I Along the Line I Vol. 10 JUNE, 1940 No. 4

Freight Claims Can Be Prevented Opportunity Here For Making Big Saving By G. Marks, Assistant to General Manager Claims for loss and damage to freight 4. Defective or Unfit cost The New Haven Railroad in 1939 Equipment 11,103.38 2.7 more than half a million dollars, or more 5. Temperature Fail- than $50.00 an hour) every day in the ures- Improper yea1·. There were 98,000 claims filed Refrigeration or against us last year. 100,000 claims were Ventilation 1,087.41 0.3 paid in 1939, including 6,000 filed in the Freezing or Heat later part of 1938. There were also Failures 1,701.43 0.4 25,000 claims fi led with other railroads 6. Delay 12,915.37 3.1 on shipments which moved via the New 7. Theft- Entire Haven, where these roads paid the claims Package 5,608.06 1.3 and charged the New Haven with its Other than En- proportion based upon the distance which tire Package 1,286.55 0.3 shipments had traveled on our li nes. All 8. Concealed-Loss 3,073.76 0.8 together these claims resulted in the New Damage 98,044.48 23.5 Haven paying out $400,000, to which 9. Train Accidents 955.63 0.2 must be added the expenses of investi­ 10. Fire, Marine and gation and adjustment, which amounts to Catastrophes 3,211.72 0.8 more than $100,000. This means that 11. Error of Employee 8,391.52 2.0 freight claims cost the New Haven, as stated above, more than half a million Total $416,3 10.78 100.0 dollars. It will be noted that Items 1, 2, and Not one dollar spent in this direction 8 amounted to $363,891.94, or 87.4% of provided any return whatever to the New the total amount paid. Haven Railroad. It was a definite waste The amount shown in Item 3 (Improper BUT IT HAD TO BE PAID. Handling in Trains, Yards, or Stations) What can we do about this ? represents only such failures where the The following table shows amounts responsibility definitely could be placed. paid, by causes, and the percentage of However, a substantial part of the pay­ such payments to the total payments : ments included in Items 2 and 8 is un·· 1. Unlocated Loss- doubtedly chargeable to improper hand­ Entire Package $24,161.60 5.8o/o ling- in trains, yards, or stations. Other than Claims for large amounts are given Entire Package 5,282.15 1.3 special and careful handling, but in vie\Y 2. Unlocated Damage -Freight in Packages 183,361.31 44.0 THE MA WHO DOES Freight not in HIS Vv'ORK SO WELL Packages 49,968.64 12.0 THAT HE EEDS I 0 3. Improper Handling SUPERVISION. HAS in Trains, Yards ALREADY SUCCEEDED or Stations 6,229.77 1.5 June) 1940 Along the Line 3

of the fact that small claims are received Freight received in excess of billing or in large numbers and with regularity, it without billing should be forwarded is probable that they have been looked immediately to its marked destination upon as more or less of a necessary evil. on astray waybill. However, Items 1, 2, and 8 include the If freight checks at destination in ex­ payment of approximately sixty-eight cess of billing or without billing, thousand claims which were made up of check clerk should issue over memor­ fifty thousand claims under five dollars andum without delay. and eighteen thousand claims for amounts While Unlocated Loss of Entire Pack­ between five and ten dollars. It is evi­ age is not, by any means, the largest item dent that this type of claim is the "thorn in the claim account, we have taken this in the side" which has accounted for the item first because it is one which is en­ largest part of our claim payments. These tirely within our control. The other prin­ trivial claims are a constant leak which cipal causes will be dealt with in future can be prevented or reduced if all em­ issues. ployes would HANDLE THE COM­ PANY'S BUSINESS AS THEY The Freight Claim Prevention Depart­ WOULD THEIR OWN. ment in New Haven will be grateful for any suggestions you may have that will The dictionary defines the word "PRE­ assist in preventing and reducing loss and VENT" as follows: "To stop or hinder damage to freight. from happening by means of previous measures-to bar or act in advance of­ anticipate-to take precautionary meas­ AGENT BARRY FETED ures." Any one of the foregoing defini­ tions would be a prevention measure if John ]. Barry, Agent at Naugatuck applied. For example, let us analyze the for the past thirty-one years, was given probable cause for Item 1-Unlocated a testimonial banquet on May 23 in honor Loss of Entire Package, and apply the of his retirement from active service at definition "to bar or act in advance of". the end of the month. Many shippers in The loss of an entire package can be Mr. Barry's territory were present, as practically eliminated provided the follow­ were also ]. F. Doolan, Operating Assis­ ing operations are followed: tant, W. H. Brooks, Superintendent of Receiving Clerks at freight houses the Hartford Division, and many of Mr. making certain : Barry's railroad associates and friends. that marks on packages· are legible Mr. Barry began his service as a clerk and agree with the shipping order; February 9, 1897, was made cashier at that number of pieces received tally Bristol, Conn., June 16, 1897; promoted with the number of pieces on the to agent March 23, 1902; transferred to shipping order; New Britain November 22 the same year; that marks and tags are placed on and was appointed agent at Naugatuck packages in such a way that they will in 1909. not rub off or come off. Check Clerks and Truck Loaders making certain that freight is blocked Out of each dollar of rev­ for the car in accordance with the enue, railroads pay about routing. 36 cents for roadway and Truckers and Stevedores should exam­ taxes; highway carriers ine marks on packages before loading about 10 cents; and water to make certain that the freight has carriers slightly more than been directed to the proper car. This applies to both originating stations 2 cents. Taxes, alone, take and transfers. about 9 cents out of each dollar of railroad revenue. Delivery Clerks at destination making delivery of proper number of pieces. 4 Along the Line June) 1940 "East Wind," New Train, Starts Service June 21 The first all-coach, luxury "day trains" at Worcester and Lowell, Mass., Exeter linking Washington, Philadelphia and and Dover, N.H., Wells Beach, Kenne­ New York with northern New England bunk, Old Orchard Beach, and Bruns­ resorts will begin daily summer operation wick, Me. June 21, on the fastest schedules ever Southbound, "The East ·wind" will made to and from these noted vacation leave Bangor at 6 :45 A. M., and Bruns­ areas. wick 9 :39 A. M. weekdays; and at 6 :30 Named "The East Wind", the six-car A. M. and 9 :29 A. M., respectively, on silver and canary colored flyer will oper­ Sundays. Both weekdays and Sundays, ate between Washington, D. C., and departure from Portland will be at 10 :30 Bangor, Me., on a 14;/z hour schedule. A.M., Dover 11 :36 A.M., and Exeter The first northbound trip will be made 11 :55 A.M., with arrival at New Haven June 21, and the last southbound trip set for 4 :40 P. M. September 14. The Pennsylvania, Boston and Maine. Both north and southbound, "The East and Maine Central Railroads have joined Wind" will make conveni~1:t connections with The New Haven in establishing for popular mountain, lake and shore re­ these new, fast, vacation period trains. sorts in New Hampshire and Maine. Strikingly decorated to provide a gay THREE CENTS A LETTER? vacation atmosphere, the new train's silver In a recent United Press dispatch, Cap­ and canary exterior will harmonize with tain Edward V. Rickenbacker of the bright interiors. Its many features in­ Eastern Air Lines, was quoted as saying clude reclining seat coaches of the latest that "the air lines would be glad to carry type, with modern spacious rest rooms first class mail for three cents a letter for men and women; a complete lounge and would make money on it." car providing buffet, bar service and To the average reader this statement radio entertainment; and meal service in doubtless would leave the impression that smartly-styled "Grill Cars", affording a the railroads receive the three cents paid wide range of choice from light "snacks" to full course meals at popular prices. to the Post Office Department for a first­ The regular crew will be supplemented class letter. with uniformed "coach attendants", who Actually, the average revenue received will assist and minister to the comfort by the railroads for carriage of first-class of passengers, and also serve light re­ mail is approximately ONE-FIFTH OF freshments. ONE CENT per piece, or only about The most modern air-conditioning will ONE FIFTEENTH of the postage paid. create a comfortable "Maine atmosphere" This contrasts with an average payment on boarding the train, regardless of actua 1 to the air lines of 7.52 cents per piece weather conditions. of air mail, which is more than the aver­ Tickets for "The East Wind" will be age postage collected by the Post Office sold at the new low two-cents-a-mile rate, Department on this class of mail. and is with no additional charge for the special approximately 37;/z times as much as the features and service of the train. All corresponding payment to the railroads. seats will be sold by reservation only. Just to keep the record straight ! Lounge car seats will not be sold, but will be for the convenience of nassengers Forty per cent of all cars loaded with holding coach reservations. This will revenue freight consists of miscellaneous permit passengers to move about the train freight, which includes manufactured freelv and enioy all its features. "The East Wind" will leave Washing­ products of various kinds. ton daily at 7 ·00 A.M., Eastern Standard Time. and New Haven at 12:18 P.M., Freight traffic in 1939 based on car­ due Portland. Me., 6:10P.M. and Bangor loadings was approximately one fourth 9 :30 P.M. Enroute stops will be made below that of 1930. June, 1940 Along the Line 5 Has Your Club Visited The New York World's Fair? Almost every employee is connected Special School Rates with some club or organization, some large, some small. It may be a large club Then there are our special Educational affiliated with some national organization, Fares for school children, which enable or it may be just an informal group groups of children under twelve years of which get together once in a while for a age to travel at ONLY 1/2¢ A MILE l social good time. But regardless of the Children over twelve have a rate of kind of club, or its size, almost every ONLY 1¢ A MILE. In the case of these one of them represents a group of pros­ Educational Fares, the same low rate ap­ pective customers for us to transport to plies to adults accompanying them in the the New York World's Fair. ratio of one adult to every ten children. Certainly The New Haven Railroad is It always needs some one person to doing everything possible to make travel­ take the initiative to get others started ing by train attractive. No railroad in thinking along certain lines. The desire the country has finer passenger equipment. to see the World's Fair is pretty general. Our new fast schedules make it a time­ Almost everyone in our territory would saving way to travel. And above all, rail­ like to attend one or more times. But road travel is the SAFE way. human nature being what it is, with its . Your local ticket agent or Passenger tendency to procrastination, a great many Traffic representative will be only too of those who would like to go will never happy to furnish you with whatever ad­ get there simply because it requires some ditional information you desire, to help initiative on their part. Why shouldn't you work out schedules, and tell you ex­ we, as railroad employees, provide the initiative and point out how easy it is, actly what rates of fare will apply for your particular party. and how low the cost, to travel to the Fair by train. There are available some very attrac­ tive folders, printed in colors with pic­ Whether you are a member of Rotary, tures of the World's Fair and informa­ Kiwanis, Exchange, or other service club: tion about our railroad service. If you of a bridge club, a sewing circle, a church want some copies of this folder for dis­ club, a grange; or any other group, large tribution to your club group, write or or small, there is a good chance to stimu­ telephone to S. A. Boyer, Manager Ad­ late interest in a trip to the Fair. vertising and Publicity, South Station, Boston. Every assistance will be accorded Any group of ten or more persons you to help get your group lined up. traveling together can take advantage oi our special group-travel fares which rep­ resent a discount of approximately 25 per cent under the ordinary coach fares of two cents a mile. Still further reductions OUR COVER are available if the party should number three hundred or more. Should the party This month's cover photo, show­ number five hundred or more the rate is HALF PRICE-or only one cent a mile. ing typical Connecticut countryside, These group-travel rates are good for ten days. In the case of large groups on one­ was taken by Fred L. Rowland, day outings even lower fares are available. Secretary to President Palmer. The applying to groups of 300 or more. Where such parties reach 500 or more the single­ scene is in Guilford. day outing fare is the same as the Sun­ day excursion fare from the particular point. 6 Along the Line June) 1940 Streamlining Railroad Track Maintenance By A. L. Bartlett, Engineer, Maintenance of Way Probably one person in ten thousand and 80 freight cranes. All these items passing through a railroad station gives are spread through an area 200 miles long a thought other than to the matter of by 100 miles wide. transportation. The fact that that par­ ticular station, for instance, is one of 2,826 To keep in good repair such a diversi­ buildings scattered through an area of fied property one must expect equally 20,000 square miles, all of which must be diversified classes of labor, skilled and maintained in a reasonably good state of unskilled, including engineers, clerks, repair, is something in which the average track forces - supervisors, foremen and passenger takes little interest. And it laborers; bridge and building workers­ may be well to consider the many other supervisors, foremen, carpenters, plumb­ items which are found on railroad prop­ ers, tinsmiths, blacksmiths and painters; erty and which must be maintained. signal construction men, signal maintain­ ers, electrical workers and helpers for all The first and most important is track. classes; also work equipment mechanics, The New Haven has 2,700 miles of main scale mechanics, welders, truck drivers, track and 1,470 miles of siding-a total crane engineers, firemen and equipment of 4,170 miles. In a straight line this operators- a total of 81 classi,fications. track would extend from Boston several hundred miles into the Pacific Ocean, or These forces are headquartered at stra­ a single line of rail from Boston to Tokyo. tegic points, based on concentration of The tonnage of steel required for that facilities with a view of reducing to a amount of track is approximately 700.- minimum non-productive time incidental 000,-14,000 carloads or 140 100-car tnin to traveling. On each of the four divi­ loads. This track requires thirteen million sions there is a division engineer under hardwood ties from 6 inches by 6 inches whom are the track, bridge and building to 7 inches by 9 inches in section, and and signal supervisors, and the necessary 8 feet 6 inches long. If laid end to end mechanics and others required to maintain these ties would extend 20,000 miles, and the facilities located on the division, and a single pile 14 ties wide would be 90 such engineers, clerks and others, de­ miles high. These figures mean nothing pending on the business transacted. except to give an idea of the bulk and Prior to June, 1935, our track was volume ·which make a railroad, and to maintained by section gangs, each gang remind everyone that the material is consisting of a foreman and from four wearing out continually-hence mainten­ to ten laborers, covering a section of ance. territory five to twelve miles in length. There are 37 miles of steel track On single track territory the section bridges, 6 miles of wooden bridges, 700 would be from ten to twelve miles long, overhead highway bridges, 2,301 ,000 and on double track from five to six, with square feet of the latter. Buildings con­ the four-track territory considerably sist of 279 passenger stations, 322 freight shorter. The duties of each gang were stations, 20 engine houses, 84 signal to install ties, maintain track in proper towers and 2,121 miscellaneous shops, tool surface and line, clean out ditches, pro­ houses, etc. There are 1,451 public high­ vide drainage, mow and burn grass, cut way grade crossings, and at 422 of the brush, build fences, tighten bolts, correct most important of these are located auto­ irregularities of gauge, etc. Except in matic warning signals. Among other our electrified territory, transportation items are 40 turntables, 230 water col­ was provided by means of motor cars umns, miles of steam, air and water sup­ operating on the track. These cars, oper­ ply lines, transmission lines, power and ated by the foremen, would carry a gang lighting lines, exterior and interior, and from headquarters to point of work in 1,374 miles of automatic signals. Other the morning and return at the conclusion items are: 57 100 to 150-ton track scales of the day. June) 1940 Along the Line 7

Work train unloading new ballast onto the track preparatory to "surfacing track out of face," or raising the track one to two inches. (Hiland Dale Holt photo.) 8 Along the Line June) 1940

In too many cases these gangs were stretches several miles in extent, often as obliged to wait from one-half to one hour much as 40 miles in one stretch. This before starting for work, due to train includes removal of any ties which will interference, and similar conditions de­ not last until the next cycle is due in veloped on the return trips at night. With three years, tamping the ballast firmly a view of eliminating these delays, studies under the ties to a true surface, and were made at various times to determine lining the rail on tangents and curves by some means for correction. We had some engineer's transit and dressing the ballast experience with highway trucks in our edge neatly. Each year approximately bridge and building department, and there 300 miles of track are tamped out of face. appeared to be a reasonable possibility that the truck could be of some assistance However, spotting, as I have described in reducing expense in the roadway de­ previously, consists of picking up low partment. However, it was obvious that joints which develop in the two years some reorganization was required, as the between out of face work, correcting oc­ idea of providing a truck for each of the casional irregularities of line and eleva­ 303 section gangs represented a capital tion on curves. Up to four years ago the expenditure too great for practical re­ only means of spot surfacing was through turn on the investment. the use of tamping picks or bars. Now we use a mechanical tamper which strikes The change effected by orgamzmg 1300 blows per minute of a force about 51 heavy work gangs of fifteen to twenty­ twice that of a manually operated pick, five men, headquartered at critical points, and thirty times as fast. thirty to forty miles apart. Spaced ap­ Out of face surfacing is carried out proximately midway between the larger through the use of group tampers of gangs are located smaller spotting gangs eight or twelve guns, actuated by com­ of six men. The larger force does all pressed air or electricity. the routine work of tie and rail installa­ tion, ditching, major surfacing, etc., and An eight-tool tamping gang consists of the spotting gang spot tamps the portions eighteen men, including the track raising of track which the larger gang does not crew, eight tampers, men for dressing, cover in any particular year. Incidentally, handling stone and incidental work. Dur­ we surface track out of face in three-year ing a normal season's work we use ·fifty cycles, that is, one-third of our track is eight- and twelve-tool tampers. surfaced each year and two-thirds spotted, low joints picked up and minor irregu­ Other modern pieces of equipment larities of line corrected. which are used in our track maintenance include: 51 3-ton trucks were purchased and one Mechanical spike pullers) gas powered, assigned to each heavy work gang, the each machine operated by three men, re­ spotting gangs still using track motor move track spikes with great speed. cars. This reorganization eliminated prac­ tically all non-productive time for 75% Gas powered 1tut runners for applying of our track forces due to train inter­ and removing nuts and bolts at joints, ference, decreasing traveling time 40% operated by three men. and reducing worktrain service on main­ Mechanical track jacks) gasoline pow­ tenance 60%. As to the latter feature: ered, for raising track in ballasting oper­ The truck when not transporting inen is ations, operated by one man. available for handling material up to its capacity, and through the use of trucks Cranes for unloading, laying and load­ in this manner we dispensed with a great ing rail: Our present standard rail for amount of worktrain service. use on our main lines weighs 131 pounds per yard, or 1703 pounds for a 39' rail. The expression just used, "surfacing A crane, with one man operating the track out of face", describes the procedure equipment and three men on the rail, of raising track on fresh stone or gravel handles the rail with much greater facil­ from 1 inch to two inches in continuous ity and safety. June, 1940 Along the Line 9

Top, shows gang of men at work with power tampers; middle picture shows men "dressing" track to give it a neat appearance. Lower picture shows track raising machine; note clamps on rails and screw jack which, when forced into the roadbed, raises up the rails; note track level at left. (Hiland Dole Holt photos) 10 Along the Line June, 1940

our jobs and in our own safety? We cannot exert much influence over Along the Line people in distant States but we do have Published by and for the Employees daily contact with men and conditions of the New Haven System here at home. We can see men take risks they should not take. We can see dangers LESLIE H. TYLER, Editor that should not be permitted to continue New Haven, Conn. and if corrected or eliminated would in­ sure continued security and happiness in the home and family of ourselves or our p RINTED monthly by The New Y ark fellow employee. New Haven and Hartford Railroad We have both freedom and liberty in for the information of the men who oper­ the U. S. A. but we are paying an enor­ ate the railroad, in the belief that mutual mous price in casualties each year for understanding of the problems all have to our privileges. meet will help us solve them for our Why pay the price when Safety is free? mutual welfare. -when a safe worker has immunity for Permission is given to reprint in part the mere thought of working safely. Why or in full, any article appearing herein, take the chance; why try the short cut; in which case the following credit line they both lead to the Hospital and usually will be appreciated: Along the Line (New to some deformity. Better keep our fing­ Haven Railroad). ers, hands, arms, legs, eyes ; we are going All contributions must be in hand by to have use for them as long as we the 15th day of the month preceding date remain here. of issue. We are not at war unless you elect to It is planned to distribute to all em­ declare war on every unsafe condition of ployees on the lOth of each month. The things and on every short cut, chance, editor would appreciate information of risk, bad practice and unsafe act indulged any employees who do not receive copies. in by men around and about you and see that your own life and limb, as well as Vol. 10 JUNE, 1940 No. 4 theirs, is not placed in jeopardy. Then, and not till then, will we change The New Haven system includes 1,863 the balance of the terrible toll taken from miles of road in freight service and 969 miles of road in passenger service, on freedom and liberty as contrasted with which operate 534 steam locomotives, 129 the horrors of War. electric locomotives, 23 Diesel locomo­ ]. ]. Snavely, tives 1,489 passenger train cars, including 206 multiple unit cars, 32 diners, 6 cafe­ Supervisor of Safety. teria cars and 17 rail motor cars; a three car Diesel train and a two car Besler For every thousand tons of freight and steam train; 11,131 freight cars. It also includes 98 steamboats, tugs, carfloats equipment moved one mile, the railroads .and other types of floating equipment in 1939 used 112 pounds of fuel compared .and over 1,200 units of revenue equip­ with 172 pounds in 1920. ment operating on the highways. Class I railroads on December 1, 1939, We Are Not At War-But had 36,198 new freight cars on order, the largest number at any one time in more There are more people killed and in­ than two years. jured every year in the U.S. A. than there were Finns killed and in i ured by Tons of revenue freight carried one the Russians in their recent conflict. mile by the railroads of this country in Should we give a condition of such 1939 were nearly fifteen per cent greater shocking significance more than a casual than in 1938. glance or passing thought? Should we be more concerned about people we do The railroads in 1939 expended $1,237,- not know? Or should we be interested 000,000 for maintenance of equipment and in men with whom we work, the record right-of-way, an increase of nearly thir­ made by the Company we work for, in­ teen per cent compan~d with the pre­ terested in our own homes, our families, ceding year. June) 1940 Along the Line 11 Railroads Adopt Travel On Credit and Train-Taxi Service "Travel on Credit," and a new "Train­ by train. The hours during which the Taxicab Service" are two new items of taxi service is available are 9 :00 a. m. to railroad service added by the railroads 3 :00 p. m. and the passenger may make during the past month. The former, an unlimited number of calls, an unlim­ which makes possible the sale of railroad ited number of miles within the greater tickets on the deferred payment plan simi­ city limits for the $5.00 fee-except in lar to the method in vogue in the purchase Chicago and Pittsburgh where the maxi­ of household goods and various other mum time is four hours instead of six. commodities, is nation-wide in scope, and Other cities in which the service is the latter, which provides for very low­ available are Akron, 0., Albany, N.Y., cost taxi service for the railroad traveler, Baltimore, Md., Buffalo, N.Y., Camden, is available at twenty-five eastern cities. N. ]., Canton, 0., Cincinnati, 0 ., Cleve­ The "Travel on Credit" plan covers all land, 0., Columbus, 0., Dayton, 0., Erie, forms of local and interline tickets (ex­ Pa., Indianapolis, Ind., Louisville, Ky., cept commutation and trip tickets) as Philadelphia, Pa., Reading, Pa., Roches­ well as Pullman tickets, where the total ter, N.Y., Schenectady, N.Y., Syracuse, value is not less than $50.00. A passen­ N.Y., Toledo, 0., Trenton, N.J., Utica, ger making application for purchase of . Y. and Youngstown, 0. tickets under this plan will be given an This service should prove particularly application form, which will be turned attractive to sales representatives and over to the particular bank in that com­ other business men who, by taking advan­ munity with whom the Travelers Credit tage of the arrangement, may increase the Corporation has established the necessary number of calls they can make, through working agreement. It has been estimated elimination of transportation delays and that from forty-eight to seventy-two hours parking problems. will be required to complete a loan. If it is approved, the bank furnishes the railroad ticket agent with a check cover­ ing the amount of the tickets. The pass­ Who Remembers John C. Polson enger then makes his monthly payments Working in 1902? to the bank. John C. Polson, retired machinist, who Supplementing the Rail-Auto travel formerly worked at Southampton Street plan which was pioneered by The New Engine House and Roxbury Engine Haven Railroad several years ago and House in Boston, has had trouble getting which recently has been adopted by a full credit for his years of service from number of other roads throughout the the Railroad Retirement Board. His country-the new "Train-Taxicab Serv­ memory is not as clear in some parts of ice" was announced by the Eastern Rail­ his service as he would like to have it. roads, including the New Haven. Where­ He has been trying to locate the date as the Rail-Auto plan provides a com­ the postal train was wrecked at Canton bination of train travel for longer dis­ Viaduct, when the bridge opposite the tances plus the convenience of an auto­ station gave away and Jim Shufelt, en­ mobile for self-driving at destination, the gineer. who was deadheading from new Train-Taxi plan provides a chauf­ Mansfield to take his engine out, was feur-driven taxi at destination at the killed. Anybody having information as amazingly low cost of only $5.00 for six to the date of this accident please let him hours' use. know at 10 Sylvester Road, Neponset, The new service is available at twenty­ Massachusetts. five large cities, including Boston, and He would like to hear from anybody thus gives us New Haven Railroaders who remembers him working for the one more talking point in favor of travel Road in 1902, and from 1905 to 1909. 12 Along the Line June, 1940 "Unfinished Business" BY c. E. SMITH Vice President* In a statement addressed to the Ameri­ The railroads and others continue to be can Public the railroads of the United heavily taxed, largely to provide facilities States on July 20, 1932 asked "equality and service for competitors of the rail­ of treatment with all other agencies of roads-the commercial highway, water­ transportation" and stated that "obviously way and airway carriers. they will not have such equality so long The railroads in the early days were as the Government is engaged in or is compelled by various devices to protect subsidizing any form of competitive trans­ the traffic and revenues of their competi­ portation." tors. By contrast, the three principal Since that statement was issued a good competitors of the railroads today-the deal of water has gone over the dam. highways, waterways and airways-are There has been a gradual recovery in heavily subsidized at the general expense industry and the railroads themselves have of taxpayers in a way that permits the devised ways and means to improve their competitors of railroads to render service operations, following the time-honored to shippers and passengers at less than practice of railroads in meeting and solv­ the total cost of the service in competi­ ing difficulties confronting the industry tion with the railroads which must ac­ and literally lifting themselves by their count for the total cost of their services own bootstraps out of their troubles. without aid from the taxpayers. That is Since that statement was issued com­ a principal reason for the desperate plight mon and contract carriers on the high­ of the railroads, second only to lack of ways have been placed under the regula­ traffic due to continued depression in tion of the Interstate Commerce Com­ industry. mission and of many States. That is an Hurricane Comparison accomplished fact. No progress was made in applying to The inequality of treatment was strik­ waterway competitors of the railroads ingly illustrated in 1938 when the rail­ the same degree of regulation as to roads in New England spent $6,500,000 the railroads until the last session of of their own funds to restore their prop­ Congress when several bills were intro­ erties after the flood and hurricane dam­ duced and considered by the Congress that age, while the highways were · restored would, if enacted, subject waterway com­ for their competitors by the taxpayers at petitors of the railroads to the same de­ a cost of $25,000,000. gree of regulation as those to which the These subsidies by taxpayers are one railroads are subject and by the same of the reasons why every taxing authority, regulatory body-the Interstate Com­ Federal, State and local, is having trouble merce Commission. balancing its budget; appropriate charges to the users of waterways, highways and Subsidies Increasing! airports to reimburse the taxpayers for But substantially no progress has been their expenditures on behalf of such made in connection with the continuing transportation would go far to overcome subsidies by the taxpayers to other means the financial troubles of many of the tax­ of transportation that enables them to ing authorities. render transportation service at less than In the past twenty years or so this cost without bankruptcy and dissolution. country has spent at least as much in Such subsidies have been increasing. developing other forms of transportation as the entire railroad investment. *(Being a portion of an address by Mr. Smith before the New England Railroad Taxes Club. Additional extracts dealing separ­ Taxes paid by the railroads reached ately with Airway, Highway, and Water­ their maximum in 1929 when Class I way subs1'dies will be printed in later Railroads paid $396,682.634. In 1937 the issues.) taxes amounted to $325,665,165 and slight- June, 1940 Along the Line 13 ly more in 1938, compared with $157,113,- them with facilities and service substan­ 372 in 1916 when revenues were about tially without rent. the same. The taxes collected from railroads are Out of every dollar railroads take in, not spent by the public to provide them taxes take more than 9 cents, and the with roadbeds, signal lights, traffic con­ annual cost of providing and maintaining trol, etc., but are spent to help support the roadway takes 230 cents more. all subdivisions of government, including Out of every dollar taken in by the schools and, paradoxically, facilities for certified motor carriers who report to the its highway, waterway and airway com­ Interstate Commerce Commission, 40 petitors. cents goes for taxes of all sorts, including The total transportation bill when sub­ license fees and gasoline taxes-and noth­ sidies are included is the greatest it has ing more for roadway, which is built and been in this country's history and is in­ maintained by the public. creasing each year. Out of every dollar taken in by inland Largely because of unequal regulation water carriers reporting to the Interstate and subsidies, railroads have lost to Commerce Commission, 2 cents goes for waterways and highways revenues of taxes-and nothing more for channels, probably a billion dollars a year. If the which are built and maintained by the policy of granting subsidies to highway, public. waterway and air transport is to continue, And the Federal Barge Lines, gov­ no sound argument can be advanced ernment-operated competitor of the rail­ against granting the same type of subsidy roads, pays nothing for taxes and nothing to the railroads. Therefore until the sit­ for its channels. uation is remedied, we must keep the It might be added that out of every problem constantly before us as "Unfin­ dollar the air carriers take in, nothing is ished Business," and keep talking it up paid out for tp.xes, but taxpayers provide until something is done.

These two huge forced-draft blowers, comprising the largest-sized unit freight shipment via The New Haven Railroad out of New England in several years, recently left the Hyde Park, Boston, plant of B. F. Sturtevant Company, destined for Belle, West Virginia. The blowers or fans, to be emPloyed for firing boilers using pulverized fuel at the Belle plant of E. I. du Pont de Nemours Company, Inc., were shipped on a New Haven flat car 49 feet long and 9 feet 3-~ inches wide. _ This carload measured 15 feet 4 inches high from top of rail, and more than 11 feet 4 inches wide, with a weight of 34,200 pounds. Wheel shafts, bearings, pedestals and housing for the two 7-~ foot steel plate blowers were loaded on a 46-foot gondola car with dropped in s1:de board, 9 feet 3 inches wide. Weight of ship. ment was 38,412 pounds. 14 Along the Line June, 1940 "God Bless One Of Your Employees" "God Bless one of your employees"; "deserving of the highest praise" ; "care­ ful not to overlook the slightest detail" · "so kind and thoughtful" ; "thoughtfui act" ; "this has certainly made me a booster for the New Haven Railroad"; "service that is worth many times the value of the ticket"; "friendly courtesy" ; "exceptionally fine trainmen"; "most fav­ orably impressed with the helpfulness, efficiency and courtesy"; "great kindness C. A. Reilly R. I. Creighton and interest" ; "kindness and honesty" ; "helped out so wonderfully at a time Frederick Hartman at New Rochelle, when we had no one to help us, that we who we are sure feels that this touching shall never forget his kindness and under­ letter from a grateful mother was reward standing"- enough for him. These comments, all taken from letters Harold H. Ecke of Torrington lost addressed to the management of The New his ticket on the platform, but didn't Haven Railroad by patrons, certainly in­ know it until Conductor C. A. Reilly dicate that a very substantial number of came through the train. Through the our employees are keenly alive to the cooperative efforts of Conductor Reilly importance of efficient, courteous, and and Ticket Clerk R. ]. Creighton, the tactful service. It is a most encouraging lost ticket was returned. thing that letters of this nature are so "This has certainly made me a booster frequently received. There are so many for The New Haven Railroad," Mr. of them, in fact, that we cannot find Ecke wrote, "not for the money saved space to print them all, and are including me, but for the service that is worth here only a representative selection of many times the value of the ticket." those recently received. Passenger Conductor ] ohn L. Calla­ Perhaps the most appealing of all was ghan drew forth the praises of Post­ that received from a Pelham, N.Y. lady, master Albert ]. Barnes of Berkshire, who related that while traveling from Mass., for his thoughtful attention in New Rochelle on one of our trains, she watching for an opportunity to turn back dropped her purse containing seventy a seat so he could stretch out for much dollars, fifty dollars of which did not needed rest, on returning home from New belong to her. York following medical treatments. "I did not miss it until I arrived at "This thoughtful act on his part meant Pelham," she wrote. "You can imagine more to me than he realized," wrote Mr. how I felt as the twenty was to feed my Barnes, "and I want you to transmit my six children until the first of the month. thankfulness to him for his thought of I was convinced some dishonest person me, which was entirely unsolicited. It would find it. and keep it. represented my first trip on a New Haven "But God Bless one of your employees, train and you may rest assured that it a Mr. Fred Hartman, the baggageman, is not my last." found it and turned it in intact. I could not give him a just Miss Kathleen reward but maybe C r o w 1 e y of the this letter might help. Waterbury Girls At least you know Club wrote to tell you have an honest how much the mem­ man working for you. bers of the club Thank God it fell value the courtesy into his hands." accorded them when Our thanks and they travel New Haven. Particularly Richmond Woolsey congratulations Fred Hartman t o Baggagemaster she spoke of the courteous attention re- June, 1940 Along the Line 15

ceived at the hands of Richmond Wool­ steel rods that were very urgently needed. sey, ticket clerk, commenting : "His "Mr. P. W. Brown, our Traffic Man­ friendly courtesy has never failed us. We ager, tells me that everyone that his de­ want you and him to know how much we partment contacted was more than will­ appreciate it." ing to help in getting this shipment through in the earliest possible time. We George F. Adams, just want you to know that special service naval architect of of this kind is appreciated and not for­ New York City, left gotten." an envelope of im­ portant papers on a Mrs. Arthur K. train. ''About half an Stewart of Old hour later I noticed Greenwich, had the the loss and reported misfortune to be the matter to Station taken ill aboard one Master Richard J. Richard J. Duggan of our trains. "I Duggan," he wrote. want to comment on "Although the train had long since pulled the great kindness out, he had the envelope back on his desk and interest taken in in less than three quarters of an hour. my distress by your Stanley Fox ] ust how he did it I'm sure I don't know, conductor. He re­ but I was certainly most favorably im­ fused money for his services and I later pressed with the helpfulness, efficiency learned that his name was Stanley Fox. and courtesy of the service rendered me I have seen advertisements of your road by Station Master Duggan." which endeavor to encourage people to travel on your trains. I feel that men Mrs. Elizabeth W. like Mr. Fox do more to build up good Denslow of Wethers­ will than many advertisements." field, Conn., was Advertisements may persuade people about to leave for to try our trains, but Mrs. Stewart is New York on the quite right in feeling that it is the treat­ Hartford excursion ment accorded our passengers when they train when she found decide to use our service which deter­ she had forgotten mines whether or not we will keep them her wrap. At the as regular customers. With the sort of suggestion of Sta­ R. T. Lambert treatment which is indicated by the let­ tionmaster R. T. ters printed here, our advertising is get­ Lambert she telephoned home to have the ting the right kind of "follow through." wrap sent down to the station, where it Which reminds us of a bit of doggerel was put on the eleven o'clock train and philosophy : she was able to pick it up at Grand Cen­ tral at her convenience. "The object of A lion met a tiger, as they drank beside this letter," she said, "is to express my the pool, appreciation of the courteous service ren­ Said the tiger to the lion, "You're roaring dered by the New Haven Railroad and like a fool." the particular employees concerned." "That's not foolish," said the lion, a And just to show that not all the good twinkle in his eyes, work is in connection with passengers, "They call me king of all the beasts, we will mention the letter from F. A. because I advertise." ] ackle, Works Manager of the Chase A rabbit heard them talking, and ran Brass & Copper Company, to P. M. Shoe­ home like a streak, maker, Superintendent of Freight Trans­ He thought he'd try the lion's plan, but portation. his roar was a squeak. "We greatly appreciate the coopera­ A fox came to investigate, had luncheon tion we received from the New Haven in the woods. Railroad," wrote Mr. Jackie, "in connec­ So when you advertise, my friend, be tion with the recent freight shipment of sure you have the goods." 16 Along the Line June) 1940 Four Men Awarded Half-Century Emblems

Enginee·r Gem·ge L. Winslmv (left) and Con­ ductor George S. Tucker receiving their em­ blems from Superintendent B. F. Bardo. (Boston Post photo.) Superintendent B. F. Ba·rdo congratulates J. R. Walsh, while Assistant Superintendent E. F. Russell (left)and Freight Agent D. A. Mac­ he again became an Engineer, and since Arthur look on. (Providence Journal photo.) that time has been at the throttle of Shore Line trains. An engineer, a conductor, a freight­ Conductor George Tucker was born house clerk, and a ticket agent were November 17, 1868 at Mansfield, Mass. awarded diamond emblems symbolical of Entering the service as a messenger at fifty years of continuous service with the Attleboro, Mass., in 1885, he became a New Haven Railroad, during the past Crossing Man at Mansfield two years month. Strangely enough, all four are later. In 1889 he was promoted to Lever­ Providence Division men. They are: man at Forest Hills, and about a year JOHN F1RANCIS DONOVAN, Ticket later became a Yard Conductor and Agent at Woonsocket, R. I. Brakeman in the South Boston Yard. JAMES RICHAR!D WALSH, Clerk, He entered passenger service as a Providence, R.I. Freight House. Trainman on December 10, 1891, holding GEORGE IRVING WINSLOW, En­ this position until February 4, 1901 when gineer, Providence Division. GEORGE SPRAKER TUCKER, Passenger Conductor, Providence Division. Engineer Winslow and Conductor Tucker received their emblems at a twin ceremony in the office of Assistant Sup­ erintendent T. M. Rawley at Boston on May 25, in the presence of a group of friends and associates. Born at Deering, Me., August z. 1874. Mr. Winsolow entered The New Raven's employ as a Freight Clerk at New Bed­ ford in May, 1890. He became a Fireman December 31, 1894; and on July 28, 1900 John F. Donovan congratulating John F. was promoted to Engineer. He served in Donovan. Left to right, Mrs. Donovan; A. S. this capacity until December 1. 1922 when Chartier, Agent; Mr. Donovan; Trainmaster he was promoted to the position of Road Frank C. Palmer; M1·. Bardo. (Woonsocket Foreman of Engines. On October 1, 1930 Call photo.) June) 1940 Along the Line 17

he was promoted to Train Baggage­ posttlon he has held continuously for master. On February 4, 1913 he was thirty-six years. promoted to Ticket Collector, and on Mr. Walsh was born February 17, 1868 May 3, 1920 became a Passenger Con­ at V alleyandreen, near Cloyne, County of ductor. Cork, Ireland. He came to Stonington, Mr. Tucker and his wife, Edna Delano Conn., in 1886 and was employed as a Tucker, live at 63 A very Street, Dedham. freight handler by the Stonington Boat They have been residents of that town Line. He entered the employ of the more than 33 years. They have six chil­ Providence & Worcester Railroad in dren and five grandchildren. April 1888 at the freight house on Canal Mr. Donovan was born September 26, Street. He became a clerk at the Provi­ 1863 at Blackstone, Mass. and began his dence Freight Office in April 1889. railroading as a telegraph operator with the Revere Beach & Lynn Railroad, later When he entered service at Providence, with the Boston & Albany, and then there were five railroads there. Mr. transferred his activities to the Western Walsh is a member of the Brotherhood Union at Plymouth, Mass. April 25, 1890 of Railway Clerks, and Elmhurst Coun­ he returned to his birthplace as ticket cil, Knights of Columbus. He has two clerk and operator for the ew Haven sons and two daughters. One son is a Railroad, and on April 14, 1904 was ap­ Mission Father (Dominican) at Wash­ pointed ticket agent at Woonsocket, the ington, D. C.

The new soda-fountain lunch-counter in the New Haven Station. This very attractive facility, harmonizing nicely with the station interior, is operated by our Dining Car Department. 18 Along the Line June, 1940 Dining Cars Named After Famous Patriots

Pictured here is the interior of the newly redecorated dining car "Israel Putnam," named after the famous American revolutionary patriot. Five diners have been similarly reconditioned and redecorated in Colonial fashion, with the interiors finished in knotty pine and mahogany. Each is named after some revolutionary patriot, the others being the Samuel Adams, Pau.l Revere, Roger Williams, and Jonathan Trumbull. In addition, the "Dreadnought" and the "John Bert·ram," dining cars on the Yankee Clipper, each have been completely reconditioned and rrdPcorated in true nautical style. Has long been dead and buried deep The Ticket Man With all his hard-boiled clan. By Sidney Warren Mase Poet Laureate- Missouri Pacific Lines Today we find the ticket man Is one who is polite, I once abhorred the ticket man, And who is always courteous The kind we used to know ; And treats the public right. He'd scowl at me and fiercely bawl: "vV ell, where you wanna go?" He always wears a pleasant smile, And never seems to mind And when I'd answer: "Hoisington; How many questions one may ask; What is the fare, I pray?" He is so very kind. "Three-sixty-five," he'd yell. "Talk fast, "I haven't got all day !" I now admire the ticket man; He never fails to say: That's why I loathed the ticket man; "How do you do, sir? How may I He was so very rude, Be serving you today?" And always to his patrons bore A rough and sullen mood. And when I say: "One ticket, please, From here to Hollister." But that was years and years ago, He smiles and hands the pasteboard out; And that cross ticket man, And says: "I thank you, sir." June, 1940 Along the Line 19

* 1Recent lDeatbs 1rn ~ur jfantil~ *

Sympathy is extended to the families of the following New Haven Railroaders whose deaths have been reported d u ring the past month: FRANK D. BAKER, former Engineer. .GEORGE F. JILLSON, Record Clerk, Born January 14, 1865; entered New New Haven Division. Born Janu ary 12, H aven Railroad service May 18, 1R82 as 1889 at Guilford, Conn.; entered service Fireman; set up as Engineer, Old Colony November 14, 1906, as Messenger; trans­ DiYision April 13, 1888; awarded Half ferred May 7, 1907 to Office Boy; pro­ Century Service Emblem; retired January moted to Clerk August 1908, General 12, 1935. Died May 5, 1940. S u perintendent's office; transferred to ALBERT E. BENARD, former Engi­ Examination Car, October 1909; April neer. Born September 18, 1871 at Bristol, 1911 transferred to office of Superintend­ R. I.; entered the service July 4, 1888 as ent of Car Service; February 1912 re­ F ireman; set up as Engineer March 27, turned to Examination Car; June 15, 1912 1893; awarded Half Century Service Em­ appointed Signalman's Helper; September blem; retired January 1, 1940; died May 1912 transferred to Clerk and Assistant 23, 1940. Examiner; August 23, 1918 promoted to be Record Clerk and Assistant Examiner; BERNARD CAMPBELL, former Mason d ied May 21, 1940. Foreman. Born in Ireland May 27, 1871; entered the service as Mason Foreman in FRANK LOUIS KAEPPEL, former As­ the Roadway Department, Hartford Di­ sistant Foreman at Readville. Born Sep­ vision, October 10, 1898; retired October tember 23, 1850 in Germany; entered the 4, 1938; died May 5, 1940. service in September 1874 as a Cabinet Maker at Readville Shops; promoted to Tl MOTHY JOSEPH CAREY, former Leader January 16, 1904; promoted to Crossing Watchman. Born July 8, 1869 Assistant Foreman September 1, 1927; at Rockland, Mass.; entered the service retired September 9, 1930; died May 21, as a Crossing Watchman at North Abing­ 1940. ton, Mass. December 17, 1926; transferred to Rockland December 19, 1932; retired WILL IAM NICHOLAS KELLY, former August 6, 1938; died April 11, 1940. Crossing Watchman. Born May 19, 1860 EUGENE WESLEY CHARD, former at New London; entered the service as a Auxiliary Operator at Cos Cob Power Caller, May 10, 1904; transferred to Cross­ House. Born June 19, 1865 at Flemming, ing Watchman January 11, 1928; retired N. Y.; entered the service at Cos Cob April 12, 1937; died April 17, 1940. J uly 24, 1915; retired June 30, 1938; died JOHN WILLIAM KENNEY, former May 3, 1940. Speeder Car Operator. Born December WILLIAM SAUNDERS CLARK, for­ 5, 1868 in Maine; entered service 1\tay mer Agent, rew England Steamship 1887 as Engineer, New Haven Division; Company. Born January 3, 1868 at Kan­ left service October 1907; re-employed tucket, Mass.; entered the service July August 1921 as Speeder Car Operator, 27, 1911 as Agent for the Steamship Com­ Cedar Hill; retired December 15, 1937; pany at his birthplace; retired November died April 21, 1940. 1, 1937; died May 21 , 1940. OSCAR MATH I SEN, former Signal­ JAMES COLBERT, former Ticket man. Born May 18, 1862 in Norway; en­ Agent. Born August 26, 1868 at Brain­ tered service August 8, 1902 as Signal­ tree, Mass. ; entered the service in 1884; man, New Haven; transferred to Carpen­ July 4, 1886 Operator at South Braintree; ter at South Norwalk September 22, 1924; promoted to Ticket Agent in 1892; A u g ust 8, 1925 transferred to Signalman; awarded Half Century Service Emblem; retired April 15, 1937; died May 9, 1940. retired June 30, 1938; died May 15, 1940. THOMAS E. MINNIX, former Engi­ JOHN J. DUNLEAVY. former Section neer, Marine Dept. Born June 28, 1876; Foreman. Born June 13, 1849; Entered entered service April 15, 1899 as Engi­ the service in March 1886 as a Section neer, Marine Department, Harlem River; Laborer; promoted to Foreman Decem'ber retired October 30, 1937; died April 20, 1887; retired March 18, 1920; died April 1940. 27, 1940. BASIL PAYNTER, former Engineer. ARTHUR JESSE DUTTON , former Born July 12, 1866 in England; entered Passenger Conductor. Born at New Hart­ service August 2, 1887 as Fireman, Provi­ ford December 23, 1867; entered service dence Division; set up as Engineer March September 12, 1890; made Passenger Con­ 5, 1893; retired December 31, 1936; died ductor, New Haven Division, July 11, April 5, 1940. 1917; retired June 18, 1936; died April 24, R ICHARD FRANCIS PHELAN, former 1940. Painter Foreman. Born December 1, HENRY G. FIELD, former Agent. Born 1856; entered service as Painter, New August 23, 1862; entered the service June Haven D ivision, B. & B. Dept., January 8. 1887 as Agent at Elmwood, Old Colony 3, 1883; promoted to Painter Foreman, Railroad; transferred to Boston Division Signal Department; May 12, 1913; prA­ November 1919; retired August 15, 1929; sented Half Century Service Emblem; died April 11, 1940. retired January 1, 1935; died May 3, 1940. {Continued on Back Cover) ?tc 1Recent IDeatbs 1Jn ®ur jfamil~ *

(Continued from Page 19)

Mr. Regan served as President of the New Haven Railroad Club for the year 1927-28; was a member of the New York and New England Railroad Clubs ; a member of New Haven lodge No. 25 B . P. 0. E.; San Salvador Council, Knights of Columbus, and John Barry Assembly, fourth degree K. of C.; Knights of St. F'atrick; a director of the New Haven Branch of the Connectict Catholic Men; a trustee of the Blackstone Library of Branch of the Connecticut Catholic Men; Management of the New Haven Railroad Y. M. C. A.; and was one of the organi­ zers and one-time president of the New London Rotary Club. Vice Presidents R. L. Pearson and F. J. Wal! were among the honorary pall­ bearers at the funeral at St. Brendan's Church, New Haven, which was attended by between eight and nine hundred friends of Mr. Regan from all walks of life. JOHN HENRY SHEA, former Carpen­ ter Helper. Born May 19, 1866 at Boston, Mass.; entered the service as Laborer November 9, 1922; promoted to Cabinet­ maker Helper December 7, 1923; worked also as Carpenter Helper at Readville Shops; retired September 16, 1939; died May 11, 1940. JOSEPH W . SM I TH , former Carpenter. Born May 9, 1873 at Pomfret, Conn; en­ tered service as Carpenter, Providence Division, November 20, 1895; promoted to EDWARD E. REGAN , Assistant Gen­ Bridge Foreman in 1901; promoted to eral Manager. Born at Branford October District Foreman in 1910; March 1936 re­ 30, 1875; entered the service of the New sumed duties as Bridge and Building Haven Railroad as Messenger and Clerk Carpenter; retired May 29, 1936; died J·une 13, 1893; September 1, 1893 promoted April 20, 1940. to Stenographer; February 1, 189!) pro­ moted to Superintendent's Clerk; Sep­ CHARLES A . THOMPSON , former tember 20, 1898 promoted to Crew Dis­ Brakeman. Born November 7, 1852; en­ patcher; February 12, 1902 appointed tered service in 1880 as Brakeman, Wor­ Chief Clerk; February 1, 1908, promoted cester Division; retired December 14, to Assistant General Yardmaster; Novem­ 1925; died April 22, 1940. ber 10, 1909 promoted to General Yard­ ER N EST R . WHITT I ER, former Engi­ master; December 16, 1909 promoted to neer. Born September 12, 1863; entered Assistant Trainmaster; January 23, 1912, service June 18, 1882 as a Wiper, Old appointed Acting Trainmaster; May 27, Colony Division; promotod to Fireman 1912 promoted to Trainmaster; March 1, April 1, 1885; promoted to Engineer 1916, promoted to Superintendent, Mid­ March 8, 1890: presented with Half Cen­ land Division; May 20, 1917 transferred tury Service Emblem; retired September to New London Division; March 5, 1918 11, 1933; died May 6, 1940. transferred to New Haven Division; No­ vember 20, 1918, Superintendent of com­ CHARLES HAVEN WI L SON , former bined New Haven and New London Di­ Operator. Born October 13, 1878 at Fall visions; June 8, 1925 appointed Acting River, Mass.; entered service as tele­ General Superintendent, Lines West; grapher April 19, 1898; resigned August October 15, 1925 promoted to be General 30, 1905; re-employed as Operator August Superintendent, Lines West; April 1, 8, 1906; retired ovember 4, 1938; died 1931, promoted to General Superintendent April 20, 1940. of the Sys tern; October 15, 1935, on leave MI L L ARD WO L VEN , former Plumber. of absence because of illness; returned Born June 13, 1862; entered service April January 15, 1936 as Assistant General 1893; appointed Plumber, Danbury DiYi­ Manager at New York City; died May 5, sion, April 13, 1907; retired October 3, 1940. 1937; died April 24, 1940.

The S. Z. Field Co., Printers, 44 Crown St., New Haven, Conn.