nadian
Pacific was due. Indomitable persistence, unquenchable faith,
unyielding honour stamped his character. He was one of the greatest of
Empire builders. He never despaired in the tightest corner, and never
rested while a single expedient remained untried. Duncan M'Intyre
became one of the two vice-presidents, and took an active part in the
company's affairs until he dropped out {151} in 1884. Richard B. Angus
came back from St Paul to become vice-president and a member of the
executive committee. His long banking experience and his shrewd,
straightforward judgment proved a tower of strength in days of trial.

Donald A. Smith, while after 1883 a director and a member of the
executive committee, took little part in the railway's affairs, though
at Stephen's urging he more than once joined in going security when
help was most needed. James J. Hill left the directorate and unloaded
his stock at the close of 1882, because the company refused to accept
his advice to omit the Lake Superior section, and because of the
growing divergence of interests between the St Paul, Minneapolis and
Manitoba and the Canadian Pacific. With him retired John S. Kennedy.
The Baron de Reinach also withdrew at an early stage. The English
directors, representing Morton, Rose and Co. of London, retired as
soon as the road was completed, being replaced by representatives of
Morton, Bliss and Co. of New York. E. B. Osler came in with the
Ontario and Quebec in 1884. The board became more and more
distinctively Canadian.

One of the first steps taken by the directors {152} was to open offices
in Winnipeg, and put two men with United States experience in
charge--A. B. Stickney, later president of the Chicago Great Western,
as general superintendent, and General Rosser as chief engineer. The
rate of progress was not satisfactory, and early in 1882 a fortunate
change was made. William C. Van Horne, at that time general
superintendent of the Chicago, Milwaukee and St Paul, and still under
forty, was appointed general manager with wide powers. Some years
earlier, when he was president of the Southern Minnesota, the leading
members of the St Paul syndicate had had an opportunity of learning his
skill. He had been in railroading since fourteen, beginning as a
telegraph operator on the Illinois Central, and had risen rapidly in
the service of one Middle West road after another. His tireless
driving force was precisely the asset the compan