The Daily times. [volume] (Richmond, Va.) 1886-1889, 1889-05-27

ing, and has been climbing up ever since.
His name Is Jerome a. Fillmore, and he
Is now general superintendent OF the
Central and Southern Pacific railway
system at salary Of si5. 600 a year.
w. b. Strong, president of tho Santa
Fe system, has history very similar TO
that Of Fillmore. lie rose from freight
brakeman to station agent, telegraph
operator, and since then his strides for
ward have been fast and long. First
Vice President Smith, Of the same
company, thought he was FORUM.
ate when Inc received an appoint
ment rs station master at an out Of the
way town on bankrupted Indiana line.
George l.. Sands, the Santa fc's general
superintendent, commenced his career
as a brake twistcr President Clark, OF
the Illinois Central, was on engineer
fifty years ago, and J. l.. Jeffrey, the
general manager, when young man,
learned the machinist's trade 50 thor
oughly that he could now build loco
motive, build new bridge or repair an
old one.
General Superintendent Kerigan com
menced his training for the management
Of the 5000 miles embraced in the Mis-
souri, Pacific system as axnan on The
Iron Mountain road. Later he became
rodman, and everything that was givca
him TO do was done so well that he now
receives $4,000 year. General Agent
Hitchcock, of the Union Pacific, and
William ii. Holcomb, general manager
OF the Oregon Railroad company. both
began as brakemen. Twelve years ago
w. S. Mellen, now general manager oi
the Wisconsin Central. was telegraph
operator on n Wisconsin road. with
seemingly little prospect of promotion.
A year or so later, however. he was ap.
pointed station agent at Racine, ari he
has been advancing ever since. He can't
be over IS, and as he is one Of the best
equipped railroad men in tho country
his future is indeed u bright one. \. A.
Allen, Manager Mellen's assistant, CON.
menced his railroad career in 1853 az
telegraph messenger boy. Henry c.
Bradley, the Wisconsin Central's general
freight agent, also began in tho same
way.
Tho man who rides over the Chicago
and Alton railroad on a pass issued by
the general manager reads at the bottom
OF the pass the name &C. III. Chappell.'
In war times this same Chappell was n
freight brakeman on the Gales5urg divi-
sion Of the Chicago. Burlington and
Quincy railroad. lie never fooled away
his time, and employed all his leisure in
learning the details Of rAilroading. One
day he came under the notice of The gen
eral superintendent of the road. who
took him into his Office. There he learn
ed tclography and became train dis
patcher His career since then Is well
known. An ex-brakeman Is J. l.. Han
rahan. general managerof the Louisville
and Nashville road President Thomas.
of the Nashville and Chattanooga, con-
menced as a station master. Henry l.
Royce, who for some years has been gen
eral superintendent of the Chicago, Rock
Island and Pacific. used 70 be an engine
wiper in the Boston round house OF the
Boston and Worcester Railroad. Gen.
eral Manager ST. John, Of the Same road.
commenced as assistant 10 tho ticket
agent at Quincy, Mass George l.. Car
man, who is now commissioner In half a
dozen railroad pools and traffic associa-
tions, started In as a train boy.
Austin Corbin, president Of tho Read
ing road, was country lawyerat Dayen.
port, a., lhir,y-llvo years ago, and j. l.
Bell, general traffic manager of the same
road, was for years freight clerk IN the
Philadelphia Office Of the Reading. J.
II. Olhousca, general superintendent o.
the Central Railroad OF New Jerscy. used
TO work in the machine shops at Potts
town, Pa, lie was 4 good machinist, ana
makes a good superintendent. John
Adams, general superintendent Of the
Fitchburg railroad, also started in as q
iourncyman machinist Warren L.
Locke, the Fitchhurg's general freight
agent, commenced 90 a brakeman, and
w. II. Rames OF the Boston and Albany
line as freight conductor. George l..
Bradbury, now general manager OF the
Lake Erie and Western, began in the
came way.
The average railroad man holds to the
opinion that lac who is faithful in few
things win in due time be given charge
over many, and it would look as though
the average railroad man is about right.
RUFUS T. WILsOS.