The trail of the swinging lanterns

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

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

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

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

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

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

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

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

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

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

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

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

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

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

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

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