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The boy student was also a keen man of business, and his pursuit of knowledge in the evening did not sap his enterprises of the day. He soon acquired a virtual monopoly for the sale of newspapers on the line, and employed four boy assistants. His annual profits amounted to about 500 dollars, which were a substantial aid to his parents. To increase the sale of his papers, he telegraphed the headings of the war news to the stations in advance of the trains, and placarded them to tempt the passengers. Ere long he conceived the plan of publishing a newspaper of his own. Having bought a quantity of old type at the office of the DETROIT FREE PRESS, he installed it in a spingless car, or 'caboose' of the train meant for a smoking-room, but too uninviting to be much used by the passengers. Here he set the type, and printed a smallsheet about a foot square by pressing it with his hand. The GRAND TRUNK HERALD, as he called it, was a weekly organ, price three cents, containing a variety of local news, and gossip of the line. It was probably the only journal ever published on a railway train; at all events with a boy for editor and staff, printer and 'devil,' publisher and hawker. Mr. Robert Stephenson, then building the tubular bridge at Montreal, was taken with the venture, and ordered an extra edition for his own use. The London TIMES correspondent also noticed the paper as a curiosity of journalism.

This was a foretaste of notoriety.

Unluckily, however, the boy did not keep his scientific and literary work apart, and the smoking-car was transformed into a laboratory as well as a printing house.

Having procured a copy of Fresenius' QUALITIVE ANALYSIS and some old chemical gear; he proceeded to improve his leisure by making experiments. One day, through an extra jolt of the car, a bottle of phosphorus broke on the floor, and the car took fire. The incensed conductor of the train, after boxing his ears, evicted him with all his chattels.

Finding an asylum in the basement of his father's house (where he took the precaution to label all his bottles 'poison'), he began the publication of a new and better journal, entitled the PAUL PRY. It boasted of several contributors and a list of regular subscribers. One of these (Mr. J.H.B.), while smarting under what he considered a malicious libel, met the editor one day on the brink of the St. Clair, and taking the law into his own hands, soused him in the river. The editor avenged his insulted dignity by excluding the subscriber's name from the pages of the PAUL PRY.

Youthful genius is apt to prove unlucky, and another story (we hope they are all true, though we cannot vouch for them), is told of his partiality for riding with the engine-driver on the locomotive. After he had gained an insight into the working of the locomotive he would run the train himself; but on one occasion he pumped so much water into the boiler that it was shot from the funnel, and deluged the engine with soot. By using his eyes and haunting the machine shops he was able to construct a model of a locomotive.

But his employment of the telegraph seems to have diverted his thoughts in that direction, and with the help of a book on the telegraph he erected a makeshift line between his new laboratory and the house of James Ward, one of his boy helpers. The conductor was run on trees, and insulated with bottles, and the apparatus was home-made, but it seems to have been of some use. Mr. James D. Reid, author of THE TELEGRAPH INAMERICA, would have us believe that an attempt was made to utilise the electricity obtained by rubbing a cat connected up in lieu of a battery;but the spirit of Artemus Ward is by no means dead in the United States, and the anecdote may be taken with a grain of salt. Such an experiment was at all events predestined to an ignominious failure.

An act of heroism was the turning-point in his career. One day, at the risk of his life, he saved the child of the station-master at Mount Clemens, near Port Huron, from being run over by an approaching train, and the grateful father, Mr. J. A. Mackenzie, learning of his interest in the telegraph, offered to teach him the art of sending and receiving messages. After his daily service was over, Edison returned to Mount Clemens on a luggage train and received his lesson.

At the end of five months, while only sixteen years of age, he forsook the trains, and accepted an offer of twenty-five dollars a month, with extra pay for overtime, as operator in the telegraph office at Port Huron, a small installation in a jewelry store. He worked hard to acquire more skill; and after six months, finding his extra pay withheld, he obtained an engagement as night operator at Stratford, in Canada. To keep him awake the operator was required to report the word 'six,' an office call, every half-hour to the manager of the circuit.

Edison fulfilled the regulation by inventing a simple device which transmitted the required signals. It consisted of a wheel with the characters cut on the rim, and connected with the circuit in such a way that the night watchman, by turning the wheel, could transmit the signals while Edison slept or studied.

His employment at Stratford came to a grievous end. One night he received a service message ordering a certain train to stop, and before showing it to the conductor he, perhaps for greater certainty, repeated it back again. When he rushed out of the office to deliver it the train was gone, and a collision seemed inevitable; but, fortunately, the opposing trains met on a straight portion of the track, and the accident was avoided. The superintendent of the railway threatened to prosecute Edison, who was thoroughly frightened, and returned home without his baggage.