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/ l'\ a'*'*, ; w ? > ? *' m.( THE Maryland-Virginia peninsula and the eastern part of Maryland have always been garden sections, their vegetables and fruit^ going to meet the demand- of the New York. Philadelphia and Boston markets Thirty years and more ago the pn-J)leni of how to get the products of these regions to market quickly became ex recdiugly acute. At th.it time the method j followed was to transport the food stuffs to Baltimore, or some other port on ihe Chesapeake, and thence despatch them north by rail. This was a slow and irouudabout method, to say the least, and as a result none of the fruits and veget tblcs got to market in the first blush of ripeness, and more than one carpo spoiled daily. Norfolk was the natural PJ ;wr>T<bn" oo'i ck service, bm .. was across the Chesapeake from the market cities, and to skirt the Bay meant loss of valuable time. As for the peninsula, railroad communication ceased on its border at Del mar, on the Maryland-Delaware line. From Delniar to Cape Charles, at the tip of the peninsula, the distance is ninety miles. The hard, practical problem before the modern authorities in transportation matters?the railroad men?was - " " h>'\v to tap b th regions in one and the same way for quick handling of their . & in products. p One day, less than twenty-five years ago, a man who had retired from active railroad management but a few weeks before, presented himself to a friend, the late William I. Scott, and -aid: r,v "Let's build a railroad from Delmar de t-j Cape Charles and connect with Nor- fui folk and Portsmouth by boat" of "Very good," replied Mr Scott; "hut cai how will you transfer your frei h* across Chesapeake Bay expeditiously' bv "We will build powerful ami fa-t ,in, transfer tugs tbat will tr.umier 1 >aded t trains across the hay," was the answer. r, t "But the distance i- t'liit i\ miles. \ mid the bay at times is 1 uirI r t'nan ti. English Channel." oh . . md > S.- i "We can h aid the In.a- -tr>n ;nl enough and equip t n v. i < me. > f j,;. sufficient power to make the run ii tluce ;| hours," wa> the confident rejoinder. I f1:; The upshot of the matter wis that ("u Mr. Scott became speedily coin need - t u| the feasibility <>t" the scheme, and w. h ;u , money from his private hank account and v, that of the plan's promoter, the New V( Vork, Philadelphia and Norfolk Railroad IH> was built. The other man?he who thought out indie way to put fruit, picked the af'.ernoon va before in Virginia, on the break fa- t t ih' in of New Yorkers?was A. J (hssatt. -.11 President of the Pennsylvania Railio.nl, et1 Like other railroad men, Mr < is^.vt di recognized that the ideal r- ite f--r qui 'k -1. service lay over tlie waters of the t lies 1- to peake Bay from Norfolk, m l then e up lothe nrninmiL. h\ rail to th ?* 11i to the t)0 north. T?ut, unlike his brethren, he did hi not h.'ilk at the thought th it such a >nij < >. ferry service h:ul nev< r been undertaken. 11 Instead, when he found himself at com- in para live h isuro, he set about designing It boats that w aid perf irm this difficult ck trav.sfei erv < . a' 1 when he felt t tat tr lie bad -eeun d the i cht sort of de-icn. w he bad his interview with Mr. Seott. v.i Suffice it to s;i\ th t the . lmat-. have ibeen carrying the "Merry Kx press across w Chesapeake Mav ever since, with remark- sii able promptne and that the same > tern is ? >< ??' in oner it ion on Make Maikal th .cttc exclaimed, Holy Virgin! I know T-iunu t \ "P1CTC -nr. RAT: A11V m*m - ' \ - j T ' > ? ^?. i ^jnf^?Y >j^L^">A^|^2^[ |F mill nmBdmLLiimalsiiB gjBS^BS "' f^f^^^LEXANDER. F?p' JOHNSTON \ to/ VC^N. CASSATT ?< yAlVww., connection with the Trans-Siberian "hlT lilway, and on the Great Lakes as well. K S&~?^ (.F.TTING CONTROL OF A RAILROAD. K . I In highly dramatic manner in which T *" g/l ?VJ^W^ r. Cassatt secured control of the Phila- JA-" MHBSffiv??KBilSi2 Iphia, Washington & Baltimore rail- g^]*ri5 id?sometime since renamed the Phila- P^Sfi I Iphia, Baltimore and Washington?is FxmH I rth' r illustrative of the characteristic k ^*rv<P boldness that has marked his railroad cer almost from its beginning. fwWlH In 187- till P W & B. was owned ^ \|jfi a group of New England capitalists ? 9M ( > . ' 1 was operated by them in the inter- wl ' I ^?^sf*xl s <>f the Pennsylvania. Robert Gar- ffftral \~': ' 1 tilt b'.e mail of the Rallimore lllvll controlling : in the property. So itr?.it was \ y'^W I 11- with tlu jn'op'Tty," nil octal 1 t give \oursclf any uneast\ ami n<>t Mr (i.airett' lie had niueh interest has been taken 1 owrcd. in the few lr u that had lie in the so-called coimnut ip>e?l r.in-e Mr. (larreif 1 i t. that teres!s scheme entered into bj at n i! Ily litfwd jtetitleiii.au hail over- sylvania and the New York aked :i certain block ot >1 ck, on the the regulation of traffic This > i ii t>f which control of the i".M hold bit of original railroadi net 1. Phis lie li d bought?and Mr. Cissatt. irrt tt \va< nursing a debt ve victory. When he became Presidt ten and tlu re a check for thi> -t >ck, Pennsylvania in l&X), foil amount $i ;.<) l<).05J..io, changed hands. I death of 1 rank Thomson, i remained i<?r several years the largest railroads were cutting one an lock ever drawn in a single financial tlu-ir own throats in a wil ansactinn. \\ !i> "ov- r Mr. i 1 ;satt freight traffic. This was esp ks it i . the treasury of the lVnn-yl- as regards the coal business, nia, a", lie has t > d<> : set the check association, formed by the i to ci t his eyes towards a certain put a stop t?> the warfare, 1 all of the treasury, where it lias hung declared illegal hy the courts uce it served it^ purpose. qucntlv dissolved, all the r In the soft coal investigation before question wer at a 1 - for e Interstate Commerce Commission which to end the suicidal str 1-5 IIrJi. i IR1AL.COLOR AIMD MAGAZINE SE * ra c, t PATES&URO, S, C., AUQ. 10, ___ OX .THE MAJ^LINB. ? by the pub- It remained for Mr. Cassatt to find Cincinnati, lity of in the solution. Buy .a dominating interest the list of the Pentt- in the roads, was his plan. He then Pennsylvau Cential for made an agreement with the Now York interests p . is another Central people for them to dominate the road, prop ing by Mr. hard-coal properties; the Pennsylvania nated; it i would do the same by its rival soft coal of the stoc nt of the roads, and the two would work together strong bo: owing the for the good of both and all. Thus, the the road t the eastern Baltimore & Ohio, the Chesapeake & docking fa other's and Ohio and the Norfolk & Western came Pennsylvari d war for to take orders from the office of Alex- During ecially true ander Johnston Cassatt. Later the Penn- Pennsylvar A traffic -ylvania also secured domination over has increa: railroads to the Philadelphia & Reading, a hard coal grand tola laving been property. The Central agreed to this, par value, and subsc- since the Reading i? more a rival cf $<>4,000,000 ailroads in the Pennsylvania than of the Central P.y direel a way in The Vandalia lines, the Pittsburg, Fort sylvania ha uggle. Wayne & Chicago, and the Cleveland. York Citv ~ Division Passenger A* Charleston, UPVUU/VX "06. . . j-v: ^H:rr^ir:L:gyjjjfi o ' ' :-~aV V-'" '- i,' .*::: ii *' '."* 5IS ? * !,. ?mUi *5. ?B 1 --. ^Sjl^ <*> :' '<5^ jHMr t41'^' QVER TOE SH^LI ~^\v, vs^V/ ( >Vvv>^ftpj rfr nc^ under two rivers and the city it , \>^Sr^Lv > u M?rc? 'l 's going into New Eng "" "'-H '* Sj land by an all-rail route. He institute ffg l^c ^an> now ^dely spread among ou railroads, of retiring and penr'ming a B \<| A employes when the age of seventy 1 TT^fLrrnaA reached. He secured control of th gt-^ Pennsylvania Steel Company, and th grti =^ i railroad thus became the maker of it Bm| own stec' rails. He has pushed almos 3ifV"W I to oorr'P'r'tion the four-tracking of th Pennsylvania all the way from Philadel .'j\ phia to Pittsburg, despite the fact tha r \//a% nl west Oi* Harrisbnrcr this hn? r<?nniri?H pn 9 /fiwiNrf tire mountains to be removed. He ha 9 mhHI poured out other millions of money fo I "ollingr stock; when he gave the wor ii work was begun on the new Union sL IgVYHJn tion now nearing completion in Wasli 'rati ington; his whole course as President c n r*If I t'1C ^>en,ls>''v;in':l Iias been diametricall ffi, a opposite to the traditional one for I;. I\\\ 4| Pennsylvania president. From being th \ in order to carry on its vast improve J ments is snatched up with avidity her 1 atui abroad. A loan of fifty million do! V/l 'ars was recently placed in France. fv Hard work won iiis success. Chicago X- St. Louis complete Mr- Cassatt began his career with th properties dominated by the Pennsylvania as rodman. That was it lia under this community of tlie opening year of the Civil War. Aftc Ian. The Long Island *ail- two years >1 tramping over a goodl; erly speaking, is not domi- portion of Centra' Pennsylvania he wa s owned outright, a majority assigned to _he engineering corps, an< k being in the Pennsylvania's as ar* assistant engineer helped to built <es. Mr. Cassatt purchased the Connecting Railway, linking th< 0 insure, for all time, ample Pennsylvania to the Philadelphia & Tren cilities on the Atlantic to the ton. Here he attracted the attention o iia. his superiors, and in 1864, when thi Mr. Cassatt's regime the Pennsylvania pot control of the Philadcl lia's holdings in other roads phia & F.rie, was transferred to Kenovt ted enormously, reaching the as resident engine* r of the middle di 1 of more than $331,000,000, vision. Next, he was superintendent, fo The cost of all this was about a short time, of a subsidiary road, thi less. Warren & Franklin. In April of i86< tion of Mr. Cassatt the Penn- he was transferred to Williamsport. witl s undertaken to pet into New the title of Superintendent of Motiv and out of it through tun- 1 Power and Machinerv of the P^iladel r .s c Ph?n? l2u' ] "'^?b8eS1b \*^V-V?''^*"*v ^lE^SSk ./ !y&%i - k>*?^F WKffl^ Ov J J2?^jH?$.AXXCAMATTX| I CENTRE, MISS ALICE M IVELT (MRS. LONG WORTHS H MR. CASSATT LOOKING Wl >ER OF HIS WIFE - phia & Erie Railroad. A year and a halt later he was given a like position with d the Pennsylvania, with headquarters a* r Altoona. Less than two years and a ha ? II after this he was made General Super1 s tendent of the road, and a little mori e than a year later, following the leasing of c the United Railroads of New Jersey, ha s became General Manager of all tin t Pennsylvania lines east of Pittsburg. He e was the first to hold this office, and as - such he was stationed in Philadelphia, t the home of the Pennsylvania, for the I. c * _ I iiiOt nine. s One of the things he did as General r Manager was to aid in the establishment J of the through passenger car service bel* tween different cities, even where several > roads have to be used. On his own road he introduced the track tank, one 3' of the devices that makes the "flyer" a possible, lie also equipped it with the e block signal system and hammered into the road's thousands of employes that e discipline and politeness for which they lt are justly famed. s In July of 1874, on the death of Presi? dent J. Kdgar Thomson, Mr. Cassatt got his reward in promotion to Third Vicer president. Six years later, when Colonel Thomas A. Scot*, the famous war rail c roader, under whom Mr. Cassatt was 1" trained, retired from the presidency and the First Vice-president, George B. Roberts succeeded him, Mr. Cassatt stepped* into Mr. Roberts' old place. Here he e remained until September 30, i88u?, when 1 he resigned. He set down in his letter r of resignation : ^ "My only object in taking this step is 15 to have more time at my disposal tb. * at., one occupying so responsible a ' sition in railroad management car. c 2 mand. If I were to remain in aeti\ *1 1 railroad life, T could not desir? a posit: . ^ more agreeable to me than the on 1 2 now occupy, nor would I be wiilin ' ? connect myself with any other cotnpu v ' than the one in whose s< rvicv more than twenty-one years of my life have been r passed." model farmer and citizen. i Mr. Cassatt was forty-two when he e retired, lie was in his sixtieth year when -' he atrain took ud active railroad work South Carolina. - ; Jg