He is a capable and com- petent official and bears the good wishes of both his superiors and those under his direction. Mr. Keene was married in April. 18S5. to Miss Lizzie A. Farrell, daughter of Daniel Farrell of Carbondale, and they re- side in their own pretty home in Carbondale among their hosts of friends and acquaintances. ORLANDO REYNOLDS. Port Jervis. New York. Train Master. Hard work and painstaking effort, coupled with abil- ity are the requirements necessary for a man to rise in this world, no matter what his calling may be. These components of success are prominent in the career of Orlando Reynolds, the Erie's train master at Port Jer- vis. Born in Sedgwick, Maine, on August 10, 1857, he is the son of John E. Reynolds, a Baptist minister, who moved to Port Jervis in 1859. Here Mr. Rey- nolds received his schooling and has lived all his life. He left school at the age of 14 and soon secured a sit- uation as messenger in the train dispatcher's office, in which capacity he served a short time, being ad- vanced to telegraph operator and from that position to train dispatcher. Five years ago he was advanced AMERICAN LOCOMOTIVE ENGINEERS. 585 GEORGK A. HEl.l.lOR. GEORGE W. KEENE. 586 ERIE RAILWAY EDITION. ORLANDO REYNOLDS. E. T. REISLER. AMERICAN LOCOMOTIVE ENGINEERS. 587 :r ^ THEOnORK MACKRELL. J. B. STAPLES. 688 ERIE RAILWAY EDITION. to liis present positioff. which lie fills so acceptably that his friends are confident the company will soon find his services needed in a more important position. Mr. Reynolds was married in 189^ to Miss Alice Pat- terson, daughter of Charles H. Patterson, and with his wife is quite prominent in the social afifairs of Port Jervis. He is a member of Deer Park Club, and is popular with all his acquaintances. E. T. REISLER, Port Jervis, New York. Passenger Train Master. E. T. Reisler was born in Calvert, Maryland, on March 14, 1864, being the son of Evan Reisler, a farmer of that place. The young man received a com- mon school education, later attending a private school, and finishing up by taking a course in civil engineering at Lehigh University. He began his railroad career in July. 1887, as a transitman on division engineer corps of the Erie, being promoted to assistant engineer of the Delaware Division in February, i8g8. In Septem- ber, 1890, he was made road master, and in June, 1899, was advanced to freight train master of the New Y'ork Division which was followed in February, 1900, by pro- motion, to passenger train master. Mr. Reisler was married in 1890 to Miss Anna L. Paul, daughter of G. B. Paul, a merchant of Philadelphia, and they have four children, Evan H., Paul R., Elizabeth and Mary. THEODORE MACKRELL, Port Jervis, New York. Train Master. Theodore Mackrell was born in Haverstraw. Rock- land County, New York, on March 21, 1862. The son of Robert Mackrell, a harness maker of that city, he attended school until he was 15 years of age, when, having acquired a good common school education, he learned telegraphy and was employed by the Warwick Valley Railroad as station agent. In 1880 he worked as an operator on the New Y'ork Division of the Erie, and a year later was promoted to operator in the train dispatcher's office at Jersey City, which promotion was followed in 1887 by advancement to train dispatcher at Newburg. He remained in this position until 1895, when he was appointed chief clerk for the superin- tendent of transportation, holding this place until June 8, 1899, when he was promoted to chief train dis- patcher of the New York Division at Jersey City. On February i, 1900, he was advanced to train master of the New York Division, with headquarters at Port Jervis. Mr. Mackrell was married on December 24, 1888. to Miss Lizzie B. Frambes, daughter of D. D. Frambes, a minister of Bartley, New Jersey. They have three children, Mary Eva, Helen Louisa and Robert. J. B. STAPLES, Jersey City, New Jersey. J. B. Staples was born on Staten Island, New York, and after receiving his schooling began life as a clerk for the Inman Steamship Company, continuing until 1870. He then accepted a position as clerk on the Burlington & Missouri River Railroad, later working as trainman. In 1872 he resigned his position to ac- cept a conductorship with the Pullman Palace Car Company, but a year afterward he left that road and went to braking on the Erie. He was made a con- ductor the same year, and after running a train for thirteen years he was promoted to train master in 1887, and was located at Jersey City until recently. Deceased erie emplopes* JUSEFH ARMSTRONG. ATOT'ST r,. 11. \ 1.1. \ .* t *** «t»^ ^ / w% J00^ f '^^W ^Pj \\ ii.i,i.\.\l BOTDEN. FMAMv \V. (.■l".\l.\H.\US. 589 590 f:rie railway edition. Deceased Erie liniployes— Continued. PETER CURRAN. G. W. EVERETT, WILMAM FAK' ISAAC FLIGLE. AMERICAN LOCOMOTIXE ENGINEERS. 591 Deceased l:rie liiiipluyes CiMitiiuied. FKANK O. FOSTKFl. HIRAM FREEMAN. FREDRICK FL'HES. JAMES C. GATES. 592 ERIE RAILWAY EDITION. Deceased Erie limployes— Continued. -^^ "\ y^^- v k.^^^ -^\\ B. HAFNER. FRANK McKERNAN. \ JOSHUA MARTHER. AMERICAN LOCOMOTn'E ENGINEERS. 593 Deceased I'rie Employes Continued. ^^ ?^^ I JOHN KEENA. ROSS KELLS. 594 ERIE RAILWAY EDITION. Deceased Erie Kmployes^Coiitinue; ALLKN C. GRAHAM. GKuRGIi \V. l.JNEHAN. A. W. LOGAN. AVU.LIAM H. MARSTllX. AMERICAN LOCOMOTIVE ENGINEERS. 595 Deceased Erie limployes— Continued. «iv^ ^ MOSES L. USGOOD. WII-H.AM KLCKlJi;. ».4,li.. m i^% O. K. STUART. I,. P.. TR.\CHT. 596 ERIE RAILWAY EDITION. Deceased Hric Kiiiployes Coiitimied. GEORGE R. WILLIAMSON. J. R. WILSON. ENGR. VAN WORMER. JOSEPH YORK. An Old Book of Kules. Among- til.' most interesting- relics the publisher of this v.'ork encountered while g-ather- ingf data for sketches and information for the short history, is a book of rules and regulations issued bv the old New York & Erie Railroad in 1854, while Charles Minot was General Super- intendent. The book was secured by our special representative, E. O. Brutch, formerly an Erie employe, who sug-gested that it mig-ht contain interesting- reading- to subscribers of the "American Locomotive Eng-ineers." ^Vfter a perusal of the rules the publishers decided that they were indeed of such interest, historically, that they should be preserved, inasmuch as man}- of them conflict directly with the rules in force at the present time. At first the inten- tion was to publish only a few of the rules, but second thoughts are always better, consequently we print the entire set of rules used to govern the emploj'es and regulate tlie running of trains on the Erie in 1854. INSTRUCTIONS FOR THE RUNNING OF TRAINS, ETC, ux THE NEW YORK & ERIE RAILROAD. To g-o iuto effect on Monday, March 6, 1S54. SECTION FIRST. GENERAL REGULATIONS. 1. Each person in the employ of the company is to devote himself exclusively to its service, attending dur- ing the prescribed hours of the day or night, and re- siding wherever he may be rer- Tirm of PIT- Time if per Speed forming ,'4 forming hi foi-ming 1 per hour. mile. mile. mi le. Wiles. M. S. M. S. M. S. 24 37 I 'S 2 30 25 36 1 12 24 26 34 I 09 18 27 33 I 06 13 28 32 I 04 08 29 31 I 02 04 30 30 1 00 00 31 29 58 56 32 28 56 ^■i M 0- 27 54 49 34 26 53 4<) 35 25 51 43 36 25 50 40 37 24 48 37 38 24 47 34 39 23 46 32 40 22 45 30 41 21 43 -7 42 21 42 25 43 20 41 23 44 20 40 21 45 20 40 20 46 19 39 16 47 19 38 16 48 iS 37 15 49 18 36 13 50 18 36 12 51 17 35 10 52 17 34 09 53 17 34 07 54 16 33 06 55 16 32 05 56 16 32 04 57 15 31 03 58 15 31 02 59 15 30 01 60 15 30 00 The following list contains the names of the present officers of this railmnd. viz.: President — Homer Ramsdcll. Vice-President — Samuel i\larsh. Directors — Homer Ramsdell, Samuel Marsh, Henry Shelden. William E. Dod.ge, Shepherd Knapp. Cor- nelius Smith, Thomas J. Townsend, Marshall (). Rob- erts, Charles M. Leupp, Gouvcrneur Morris, Nelson Robinson. William J. McAIpine, Daniel Drew, Ed- ward C. Weeks, Alanson Robinson, John Arnot, Am- brose S. Murray. Secretary — Nathaniel Marsh. Treasurer — Nelson Robinson. Superintendent Union Railroad Division — Henry Hoobs. Superintendent Eastern Division — J. J. Lawrence. Superintendent Delaware Division — W. H. Power. Superintendent Susiiuehanna Division — R. N. Brown. Superintendent Western Division — J. A. Hart. Superintendent Nevvburg Branch — Peter Ward. 606 ERIE RAILWAY EDITION. General Freight Agent — M. B. Spaulding. Express Freight Agent — Charles S. Tappan. General Ticket Agent — G. L. Dunlap. General Land Agent — Asher Tyler. Auditor— T. W. Waters. Master of Engine Repairs, Pierinont — Harvey Rice. Master of Engine Repairs, Susquehanna — J. B. Gregg. Master of Car Repairs — A. C. RadcHffe. General Wood Agent — D. K. Robinson. Wood Agent Union Railroad, Eastern and Delaware Divisions and Newburg Branch — A. Griffiths. Wood Agent Susquehanna and Western Divisions- George W. Smith. Station Agent New York — L. L. Lockwood. Station Agent Jersey City — A. Stone. Station Agent Pierniont — R. H. Blake. Station Agent Delaware — George W. Bard. Station Agent Susquehanna — O. O. Bennett. Station Agent Elmira — Solomon Bowles. Station Agent Hornellsvillc — H. B. Smith. Station Agent Dunkirk — Addison Hills. K0^T1:K UF CKIU 1:AGIM:I:K^. Acker. V. v.. Bradford, Pa. Acker. \V. H., Hornellsville, N. Y. Ackcrman. J. B., New Jersey & New York R. R. Adsit. VV. H., Mcadville Divn. Ahorn, Jolin, New York Divn. Albright, Frank. Buffalo, N. Y. Aldricht, W. F., Buffalo, N. Y. Alexander, Edgar W., Youngs- town, O. Alexander, Seth. Cleveland. O. Alger, C. H., Bradford. Pa. Allen, C. N., Hornellsville. N. Y. Allen, Chas. A.. Horneiisvilie. N. Y. Allen, H.. Allegheny Divn. Allen. I. C, Hornellsville. N. Y. Aliwood. N. B. J., New York Divn. Almy, \V'.. Allegheny Divn. Amey, C. H.. Hornellsville. N. Y. Anderson, John E., Cleveland. (). Anderson. VV. H., .Susquehanna. Pa. Angle. C. D., Port Jervis. N. Y. Annan. D. B.. Ciicago, Iii. Anthony. Beni., New Jersey & New- York R. R. Armstrong, G. W., Meadville, Pa. Artnstrong, W. E.. Galion, O. Arnold. C. H., Hornellsville, N, Y. Arnold. R. M.. Meadville. Pa. Atwood. B. D., Meadville Divn. Aular. Geo., Hornellsville, N. Y*. Auniock, William C, Deposit. N. Y. Aungst. F. T.. .Xkron, O. Aurvansen. .Abraham I.. ler^cv City. N. J. " ■ Averiii, Geo. 1.. .Vvon. X. Y. Badglty. G. A., Horne.isviile. N. Y. Eadg.ey. H.. Corning. N. Y. Bag.ev. D.. Hornellsville. X. Y. Baiiev. J.. Buffalo, N. Y. Baker j. M., Meadville, Pa. Baker, Wm. B., Huntington, ind. Balcom, F. L., .Allegheny Divn. Baldw.n. A. C. Cleveland. O. Baldwin. J. M.. New \'ork Divn. Bali. Geo. W.. Susquehanna, Pa. Banta. C. H.. Jersey City. N. J. Barnes. C. W.. Bradord. Pa. Barry, J., Meadville Divn. Barry. J. M.. Carbonda:e. Pa. Barry. \V., Mcadville Divn. Bart.ctt. H. W.. Buffalo. X. Y. Beaching. C. H.. Huntington, ind. Beal. \V. A.. New CastleT Pa. Bcattv. G. H., Port Jervis. N. Y. Bcatty J. W., Mcadville Divn. Beatty. M. J.. Port Jervis. N. Y. Beaver. A.. Ht-ntington. ind. Beck. C. Huntirglon, Ind. Beck, J., liuiuinglon. Ind. Beckhorn S. \V., Allegheny Divn. Beckley. J.. Butl'alo, N. Y. Beem, P., Chicago & Erie R. R. Bell, Asa, Port Jervis, N. Y. Bell, W., Buffalo, N. Y. Bender, G.. Buffalo, N. Y. Benedict W. R., Buffalo, N. Y. Benn. O.. Hornellsville, N. Y. Bennett, C. R.. Rochester Divn. Bennett. H.. Huntington, Ind. Bennett, N. R.. Horneiisvilie, N. Y. Benson. G. B.. Meadville, Pa. Benstead. R. J.. Buffalo, N. Y. Berg, Louis, Chicago, 111. Bergman, W.. Buffalo, N. Y. Bernard. J. W.. Allegheny Divn. Berrvman. J.. Buffalo. N. Y. Bicknell, H. D., Hornellsville, N. Y. Biggs, Nick, Paterson, N. J. Binman. A., New York Divn. Bishop. C. H., Greenwood Lake Divn. Bishop. I. .\.. Corning. N. Y. Bissell. .\. G., Cleveland, O. B.ack, Edw., Waldwick, N. J. Blake. F. E., Hornellsville, N. Y. Blanch. Wm., New York Divn. Bliss, Chas. E., Carbondale. Pa. Blizard, C. W., Jersey City. N. J. Blocker, E. S., Huntington. Ind. Bloker, L. F.. New York Divn. Boalt. E. S., Dayton, O. Bodley. Geo., Chicago. 111. Bogardns. F. H.. Port Jervis. N. Y. Bogert, D. D., New York Divn. Boggs, J. S., Mcadville, Pa. Boiton, Enos, Hornellsville, N. Y. Bond. G. W.. Buffalo. N, Y. Bond. Sam. New York Divn. Bonney, J., Tioga Divn. Boorn, S. W., Johnsonburg. Pa. Booth, C. E., Huntington. Ind. Bork. A. A., Buffalo, N. ^■. Bosworth, C. G.. Cleveland. (J. Boughton, F. C. Honiellsville, N. Y. Bowen. G.. New York Divn. Powker. Chas.. Mahoning Divn. Bnvd. F. E., Port Jervis. N. Y. Boyden, S. E.. Oakland. Pa. Boyden, W., Susquehanna. Pa. Boy'.c. E. C, Meadville Divn. Boyle. J. C. Vallonia. Pa. Brace, J. R.. .\lleglieny Divn. Bradley. J. J.. New York Divn. Branch, W. J., New York Divn. Brannen. J. J.. Youngstow'n. CJ. Braun. .\. W.. Chicago & Erie R. R. 607 Bravo. J. R. (?). Susple, W. F.. Meadville Divn. Whited, R. L.. Delaware Divn. Wilde, J. A., Jersey City, N. J. Wilbur, M. Wm.. Huntington, I ml. Wilks, L., Meadville. Pa. Will. C. L., Cleveland, O. WiHetts, D. M., Meadville Divn. Willetts, W. H., Huntington, Ind. Williams, H. W.. Bradford, Pa,^ Williams, J. A.. .Salamanca, N. Y. Williamson, L., Meadville. Pa. Wilkin. Tos. A.. New York Divn. Wilkins.'j. D., New York Divn. Wilson, David, Pt. Jervis, N. Y. Wilson, H. J., Cleveland, O. Wilson, J. B.. New York Divn. Wilson, T., Cincinnati Divn. Wilson. J. M.. Meadville Divn. Wilson, T. R., Chicago & Erie R. R. Wilson. J. T., Cleveland, O. Winegardner, A. E., New York Divn. Winegar, C. D., Meadville, Pa. Winegar, G., Meadville, Pa. Winfield, D. R.. Jersey City, N. J. Winfield. \V. IL. New York Divn. • Witherstav, 1'".. Youngstown, O. Winn, P. "p., Hornellsville, N. Y. Wixted, A. J., Avon, N. Y. Wolcolt, W., Carbondale, Pa. W'oolever, Burr. Allegheny Divn. Wolfe. G., Buffalo, N. Y. Wood. H. S., Susquehanna. Pa. WimmI, J. 11.. Jersey City. N. J. W'cnds, D.. Buffalo. N. Y. Woods, J. H., Port Jervis, N. Y. Woods. P.. Huntington, Ind. Woods, R. J., Huntmgton, Ind. Woollard, Chas., Hornellsville, N. Y. Wonderly. John, Huntington. Ind. Wright, L. B., New York Divn. Wright. W. L.. Dayton. O. Wyman. A. H.. Huntington. Ind. Wvman, C. E., Huntington, Ind. Wyman. J. F., Buffalo, N. Y. Wyman, Jas., Allegheny Divn. Wyman. John. Allegheny Divn. Wyman, M. F., Meadville, Pa. ^'erger. John, Rochester Divn. Yetter. Clark, New York Divn. Young. J. P.. Corning. N. Y. Young. Phil, Hornellsville, N. Y. Ziegler, Wm., Meadville Divn. ,^e k