The Pennsylvania Railroad, As Usual, Went out Oi Its Way to Be of Service to All of Our People

SEPTEMBER-OCTOBER 1957

The Interstate Commerce Commission released its long-awaited final decision for increased freight rates (Ex Parte 206) on August 6, 1957. The higher rates went into effect on August 26. The maximum increase authorized over the rates in effect, not at the time of the decision but before December 28, 1956, is 14 percent within Eastern terri- tory. On traffic moving between the East and the West, the maximum increase is 12 percent; and between the East and the South, it is 9 percent (except for traffic moving on class rates, which was granted a 12 percent increase throughout the Nation). Agricultural commodities like grain, livestock, meat, lard, vegetable oil, and shortening were given only a 9 percent increase in all territories. On coal and coke the increase was generally 15 cents per ton, but only 8 cents per ton on lake cargo coal destined to Lake Michigan and Lake Superior, 8 cents on Tidewater coal to New England, and 10 cents on export coal and coke. Several other commodities were limited to maximum increases ranging from only 2 cents per 100 pounds (40 cents per ton) on phosphate rock and salt, up to 12 cents per 100 pounds on edible nuts. Included in this category are potash, sugar, lumber, millwork, and fresh fruits and vegetables. In all, the increases authorized will average for the PRR about 10 percent above the rates in effect before December 28, 1956, and only about 4.5 percent above the rates in effect since December 28. The 4.5 percent granted is quite a contrast from the average of more than 11 percent requested to place us in a stronger position to secure funds for modernization. We are frankly disappointed in the inadequacy of this decision to give us the funds needed for capital improvements as well as expand- ing our maintenance programs. More than ever it is up to each one of us to assist our Company to give the kind of service needed to hold existing business, to gain new traffic, and thereby to provide ? funds for improvements and increased- .security for our jobs. .

Vice President-Freight Sales & Services

Downloaded from http://PRR.Railfan.net Original document from the collection of Rob Schoenberg ©2010 - Commercial reproduction or distribution prohibited n Sunday, August 4, 1957, the big of Pittsburgh. Southwestern and Buckeye Regions- 0 change-over took place. At freight The giant yard means a major step in freight bound for points east of Conway yards all over the System, new patterns the PRR's march toward better service. goes "mixed" into Conway and is classi- for classifying freight cars went into It means a speedi~g-upof East-West fied there. This is now the story for all effect. Scores of blue-ribbon freight trains freight by margins ranging ilp to a full East-West freight except perishables, live- changed to new schedules and routings. day. It also will produce, indirectly, im- stock, and parts of the TrucTrain and LCL New freight trains came into being. provements in terminal operations in traffic, which are classified at other points. This all added up to the most far- many parts of the System. At Conway the cars roll over humps reaching revision of the PRR's traffic This comes about because of Conway's equipped with the latest devices of rail- flow in recent history. new role as the key classification yard of road science for assuring fast, safe, accu- The story behind it is summed up in the PRR. rate classification. The cars glide down one word: Conway. From all over the East-from the Sea- into the eastbound or westbound classifi- On that warm, drowsy Sunday, after hoard and from the Lake terminals- cation yards which, together, can hold more than four years of construction and freight for points west of Pittsburgh now 6,500 cars at a time-largest capacity in an outlay of almost $35 million, new Con- pours into Conway, entering in mixed America. Makeup engines, like busy sheep way Yard was ready for large-scale opera- fashion and coming out in properly classi- dogs, herd the cars together, aided by a tion. On that day, the bulk of the PRR's fied and blocked trains. Similarly, from track arrangement that permits five trains East-West freight began funneling through the West-from Chicago and the rest of to be made up at one time in each classifi- the four-mile-long, ultramodern yard the Northwestern Region, and from St. cation yard. And out of the two ends of along the Ohio River, 22 miles northwest Louis, Cincinnati, and the rest of the Conway roll the trains, an average of one

Downloaded from http://PRR.Railfan.net Original document from the collection of Rob Schoenberg ©2010 - Commercial reproduction or distribution prohibited Yardmaster Leonard Whitehouse watches operations from his 70-foot tower. Comparison of America's retarder-operated yards shows Conway is first in classification track capacity and humping capacity, and second only to Enola in total operating capacity

every half hour. (The above change applies only to non- lar way, from increased "sailings" of cars. Conway Yard, because of its size, its perishable~;Rose Lake still sends perish- For example, freight from the Chicago layout, and its mechanical and electronic ables direct to Enola.) area bound for Buffalo and beyond for- gadgets, has attracted the attention of the Freight from the Eastern Seaboard merly moved on one train a day. Now entire railroad world (visitors have come bound for Bedford Yard, 10 miles south three trains from the Chicago area-CS-6, from 14 countries). But more significant oi Cleveland, formerly went all the way CS-8, and GRE-2-pick up Buffalo freight than these physical features is the manner into Cleveland, was classified at Kinsman in addition to their regular consist of in which Conway has enabled the PRR Street Yard, then was taken back down to Eastern freight, and take it "mixed" to to upgrade its freight operation, with Bedford. Now Conway makes up a sepa- Conway for classification. These trains are beneficial effects felt widely over the Sys- rate Bedford block which is delivered spaced around the clock; if a shipper tem. Here are a few examples, as outlined there directly by the road train. That misses one, he doesn't have to wait long by Wendell C. Allen, manager of trans- means a saving of hours in delivery time for the next. From Conway, two trains a portation engineering: to auto plants and other consignees. day, CBF-1 and CBF-3-the latter a new Rose Lake Yard, at East St. Louis, All yards receiving freight from Con- train-speed the freight north to Buffalo. formerly made up separate blocks of cars way will be aided by a new system of Enola continues to be the main classifi- for Pittsburgh, Altoona, and Enola. Now double-checking consists, aimed at catch- cation yard of the eastern segment of the Rose Lake puts all these cars in a single ing any last-minute errors. This should Railroad, and its operations will be strik- block and sends them to Conway. This sharply decrease the number of no-bill ingly improved by the new freight pro- simplifies Rose Lake's operation, enabling careand improve relations with shippers. gram. Since Conway will do the classify- it to do a better job with its other freight. Shippers will benefit also, in a spectacu- ing of cars bound for the West, the tracks 2

Downloaded from http://PRR.Railfan.net Original document from the collection of Rob Schoenberg ©2010 - Commercial reproduction or distribution prohibited As train enters yard, Car Inspectors R. B. DeDominicis and K. E. Sergeant are ready Hump Conductor F. F. Kovacs pushes but- for it. Promptness by car inspectors is vital to Conway's tightly-scheduled operation tons to route cars to classification tracks

Cars go over the westbound hump, which The westbound classification yard, with 45 tracks, and the eastbound (shown), with can operate on either one of two tracks 54 tracks, some more than a mile long, provide ample room for Conway's assigned job

Enola formerly used for this purpose can last-minute decisions on whether to shunt tion be expanded to find out what a big, now be used to make more "refined" their cars from one city to another, .de- modern yard could do to help not only classifications-that is smaller break- pending on the ups and downs of market Pittsburgh and the Central Region, but downs-of traffic moving between the prices. Now that Enola can "specialize" the whole System. Eastern Seaboard and points east of Con- in perishables, it will be able to do an An eight-man committee, headed by C. way, including Pittsburgh and much of improved job with this sensitive traffic. D. ("Dixie") Merrill, now a System the Northern Region. This improved "A number of other benefits-present methods engineer, went to work in 1951. classification will aid those points in or potential--could be cited," Mr. Allen "We studied many possible sites for a cen- faster handling of the incoming cars. says. "These results are a tribute to the tral yard, and the farther we looked, the Furthermore, the week-end accumula- foresight and imagination of the men who better Conway seemed to us," Mr. Merrill tions of traffic that used to crowd Enola's conceived the Conway project." says. "All traffic from the Northwest, the doors and strain its facilities now will tend The Conway story goes back to 1949. Southwest, the Lakes, from the Pittsburgh to be smoothed out, making for fewer The Central Region at that time was area itself, from the Buffalo gateway and delays and more efficient operation clear studying ways to simplify and speed up from the Eastern Seaboard passed through across the System. operations in the Pittsburgh area. It tenta- Conway or could be rerouted to do so." Enola continues to be the key yard for tively decided that a great deal could be The committee made an intensive study perishables from the West, which bypass gained by rebuilding Conway, a sprawl- of freight movements, tracing some 24,000 Conway. This preserves an ideal setup for ing, outmoded yard dating back to 1883. cars that could fit into the Conway picture. shippers-a diversion point close to East- James M. Symes, then vice president- It consulted operating, traffic, and engi- ern markets, enabling shippers to make Operation, suggested that the investiga- neering department men, drew up tenta-

Downloaded from http://PRR.Railfan.net Original document from the collection of Rob Schoenberg ©2010 - Commercial reproduction or distribution prohibited Car comes down the westbound hump toward radar device, which Each car passes over a weighing device, which "tells" the elec- measures car's acceleration and thus gauges its "rollability" tronic control room whether the car is light, medium, or heavy

Retarder Operator W. E. Corbin adjusts me- Robin Forbes, assistant signal supervisor, checks operation of retarder control room, ter that keeps count of cars on each track which utilizes approximately 3,000 vacuum tubes and 30,000 resistors and condensers

tive plans for the yard, made up tentative (now area engineer). by building up the river bank. Conway train schedules, and investigated all pos- In July, 1952, an engineering group men still vividly remember the dynamite sible difficulties--fog, for instance. Con- headed by white-haired George W. blasts and digging operations that re- way is often subject to fog heavy enough ("Pat") Patterson, who started his PRR moved the top of a hill across the highway to hamper operations. The committee rec- service in 1916, set up a field office in a to provide clay and shale and rock; and ommended the use of fog lights at the truck trailer parked at the Ohio River the long strings of gondolas ("Patterson humps, plus a large array of communica- hank. Construction began February 23, specials") that brought gravel from an tions devices that are now part of new 1953. It was a staggering job. The engi- abandoned gravel pit 14 miles up the line. Conway Yard: cab signals for the hump neers had to build a new yard on an old The classification yards were built with engines, trainphones, outdoor talkbacks, yard without obstructing the old yard's fine precision to provide a non-acceler- bull horns, intercoms, and others. operations. And they were hemmed in by ating grade of 0.15 percent-which means The committee's report, presented in a river on one side, a highway and hills a drop of approximately an inch and three February, 1952, consisted of a 285-page on the other. quarters in each 100 feet of distance. Iron book, bound in red covers (it came to be Room was made by dismantling the pins, cased in concrete, have been set in known, naturally, as "The Red Book"). heavy repair shop and the scrap dock, the ground to guide the track maintainers The basic recommendations were ap- their functions being taken over by the in preserving this grade. proved by Management and the Board of Samuel Rea Shop and new scrap and rec- A. M. ("Arch") Crawford, now engi- Directors, and detailed plans were then lamation plant at Hollidaysburg. More neer of communications and signals, Pitts- drawn up by the staff of Donald L. Som- room was gained by filling in a swampy burgh Region, supervised the installation merville, Central Region chief engineer tract between the yard and the river, and of the retarder system, the very heart of

Downloaded from http://PRR.Railfan.net Original document from the collection of Rob Schoenberg ©2010 - Commercial reproduction or distribution prohibited As a train enters Conway, Leo R. Shannon, Mr. Shannon's report, on tape recorder, Irene Homjak sends classification list to the "scanner," reads off the car numbers helps H. Jackson make classification list the retarder tower by pneumatic tube

Trainphone on P. J. Baurngardner's hump Talkback picks up voices at 30 feet: Car Car Inspector P. S. Bartolovic reports a engine keeps him in touch with conductor Repairman T. J. Braganza talks to tower shop car, using 29-ounce Micro-Talkie radio the yard's operations. Progress in the field is done electronically. As the car rolls track the car is headed for (data on each of automatic retarders has been so rapid, down the hump, it passes over a series of track is already lodged in its "memory"). that by the time the eastbound hump was gadgets which, as one railroader said, Then the computer "tells" the retarders completed, new developments caused the "find out practically everything about the what pressures to apply. PRR to select entirely different retarder car except who built it." A weighing de- Despite these fully automatic features, controls for the westbound hump. vice tells whether the car is light, medium the westbound hump has a retarder oper- Thus, on the eastbound hump, a car or heavy. Radar devices measure its ator to monitor the overation, to take passes through three retarders that are rollability on straight track and on curved action in emergencies, such as shifted automatic and a fourth that is manually track. Other radar devices measure how loads, and to open the retarders when a controlled. A weighing device and speed the car rescts to the pressure of one re- yard locomotive is passing over the hump. measuring devices determine what pres- tarder, so the next retarder can make tha The eastbound hump and classification sure the first three retarders will apply necessary correction in the car's speed. yard went into operation September 20, to slow the car to a predetermined safe A car counter keeps record of the number 1955; the westbound side went into par- speed. Before the car reaches the fourth of cars going to each classification track, tial owration April 8. 1957; and large- retarder, the operator presses a button to to indicate how far each subsequent car scale East-West operation began August 4. set the exit speed, which he chooses must go to reach the coupling point. Before these steps could take place, the according to his judgment of how freely All these facts are fed by wire to a con- PRR had to blueprint precisely what the the car rolls, how far it must travel, and trol room, where an electronic computer yard's work would bethe classifications how it will react to track curves. analyzes them. It takes into consideration that would be made on each track, the On the westbound hump, this judging the physical features of the particular schedules and consists of inbound and

Downloaded from http://PRR.Railfan.net Original document from the collection of Rob Schoenberg ©2010 - Commercial reproduction or distribution prohibited night is brilliantly lighted for safe operation. The 26 floodlight towers, 100 feet high,- burn over half a million watts. he lights go on automatica~lyat dusk

E. P. Kelly services one of the mercury- vapor lamps that illuminate humps in for

-Ki && 1: Bridge was built to give Conway employes a safe walkway over tracks and the boulevard Signal indications on hump are repeated to a parking lot. This bridge and one like it in another part of the yard cost $144,000 in hump locomotive cabs for added safety

outbound trains, the assignments of car fications we should make at Conway to than 100,000 car records, tracing cars inspectors, the humping schedules-plus help his area, what times our trains should from origin to destination. effects of Conway's operations on yards arrive at Chicago to make certain connec- With this up-to-date picture of PRR and road movements all over the PRR. tions, and which yard at Chicago could traffic, the group could begin program- This vast planning project became the best handle each train. ming trains. As the "briefs" (the sched- iob of a task force under Mr. Allen's "Similarly, Dick Walts, yardmaster at ules and makeups of trains) were drawn supervision, consisting of yardmasters St. Louis, and George Dailey, of the New up, they were presented to operating offi- from key points on the System. In charge York area, worked out their local prob- cials from all parts of the Railroad for was Enola Yardmaster L. James Bossler, lems; and Bernie McKenna, a veteran criticism and suggestions. Time after time, now an assistant trainmaster. As this Conway yardmaster, was our liaison man it would turn out that part of a certain group pushed its investigation across the in all portions of the study involving in- train's proposed schedule and makeup System, it was augmented by a yardmaster ternal operations at Conway." would work out in practice but another at one point, a yard conductor or brake- To prepare for the first step-the utili- part wouldn't. man at another-"men who knew their zation of the eastbound half of Conway- "Then," says Mr. Bossler, "we'd get out own part of the Railroad and the practical the task force men made a study of traffic the shears and the rubber cement, cut problems of running it," Mr. Allen said. flow. They couldn't go by the study made out the parts of the brief that were okay, "For example, we'd get a man like Jim four years before by the original Conway paste them on a new sheet of paper, and Stiber., yardmaster. at 59th Street, Chi- committee--"times change and so does start from there. I think, before we were cago, and have him analyze his area's traffic," Mr. Allen explained. The new finished, we used about 50 jars of that traffic. He'd help us find out what classi- study involved the examination of more darned rubber cement."

Downloaded from http://PRR.Railfan.net Original document from the collection of Rob Schoenberg ©2010 - Commercial reproduction or distribution prohibited Modernistic building houses main offices as well as YMCA and welfare facilities

Wide-windowed recreation room provides restful chairs, reading material, checkers, "Skill-pool"-and a good view of the eastbound hump. Adjoining room has television

In cafeteria: Sarah Stanley, Madeleine From washrooms to basement laundry, Fireman H. R. Wolfe, of Ashtabula, enters McLean, Pauline Spagnoli, Robert Wharton building offers utmost in convenience dormitory-soundproof and air-conditioned

The complexitics could be enormous. the needs of their shippers. Then the sales- "All yards dispatching trains to Con- A change in the schedule of one train men made the rounds to describe the new way must make sure they include only the could necessitate changing the schedules program to shippers and solicit business cars that are supposed to be handled at of 20 other trains that feed traffic to that for the new trains. Conway, according to the latest briefs. train. Then, in turn, the operation of each The briefs, instructions, station lists, "The yardmasters and yard clerks must of the 20 trains would have to be reviewed charts, and other material that was turned see to it that the consist of each Conway- to make sure that each desired change out by Mr. Bossler's group made a fair- bound train is teletyped to Conway within a 30-minute earlier arrival time, for ex- sized mountain. The PRR Duplicating one hour after the train leaves their yard ample--would work out in practice. Fur- Bureau, which multilithed copies for dis- -and that the list contains all the cars thermore, each of these 20 trains might be tribution, used 300,000 sheets of paper. and has them in the right order. dependent on connections with still other At a meeting of Regional officials "All PRR *.~eo~le involved in road trains, and any changes in schedules shortly before the big change-over, Thom- movement must make sure that the trains would also affect them. as F. Schaekel, manager of freight train get to Conway at the scheduled time. But eventually, the briefs covering all operations, said: "Conway can do a good job only to the the train revisions were completed. Freight "The briefs and instructions we've sent extent that we feed it the proper food. Sales and Serviccs men from the entire you represent the work of some 300 peo- I feel sure that, with everybody co-oper- System and from off-line offices all over ple, and include ideas presented by several ating, this new development on the PRR the United States came to a meeting at thousand additional PRR people. Co-oper- will bring- rich benefits in terms of Philadelphia to review the proposals. They ation on a similarly wide scale is needed if strengthening our railroad and enhancing suggested final changes necessary to cover Conway is to do the job we've set for it. the security of all of us who work for it."

Downloaded from http://PRR.Railfan.net Original document from the collection of Rob Schoenberg ©2010 - Commercial reproduction or distribution prohibited District Engineers Maintain Railroad's Standards

Third of a Series on Supervision but they also have a functional, day-to- interference with the current movement day contact with the Chief Engineer of of traffic, particularly in busy areas where he Pennsylvania's District Engineers the System. it requires ingenuity and planning to Tare the maintenance-of-way experts of The duties of all District Engineers are do essential work whiIe trains move with- the Railroad. On their ability to recognize similar. Each, like every official of the out interruption. This requires especially whether road, communications, signals, PRR, has undergone rigorous training close collaboration with transportation- and electric-traction facilities are main- for his job. 'All started as engineer service officials of the Railroad. tained at the PRR's exacting standards, apprentices or assistants on the engineer Their responsibilities naturally require and their ability to keep them at these corps, which means they carried a rod or high degrees of professional and admin- standards, depend the safe movement of chain for experienced engineers, or began istrative ability. people and the delivery of undamaged as laborers and took furloughs to study They must prepare territorial mainte- freight throughout the System. for college degrees in engineering. This nance-of-way programs for approval by There are 16 District Engineers and means that all have literally learned rail- the Regional Engineer. They must estab- 14 Assistant District Engineers on the roading from the bottom. lish schedules for periodic inspection of Railroad. They report to nine Regional Probably one of their most important facilities to assure adherence to mainte- Engineers and two Assistant Regional responsibilities is to program their work nance standards. Engineers. The Regional Engineers re- on tracks, structures, and electric traction They must control all construction as- port directly to the Regional Managers, facilities so it will cause a minimum of signed to them and administer all agree-

Downloaded from http://PRR.Railfan.net Original document from the collection of Rob Schoenberg ©2010 - Commercial reproduction or distribution prohibited Like all District Engineers, J. T. Evans, District Engineer E. E. Zacharias, stationed District Engineer George Baylor, Altoona, Canton, Lake Region, began as engineer- at Philadelphia, has worked in many Pittsburgh Region, has gained experience ing apprentice. He is a graduateof Lehigh U Regions. He also is a graduate of Lehigh all over the PRR, is a graduate of VMI

District Engineer W. R. Garner, Williams- District Engineer J. M. Kirschner, Richmond, Assistant District Engineer J. J. Baffa, port, Northern Region, worked summers as Buckeye Region, graduate of Cincinnati U, New York City, another Cincinnati U man, a laborer while studying at Ohio State has served in PRR lines in East and West has developed skills in many PRR places

District Engineer R. H. Smith, Chicago, District Engineer A. S. Barr, Baltimore, Assistant Regional Engineer J. S. Snyder, Northwestern Region, graduate of Prince- Chesapeake Region, alumnus of Pittsburgh Indianapolis, Southwestern Region, grad- ton, has held many PRR maintenance jobs U, also got training in varied PRR areas uate of hexel, acts as District Engineer

ments and contracts for their territories. of maintenance-of-way and construction District Engineers to develop understudies In addition they must control their equipment such as big ballast cleaners, for all key positions so that as men expenses within the budgets they are ditchers, and tie tampers, which are so are promoted there will be adequately- allotted, improve work methods, and de- Iarge and expensive that they must be trained men to move upward. In other velop and recommend improvements in used intensively for the Railroad to real- words, they must pick out the workers of facilities and work equipment. ize a profitable return on the investment today who have the potentialities to be- They are expected to adjust their or- in them. They must also keep inventories come the supervisors of tomorrow. ganizations and techniques to reflect at prudent levels. changes in operating conditions and to Finally, since an important part of (This is the third of a series on Men take advantage of improvements in ma- good management consists of the ability Who Run the PRR. The next, which will terials and equipment available to them. to train men to bear increasingly greater appear in an early issue, will be on Road They must obtain maximum utilization responsibilities, it is the duty of the Foremen of Engines and their duties.)

Downloaded from http://PRR.Railfan.net Original document from the collection of Rob Schoenberg ©2010 - Commercial reproduction or distribution prohibited System supervisors: F. B. McGettigan (Comptroller), W. E. Seiss (Car Service), A. Bowles (Finance), W. Weight (Altoona)

Chesapeake: W. M. McLaughlin, acting supervisor-personnel; E. M. Hunt, special duty

J. W. Oram, vice president-Personnel, tells employment supervisors PRR must hire more carefully to reduce labor turnover. Railroad faces $2 million annual hiring expense

For a Better Railroad: NEW HIRI'NG PROGRAM Northern: Emory V. Robbins, supervisor- personnel, was one of numerous speakers

etter hiring methods to obtain employes women in the next 10 years-20.000 a gram will work if you make it work." B in good physical and mental health year-unless we can reduce turnover. The J. I. Patin, director of personnel ad- who will work efficiently and safely, stay problem of finding good people now is ministration, told the supervisors that longer with the PRR, and have the ca- ugreater than ever because of the low num- merely interviewing a single brakeman, pacity to grow in their jobs were dis- ber of births during the depression years checking his references, giving him medi- cussed recently at Philadelphia at a week- and competition from other employers. cal examinations, training him in his long seminar of Regional and System We probably will have to spend as much duties, and then waiting for his efficiency personnel supervisors. as $20 million during the next 10 years to to rise to that of old employes costs the b' Hiring is now 'big business,' " said find and train replacements for employes Railroad a minimum of $165.

J. W. Oram, vice president-Personnel, in who retire,, die. , or leave the service. That Supervisors, he continued, should try opening the meetings. "We can anticipate is why so much depends on you to find to avoid hiring unqualified or uninter- hiring approximately 200,000 men and good people for the Company. This pro- ested people and try to place people in

Downloaded from http://PRR.Railfan.net Original document from the collection of Rob Schoenberg ©2010 - Commercial reproduction or distribution prohibited New York: Attending week-long seminar were J. Alfred Cook, em- Philadelphia: Discussing the "big business" of hiring are Richard ployment supervisor; Harry B. Brevoort, supervisor-personnel; John H. Palmer, supervisor; G. Clifford Felton, John R. McGrath, T. Blake, assistant personnel manager (Dining Car Service) supervisors-personnel; Margaret O'Hara (Unemployment Claims)

Pittsburgh: James H. Kerchner and J. R. Love, supervisors-per- Buckeye: Arnold L. Berwanger, supervisor-personnel; Robert E. sonnel, and William E. Hussing, Region's employment supervisor German, personnel apprentice; Dom Tiberi, assistant examiner

Southwestern: Employment supvr. Paul Northwestern: Charles H. White, supervisor, Lake: Charles A. O'Brien, employment su- Swander; G. N. Anderson, supvr. personnel and Lincoln Zane, superintendent-personnel pervisor; J. R. Miller, supervisor-personnel jobs where their interests will be kept en- ployes who might know capable young also help them find other employment. 66 Our low margin of profit and our de- gaged so the Railroad will obtain their men and women who would be interested best work and the employes will advance. in railroading as careers. He showed that pendence on our customers' dollar to meet Every effort, he said, should be made wages and fringe benefits now make rail- our $45 million monthly payroll make it to increase efficiency, reduce absenteeism roaders among the best-paid in industry. difficult for us to stabilize,? he said. "We and labor turnover, increase job satisfac- Railroads, he said, have a special prob- can't 'inventory' transportation-trans- tion, improve morale of individual em- lem because, unlike some unregulated in- portation follows production in manu- ployes, identify men whose promotion po- dustries, their work forces fluctuate. He facturing industries. Not only that, the tentiality is high, to enable the PRR to added that it was the duty of employing upswing in railroad employment follows meet growing competition for labor. officers to help furloughed employes with that in industry. Our problems are com- Mr. Patin pointed out that one good their unemployment claims to reduce plicated, but a good employment program source for recruitment was present em- distress to them and their families, and can do much to help us and our people."

Downloaded from http://PRR.Railfan.net Original document from the collection of Rob Schoenberg ©2010 - Commercial reproduction or distribution prohibited Mr. Denneler savs. "I would watch in amazement the way passengers brightened up when they saw him. There was something about him - warmth and good nature. You sort of felt radiated in his presence. He made a tremendous number of friends for himself and the Railroad. "After I got to know him well, he told me his secret. It was very simple: He started out each day determined he was going to like everybody he met. Nine times out of ten, people were sure to respond in the same way, he figured-and in the tenth case, he gave the passenger the benefit of the doubt. Maybe the rider had something on his mind-he was entitled to a little-patience and sympathy. bL Patience and sympathy-putting your- self in the other fellow's boots-that's what Ed Lynch always stressed. He made a terrific impression on me. I found if I just followed his teaching in every situation, I got along fine. bb For instance, suppose a train stalls. The passengers get fidgety; so would you, ir, their ~osition. But if the trainman quickly fiAds out the cause and then tells the passengers and gives them an idea how long they might have to wait, they stop squirming and go back to reading their papers. Uncertainty bothers them more than the actual delay. Ticket-taking is a warm, friendly experience for Al Denneler-and for his passengers "Or let's say the air conditioning goes bad. A sincere expression of sympathy, and a promise to report the defect promptl< can make upfor a lot of un- pleasantness. As a matter of fact, it's AL DENNELER good to anticipate complaints-ask. passengers how everything is and wheiher they're enjoying the ride-show you're He Makes Them Smile interested in them as individuals. "After all. as Mr. Lvnch ~ointedout. collecting tickets is only a small part of a trainman's job. Our big assignment is to commuter boarded a suburban Phila- me enjoy my day more. A little friendli- make the passengers feel they're welcome, A delphia train and held out his ticket ness had paid off in both directions." to help them enjoy their ride, so+they'll with a grim, unfriendly look. "Good morn- Mr. Denneler, New York Region man keep coming back. Keeping them on the ing," said Trainman Albert D. Denneler retiring this month, recalls this story as Railroad means jobs for trainmen. brightly, as he punched the ticket. The an illustration of the delicate art of "There's another angle, as I learned man didn't answer. "Looks like a nice handling passengers. During his 50 years from Mr. Lynch: If you help the passen- day," Mr. Denneler said as he walked on. of service, he gave a lot of thought to gers enjoy their ride, the day. goes- The next day, the passenger boarded the this subject. Evidence of his success is pleasanter for you, you're more relaxed, train with the same unfriendly look. Again contained in repeated letters of commen- and you feel better when you go home. Trainman Denneler gave him a cheery dation, including a recent one from a I guess that's the best reward of all." greeting, and again got no reply. Philadelphia-New York commuter, who Mr. Denneler. who worked most of his "That went on day after day," Mr. nominated Mr. Denneler as "the most years on trains between Philadelphia and Denneler says. "I didn't hold it against unforgettable character I've ever met." New York, keenly remembers serving as him that he didn't respond. Maybe the Mr. Denneler-known as "Al" by trainman on the first official train to enter man was sick, or had trouble at home, or hundreds of passengers - disclaims any the new Pennsylvania Station, New York, in his business. Who can know what's on distinction. "Everything I know about on November 27, 1910. "When we made a man's mind? handling people I learned from Ed the station announcement," he says, "Then suddenly one morning-after Lynch," he says. "everybody gave us a big hand, as if about two weeks of this-the man said,, The late Edward Lynch was a Phila- we'd just sung an opera." 'Good morning, son.' I tell you, that delphia passenger trainman who be- Mr. Denneler, 68 last month, hasn't tickled me more than you can imagine. I friended Mr. Denneler shortly after he made up his mind what he'll do in his had finally won a greeting from him. From started work on the Railroad in 1907 as retirement. He's already had a couple of then on, he always greeted me. He seemed a station baggageman. "When I was made interesting offers of part-time jobs. The to relax and enjoy his ride. That made a brakeman, he was my first conductor," offers came from passengers he has served. 12

undreds of railroad men went out of They ate carloads of food, including "17 H their way to do the Boy Scouts a good miles" of hot dogs. With high spirits turn in July and make the Fourth Na- tempered by Scout Law, they mixed boys' . tional Boy Scout Jamboree at Valley fun with maturing purpose. Forge, Pa., an unforgettable experience Transportation, of course, made this for some 53,000 boys and their leaders. national assembly possible, and dozens of The Jamboree brought together Scouts railroads participated. Half the Scouts from every state (including scores from came by train, and half of these by the PRR families) for a week's camping and PRR,.mostly on special trains. The move- training on grassy hills near Philadelphia ment was called the biggest ever made in where Washington's men once camped. peacetime. Numerous side trips made it Givouacked on 1,500 acres among old one of the most complex. cannon and Revolutionary landmarks, the The PRR bent all its resources to mak- Scouts represented the Nation's youth, ing the Scouts' travel pleasurable. Many "dedicated to God and Country." departments pitched in, their plans co-ordi- They represented irrepressible boyhood, nated by Elmer F. Schrumpf, assistant too. They climbed, yelled, and ran; made manager of special movements, and co- friends; tied knots, and built fires with- ordinator of three previous Jamborees. out matches; sang at camp fires; and Kenneth A. Wells, Scout official, and Elmer Planning began in January, 1956-18 swapped souvenirs of obscure value, such F. Schrurnpf, PRR Jamboree co-ordinator, months before the Jamboreewhen Ken- as lizards, cattails, and porcupine quills. plan train departures during week's camp neth A. Wells, Scout director of transpor-

Downloaded from http://PRR.Railfan.net Original document from the collection of Rob Schoenberg ©2010 - Commercial reproduction or distribution prohibited tation, met representatives of the PRR and other carriers. Mr. Schrumpf's experience was put to good use. "We couldn't hold a Jamboree without rails," Mr. Wells says, "and we lean heavily on Elmer Schrumpf. He does the impossible for us." Preparations included a clearance check of Western cars which seldom appear in the East. With some groups traveling up to 10 days and on as many as nine rail. roads, mealtime monoton; was avoided by all roads' agreement on daily menus. Arriving, Norristown: LeRoy Strohl Ill, son PRR truck brings baggage for Clyde, son Men of the PRR Passenger Sales and of Fort Wayne assistant district engineer of C. Gregory, Logansport mail handler Services Department arranged details of tours and escorted each train, distribut- ing PRR Jamboree souvenir folders. Advance freight included cars of char- coal, canned food, and lumber, and field

1 equipment lent by the Army and Navy. Agent Charles S. Banghart's station at Norristown, Pa., was painted and re- paired. At nearby Betzwood, loading point for daily excursions to Philadel- ~hia.-.PRR trackmen leveled tracksides and set up temporary sanitary facilities. In the camp, baggage and ticket offices were opened ior the Scouts, and in prin- cipal stations throughout the System PRR and local Scout officials co-operated in opening service booths. f : At Norristown, where electrification Dan, son of J. E. Anderson, Cincinnati Ronald, son of Conductor K. E. Perkins, ends, diesel shifters pulled each unloaded train from the station while its GG-1 crew dispatcher, starts early camp meal Valparaiso, former assistant Scoutmaster 66 ran around." Empties were stored and serviced in five Philadelphia yards. About 90 baggage cars with the special trains were set off in advance and baggage was trucked to the camp ahead of the Scouts. Directing the movement of about 50 special trains, inbound and out, transportation men placed a headquarters car-and bunk car at Norristown, where Passenger Trainmaster John E. Buckwalter set up an office. Direct hone lines connected it with the encampment, where Mr. Schrumpf had his headquarters. During three almost-sleepless days and nights-July 9, 10, and 11-Mr. Schrumpf watched over arrivals of Scouts at Norristown, where they were met by buses for the six-mile haul to camu. and at ., Logansport boys pitch tent: Ralph Levy, Conservationists: George, son of W. G. Paoli for less-than-trainload groups. He son of E. R. Levy, signal foreman, and Bickford, Trenton brakeman, Charles Al- tied up loose ends, saw the boys safely Tom Brown, son of Conductor Fred Brown mond, Jr., Phila. teletype operator's son

PRR carried Jamboree freight-food, char- Directing move: A. N. Fink, multiple unit At PRR ticket office in a Jamboree tent, coal, lumber. John M. Milward, Jr., sales, supervisor; J. E. Buckwalter, passenger J. Richard Goodhart, passenger represent- Philadelphia, visits grocery warehouse trainmaster; J. McElwee, ME gang foreman ative, helps Scouts with travel problems

Downloaded from http://PRR.Railfan.net Original document from the collection of Rob Schoenberg ©2010 - Commercial reproduction or distribution prohibited in-then began planning return trips. Railroaders went to great lengths for the boys. For instance, when tickets for 300 Seattle Scouts were misplaced in Chicago, Gilbert C. Olson, assistant district sales manager and train escort, wired ahead. Ticket-receivers and conductors along the way co-operated, and the boys "r 6% 4 came East without delay. The tickets caught up later. *: A Texas train with 622 boys was de- ;ii layed by floods. The Scouts had planned * f a day in Washington on the way to the Scouts touring Philadelphia load at tem- When boys struck camp, trailers collected Jamboree, but would have arrived there porary PRR station set up at Betzwood baggage, cars were loaded in advance at night instead of early morning. So Austin C. Sigelen, district passenger manager- at Harrisburg,- held the train, arranged an evening swim in the Susque- ' hanna; the PRR served the boys dinner, put the train back on a daylight schedule next day, and the boys saw Washington. There were many such actions. "The hundreds of PRR men who helped move the Scouts all took this attitude: they couldn't do too much," Mr. Schrumpf says. Return schedules were ready when, after a final giant campfire pageant, the Scouts ended their Jamboree. Two-thirds were on their way the first day, all in three days. Besides those returning home, 1,700 rode three special trains to Quebec enroute to a "Jubilee" in England. 0. of Lewisburg After nightly camp fires, final pageant Even before the boys left Valley Forge, Bob, son of R. Pawling complimentary words began coming in to signal office, cleans up for trip home saw 53,000 Scouts light candles at once the PRR from various Scout offices. Typi- cal was a letter from Mr. Wells: "The Pennsylvania Railroad, as usual, went out oi its way to be of service to all of our people. We think very highly . . . of your whole organization as we see it in operation at the Jamboree." Co-operation had cemented the tradi- tionally friendly relationship of Scouts and Railroad, which is based partly on sponsorship of many Scout activities by Pennsy Family Clubs and other Rail- road groups. Besides, many Railroaders are Scout leaders, and many of their sons and grandsons are members. A con- siderable number of these attended the Jamboree; more than 50 are pictured in typical camp activities on these and the Bill Sayers, grandson of Mrs. G. Sayers, Parting shot: Charles Wolfinger, Jr., son of two foll2wing pages. Brookville tower operator; Jim ~inger, Wheeling sales manager; Ron, son of En- grandson of Zanesville Yard clerk S. Keith gineman Max Hanna, New Philadelphia

After escorting Scouts across ,country, Baggage foreman Harold 1. Simom re- His. fourth Jamboree ended, Mr. Schrumpf G. C. Olson, Seattle assistant sales man- ceives checked articles at PRR baggage finally rests at his desk in the camp's ager, helps conduct Philadelphia tours tent as Jamboree ends. boys start home transportation tent, deserted at 3 A.M.

Downloaded from http://PRR.Railfan.net Original document from the collection of Rob Schoenberg ©2010 - Commercial reproduction or distribution prohibited Early start: Ron Walter, Cold water for Donald Smith, A Scout is clean; so is camp. Raising troop gateway: George, grandson of Enola Stores Scout son of Clayton S. Smith, Joe Lingenfelter is the son of Jr., son of Fireman G. A. Snyder, Attendant C. Garverich Altoona Car Shop truck driver Robert C., Altoona yardmaster Rochester, Pa., Scout leader

Swapping souvenirs is Old cannon in Valley Forge Park Sharpshooting on rifle range is John Cebross, of Philipsburg, Pa., Mark Sassic, Jr., son interests John H. Hibsman, Jr., Caleb Bower, Jr., Philadelphia, son of Fireman Anthony Debross, of Conway engineman son of a Harrisburg brakeman son of Chesapeake engineman practices Scout rope knotting

Using "monkey ladder": Trading for baby alligator from Writing his daily letter home: Ronald Taylor, Jr., Fort Wayne, Elmer Greene, Jr., son Florida is Ronald, son of G. Bob Stewart is son of Oil City is Explorer crew leader; father, of an Altoona brakeman Young, Phoenixville engineman Brakeman Robert M. Stewart, Sr. an engineman, is troop advisor

Doug Clark is grandson Exploring history at soldiers' On the archery range: Glen Mc- Clarinetist Dick McCollum is of James Clark, foreman hut is Ronald Houser, of Altoona, Clain is the son of Indianapolis grandson of Mrs. Florence W. in Camden enginehouse son of Chief Draftsman John W. Engineman Charles D. McClain McCollum, Pittsburgh sales office

Downloaded from http://PRR.Railfan.net Original document from the collection of Rob Schoenberg ©2010 - Commercial reproduction or distribution prohibited Dr. H. B. Hamilton, PRRfs Explorer Advisor Edwin Ingersoll, Scouts' National Councilman Vern- Fireman Raymond R. Lyle, Wilmington doctor, spent Sr., assistant foreman, Altoona on Smith, PPR agent at Sharon, Pa., Jr., McKeesport, Pa., is "vacationf' tending Scouts Yard, with sons Tom and Edwin, Jr. . is guest of Scouts from his county commissioner for 14 troops

Helping in Health Lodge:. Jamboree regional staff member, Osceola Enginehouse Foreman Wil- Morning report by Labor Enola Car Repairman N. C. David I,. Weirner, carman, Altoona liam Turnbull, an assistant scoutmas- Examiner Charles E. Russ, Boone, 35 years a Scout Scout commissioner, inspects food ter, Philipsburg, sets up a gateway Jr., Altoona Scout leader

Hamburg, Pa., Agent E. J. Electrician Charles L. Rebenack, Archery instructor W. E. Troutwein, Dr. Leslie J. Boone, PRR Moyer's son James, Scout Pittsburgh, Scoutmaster 44 years, Altoona test laboratory chemist, is medical officer, Pitcairn, executive; grandson Jim directs raising of troop flagpole' head of state archers association with his son, Leslie, Jr.

Indian dancers are Car Re- Elwood, son of J. B. McAllister, Train Dispatcher Ray H. ~&k, of Rollcall by Scoutmaster pairman Joseph G. Wing, Northumberland stoTe attendant, Philadelphia, with sons Ray, Jr., Stephan Dolak, chemist in Elmira Shop, and son Paul is professional Scout executive and Bob, is long-time Scoutmaster Altoona test laboratory

Downloaded from http://PRR.Railfan.net Original document from the collection of Rob Schoenberg ©2010 - Commercial reproduction or distribution prohibited ne day many years ago, a young boy, "I remembered the train passing a track his father. Ralph also is qualified as an 0 Casper Colicho, became a Railroader gang, so I walked back. It was about four engineman. by chance. He is still a Railroader-by miles. I asked the foreman for a job and Tony Colicho, a short, slight man with choice. He is proud of the Railroad and he said I was too young and too small. a quick, broad smile, is happy. He knows proud of his own accomplishment on Being all alone and so far from home that without benefit of a formal education it, having worked his way up from water- made the disappointment too much for he has done well. He was particularly boy for a track gang to engineman on me, I guess, and I broke down. Well, the pleased and flattered recently when Home the Broadway Limited, Chicago to Fort foreman got to feeling sorry for me then and Highway, a motoring magazine, Wayne, his regular assignment for the and hired me as a water-boy-at 90 eager to produce an authoritative article past three years. cents a day for a 10-hour day." on the foolhardiness of racing with trains Mr. Colicho loves to tell the story of It wasn't long before the ambitious and ignoring railroad signals, asked him how he joined the PRR, though it stems Casper Colicho, or "Tony," as he soon to write the story. The article, with its from an unhappy period in his life: came to be called, worked his way onto theme as its title, "You Can't Possibly "We were in New York. I was 14 years the regular labor gang. Two years later Win," described careless driving as seen old. My parents, Italian immigrants, were he became a hostler, then, in three more by Tony from the cab. It was a grim both sick and things looked bad for the years, a locomotive fireman. He was.later reminder to motorists who, Tony says, family, so I decided to leave and try to a yard engineman for 23 years, and finally "take more chances than a pretzel at make my own way. was transferred onto the road. a German picnic." "I hopped one freight car after another Meanwhile, Tony and his wife, Alice, Mr. Colicho has only one thought which -got kicked off plenty of them-and whom he met in Indiana, were raising a might be called unhappv, that of retiring. finally made my way as far as Pierceton, family of six girls and two boys in Fort "I'd like to stay on the Railroad forever," Ind., about 30 miles west of Fort Wayne. Wayne. Tony had liked the country and Tony says. "One thing sure-when I There I got the heave-ho again with such never moved from the area where he retire-I'll do a lot of traveling. If I can't a stern warning not to hop any more was "kicked off his last freight train. ride in the cab any more, I want to ride trains that I decided I'd better find some- One of his sons, Ralph, followed in in the coaches and Pullman cars. I just thing to do-some place to go. Tony's footsteps and is now firing for like trains." 18

Downloaded from http://PRR.Railfan.net Original document from the collection of Rob Schoenberg ©2010 - Commercial reproduction or distribution prohibited at the lowest true cost of any form of James M. Symes Proposes U. S. Agency transport, Mr. Symes said: "Costs of transportation to the public inevitably will be To Ease Rolling Stock Shortage much higher than necessary if the railroads are not in a position to grow with the increasing needs of the American economv. Under resent conditions the Presents Railroads' Views money to the government agency. While government gives subsidy to other forms To Congressional Committee the agency would retain title to the equip- of transportation and maintains punitive ment, all repairs would be the responsi- restrictions on our business freedom. So James M. Symes, president of the Penn- bility of the leasing railroad. the railroads. which are the recognized- sylvania Railroad, representing 34 East- When a lease expired, the government low cost transportation, are the only form ern railroads, has asked Congress to set up body responsible for stockpiling strategic that is not growing. All of the high-cost a $500 million Federal agency to ease the materials for national defense would have forms of transportation are growing rap- railroad industry's shortage of rolling the option of buying any equipment thus idly. This can mean billions of dollars a stock. The self-supporting government freed from the equipment agency. What is year in increased costs to industry and agency would purchase, then lease new not purchased for stockpiling would be household consumers unless this trend is locomotives, freight cars, and passenger sold by the equipment agency for scrap. arrested." cars to the Nation's railroads. Mr. Symes emphasized the fact that the The railroads clearly do not have the Testifying in Washington recently be- program would cost the government noth- resources to buy the large amounts of fore the House Committee on Interstate ing. Rentals paid by the railroad would equipment needed, Mr. Symes told the and Foreign Commerce, Mr. Symes called Ee such as to "pay the costs of administra- committee. "And even if they did," he the plan "vital to the adequate expansion tion and give the government a return on said, "they could not find the takers for of the Nation's indispensable railroad its funds, and, ultimately, the return of that amount of equipment trust obliga- services for both peacetime progress and its initial capital," he said. tions in the present market. During the the national defense." A further advantage, Mr. Symes added, next 10 years railroads need to buy on the "A new reservoir of capital" is neces- would be that "much of the railroad cap- average two to three times as much equip- sary to make it possible for the railroads ital now consumed in equipment financing ment as they have bought in the last 10 to meet the continually increasing needs thus would be freed fur investment in years. If the railroads are to meet the of the Nation for economical rail trans- other improvements, such as push-button challenge.2 of the future." he said. "some portation, Mr. Symes said. "Less than half yards and centralized traffic control. means must be found for them to triple of the true needs for new railroad equip- These would increase the efficiency of their equipment purchases. The 'Rail Cars ment can be met by existing sources," he railroading, improving its service to for Progress and Defense' ~lan,"he con- declared. "Because low earnings by the shippers, and help to offset the spiralling cluded, "is a simple, practical answer and railroads have ~racticall~eliminated any costs brought on by the built-in inflation would work out to the advantage of all chance for equity financing, a constantly of long-term wage agreements." concerned-the government, American increasing proportion of railroad debt is Pointing out that the railroads are in industry, and the general public, as well in the form of equipment trust obliga- a position to furnish mass transportation as the railroads themselves." tions which fall due every ear-and must be met with cash." This situation, he said, is what is holding back railroad purchases Reunions Scheduled Steel Outlook Brighter of new equipment. Three organizations of veterans of mili- Increased demand from automobile The "Rail Cars for Progress and De- tary railroad service have scheduled re- manufacturers has improved prospects in fense" plan is the practical solution, Mr. unions for October. the steel industry, it was reported recently Symes said. He suggested the proposed The 21st Engineers Light Railway So- from Pittsburgh. A slow rise in the government body be called the "Railway ciety will convene October 4 and 5 at volume of steel ingot production was ex- Equipment Agency." the Hotel Hilton-Statler, Dallas, Tex. pected by industry observers, with the The agency would be provided with Members may contact Secretary-Treasurer possibility of a greater advance by the initial capital of $500 million, and would J. H. Brooks, 1217 Lake Avenue, Fort middle of September. be authorized to borrow up to four times Wayne, Ind. The steel industry provides nearly 30 that amount. Railroads could apply to the The 724th T.R.O.B. Veterans (Korea) percent of the Pennsylvania Railroad's agency for long-term net leases for equip- will have their fifth annual reunion on freight revenue. ment needed, with a fixed term of lease October 4, 5, and 6 at the Governor Clin- Heavier orders from the auto plants for each type of equipment, based on its ton Hotel, New York. Contact C. F. Mitch- were expected because the manufacturers economic life. ell, 3928 Stratford Road, Drexel Hill, Pa. have much less steel on hand now than Rentals would be such as to amortize The 19th Engineers (Railway) Asso- they had at this time last year. Ob- during the term of the lease the complete ciation will hold its 40th anniversary re- servers did not expect 100 percent capac- cost of the equipment, less estimated scrap union on October 19 at the Philadelphia ity output by the steel mills in the near value at prices prevailing at the time of Rifle Club, 8th Street and Tabor Road, future, but predicted some mills might be the lease, plus an interest factor of l/a of Philadelphia. Contact F. P. Conway, secre- running well over 90 percent by the be- 1 percent above the estimated cost of the tary, 4414 Sansom Street, Philadelphia. ginning of October. 19

Downloaded from http://PRR.Railfan.net Original document from the collection of Rob Schoenberg ©2010 - Commercial reproduction or distribution prohibited Baltimore's meetings are on second Wednesdays at 11 A.M. in the station US0 room. Secretary is C. J. Saylor, 1901 Ellenwood Road, Baltimore. Sunbury men meet on first Thursdays at 12:30 P.M. in the Assembly Room of the YMCA. Secretary is L. E. Stewart, 155 Race Street, Sunbury. South Amboy's meetings are on third Tuesdays at 2 P.M. in the YMCA. Secre- tary is J. E. Pippett, 346 Fourth Street, South Amboy. There are more than 34,800 retired PRR men now living. Railroaders are mostly lifetime career men, and their interest in railroading is never lost. Re- tiring in the second half of their sixties, after average service of more than 44 years, they welcome opportunities to gather with other railroad men. The Associations assume that retired men see one another in other cities but not as regu- larly as if they organized meetings. They would welcome additional associations, as well as new members in the established groups. They charge 25 cents to join and annual dues of $1.00. Mr. Bell observes that retired men represent altogether a million and a half years of service to the Company. Often their service is followed by many years WHERE FRIENDSHIPS ARE RENEWED of retirement in which new problems are faced. When he retired in 1952, after 42 years on the Railroad, Mr. Bell planned ,t long after John C. Bell had retired Sometimes they show movies, have lunch, to catch up with his reading. "But I do N as station master at Pennsylvania or hear speakers. Mostly, though, they less reading than ever," he says. "Time Station-30th Street, Philadelphia, the swap yarns of railroading, compare notes passes so fast, there's not .time to do all phone rang beside his bed one night. on gandchildren, talk over hobbies, and I want." His repeated advice to younger His wife roused from sleep and sat up as plan special activities. men is to look forward to financing re- Mr. Bell reached for the receiver. "Who on The Philadelphia men, for instance, in- tirement, particularly to having fully paid- earth can it be at this hour?" she asked. vite their wives at Christmastime and sing for homes. Even more important, he be- "I don't know who it is," he replied, "but carols in the 30th Street Station concourse. lieves, is activity. "Retirement is a failure I know who it isn't!" About 100 of them visited the Altoona if there's nothing to do but sit and think When Mr. Bell tells this story at meet- group last year, carrying lunches. A coach- of the past." That's one reason Mr. Bell ings of the Philadelphia Retired Men's load of them joined members in Delmar, gives so much of his time to visiting Association, of which he is president, he heard the governor of Delaware, and ate retired men who are sick and to promoting always gets a laugh: every man there dinner prepared by wives and a fire com- the Association. knows "who it isn't." It isn't the Railroad; pany auxiliary. Members frequently at- As another retired man said: "Too it isn't someone at work who relies on tend meetings of Associations in other much leisure can become monotonous; you; it isn't a call to duty. At such a cities, individually or in groups. loneliness can be helped through making moment, after a lifetime of responsibility, The Philadelphia Association meets on new friends. The opportunity for fellow- a man suddenly realizes he is on his own: the third Thursday of each month at 11 ship in the Association means much to men A.M. he gets the feel of being retired. in the YMCA, 1421 Arch Street. The whose families are scattered or ugone." Sometimes, Mr. Bell says, this is a secretary is Charles W. Cook, Jr., 820 For some, retirement is deeply reward- bitter-sweet moment; for now a man Vandever Avenue, Wilmington, Del. ing. D. J. Dougherty, retired employe of knows not only that he is free to do all the New York's meetings are on first Satur- the Engineering Department, New York, things he's never had time for, but he also days at 11.30 A.M. in Pennsylvania Sta- once expressed his feeling in an article misses his work and regrets the separation tion YMCA. Secretary is I. G. Madden, still remembered by the men of his from old Railroad friends. Sr., 228 E. Scott Avenue, Rahway, N.J. Association : To minimize this loss the first PRR ~arrisbur~retired men meet on fourth "How old are you? I am young enough Retired Men's Association was organized Thursdays at 11 A.M. in the station US0 to have joys and sorrows, deep longings in 1911, under sponsorship of the Rail- room. E. R. Shoap, 2618 Lexington and high dreams, and many, many prob- road Y, and grew to a membership of 500 Street, Harrisburg, is secretary. lems; and old enough to know that there in two years. Now there are seven Associ- Altoona association meetings are on is a cause for every joy, a cure for every ations, meeting monthly in Philadelphia, third Thursdays at 2 P.M. in the YMCA at sorrow. . . . New York, Harrisburg, Altoona, Balti- Lexington Avenue and 9th Street. Secre- "I am young. - enough- to crave true more, Sunbury, and South Amboy. The tary is Orville E. Cump, 412 E. 22nd friends, and old enough to appreciate them object is the promotion of fellowship. Avenue, Altoona. when I find them . . ."

Downloaded from http://PRR.Railfan.net Original document from the collection of Rob Schoenberg ©2010 - Commercial reproduction or distribution prohibited Freight Engineman James M. Faith lost 49 minutes on his part of the Louisville- Hills. Tommy gave me some tips that to-Chicago run of NS-7 recently, but the PRR Golfer Wins Open have straightened out my drives and long Railroad didn't mind a bit. He had helped A Pennsylvania Railroad train dis- iron shots." by his delay to save the life of a critically patcher accomplished one of the biggest Though Mr. Benjamin never played in injured boy who had been shot acci- golf upsets ever in the Chicago area the Calumet before, he has entered many dentally on a camping trip. recently when he entered the seniors divi- pro-amateur tournaments in the Chicago Engineman Faith was passing a creek- sion (age 45 and over) of the Calumet area with Mr. Sullivan, and also has done bank near Franklin, Ind., about 20 miles Open and wound up beating the whole well in the annual Hammond Times Tour- south of Indianapolis at 10:20 P.M., field, professionals included. He is Mal- nament for public links golfers, finishing when he was flagged down by two boys colm Benjamin, 56, who lives in the twice in the top five. with flashlights. They told him a com- Hessville section of Hammond, Ind., and Mr. Benjamin, who has been with the panion, Bruce Miller, of Franklin, had works in PRR District 2, Chicago. Railroad for 25 years, starting as a tele- been shot accidentally in the chest with a Mr. Benjamin shot a sparkling three- graph operator, plans to defend his shotgun by a fourth boy in their camp over-par 73 on soggy fairways and in a Calumet Open title next year. In fact, near the creek. wind that swept in gale force over the he's already lined up his caddy. Mr. Faith uncoupled his engine from tricky Lake Hills Country Club in St. "Before this year's tournament," Mr. the 56-car train and, with the aid of Fire- John, Ind. He topped 105 other golfers, Benjamin explains, "I kiddingly asked man R. C. Lambert, placed the injured including 29 pros, by taming the elements our supervising operator, Donald M. boy in the cab. Mr. Faith then ran the with a deadly short gam~hippingand Baughman, if he'd caddy for me. Don engine about two miles ahead to the town putting. He needed only 26 putts for 18 asked me if I had ever won the tourna- of Whiteland. From a private residence, holes in the medal-play tournament. ment, and I said 'No.' Don scoffed and he called for an ambulance and a doctor, Mr. Benjamin's victory was no fluke; he knows golf. He's been playing for about 24 years, he says, and still gets out four or five times a week. He is the first to admit, however, that in the tournament he was playing "about five strokes over my head." The likeable new cham- pion had never entered the Calumet Open before. "Although it was my first time in," he says, "I really thought I could win the Seniors. But I never figured on this." Asked how the pros took their loss to an amateur, Mr. Benjamin understates their feeling, "Well, they were disap- ~ointed,I guess." Because he is an amateur, his prize was limited to $75 worth of golf equipment. He's not kicking; "I can use it," he says. To what does he attribute his Calumet Open victory and his improving game? Mr. Benjamin laughs, patting his middle, and says, "Getting some of this stomach out of the way." He carries 197 pounds, but adds, "I've dieted away 38 pounds since the beginning of this year, and it "Battle stations, everyone!" sure has helped my game. Tommy Sulli- van has helped, too. He's the pro at Lake

Downloaded from http://PRR.Railfan.net Original document from the collection of Rob Schoenberg ©2010 - Commercial reproduction or distribution prohibited SHORT RUNS oontinued then reported the incident to Sheriff Charles N. Shipp, of Franklin. The boy was rushed to Methodist Hos- pital, Indianapolis, and was admitted in critical condition. He was discharged after a three-week stay in the hospital and was reported almost completely re- covered from his wounds. Engineman Faith, 4,credited with playing the major role in saving the boy's life, has more than 20 years' service on the PRR. He started as a fireman on the old Indianapolis Division. He is the son of Marion P. Faith, formerly assistant road foreman of engines at Louisville, now retired. Other members of the crew of NS-7 the EYE STRAIN night of the nearly-fatal accident were Conductor Otto S. Sandy and Brake- by Richard J. Coyne, M.D., District Medical Oficer, Philadelphia Region men Joseph E. Marshall and Robert C. Walsman.

Eye strain is one of the most common portance of proper illumination cannot be Jayne Rides the PRR conditions that the physician encounters over-emphasized. Most important, too, Jayne Mansfield found a trip on the in his consultation room. The patient with especially at the beaches during the sum- PRR an ideal way to meet her fans, hold eye strain may have such symptoms as mer months and while participating in press conferences, and publicize her weeping of the eyes while reading, blur- winter sports such as skiing, toboganning, latest motion picture, "Will Success Spoil ring of the print, aching of the eyes, etc., is adequate protection from the direct Rock Hunter?" ability to read for only a short time, rays of the sun. Her studio, 20th Century-Fox, char- redness of the eyes, and inflammation of The treatment of eye strain is directed tered an observation lounge car, which the lining of the eyelids. In addition, the toward removing the underlying cause. was attached to the rear of Train 121, patient may complain of headaches, Many patients complaining of eye discom- The Representative, on its August 6 run dizziness, general fatigue, and occasion- fort need only proper instructions as from New York to Washington. At ally pain which begins in the head and to the correct methods of reading and each intermediate stop--Newark, Trenton, extends down the back of the neck. viewing. They should be indoctrinated as Philadelphia, Wilmington, and Baltimore There are many causes of eye strain. to the importance of adequate light, the -hundreds of fans crowded the platforms One, for example, is fatigue of the inside proper placement of light and avoidance to greet the Hollywood star and obtain autographed photos. muscles of the eye. These muscles focus of prolonged exposure of the eyes to in- At the same time, newsmen of each the eyes for seeing near or distant objects. tense, glaring light. city boarded the train and rode part of Strain resulting from eye muscular Fatigue of the eyes occurs also when there the way, interviewing Miss Mansfield and is a weakness in the muscles that make defects is treated adequately with glasses obtaining such items of information as them converge to see near objects clearly. and exercises of the eye muscles. An that she is a serious-minded girl, and that Discomfort of the muscles that close the occasional case may require surgery. As she recently has mastered the second eyelids and those which bring the eyebrows with all ailments, the patient should main- soliloquy of Hamlet. together may occur. The physical effort to tain general physical fitness. Anemia, At Washington, she visited the Capitol overcome imbalance of the muscles which disease of the thyroid gland, sinus infec- and met members of Congress. co-ordinate the movements of the eyes is tion, as well as excessive use of tobacco or John F. Whelan, passenger sales repre- a strain on the brain and body frequently alcohol, can have a bad effect on eyesight. sentative, New York Region, and Bernard causing eye fatigue. Even psychologic disturbances such as Braz, assistant supervisor of the Special Presbyopia, or "eyesight of old age," cervous tension, worry, fear, and over- Movement Bureau, worked out all the is a problem in patients,past 45 years of work can distort not only one's outlook on arrangements, down to such details as age. The lens of the eye hardens slowly, life, but also one's vision. After a severe designating the lounge car "JM-1." Ben making it progressively difficult to focus illness, the eyes, as well as the rest of the Hogan, supervisor of service in the Dining on objects near at hand or to read fine body, should convalesce together-and Car Department, arranged to have vases print. The individual finds himself hold- over-use of the eyes should be avoided of pink asters and a pink tablecloth for ing reading material farther and farther during this time. the buffet, to match the pink wool suit away, finally at arm's length. Periodic examinations by an ophthal- Miss Mansfield wore for the event. (How- ever, by the time the train passed Phila- Eye discomfort may be caused also by mologist is the best insurance against eye delphia, she had abandoned her jacket and bright glare, as when the light is reflected strain and assures the early detection of serious eye disorders. substituted a blue, form-fitting sweater.) directly into the eyes. Therefore, the im- To enable Miss Mansfield to be heard above the fans' fanfare, radio-electrician Vincent H. Ogle, of Sunnyside Yard, in- stalled a public address system on the rear platform, and rode along to monitor it. During the moves from station to

Downloaded from http://PRR.Railfan.net Original document from the collection of Rob Schoenberg ©2010 - Commercial reproduction or distribution prohibited station, he thoughtfully swathed the mike in a towel to prevent wind damage. PRR police at each station safeguarded the crowds that swarmed to the very edges of he platforms. \ \ "How jar that little candle throws his beams! So shines a good deed ." WM. SHAKESPEARE The buffet luncheon and refreshments . . were handled by Waiters Reuben D. Barnard and Jesse W. Williams, both of whom have often served celebrities. Mr. Williams, who recently served Marilyn Monroe on a trip from New York to Washington, was asked by a reporter how he would rate the two blonde act- resses. Mr. Williams, an accomplished diplomat, answered without hesitation: "Miss Mansfield and Miss Monroe are both very beautiful women." The Railroad receives many letters commending employes. Each Railroaders See the Railroad monlh The Pennsy reprints a few of them describing good services that increase esteem for the Pennsylvania and its people. "So that's a hump!" exclaimed one of a group watching cars of NW-88 being classified at Enola. "How much does a diesel locomotive cost?" asked another. Letter sent by C. A. Waite and gram. I made contact with Mr. "From the tower this looks like a minia- E. J. Carroll, partners, and J. 0. Hol- [Leonard A.] Keefer in your San ture railroader's dream," said still another land, plant superintendent, C. A. Francisco office. I received detailed member of a party that recently toured Waite Company, Pittsburgh, to re- information, not only regarding pas- busy Enola Yard. near Harrisburg. tired PRR freight conductor Charles sage which these students will make On the tour were 41 employes of the D. Barker, formerly in charge of an on the Pennsylvania Railroad, but PRR's Car Service Records Department industrial switching crew serving the other points of interest in comection Waite firm: with Washington, C., Philadel- in Philadelphia. They were getting their D. "Upon the eve of your retirement. phia, New York, etc. I thought it first look at the ~ardoperations that result appropriate to drop a note to your in thousands of passing reports, wheel re- we of the C. A. Waite Company wish to express our thanks and deepest organization advising you of the very ports, consists, and numerous other rec- thorough and courteous way in which ords which they process every day for the appreciation for all the many favors and efficient service which you as a our request for information was han- entire System. gentleman and a railroader have dled by Mr. Keefer. The parents of The employes, in two groups, visited rendered us. Our association with the other students involved have the enginehouse, car shop. and main you has been most cordial. We could asked that I also thank you for office. They were accompanied by George always rely on your unfailing integ- them . . ." A. Sargent, manager of car service rec- rity. You have been very pleasant, b Mr. Keefer, a sales representative, ords, who arranged the tour. James A. agreeable, and most of all . co- has been with the Pennsylvania . . Railroad for 35 years. Foshee, freight train master, Harrisburg, operative. The three signers of this and Robert Werremyer, assistant train letter, during their lifetimes, have been dealing with various railroads Letter sent by Leo C. Williamson, master, Enola, met the groups and guided public relations manager, Lycoming them through the yard. for an accumulated period of over 100 years, and during this long Division, AVCO Manufacturing Cor- The groups saw everything from poration, to Frederick B. Vander- stretch of time we have found you trouble-shooting in the enginehouse to a were 'tops' in railroading. We are grift, PRR division freight agent, Williamsport, Pa.: practical application of a safety rule (it going to miss you, 'Charlie,' but we "Just a note to tell you how very was drizzling, but umbrellas were prohib- know you will enjoy your just re- pleased I was with the splendid serv- ited on or near the tracks). ward for a job well done. May you, ice given me last Friday when I The visitors were much impressed, Mr. for the rest of your life, enjoy good checked with Mr. Quay Moore about Sargent says, with "the sincerity displayed health, happiness, and lots of fun." a shipment for a friend Hartman b Mr. Barker had LEO years' service . . . by the employes at Enola Yard, the tre- Knoebel of H. H. Knoebel & Sons, with the Railroad before his recent mendous amount of detail which must Elysburg. Mr. Moore went out of his retirement. be followed to handle traffic carefully and way to locate the shipment and was expeditiously, and the emphasis placed Letter sent by J:L. Scott, Taylor- most kind and courteous to me and on safety." They took particular notice, Walcott Co., San Francisco, to W. E. to Mr. Knoebel. We were much im- he said, of the efforts made to keep per Pry, PRR district sales manager, pressed with the outstanding work diem at a minimum. San Francisco: done by Mr. Moore and want you to The tour proved profitable as well as "The writer had occasion a couple know of our pleasure with the won- educational for William L. Weiler, a clerk of weeks ago to secure some infor- derful service he gave. Surely this mation from your company in re- kind of efficiency and courtesy is in the IBM section. was the winner of He gards to passage from Washington, building much good will for the an informal essay contest conducted D. C., to New York for some students Pennsylvania Railroad . . ." among the employes to get their impres- enroute to Europe in connection b Mr. Moore, a clerk, has 38 years' sions of the tour of Enola Yard. Mr. with the American Field Service Pro- service with the PRR. Weiler's prize was a share of Pennsyl- vania Railroad stock. His essay stated, in part: "Of all the lessons learned . . . the

Downloaded from http://PRR.Railfan.net Original document from the collection of Rob Schoenberg ©2010 - Commercial reproduction or distribution prohibited SHORT RUNS oontinuea greatest was . '. . that the efficiency of chant, whose name she uses on the stage, North Platte, Neb., Indians, Cleveland's our Railroad depends primarily on co- died when she was an infant. The Walkers farm team in the Nebraska State League. operation. We saw that the gap between adopted her when she was 10 years old. Not yet 18, he is the youngest player in office and yard is a very small one, and Although Eddie and Hazel get all the the Cleveland organization but is per- that it is only by the united efforts of writeups, both agree that tiny, energetic forming like a veteran, with a batting each that smoothness of operation can Mrs. Walker is the driving force behind average around the .300 mark. Two years be achieved [and we can] fulfill the plea the family. Mrs. Walker took in sewing of seasoning, Cleveland officials say, may of every Pennsylvania Railroad boxcar, to help pay for Hazel's first dancing ks- make him a big leaguer. 'Don't Stand Me Still.' " sons, and still makes most of Hazel's Jay was noticed first by Cleveland Scout costumes. She accompanied the girl to Laddie Placek last year while playing in New York and Cleveland dancing schools, Altoona's city league, having outgrown The Walkers of Erie an expensive undertaking. She guided the Pony League. Scouts watched him Eddie Walker, of Erie, Pa., a PRR Hazel in making decisions important to again this year as he played for Tyrone, head waiter, and his adopted daughter, her career (including turning down a Pa., High School. Jay and his father were Hazel Chung, a musical comedy dancer, chance to join a Hollywood show troupe invited to Cleveland after each viewing by could run a close contest to see who gets in order to finish her Juilliard studies). the scouts. In June of this year, on one of more publicity. Hazel gets her pre-GS no- "All the work and sacrifice was well the Cleveland visits, Jay worked out with tices from her appearances on the stage- worth it," says Mrs. Walker. "In fact, it the Indians and hit two balls over the Broadway to San Francisco; Eddie gets would have been worth it for just the right-field wall, 365 feet distant, and ona his from his "appearances" on Trains 580 one night in Cleveland when I overheard into the seats, 320 ieet away. That was and 581 between Emporium and Erie. two women in the audience talking about it-the Indians signed him to a contract Eddie, who is 61, has been with the my Hazel. 'What a wonderful dancer,' and gave him a $4,,000 bonus. PRR for nearly 40 years, and has been on they said, 'and so beautiful she doesn't The contract stipulates that Jay, a the Erie run for the past 20 years. His look real.' " left-handed batter, will finish this season open friendliness and his gracious service with North Platte, then attend the In- have made him one of the most popular of dians' spring training camp next year to PRR employes. Columnists from Erie and Ex-Pony Leaguer Moves Up be re-assigned. Another contract provi- other cities along his run can't resist A former baseball star of the PRR's sion is that Jay be allowed to attend giving him a line or two once in a while, Altoona Works-Middle District Pony college. He hopes to go to Lock Haven, whether there is an occasion (like a birth- League seems headed for the Major Pa., State Teachers College, attending day or anniversary) or just another train Leaguesspecifically, the Cleveland In- half a semester each year. ride or chance meeting with Eddie. dians--possibly within two years. He is A swift runner with good power, Jay "It seems like his name is in some col- Jay Edward Perry, son of Ivan C. Perry, seems about to fulfill the fondest dreams umn or other every time you pick up a a brakeman on the Middle District of the of his first manager-his dad. If he lives paper," says Eddie's wife, Lillia. "And Pittsburgh Region, and a Pony League up to the potential detected by Laddie you can't walk down the street with him star in 1953, 1954, and 1955. Placek and now being developed by his without being stopped every two minutes Jay, who was coached by his father present manager, former Major League by someone who just wants to say 'hello' while winning the Pony League batting slugger Rudy York, his dad will be asking to Eddie Walker." championship in 1955 with a .460 aver- for a day off on opening day of the 1959 Eddie's formula for friendliness: "I age, is now a standout outfielder for the American League season. just try to be pleasant, that's all." That pleasantness has earned him so many letters of commendation from passengers, sent either directly to him or to the Dining Car Department, that he has to keep them in a scrapbook-with his news- paper clippings. Last year he was given the Department's Award of Merit badge, and the Manager's Key Chain. Hazel, 22, the other "famous" member of the family, is about to complete her second full season as a featured dancer in the resident company of Cleveland's "Musicarnival," one of the Nation's most successful tent theaters. Soon after winning a scholarship to the Juilliard School of Music and Dance (The Pennsy, Oc- tober, 1953), she was picked by Oscar Hammerstein I1 for a role in the "King and I." After appearing on Broadway and touring the country with the show for 18 months, she returned to Juilliard and became the first student ever to complete its four-year course in two and a half years. Her Musicarnival contract followed. Hazel, a native of Jamaica, is the daughter of Mrs. Walker's niece, a British Test Indian. Her father, a Chinese mer- 2 4

2 PRINTED IN THE U. S. A. BY THE CUNEO PRESS, INC.

Downloaded from http://PRR.Railfan.net Original document from the collection of Rob Schoenberg ©2010 - Commercial reproduction or distribution prohibited Following are both promotions and title changes for personnel through August 1

SYSTEM Hildabrand, J. F. Fmn. M. 8 C. C., Altoona Leiter, H. 1. Asst. T. M., Williamsport Freight Sales & Services Jackson, 0. G. Area Storekpr., Wilmington McQuown, W. E. Anderson, R. 1. Sales Repr., Milwaukee Statts, J. P., Jr. Actg. Fmn., Wilmington Rules Exam. 8 Asst. Supv. Opr., Williamsport Treese, C. C. "-'a&-& D " Frt. Rates, Chicago Chief Engineer Mgr., San Francisco Fmn. Car Repairs, Northumberland c. Mgr., Lor Angeles Fitzsimons, R. H. Engr.-In-Chg., Baltimore Williamson, J. M. Supv. Opr., Buffalo Laudano, S. J. Asst. Engr., Harrisburg , Frt. Rates, Chicago Schuda, J. J. Engr.-In-Chg., Pittsburgh PITTSBURGH REGION artment Silvey, K. J. Area Engr., Chicago Brodt, P. M. Car Fmn., Weirton Jct. Wayne, A. A. Project Engr., Chicago Cummins, C. E. Asst. Reg. of Bonds Asst. T. M.-Asst. R. F. E., Cresson Reg. of Bonds NEW YORK REGION Dennis, C. R. Jr. Engr.-Signols, Pittsburgh & Services Boyer, J. R. Asst. Supv. Trk., Trenton Freericks, C. K. Jr. Engr.-Trk., Steubenville Collier, J. E. Sgt. Police, New York Hortman, C. A. Examiner, Pittsburgh Mgr. Psgr. Rates Dziekowski, M. E. Frt. Agt., Old Bridge Horn, G. F. Jr. Engr.-Trk., Huntingdon Asst. Mgr. Baggage Glembocki, F. J. McCann, W. K. Aut. T. M. (Night), Altoona sst. Mgr. Psgr. Rates Rlf. Asst. Fmn. Car Dept., New York Metil, J., Jr. Mgr. M. C. C. 8 McConaghie, D. I. Ofc. Mgr., Supt. Prsnl., Pittsburgh rtment Gang Finn.-Mech., Sunnyside Saltsman, C. A. Asst. E. H. Fmn., Pitcairn Pool, C. A. Aut. Fmn. Sen. Plant, New York Asst. Solicitor Sherwood, C. E. Asst. Car Fmn., Altoona Smith, 1. N. Snyder, F. G. Examiner, Pittsburgh Nashington Gang Fmn.Mech., Sen. Plant, New York Stiffler, J. C. Asst. T. M.-Asst. R. F. E., Scully Stewart, J. F. Lieut. Police, New York I. Repr., Washington Stuart, R. 1. Jr. Engr.-Trk., Derry PHILADELPHIA REGION LAKE REGION ry Cunningham, W. P. Ofc. Mgr., Regnl. Engr. Head Clerk Dick, E. J. Ofc. Mgr., M. E. Dept., Cleveland Dorsey, J. Car Fmn., Philadelphia Lynch, R. J. supv. L. S. a L. D. P. ller Ellsworth, H. M. Sheridan, M. J. Supv. Trk., Niles Chf. Supv. Engr. Asst. Supv. Bldgr., Philadelphia Hosteller, R. C. Rlf. ht. Fmn., Harrisburg BUCKEYE REGION Head Clerk Head Clerk Nicely, J. F. Aut. R. F. E., So. Philadelphia Cochran, C. J. Asst. Fmn., E. H., Columbus Asst. Heod Clerk Noone, M. C. Spl. Agt., Philadelphia Crawford, C. P. T. M.-Supv. Opr., Cincinnati Shivery, A. Chf. Philadelphia Asst. Head Clwk 1. Draftsman, Felumlee, J. F. Agt., Millersburg Engineer Shumaker, H. B. Rlf. Asst. Fmn., Enola Gunsett, N. W. Agt., Decatur Asst. Supv. Engr. Smith, E. A. Supv. Bldgr., Philadelphia Hill, F. C. Watson, R. B. M. P. Inspector, Philadelphia Supv. Mach. Sec. Asst. P. T. M.-Asst. Supv. Opr., Columbus Head Clerk Yontz, R. 1, Jr. Humphrey, D. A. Agt., Eaton Supervisor Asst. Fmn. Car Dept., Philadelphia Innis, J. Jr. Engr. Signals, Richmond Supv. Engr. CHESAPEAKE REGION Jennings, E. J. Aut. R. F. E., Columbus McMullen, R. 1. Frt. Soles Repr., Zanesville Travlg. Auditor Dickerson, A. C. Frt. Agt., Oak Hill Spl. Engr. Neirer, R. H. Harrison, M. M., Jr. Asst. Supv. Trn. Move., Colvmbus Asst. Head Clerk Supv. Prop. Taxes, Baltimore Engineer Nye, R. E. Agt., New Castle Henry, J. C. Asst. T. M., Dover Parham, 1. M. Agt., Urbana Asst. Head Clerk Hipple. V. T. Supv. Real Estate, Baltimore Head Clerk Pettit, P. B. Asst. Fmn.Car Shop, Cincinnati Krebs, H. B. Exam. Prsnl., Baltimore Phillips, M. Jr. Engr.-Trk., Dennison partment MacMullin, C. H. Supv.-Prml., Baltimore Tyree, 1. W. Agt., Richmond McLaughlin, W. M. VanVoorhis, V. C. Capt. Police, Columbus ,st. Mgr. Prop. Taxes Chf. Exam.-Prsnl., Baltimore Mgr. Prop. Taxes Merritt, W. R. Asst. Exam.-Prml., Baltimore NORTHWESTERN REGION !nl. Mgr. Real Estate Sheller, T. C. Asst. Exam.-Prsnl., BaXmore Caponigri, A. D. Supv. Trn. Move., Chicago mnsportation Sizemore, G. A. Actg. Frt. Agt., Federalsburg Creek, C. W. Genl. Fmn. B. 8 B., Chicago iupt. TrucTrain Serv. Stevens, M. J. Elevator Agt., Baltimore Schofield, A. M. Asst. Supt. Trans., Ft. Wayne Taylor, S. F. Y. M., Thurlow Shollenberger, J. C. :hanical Officer Welton, J. P. Frt. Agt., Glenolden F. P. 8 B. Agt., Ft. Wayne Spl. Clerk NORTHERN REGION Steel, E. H., Jr. Supv. Trk., Grand Rapids Chf. Clerk Young, T. L. Supv.-Frt. Sen., Chicago Chf. Clerk Anderson, E. R. Heod Clerk Agt.-Opr., Spartansburg-Centenrille SOUTHWESTERN REGION Ballinger, G. W. Psgr. Sales Repr., Buffalo Carter, E. F. Agt., Arthur lepair Shops Bell, R. D. Agt., Brockway Francis, M. orekpr., Wilmington Copeman, F. P. Agt., Ebenezer-Lackawanna Asst. Exam.-Personnel, Indianapolis Chf. Clerk, Altoona Daulby, A. Fmn. Car Repairs, Renovo Kessler, B. E. Agt., Teutopolis . Storekpr., Altoona Hoffman, S. R. Asst. T. M., Renovo Shawl, J. 0. Agt., Highland , Storekpr., Altoona Jackson, F. J. Agt., Clarendon Wonnell, W. H. E. H. Fmn., lndionapolis

LAILROADING DEPENDS ON CO-OPERATION

Downloaded from http://PRR.Railfan.net Original document from the collection of Rob Schoenberg ©2010 - Commercial reproduction or distribution prohibited Sec. 34.66, P. L. and R. U.S. POSTAGE Paid Philadelphia, Pa. Permit No. 2734

Heavy Machinery or Bakery Goods,

the PRR is prepared to give shippers door-to-door delivery via Pennsy TrucTrain Service between the East Coast and Rocky Mountains. Once they try Pennsy TrucTrain Service, shippers are sold-for they find that it's faster, more convenient and safer than other forms of transportation. Every little bit helps when you say a good word about. . .

RAILROAD