The sun. [volume] (New York [N.Y.]) 1833-1916, 1906-11-30
SAMUEL SpBNCER'S CAREER.
RISE FROM RODMAN TO PREST-
DENT OF A GREAT RAILROAD.
Fought in the Civil war. Studied Civil En-
cheering and went Into Rsilrosdins
His Services on the ID. a O.-Revtved
Many Roads work for the south.

fOuEuL UN II ttNu W.T. tuOtu AANhN H.hA-
cheering and went Into Railr oadins
III Services on the ID. a q. -Revived
Many Roads work for the south.
Samuel Spencer was regarded as perhaps
the biggest figure in the railroad n
financial world that the South has ever
produced. He was SO years old and in the
height Of his career.
Mr.. Spencer was born In Columbus, Ga,
the son of Lambert and Vernona Spencer.
His father was a prosperous storekeeper.
As a mere youth he shouldered his fathers
musket and went to the front as a private
in the Nelson Rangers, ar independent
company Of Confederate cavalry, operat-
ing on scout duty. Before enlisting young
Spencer had spent q year at the Georgia
Military Institute. After serving for
several months with the Nelson Rangers
he Joined Gen. Forests cavalry troop
and later served under Gen. Hood In Atlanta
and In the campaign about Nashville.
At the close OF the war young Spencer
entered the University Of Georgia, taking
a civil engineering course. He was grad
uated from hat institution in 1897 at
the mead OF his class, and from the Univer-
sity OF Virginia, where he went to com-
plste his professional course, two years
later. At the latter institution also he
finished at the read OF his class.
Young Spencer took the first job that
presented itself. This happened to be
a place IA rodman on the survey OF the
Memphis and Savannah Railroad. 50
earnest and energetic was the young man
that he had attracted the attention OF the
head engineers before he had been in the
field a week, and IL was only a matter Of a
few days when he was promoted to be
~leveller. Further advancement In the en-
cheering corps came quickly. He was
made transit man, then resident engineer,
and finally. in ISM. first assistant engineer
of the road.
Mr.. Spencer continued in that place only
a year. Three years experience had CON-
WINGED him that there was to be a ire
mendous development in the country's
railways, and he was confident that the
field Of greatest opportunity lay in the
operating rather than the constructing
department. He decided to familiarize
himself with the practical operation of
railroads, and resigning his place as civil
engineer accepted a clerkship in the Office
Of the superintendent of the New Jersey
Southern Railroad. In December, 1872,
Spencer thought he saw IN opportunity
to improve his chances and he entered the
employ Of the Baltimore and Ohio road.
which was then controlled by John W.
Garrett. Spencer became assistant super
visor OF trains on the first division. 1t
was only a matter Of a few months when
he was made supervisor in chief. He con-
tinued in that place until 1877, gaining a
thorough knowledge OF practical railroad
affairs. He left the Baltimore and Ohio
to become superintendent Of transportation
for the Virginia Midland, now part OF the
Southern system.
BY that time Mr.. Spencer's unusual ability
as a practical railroad man was recognized
generally He became superintendent of
the Long Island Railroad, but John W..
Garrett, realizing with his keen insight
the sort OF stun that was in Spencer, kept
at him until he returned In 1879 TO the Ralti-
more and ohio as assistant 20 the president.
In 1881 he was appointed acting general
manager of the trans-Ohio division of
the road. and his services in that capacity
were 80 acceptable that he was chot en-
third vice-president two years later. A
wear after that he was named as second
vice-president and in 1884 first vice-presi-
dent.
At that time Robert Garrett, the owner
of a controlling interest in the Baltimore
and Ohio, was worn out with Illness and
intrusted practically the entire manage
ment Of the road TO Mr.. Spencer. When
Garrett finally old an option for the pur-
chase Of a controlling interest in the road
to Henry s.. Ives of this city. and Ives failed
in his attempt to take up the option, several
of the financial institutions interested
deemed il wisest that Mr.. Carrot should
retire from the presidency, and MIR. Spencer
was the unanimous choice as his successor.
II was in 1883 that Mr.. Spencer became
the actual head of the Baltimore and ohio
system, and under his vigorous admins
tration il regained much that IL had lost
in the period Of the Garrett troubles. His
work as president Of the road quickly
brought him into the front rank of railroad
executives and resulted in his being in
vited in 1889 TO enter the house OF Drexel,
Morgan 4 Co.. now j. P. Morgan 4 Co,
as railroad expert. It was said at the time
that Drexel, Morgan & Co. wanted a man
who knew all about railroads" and whose
Judgment in matters, great and small,
relating to railroad management could be
depended upon. The selection of Mr..
Spencer, with his twenty-five years expert
ence. marked him as having become one Of
the foremost railroad men in America.
In the next five years Mr.. Spencer set
himself to work rehabilitating several
~mismanaged railroad properties. He be-
came president Of the Elgin. Joliet and
Eastern Railroad Of Illinois. Later he
practically acquired control Of the road
and raised it to a good condition. In 1893
Mr.. Spencer was appointed receiver OF
the Richmond and Danvill Railroad Com
pany and he Fast Tennessee. Virginia
and Georgia Railroad Company, and to
him was intrusted the task OF recognizing
the roads and welding them into a paying
system. In 1894 Mr.. Spencer was elected
president Of the Southern Railway Com
pany, which included the old properties
Of the Richmond Terminal and Fast Ten
nessee, Virginia and Georgia roads. His
management OF the properties comprising
the Southern system is indicated in the
growth of the system from 1000 to nearly
10, 600 miles Of track, including its sub
sidiary lines, and from 1000 900 to SIP
100000 a year net earnings. Since becom-
irg president Of the Southern Railway
Mr.. Spencer was made president Of the
Alabama, Great Southern md Florida
road and of the Cincinnati, New Orleans
and Texas. He was a dir in nine
other railroads.
Mr.. Spencer was a member Of the old
Rapid Transit Commission. ser wing from
1891 10 1893. His private business was press-
ing him greatly and finally he felt forced
to give up his member ship in the COM
niaainn