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the rest of the identification by a smile, for the superintendent, without further questioning, said: ‘The president wants to see you upstairs.’

      “I went up, and in due time was shown into the presence of the great man, who eyed me closely for a minute or two, and then asked me abruptly what I was doing. I told him I was braking Number Seventeen. He said: ‘Take this letter to your superintendent. It contains a request that he relieve you from duty, and put somebody else in your place. After he has done so, come back here.’ ”

AN IMPORTANT MISSION WELL PERFORMED.

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      “All this I did, and, on my return to the president, he said, ‘Take this letter at once to Admiral Peyron, of the French fleet (then lying in the harbor on a visit of courtesy to this country), and this to General Hancock, on Governor’s Island. They contain invitations to each to dine with me to-morrow night at home in Garden City with their staffs. Get their answers, and, if they are ”yes,“ return at once to New York, charter a steamer, call for them to-morrow afternoon, land them at Long Island City, arrange for a special train from Long Island City to Garden City, take them there, and return them after the banquet. I leave everything in your hands. Good day.’

      “I suppose this might be considered a rather large job for a common brakeman, but I managed to get through with it without disgracing myself, and apparently to the satisfaction of all concerned. For some time thereafter, I was the president’s special emissary on similar matters connected with the general conduct of the business, and while I did not, perhaps, learn so very much about railroading proper, was put in positions where I learned to take responsibility and came to have confidence in myself.

      “The control of the Long Island Railroad again changed hands, and I was again ‘let out,’ this time for good, so far as that particular road was concerned—except that, within the last two or three years, I have renewed my acquaintance with it through being commissioned by a banking syndicate in New York City to make an expert examination of its plant and equipment as a preliminary to reorganization.

      “This was in 1881, or about that time, and I soon secured a position as conductor on the New York and Northern Railroad, a little line running from One Hundred and Fifty-fifth Street, New York City, to Yonkers. Not to go into tedious detail regarding my experience there, I may say in brief that in course of time, I practically ‘ran the road.’ After some years, it changed hands (a thing which railways, particularly small ones, often do, and always to the great discomposure of the employees), and the new owners, including William C. Whitney, Daniel S. Lamont, Captain R. Somers Hayes and others, went over the road one day on a special train to visit the property. As I have said, I was then practically running the road, owing to the fact that the man who held the position as general manager was not a railroad man and relied upon me to handle all details, but my actual position was only that of train-master. I accompanied the party, and knowing the road thoroughly, not only physically but also statistically, was able to answer all the questions which they raised. This was the first time I had met Mr. Whitney, and I judge that I made a somewhat favorable impression upon him, for not long after that I was created general manager of the road.”

HOW HE WAS ELECTED TO THE PRESIDENCY OF HIS COMPANY.

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      “A few months later, I received this telegram:—

      “ ‘H. H. Vreeland.

      “ ‘Meet me at Broadway and Seventh Avenue office at two o’clock to-day.

      “William C. Whitney.’

      “I had to take a special engine to do this, but arrived at two o’clock at the office of the Houston Street, West Street and Pavonia Ferry Railroad Company, which I then knew, in an indistinct sort of way, owned a small horse railway in the heart of New York. After finding that Mr. Whitney was out at lunch, I kicked my heels for a few minutes outside the gate, and then inquired of a man who was seated inside in an exceedingly comfortable chair, when Mr. Whitney and his party were expected, saying, also, that my name was Vreeland, and I had an appointment at two. He replied: ‘Oh, are you Mr. Vreeland? Well, here is a letter for you. Mr. Whitney expected to be here at two o’clock, but is a little late.’ I took my letter and sat down again outside, thinking that it might possibly contain an appointment for another hour. It was, however, an appointment of quite a different character. It read as follows:

      “ ‘Mr. H. H. Vreeland.

      “ ‘Dear Sir:—At a meeting of the stockholders of the Houston Street, West Street and Pavonia Ferry Railroad Company, held this day, you were unanimously elected a director of the company.

      “ ‘At a subsequent meeting of the directors, you were unanimously elected president and general manager, your duties to commence immediately.

      “ ‘Yours truly, C. E. Warren, Secretary.’

      “By the time I had recovered from my surprise at learning that I was no longer a steam-railroad, but a street-railroad man, Mr. Whitney and other directors came in, and, after spending about five minutes in introductions, they took up their hats and left, saying, simply, ‘Well, Vreeland, you are president; now run the road.’ I then set out to learn what kind of a toy railway it was that had come into my charge.”

HIGH-PRICED MEN ARE IN DEMAND.

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      Mr. Vreeland was asked the secret of successfully managing a street-railway system of this sort.

      “High-priced men,” he unhesitatingly replied. “High-priced men, and one-man power in all departments. Ten-thousand-dollar-a-year men are what I want—one of these rather than five two-thousand-dollar-a-year men.”

      “I began at the bottom and worked up. I think that is always the way for a young man to do, as soon as he has decided upon his career. I was fitted for the railroad business, and it didn’t take me long to decide just what I wanted to be. I think much of my progress was due to my early beginning. I think an early beginning means a great deal in after life.

      “I have always been glad that I chose the business I did. I have never had any reason to regret having done so. Of course, when I was very young, I had discontented moments, like almost every other youth, but I overcame them, and stayed with the railroad. I believe that everyone should overcome those passing fancies, instead of yielding to them. Too many young fellows, just starting out, go from one thing to another, never satisfied, and consequently never making any progress. I think the faculty for ‘sticking’ is one of the most valuable a young man can have. When an employer hires a man, he likes to feel that he won’t be wasting his time in teaching him the business. He likes to feel that the man will remain with him, and be a real help, instead of leaving at the first opportunity.”

      The rest of the history is well known to the people of New York, and to experts in street railroading throughout the country. The “Whitney syndicate,” so-called, was then in possession of a few only out of some twenty or more street railway properties in New York City, the Broadway line, however, being one of these, and by far the most valuable. With the immense financial resources of Messrs. Whitney, Widener, Elkins, and their associates, nearly all the other properties were added to the original lines owned by the syndicate, and with the magnificent organizing and executive ability of Mr. Vreeland, there has been built up in New York a street railway system which, while including less than two hundred and fifty miles of track, is actually carrying more than one-half as many passengers each year as are being carried by all the steam railroads of the United States together.

XIV

       A Factory

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