J A N U A R Y , 1951

STENO MARY-JOAN DORETHY, AT NEW YORK, BLOWS OUT CANDLES O N NYC CAKE

125th Birthday This year marks the 125th anniversary of the earliest railroad of

those which eventually grew into the New York Central. It was in Apr i l , 1825, that the Mohawk & Hudson Railroad secured its charter to construct and operate a line between Albany, N . Y. , and Schenectady. The M . & H . didn't actually run any trains until five years later, when the DeWitt Clinton made its historic first trip. In 1853, the Mohawk & Hudson and nine other companies were consolidated into one railroad called the New York Central.

Because of the emergency situation confronting the country, and the mammoth job the railroads wi l l be called on to perform, the Central does not plan any formal observance of its 1951 anniver­sary. The occasion provides, nevertheless, a reminder to N Y C peo­ple that they are members of a railroad organization with a long and proud tradition, one that has been rendering transportation service to the nation for many years and wi l l continue doing so for many years to come.

Central Strengthening Transport Plant for Year of Challenge

The start of 1951 finds the New York Central System continuing full-scale the improvement of equipment and services carried on since the end of World War II.

Facing the challenge of a transportation job in many ways comparable to that performed in the last war, the Central goes into the new year step­ping up its acquisition of new freight cars. More than 13,000 of them are on order for System lines. More than 50,000 new freight cars have been pur­chased or ordered since V - J day.

The Central's fleet of Diesel locomotives is in for further expansion on a large scale in 1951. Orders placed in October for 200 new units—atop earlier 1950 orders for 185 units—will bring the total Diesel roster on N Y C lines to 1,255 (total horsepower: 1,491,100) when deliveries are com­pleted.

In review, the year just closed presents an im­pressive number of additional steps in the Cen­tral's improvements program. A new passenger station—in its design revolutionary among trans­portation facilities—was opened in Toledo, O. Freight train operation on the main line was fur­ther smoothed by installation of a new layout, i n ­cluding an icing plant, at Wayneport, N . Y . A 39-mile stretch—between Pana and Mattoon, Ill.— was added to NYC' s centralized traffic control territory, enhancing service and safety.

Less than carload freight service was broadened and improved by addition of numerous new car lines in and connecting with Pacemaker freight service, and by further extension of coordinated truck-train movement of L . C . L . freight.

Deliveries began and were more than four-fifths completed on the 100 new, air-conditioned, multiple-unit passenger cars for commutation service in the New York area. The Central led the rai l industry in ordering and placing in service the new, self-propelled rai l Diesel car. Three of them are running in "Beeliner" service on the Boston & Albany Railroad, with a fourth soon to be added.

Top Central officials view NYC prospects for 1951 in statements on page 3, this issue.

THIS KIND OF MESS on the nation's highways is becoming more and more common. Rising maintenance costs eat up money.

H I G H W A Y S are big business. In 1949, taxpayers of the U.S. spent $4 billion in repair and maintenance of existing

roads and construction of new ones. According to the Joint Congressional Committee on the Economic Report, they w i l l have to go on spending at that rate or better for at least 10 years if the nation is to have the highway system it needs.

When any item in a country's cost-of-living becomes that big, people have to give serious attention to the question of paying for it. That question is the main point of a booklet entitled "The Highway Crisis" and published recently by Railway Age, weekly news magazine in the railroad field.

Arrives at Clear Finding Taking for its evidence the conclusions reached by gover­

nors and highway commissioners of many states, the results of several surveys and studies, and a battery of statistics that are available for every citizen to check, the booklet arrives at a clean-cut finding: that heavy-load, over-the-road trucks don't pay their share of the cost of our highway plant and thus are the chief cause of the highway crisis.

The growth of long-haul trucking in this country is a fairly recent story, and the booklet traces the steps in its development. It shows how long-haul, freight-carrying trucks—defined in this case as those having load capacity of 18,000 pounds per axle or more—jumped from about 28,000 in number in 1936 to about 420,000 in 1949. From less than 1 % of al l trucks, they went to more than 5%.

A t the same time, the mileage chalked up by over-the-road units was increasing much more rapidly in percentage than was that attributable to other users of the highways. That

Please Send Me A Copy of "The Highway Crisis."

Name Address

City State

Mail this coupon to HEADLIGHT, 466 Lexington Avenue, New York 17, N. Y. •

ONE WAY to curb road-beating overloads is by active enforce­ment of weight limits. Even legal loads don't pay tax share.

Highways this great increase in heavy freight tonnage carried by the public, tax-supported highways has taken its toll in high­way damage is documented by the booklet in quotations from several prominent authorities.

Highway dangers created by the presence of so many mammoth trucks on the road are emphasized by National Safety Council figures for 1948 which show that, while "combination" (tractor-and-trailer or truck-and-trailer) vehicles made up less than 1% of al l motor vehicles, they were involved in almost 6% of all fatal traffic accidents.

On the subject of highway finance, the booklet points to two recent studies. One, by the Brookings Institution, found that users pay not more than 62% of the cost of the highways. Thus, the general taxpayers (including those who make no direct use of the highways) pay a big share towards highway upkeep. Among direct users, the Griffenhagen study in New York State found that big trucks pay (in gasoline taxes and registration fees) only 8.6 cents per 100 ton-miles of highway use, while private motor cars and small trucks pay 25.3 cents per 100 ton-miles.

Reason for Situation Explained One of the chief reasons why this unfair situation has been

allowed to continue and intensify is explained in a foreword to the booklet, which states in part, "The difficulty . . . lies in the fact that most users of the rural highways, other than the operators of big, long-haul trucks, are only part-time users of the highways . . .

"It is not to be expected that these numerically predominant users of the highways are going to organize politically to protect their interests in highway financing with the same readiness, and with the same zeal, which is put into the advancement of their own interests by the operators of long-haul trucks who use the public highways 24 hours a day, 365 days a year as a place of business."

H E A D L I G H T readers—since, directly or indirectly, they are highway users and taxpayers—will find "The Highway Crisis" interesting and important reading. They can secure a copy free by filling out the coupon which appears on this page and mailing it to the H E A D L I G H T . After reading the booklet, they can help solve the highway crisis by passing on to their friends, their groups, and especially their representa­tives in state legislatures, some of the facts which it contains.

Crisis on the

Page 2 New York Central Headlight

Central's Top Officials View Prospects For '51 As the new year, possibly destined to be one of the

most crucial in recent history, gets under way, the H E A D L I G H T brings readers the views of top Central officials on what 1951 wil l bring to railroaders.

MR. METZMAN

Big challenge for U. S. rail­roads in coming year is seen by President Gustav Metzman

The year 1951 is going to make great demands on us, both as railroad people and as individual Americans. Amid all the uncertainty, one thing is certain: that we are going to be called on for hard work and sacrifice in these grim times.

The part to be played by the railroads is clear: as in World War II, they w i l l handle the brunt of the transpor­tation job. Every Central employe wil l be called on to produce as never before, because time is short and precious and the task to be performed is great and urgent.

We set about this task with first-rate equipment. Thanks to the bold program of improvements which we have carried on ever since the end of World War II, and which is still going on, we are in good physical shape to do our vital job. This year may prove to be the greatest challenge we ever have faced; I am con­fident the people of the Central wi l l be equal to it.

Sizable financial burden for Central in 1951 seen by W. F. Place, Vice President, Finance

The year's big transportation job wi l l put many strains on the Central. Among them wil l be a sizable financial burden.

We wi l l be ac­quiring addition­al thousands of new freight cars and hundreds of Diesel - electric engines to help perform our vital tasks. A l l these wil l cost money. Some of it we wil l put up out of our working funds; but, be­cause the cost of the needed equipment is far more than our available ready cash, we wi l l have to

row the greater part from investors. It takes a healthy company to carry on

big expansion of equipment. It takes a healthy, money-making company to at-

MR. PLACE

tract investors' money. That is why it's important, i n these times when railroads are the defense lifeline, for the Central to be able to earn a reasonable profit, one that wi l l let us go on expanding our plant in keeping with the job we have to do.

Efficiency 1951 keynote, says F. J. Jerome, Vice President, Operations and Maintenance

The watchword in 1951, as our country tackles one of its biggest crises, is going to be efficiency. Outweighed in numbers by countries with far greater popu­lations than ours, we wil l have to count on supe­rior production a l w a y s o u r strong point—to make up the dif­ference.

E f f i c i e n c y means produc­ing the greatest possible amount of transportation with the equip­ment and other resources at our disposal. It means getting trains over the road and getting cars through the yards.

It also means battling against every kind of waste—of materials, of equip­ment, of time. It means avoiding accidents and eliminating damage to freight through rough or careless handling.

Firm outlook for railroad traffic this year seen by M. J. Alger, NYC Vice President, Traffic

In the days ahead, every resource that we possess—men, machines, and material

JEROME

MR. ALGER

—must be enlisted in our country's cause. "Service, more service, and better serv­

ice!" must be t h e watchword of the h o u r . There wil l be shortages, f a i l ­ures and disap­pointments. Our job must be to minimize t h e s h o r t c o m -ings that may d e v e l o p , as much as is hu­manly practica­ble:

There is one c o m m o d i t y which wi l l still

be, thank God, in inexhaustible supply, and that is courtesy and its essential com­ponent — patience, kindness, and under­standing. Our courtesy in relations with shippers and passengers wil l add much to the value of our efforts.

Unity is needed, says L. W. Horning, Vice President, Per­sonnel and Public Relations This is a year that demands unprece­

dented unity and cooperation all through the A m e r i c a n scene. We're up against forces that can't be met by anything but our entire nation­al team, working together smooth­ly and uninter­ruptedly. To deal with this newest crisis, we need the cooperation of all members, all groups.

The nation is looking to the r a i l r o a d s this MR. HORNING

year. It expects them to keep the de­fense effort rolling steadily, without pause; and, in an emergency as grave as this, the nation has a right to expect such a performance.

More Cars for '51 On order, to help the Central do its big transportation job in 1951, are

more than 13,000 new freight cars. Since World War II's end, N Y C has bought or ordered more than 50,000 new freight cars.

January, 1951 Page 3

CUTTING OFF GAUGES AND CONTROLS IS EARLY STEP IN DEMOLITION OF NO. 1908. IN FOREGROUND, WHERE CAB USED TO BE, IS GLENN MARTIN.

Death of a Locomotive Their service done, all steam engines are scrapped at Ashtabula plant

WH E R E does a locomotive go when its days of service on the rails are over? For most steam locomotives

which come to the end of their active days on the Central, the answer is: Ashtabula, O. In that city on the N Y C main line, and on the shores of Lake Erie, the Central has a scrap and reclamation plant that disposes of all kinds of equipment that are too far gone to repair eco­nomically.

With more and more Diesel power replacing steam on N Y C , there has been a steady procession of aged iron horses into the big, hangar-like dis-assembly shed at Ashtabula. Out have come carloads of scrap metal, most of it destined for the hungry steel mills around Pittsburgh.

Tearing down a locomotive is like running an assembly line in reverse. The engine bound for oblivion is pushed from one work position to another. At the first, the me­chanical appliances and lagging are removed. At the next, everything down to the frame and wheels is cut off. The third and final stage sees the engine—what's left of it— just disappear. Demolition is at the rate of one a day.

When an engine ceases to exist as such, its parts go Page 4

on serving in other uses. Fireboxes, flues, tires, and ap­pliances are saved if their condition is good and there is a chance they can be reused or sold for further use. If not, they are sold as scrap.

What goes into the decision to cut up a locomotive? For one thing, age—equipment 25 years old or older is con­sidered for scrapping. Also considered: mileage, condition, demand for and supply of the particular type. Scrapping of heavy locomotives stopped when the present national emergency, with likely heavy demands on motive power, developed.

Ashtabula also scraps and reclaims freight cars that are beyond economical repair, as well as smaller equipment and materials of many kinds, including wire, cable, track spikes, and mechanical devices.

The two engines shown in process of demolition on these pages are No. 1908, a "Mogul" type built at Schenec­tady, N . Y., in 1899 as No. 1695 and renumbered in 1936; and No. 1419 (originally No. 3763), a "Mikado" type built at Schenectady in 1913. No. 1908 worked on the Pennsyl­vania Division; No. 1419 on the River Division.

New York Central Headlight

First course of 1908's boiler is pulled off by magnetic crane. Insulation and boiler jacket have been removed.

3 Bottom of smoke box and cylinder saddle are lifted off front end of 1419 by overhead crane. Lead truck rolls free.

5 Firebox is removed intact, wi l l be used in another locomo­tive if needed and if condition warrants; otherwise sold.

2 Out come the flues of No. 1419. Big shell to right is firebox, dotted with hundreds of stay-bolt heads.

4 Another big bite by the overhead crane takes off the bot­tom of 1419's boiler. Stil l on, firebox can be seen to rear.

6 Only wheels and frame of No. 1419 remain. Frame wil l be lifted off, then wheels wi l l be moved away by crane.

Nothing is wasted at Ashtabula. Parts from torn-down loco­motives and cars are put to good use. Turn to next page

January, 1951 Page 5

THERE'S LEAD in the counterbalances of drive wheels, so Thomas PUTTING THE HEAT O N , Frank Armstrong melts down lead from Luce applies the torch to cut them out before wheel is scrapped. driving wheels, casts it in blocks to be sold to outside firms.

DEATH OF A LOCOMOTIVE (Continued)

Locomotives die, but parts live on in other uses. Nothing is wasted; what can't be reclaimed for use is sold as scrap

Not all locomotives that enter the Ashtabula plant meet their end there. Two a day go in and come back out, still on wheels. Behind them they pull cars laden with scrap for steel mills, engine and car parts for Central store­houses, and non-ferrous metals for sale to factories.

The by-products of a scrap and reclamation plant are numerous and varied. A scrapped locomotive drive wheel may yield 1,000 or more pounds of lead, used in the counter-balances. Steel sides of freight cars can be punched into washers.. Old track spikes are reclaimed,

The J Ashtabula operation is a war against waste. The conservation of materials which it makes possible is es­pecially important now, when defense needs are rising and the threat of scarcities is at hand. N Y C people all over the System can help fight waste by carrying out departmental instructions for the handling of worn-out or unserviceable equipment. Most of it, if properly dis­posed of, wi l l find its way to Ashtabula. There, for sure, none of it wi l l be wasted.

S T U R D Y C O N T A I N E R S like these make for efficient, tidy handling of scrap metal on its way to the melting pot for reclamation.

J O U R N A L B O X E S for passenger cars are rebuilt. Machining one is George Hays.

Page 6

O L D B R A K E R O D is made into uncoupling lever lifter by E. D. Hettensberger.

IN THERE P U N C H I N G is Frank Williams, who makes washers from steel car sides.

New York Central Headlight

Centra lines Tell-a-Photo

M I S S G E I S

Ernest Lorenz, Switchtender at Elkhart, Ind., thought it was an empty tobacco pouch he saw lying on the street as he made his way to work one day recently. He gave it a kick, then picked it up and looked closer. It turned out to be a wallet, with $570 inside. He turned it over to the police, who had already been notified by the loser. Ernie received a $20

reward . . . Jean Geis, daughter of A s ­sistant Division Engineer Robert L . Geis, Springfield, O., makes her Town Ha l l (New York) debut March 11. Winner of the $1,000 national award of the National Federation of Music Clubs ( H E A D L I G H T ,

June, 1949), she has appeared in concerts with 20 leading symphony orchestras and has received rousing acclaim from critics in many cities . . . J im McTigue, who works in the Central's M i l k department at West 60th Street, New York, shot a 200-pound deer the first day of the season . . .

N Y C handled University of Michigan's special Rose Bowl game football train from A n n Arbor to Chicago.

Sir Oliver Franks, British ambassador to the U.S., rode NYC from Chicago to Cincinnati last month . . . Railroaders were saluted in a newspaper advertisement sponsored recent­ly by a hardware store in Battle Creek, Mich. . . . David B. Fleming, Trainmaster at Utica, N.Y., pitched for Albany, in the International League, before joining the Central in 1935 . . . H. D. Vail, Assistant Freight Traffic Manager at New York, has been elected to a three-year term as director of the Traffic Club of that city.

Charlie Barth, Depot Passenger Agent at Buffalo, was one of several transportation representatives interviewed by the Evening News of that city recently. Asked for his most mem­orable experience, he told of lending $30 to an elderly woman from a small Iowa town whose handbag had been stolen. The money was returned to him with a note that said, "Never lose your faith in people." . . . John Brick, author of the novel, Troubled Spring, used his literary license to advance opening of the West Shore Railroad, now part of the Central, by several years. His book has a C i v i l War soldier getting off the train at Newburgh, N.Y. , in 1865. Actually, the West Shore, which serves Newburgh, didn't run its first passenger train until 1883. Mr . Brick explains it al l in his preface.

Recovery from recent central Pennsylvania floods was aid­ed by use of pumps which NYC's Pennsylvania Division lent to the town of Jersey Shore. They helped in pumping out cel­lars of homes and public buildings . . . "20th Century," play that takes place aboard the famous Central train, hit the New York stage again in recent weeks, enjoying a holiday run under the auspices of the American National Theatre and Academy . . . Heavy midwestern snows put one of the Cen­tral's weed-burners into winter service—clearing clogged yards—in Springfield, O.

It's a big shipment that takes 11 flatcars all for itself. That was the case with an 18,000-ton pipe-forming press shipped via N Y C from Hydraulic Press Manufacturing Co., Mt. Gilead, O., to a Texas destination . . . Edmund M . Crawford, who retired in 1945 after many years as a Locomotive Draftsman for N Y C , has been named head of the A r m y Trans­portation Corps's mechanical research and development section . . . A . E. Yarlott, General Superintendent of Dining Service, has been named president of the Associa­tion of American Railroad Dining Car Of­ficers . . . G. H . Howe, N Y C Treasurer, is the new head of the Treasury Division of the Association of American Railroads. M R . Y A R L O T T

T H E T W O T U N N E L S shown above, one old and one new, stand next to each other somewhere on the New York Central Sys­tem. The new, concrete one, carrying four tracks, was built in 1912 and replaced the old, which was cut through stone and had only two tracks. Both pictures are northward views. Where on the System are the tunnels located? See page 14.

Railroad Quiz Try your hand at these railroad questions. Check

one of the four answers suggested below each ques­tion, then check your answers with those on page 14.

1. Why was Wayneport, N.Y., in the news recently? a. NYC opened new c. New bridge built

icing plant d. Central laid stretch of b. Oil discovered welded rail

2. How long, on the average, wi l l steel rail give satisfactory main line service?

a. 2 to 3 years c. 15 to 20 years b. 8 to 10 years d. 40 to 50 years

3. At which of the following points does the Central not have a freight car repair shop?

a. Beech Grove, Ind. c. Ashtabula, O. b. West Albany, N.Y. d. Avis, Pa.

4. Name a fuel that Chefs in the kitchens of N Y C dining cars cook with.

a. Natural gas c. Propane gas b. Compressed wood d. Kerosene

5. By the first of this month, how many of its 100 new, air-condi­tioned, multiple-unit commutation cars had the Central re­ceived and placed in service?

a. 75 c. 82 b. 98 d. 72

6. Which of the Central's terminals claims the distinction of having originated Christmas carol singing in railroad stations?

a. Detroit c. Boston b. Buffalo d. Chicago

7. On the average, how many gallons of fuel per mile does a Diesel-electric road passenger locomotive use when pulling a train of normal length?

a. 2 c. 5 b. 314 d. 8

8. Where on the N Y C System is the station in which Thomas Edison is said to have worked as a Telegrapher?

a. Bay City, Mich. c. Fremont, O. b. Dumont, N.J. d. Adrian, Mich.

9. What do the letters " B L T " on the side of a freight car mean? a. Bill of lading taken c. Built b. Bolt d. Both lines tested

10. Going westward on the main line, what is the first station a through train comes to in the Central Standard time zone?

a. Butler, Ind. c. Edgerton, O. b. Elkhart, Ind. d. Waterloo, Ind.

January, 1951 Page 7

THIS LENGTH OF RAIL used to be part of an N Y C track. Donated to Washington University (St. Louis), it now helps rooters cheer that school's football team. After each W.U. score, it takes a pounding. Showing how are (left to right) coeds Mary Lee Hannah, Joyce Taylor, Betty Boughton.

ANOTHER COLLEGE sei ved by the Central was hon­ored recently by presentation of the original sketch of one of its buildings reproduced in the N Y C dining car menu series. General Passenger Agent H . H . Harwood (left) gave it to Geneva College (Beaver Falls, Pa.) president Dr. C. Lee.

HEADLIGHT HIGHLIGHTS

OF THE MONTH

AMBULANCE DUTY was performed by this N Y C Diesel-electric switch engine in Cleveland. A 15-year-old boy, stunting on a bridge rail high over the tracks, fell and suffered a broken back. The location made it impossible for a motor ambulance to get to the boy, so police and N Y C employes loaded him on the footboard of the switcher, moved him to an access point where he could be transferred to the ambulance. It is believed that only the heavy layer of snow on the ground kept the accident from being a fatal one.

LANDMARK of Worcester, Mass., is the clock tower which rises from the Boston & Albany Railroad's former passenger station there, now used as a Diesel engine house. Built in 1 8 7 5 , the station served passengers until 1911, when the new Union Station was constructed.

NEW CHAPTER of Railway Business Women's Association has been formed in New York. N Y C girls among officers are (left to right) Gertrude Hoerig, Katharine Baird, Gloria Santomauro. National representative Gladys Collins (right), N Y C , Buffalo, welcomed unit.

BLOOD BANK formed on the Boston & Albany wil l serve armed forces, also B. & A. people. Volunteering here are C. E. Erlandson (seated), and (left to right) T. P. Cummings, A. Tyler, W. W. Treleaven, W. Eaton, J . F. Rafferty, T. Seymour, W. Flecca, F. Boyns.

TALENT IN THE FAMILY of Louis DeAngelis (inset), Ticket Accountant at Springfield, Mass., enlivened a family safety rally in that city recently. Daughters Elaine (left) and Louise and son Robert teamed up in songs to entertain the big audience during the rally.

New York Central Headlight January, 1951

THE STATE OF TEXAS may have a Freedom Train like the one built for New York State in N Y C shops at West Albany two years ago. C. H . Griffiths (right) of the Katy Railroad, discussed the N . Y . train with NYC's G. S. Glaiber (left) and C. H . Mendler at W. A .

Page 9

MR. WHEELER MR. DERVIN MR. JUDD MR. BROSSART

Key Officials Retire.

MR. ORR

START of the new year saw a number of Central officials leav­ing key posts for retirement. To fill the positions left vacant,

and some newly created ones, a long list of appointments took effect.

Frederick L. Wheeler retired at New York as General Attor­ney, after 45 years with the Central. He has been succeeded by Kenneth F. Stone, who started with the Central in 1931 as an Attorney at Detroit. Before this appointment, he was Assistant General Counsel at New York.

James P. Dervin, Freight Traffic Manager at New York, con­cluded his 47-year career with NYC, which started when he transferred from the Rutland Railroad to become a Stenographer in the Central's Freight Traffic offices in New York. His suc­cessor is M. R. Garrison, who broke into railroading in 1906 as a clerk at Weehawken, N.J.

A n engineering career closely bound up with the history of Grand Central Terminal, New York, came to a close with retire­ment of Frederick H. Judd, Assistant Engineer at GCT. Mr. Judd went to work for N Y C in 1902 and was a Rodman when excava­tion for GCT began in 1903. His railroad service ever since has been connected with that great facility.

Elbert F. Utter, appointed Engineering Assistant to the Ter­minal Manager, succeeds Mr. Judd. He joined the Central in 1913 as a Tracer in the Engineering department in New York.

John A. Brossart, Assistant to General Superintendent of Equipment, retired after 47 years with N Y C that began with his job as a Car Inspector at Brightwood, Ind., in 1903. Appointed to; Mr. Brossart's former post, with headquarters in New York, Was Frank J. Kossuth, moving from his assignment as Assistant Superintendent of Equipment, Lines East. He joined NYC in 1927 as a Carman Apprentice at Collinwood, O.

B. F. Orr, who oversaw building of famous N Y C trains like the original James Whitcomb Riley and Mercury, retired as Superintendent of the Beech Grove, Ind., car shop. With the Central 45 years, he had held the Superintendent's post at Beech Grove the past 23.

H. J. Young, formerly General Foreman, Passenger Car depart­ment, at Beech Grove, moves up to the post vacated by Mr. Orr. He has been at Beech Grove since 1913, when he went to work for the Central there as an Electrician.

Appointed to the newly created position of Assistant Vice President Freight Traffic, was J. P. Patterson. Starting as a General Clerk at Buffalo in 1907, he had advanced to be General Freight Traffic Manager, holding that post since 1946.

Succeeding to Mr. Patterson's former position is Arthur E. Baylis, who before this appointment was Assistant General Freight Traffic Manager. He joined the Central in 1935 as Staff Assistant in the office of Vice President, Traffic. Both Mr. Pat­terson and Mr. Baylis have headquarters in New York.

N. D. Hyde, formerly Assistant to Vice President, Lines West, at Chicago, has been transferred to New York as Assistant to Vice President, Operations and Maintenance. Mr. Hyde started with the Central in 1922 as a Junior Engineer at Selkirk, N Y .

Frank G. Love was named Assistant to Vice President, Opera­tions and Maintenance. He wi l l continue to discharge the duties of Manager of Property Protection and Freight Claims, the position he formerly held. He started with the Central in 1913 as Assistant Timekeeper at Rochester, N Y .

Edward W. Brunck, with the Central 49 years, closed his rail career as Freight Traffic Manager at Detroit. Stepping into his place is J. L. Meehan, formerly Assistant F.T.M. at Detroit. Mr. Meehan is succeeded by A. C. Lennartz.

Arthur C. Thompson, General Passenger Agent at Cincinnati, brought to a close 50 years of N Y C service that began in Windsor, Ill., where he was hired as a Clerk. His successor is Roy R. Spangenberg, formerly G.P.A. at St. Louis, who joined the Central as a Messenger in 1918.

Creation at Detroit of the new post of Assistant to Passenger Traffic Manager was accompanied by appointment to it of Wil­liam E. Frackelton. In the Central's Passenger Traffic depart­ment since 1917, he was General Passenger Agent at Detroit before his latest appointment.

Charles Fendrych was named to succeed Mr. Frackelton, moving to the Motor City from Cleveland, where he had been G.P.A. Mr. Fendrych's service with the Central dates from 1921, when he started as a Clerk.

Frank J. McMahon, General Supervisor of Stores, retired after 47 years with the System. His headquarters were at Collinwood, O., where C. D. Longsdorf has been appointed to the post vacated.

Page 10 New York Central Headlight

MR. PATTERSON MR. BAYLIS

.. Appointments

MR. KOSSUTH MR. FRACKELTON

Among Cincinnati retirements at year's end was that of Lee B. Elliott, Assistant District Engineer. He joined the Central in 1908 at Indianapolis. Named to the post he leaves is A. A. Keever, formerly Division Engineer at Cleveland.

F. A. Hess was named Assistant to Vice President, Lines West, with headquarters at Chicago. He is succeeded as Division En­gineer at Gibson, Ind., by F. G. Frederick.

Two Assistant Freight Traffic Managers appointed at New York are H. D. Vail and Thomas M. Shalloe. Both formerly held the post of General Freight Agent at New York.

Appointed Assistant General Freight Agents at New York were Edward D. Snow and Wallace M. Snow (not related).

Appointments in the Stores department at Collinwood, O., include William T. McCauliff as General Storekeeper, Daniel T. Matthews as Assistant General Storekeeper, and Harry F. Mackensen as District Storekeeper.

Herbert H. Harwood has been appointed General Passenger

MR. HYDE MR. LOVE

MR. FENDRYCH MR. SPANGENBERG

Agent at Cleveland. He moves from Pittsburgh, where he had been G.P.A.

Following Mr. Harwood in the Pittsburgh assignment is Theo­dore E. Smith, transferred from Syracuse, where he had been Division Passenger Agent. The new D.P.A. at Syracuse is Carroll O. B. Brown, formerly General Eastern Passenger Agent at New York.

Theodore R. Ruth, formerly Assistant General Passenger Agent at New York, has been named G.P.A. at St. Louis. He is succeeded by Warren H. White, who moves up from the post of General Agent, Passenger department, at Washington, D. C. Going to the nation's capital in Mr. White's place is Terence A. Smith, who had been a Passenger Representative at New York.

Also promoted from a New York Passenger Representative assignment is Edward R. Ahlborn, who has been named General Eastern Passenger Agent at New York.

(Continued on page 13)

January, 1951 Page 11

NYC Employes in Armed Forces Total 1,560 With calls to service continuing at a

substantial rate, the number of N Y C em­ployes in the armed forces rose this month to 1,560. News from Japan brought word that a former N Y C Engine House Fore­man, Colonel Harry E. Owens, Mattoon, Ill. , is in an important transportation post in the Far East Command. Meanwhile, former P. & L.E. Engineman Lawrence A. Floro was promoted to lieutenant colonel. He is senior reserve unit instructor at Uniontown, Pa.

Recently called into service were the following:

ASHTABULA, O.: Joseph L . Casey, Glen R. Heath, Robert C. Prisco.

ALBANY, N. Y . AREA: James W. Alley, John E. Arthur, John S. Bakerian, William P. Barker, George M . Glickner, Donald J. Coughlin, Richard Dock-stader, Donald E . Farrell, Edward C. Ginock Jr., Ed­ward G. Hays, James D. Laurin, Carl R. Martin, Robert J . Miller, Paul F. O'Hara, Joseph Ortello, Donald V. Pearson, John B. Schatz. Richard T. Suidzinski. Robert M . Sullivan, William B. Sweeney, Edward G. Tracy.

B E E C H GROVE, IND.: Raymond A. Bates, Ray­mond E. Burkert, Donald F. Riddell, J . E . Wolsiffer.

B U F F A L O AREA: Clarence C. Brunner, Donald DiDonato, William A. Grupp, James J . Kreuzer, Leo S. Majka, James E . Maloney, John F . Malecki, John N. Rabb, Herbert J. Whatley Jr., John W. Wicik.

CHICAGO: Robert E . Gertonson, Carl R. Jones; Raymond L. Suits, M. T. Warren.

CLEVELAND: Sam S. Davidian, Daniel L. Hoffman, Ralph A. Shanks, Edwin E. Stevenson.

COLLINWOOD, O.: Edward F. Bey, Walter R. Kemencic, Frank L. Richey, Donald P. Sulak.

COLUMBUS, O.: Albert W. Beatty, Virgil M . Evans, Wayne G. Markley.

DETROIT AREA: Richard F. Bennet, Willard C. Blevins, Richard E. Doan, Julian M. Kaczorowski, Russel C. Moebs, John T. Morton, James F. Nardi, Victor Philipchuk, Melvin D. Booker, John Siecinski, Kenneth Venier.

GIBSON, IND.: Chester W. Douthett, John Galison, Peter P. Matovina, Eugene V. Raczowski, Charles G . Smith, George F. Walters.

HARMON, N. Y.: Eugene D. Birdsey, Gerald L . Deering, Herbert Drechsler, Thomas E. McKenna, Philip F. Moore Jr., Louis F . Mussro, Arthur R. Myers, William Norbutt, Frank G. Raymond, Wil­

liam Strand Jr., James S. Suessenbach, Joseph P. Talarico, Robert B. Tandy, William S. Teets Jr., John N. Westhoff.

ILLINOIS DIVISION: Jimmie V. Osburn, Robert F. Ramsey, Robert L. Storey. Thomas W. Williams.

INDIANAPOLIS: Thomas L. Brown, Charles H . Carter, Richard D. Hawkins, Albert H. Mandrell, Wil­liam E. Maze, Ernest W. Smith, Donald W. West.

WED AT PEARL HARBOR

Dec. 7, 1950, wi l l live as Pearl Har­bor day for Anne Otivich and Loren Gordon, both of Equipment office, New York. They were married that day in the Navy 1 chapel at Pearl H a r b o r , T . H . Loren, furloughed to serve in the Navy, is stationed there; Anne went out on leave from work.

MRS. GORDON

JACKSON, MICH.: Harold O. Anderson, Richard D. Goundrill, James T. Keusch, Mack C. McKinney, Harold S. Newberry.

LaPORTE, IND.: Nicolas Castro, Joe Fiores, Ray­mond Franco, Alphonsia Gates, Romero Reding.

NEW Y O R K : John E . Acker, George Brennan, Liv­ingston Brooks, Joseph Cirrincione, Henry J . Faller, Joseph Harella, Thomas V. Gillespie, James M . Jones, John J . Julian, John I. Manning, John R. McGrath, George Mullholland.

NILES, MICH.: Herbert H. Forbes, William W. Rogers, James D. Tickfer.

OHIO DIVISION: Charles E . Foster, Donald L . Krauss, Ray W. Martin, O. M. Nelson Jr., Herbert Poland. . .

PITTSBURGH: William Corrigan, James R. Reno, Gene P. Stickle, Richard F. Tate.

ROCHESTER, N. Y.: John F. Cavallaro, George E . Londair, John R. McMahon.

SHARONVILLE, O.: Ray Croft, Charles D. Mullins, Lawrence Seward Jr.

SPRINGFIELD, O.: R. H . Berry, Donald E . Good­rich, Rodger M . Shepherd, Andrew L. Valentine.

SYRACUSE, N. Y., AREA: John Abbott, Jr., Rich­ard Dunlap, David J. McLoughlin, Richard O. Mahoney, Roy L. Miller, C. B. Nichols, Burton B. Rosekrans, Chester Sciarrino, James Usher Jr.

TOLEDO, O.: Robert T. Bentz Jr., Warren A. Blosser, Glen R. Bowsher, Charles L . Butcke, Charles H. Carey, R. K . Chilcote, Ralph E. Clark, Walter E . Deetz. Richard C. Farmer, Robert P. Finn, Russell M . Higley, Forrest D. Jackson, William W. Kepler, Ron­ald Knack, Harry R. Knott. William L. Molyet, Charles M. Raney, Charles F. Rogers, Melvin S. Spychalski, Joseph E. Vogler, Russell G. Wall.

UTICA, N. Y.: Vincent Dalla, William L. Davies, Aaron Dexter, George Hamacher, Lewis F . Moore, Russell Tritten, Richard R. Vollmer.

WATERTOWN, N. Y.: Paul E . Gaffney, Frank A. Vendetti, William J. Weston.

WORCESTER, MASS.: George E. Buron, Paul H . Mahoney, Robert W. Ogden.

ALSO: Donald T. Hubbard, Allston, Mass.; Robert N. LaChappelle, Cyril E . McMann, Bay City, Mich.; Harry M . Faulk, Batesville, Ind.; Joseph F. Curley, Joseph P. Lyons, Boston; James Mooney, Brightwood, Ind.; Jack H. Russell, Cicti, O.; Robert Abbott. Clyde, N. Y.; Angel L. Morales, Columbia, O.; Joseph M. Harmon, Columbus, Ind.; Douglas H . Dann, Joseph L. Louy, Corning, N.Y.; Theodore G . Gresh, Dan-bury, O.; LaVerne Jenkins, Danville, Ill.; Kenneth R. Chambers, Dresden, N.Y.; Joe H. Scroggins, E . Alton. Ill.; Charles O. Dowler, E . St. Louis, Ill.; Robert W. Howard, Elkhart, Ind.; George J . Christman, Elms-ford, N. Y.; Lawrence A. Stumbaugh, Englewood. Ill.; Earl M . Herke, Fairport, N.Y.; Mike P. Ferran-tella, John P. Mason, Gary, Ind.; Claude Parkinson, Grayburg, Mich.; Francis Riberdy, Green Island, N.Y.

ALSO: Charles E . Van Hoesen, Hillsdale, N.Y.; John J . Potthast, Charles R. Riddell, Hudson Di­vision; Bernard J . Klaben, Jordan, N.Y.; Glen E. Hall, Jack C. Wilkinson, Kankakee, Ill.; Richard M . Johnson, Lyons, N.Y.; Gus S. Richardson, Lyons Yard, Ill.; Norman B. Williams, Mattoon, Ill.; Michael R. Safranko, McKees Rocks, Pa.; Carl E . Kauffold, Michigan Division; Robert F . Timm, Michi­gan City, Ind.; James Kirkpatrick, Middletown, O.; James V. Lynch, Mishawaka, Ind.; Richard Wil­liams Jr., Moraine, Ohio; Eugene R. Hurd, Newberry Junction, Pa.; Thomas Homa, Norpaul, Ill.; Andrew J. Keith, Ohio Central Division; Theodore J . Nalle, Oswego, N.Y.; Richard Dunlap, Port Byron, N.Y.; John L . Romeo, Leon L . Wallace, Rensselaer, N.Y.; John C. Prins Jr., Richland, N.Y.; Louis Cacchillo, Saugerties, N.Y.; Norbert G. Woods, Springfield. Mass.; William L. Simmons, St. Lawrence Division: Ronald S. Godleski, Suspension Bridge, N.Y.; Joseph R. Schaufele, Trenton, Mich.; Earl G . Beedham, Charles G . Smith, Wayneport, N.Y.; Frank E . Car-rothers, West Division; Richard L . Price, Wyandotte, Mich.

TROPHY FOR MARKSMANSHIP is awarded to Chief L . G. Wagar (right), Line East, by J . D. Roosa, Superintendent of Property Protection. At rear (left to right) are J . J . Phelan, Assistant to Superintendent of Property Protection: Chiefs D. W. Taylor, Line West; W. J . Davis, Big Four; J . T. Husum, Chicago District; M . J. Max, Michigan Central: and F. G. Love, Manager, Property Protection and Freight Claim Depts.

Line East Team Wins A t a meeting of the System Chiefs of

Police, Superintendent of Property Pro­tection J . D. Roosa awarded to Chief L . G. Wagar of Line East the 1950 trophy for pistol marksmanship.

In a closely contested tournament, the Line East team Lieutenant H . S. Holcomb, Sergeant L . Parlow, and Patrolman G. T. Young of the Buffalo Division; Patrolman R. G. Furnival , Syracuse Division; and Patrolman G. Bednarchick, Grand Central Terminal

triumphed by three points over the

Page 12

runner-up Michigan Central team, which beat out Chicago District by a similar margin. Line West and Big Four finished 4th and 5th, respectively. Marksmanship lapel pins were present­ed to the individual team members.

Permanent possession of the trophy w i l l go to the team finishing first in three different tournaments. The pistol marksman competition was conducted for the first time since World War II. The next tournament w i l l take place next spring.

Good Deeds Mark Central Christmas

The Central and its people proved them­selves good neighbors this past Christmas, with heart-warming deeds the order of the season.

In Indianapolis, N Y C employes continued their participation in the "Clothe-a-Child" campaign sponsored by the Times of that city. Year-round contributions of a dime weekly added up to complete new outfits for 11 needy youngsters.

At Amsterdam, O., on the Alliance branch, N Y C crews stopped their trains before the home of 4-year-old Eric West, invalid boy who waves to them every day. They took him gifts of money. Year be­fore, they had bought him an electric train.

At Ludlow Falls, O., on the Indiana Divi­sion, the Central furnished electric power from its station to light the falls and give the town its brightest Christmas ever.

N Y C folks at Mattoon, Ill., exchanged children's presents, then gave them to Salvation Army for needy youngsters.

Programs of music and carols brought the season's spirit to stations and termi­nals over the System. Not mentioned in the December HEADLIGHT'S account of holi­day observances was the choral program at Utica, N.Y., which brought 20 different singing groups to the station on different days. Albany, N.Y., also had daily caroling.

New York Central Headlight

Appointed (Continued from page 11)

On the Niagara Frontier, Fred C. Deten-beck was appointed Division Passenger Agent at Buffalo, succeeding R. W. Brat-ton, retired; and Emil C. Korb was named D.P.A. at Niagara Falls, N.Y.

Joseph C. Connors has been appointed Assistant General Passenger Agent at New York and John P. Sweeney has been named District Passenger Agent there.

Charles B. Fleming succeeds F. William Gleisner, retired, as Assistant Superinten­dent in charge of Marine Operations in New York Harbor. Walter H. Harris has been named Assistant Superintendent, River Division, with headquarters at Wee­hawken, N . J .

Godfrey S. Glaiber has been named Assistant Superintendent of Equipment, Lines East. Herman H. Duehne has been appointed General Supervisor of Elec­trical Equipment. Both are located at New York.

New appointments in the Freight Traffic department at Cincinnati include C. V. Sheriff as General Freight Agent, suc­ceeding W. F. Bryson, retired; J. R. Ray as Assistant General Freight Agent; T. H. Willings as Division Freight Agent; J. M. Burke as Assistant to Freight Traffic Manager.

G. T. Magee has been named Assistant General Freight Agent at St. Louis. V. M. Ousey has been appointed G.F.A. at Indi­anapolis.

Off-line Freight Traffic changes move Paul Briant to Atlanta, Ga., as General Agent and N. E. Fields to Jacksonville, Fla., in the same capacity.

J. P. Roth has been named Division Freight Agent at Louisville, K y .

O. H. Grimm has been appointed Gen­eral Eastern Freight Agent at New York and is followed as New England Freight Agent at Boston by S. A. R. Lancto.

Other first-of-the-year appointments in­clude the following:

E. F. Leuchtmann as General Freight Agent, Detroit; D. B. Zellers as Assistant General Freight Agent, Detroit; R. T. Mason, Division Freight Agent, Detroit.

Morton Friedman as Chief Valuation Engineer, with headquarters at New York, succeeding James H. Roach, who has reached company retirement age but wil l be retained for some months as Consult­ing Valuation Engineer.

As Division Engineers: L. W. Moss, Cleveland; K. E. Dunn, Ohio Central; L. R. Jabinson, Peoria & Eastern, suc­ceeding B. S. Dickerson, retired.

As Assistant Division Engineers: H. L. Riser, Erie; W. H. Goold, Ohio Central; H. J. Van Dyke, Gibson, Ind.

Charles D. Leech as General Auditor of the Central's terminal lines in Chicago, succeeding Edward S. Gentle, retired.

William J. Kernan, as M . of W. Engineer, Mohawk Division, succeeding Archie R.­Jones, retired.

Correction The November HEADLIGHT erroneously

listed Wilson G. Broadbent as having been appointed District Freight Claim Agent at Syracuse, N.Y. Mr. Broadbent is District Claim Agent at Syracuse.

ENGINEER MIKE McCARTHY STAMPS HIS CHECKS TO PUSH SALE OF RAILROAD SERVICES.

He Marks the Money Locomotive Engineer Michael J . M c ­

Carthy of the Boston and Albany R a i l ­road, has opened a unique and one-man crusade to get business for his own road and the railroad industry in general. Mr . McCarthy has had a rubber stamp made, reading: "This check made possible from railroad wages. Please patronize." He stamps each of his personal checks with it to let the people he deals with know where some of their money comes from.

"I took the idea," he says, "from an article I read in a railroad magazine about the tremendous number of r a i l ­road employes spread al l over the coun­try, and the large amount of money these employes receive each month in the form of wages. I reasoned that if each and everyone of us impressed on the firms and individual's with whom we do busi­ness that we are railroaders and need al l

the business we can possibly obtain, it might make an impression.

"Many persons who receive my per­sonal checks have inquired about my own railroad and I take great pains to outline the territory we serve and our first class services, both freight and pas­senger. I am convinced that my stunt is making an impression."

" M i k e " as he is called al l over the B . & A . lives in Watertown, Mass., and takes an active part in the life of his community. He entered the employ of the road in 1905 as a Fireman and be­came a Locomotive Engineer in August, 1907.

Currently he is working on one of the Beeliners, between Boston and Spring­field, and is just as enthusiastic over this new service as he is over his efforts to get business for the railroad.

PUTTING THE BITE on some good New York State Apples during Apple Week were (left to right) Frank D. Courneen, Division Passenger Agent at Rochester; J . C. Patrick, General Agent for Merchants Dispatch; Newman Evans, Superintendent at Rochester; E. J. Leenhouts, Manager, Stockyards and Agricultural Development.

50,000 Bushels—A Lot of Apples A doctor woudn't have had a chance

around the Central's Rochester, N .Y . , passenger station the latter part of Octo­ber. Helping New York State farmers celebrate "Apple Week," the Central had a giant apple exhibit in the station concourse, with enough of the luscious fruit in sight to keep the doctor away for many, many days.

And, since it was Apple Week, the

Central did some 'figuring and announced that last year it used 50,000 bushels of apples in its dining cars, bought more than $2,000,000 worth of farm products of al l kinds in New York State, hauled 31,000 cars of fresh fruit.

And, since it's a subject we can't (and shouldn't) forget, the Central also reminded people that during the year it paid more than $50 million in taxes.

January, 1951 Page 13

MR. KREISER MR. KETTERER MR. WOODS

Five Get Gold Passes at 50-Year Mark New York Central System gold passes, in honor of 50

years of service, were presented to five veterans in recent weeks.

Two of the coveted awards went to Pittsburgh & Lake Erie Railroad men, H. H. Kreiser and F. P. Ket-terer. Mr . Kreiser, who is 73, went to work on the P. & L . E . in November, 1900. Almost a l l his service has been at " D X " interlocking plant in Pittsburgh, where he is a Telegraph Operator.

Mr . Ketterer, a Trainmaster at McKees Rocks, Pa., started as a M a i l Clerk at Wampum, Pa., and later was Train Dispatcher and Chief Train Dispatcher at Pitts­burgh. He was transferred to McKees Rocks in 1946.

George Woods, Telegrapher at West 60th Street sta­

tion, New York, completed 50 years with the Central, al l in the New York area. He started as a Towerman. Mr . Woods proudly refers to himself as one of the rela­tively few remaining Morse code practitioners in the railroad industry. Telephone and teletype have largely replaced the older method of communication.

A n even 50 years of service were rounded out by A . J. Gubernath, who retired as a Boilermaker at Bucyrus, O., on the half-century anniversary of his entry into service. His whole service with NYC was at Bucyrus.

Five decades of work in Cincinnati were climaxed for Charles E. Smith with the award of his gold pass. He is a Clerk in the Valuation department there.

Answers Railroad Quiz

After comparing answers, check your scores with the ratings given below.

1. a (NYC opened new icing plant) 2. c (15 to 20 years) 3. b (West Albany, N Y . ) 4. b (Compressed wood) 5. c (82) 6. a (Detroit) 7. b (3 1/2) 8. d (Adrian, Mich.) 9. c (Built)

10. a (Butler, Ind.)

If you have Then answered correctly you

A l l 10 Rang the bell 6 to 9 Are doing swell 1 to 5 Didn't do too well None Have gone to pot

Tell-a-Photo The two tunnels are located a short

distance north of Rhinecliff, N.Y., on the Hudson Division. The photos were taken by R. G. Cornelius, retired Towerman, Rhinebeck, N . Y.

Dad Could See No Future

In Baseball, Rails His father said professional baseball

"held no future," so Oliver Gowans went to work as a Checker for the M i c h i g a n Central in 1902 instead of signing a contract with the St. Paul, Minn., team, which wanted him as a pitcher.

Even that didn't satisfy the elder Go-wans. "It isn't steady," he said of railroad work. Oliver proved him wrong, staying with N Y C 48 years until retirement as Agent at Battle Creek, Mich.

MR. G O W A N S

Serve Prize Beef Prize-winning beef, purchased by the

Central at the 21st annual Michigan 4 -H Club stock show at Detroit, was served on N Y C diners early this month.

Elmer L. Bennett, 75, retired Superin­tendent of Passenger Transportation, Cleveland.

Lee Blanton, retired Lead Car Inspec­tor, Brightwood, Ind. retired 1948.

William S. Haley, 73, retired Assistant Resident Engineer, Toledo; retired 1944.

H. L. Hamilton, 70, retired Assistant Engineer, Material Inspection, Col l in ­wood, O.; joined N Y C 1910, retired 1949.

William Partlow, retired Car Repair­er, Brightwood, Ind.; retired 1948.

Howard J. Rose, 74, retired Telegra­pher, Schuyler, N . Y . ; joined N Y C 1896, retired 1947.

Charles G. Short, 53, Engineman, A l ­ton, Ill.; joined N Y C 1925.

Louis L. Werner, 75, retired Conduc­tor, Pelham Manor, N . Y . ; retired 1943.

New Editor The New York Visitor, newsy publi­

cation about places and events in the big city distributed by N Y C , has a new edi­tor. Mrs. Carolyn Brandt has been named to succeed Patience Walsh, who left the Visitor to return to publicity work on the west coast. Mrs. Brandt has held several editorial positions and has been a college instructor.

New York Central Headlight

M A R C H or DIMES J A N U A R Y 1 5 - 3 1

Monthly Roll Shows Recent NYC Retirements Following is a list of New

York Central employes who have retired from active serv­ice recently. The figures to the right of each name indicate the years and months of service spent with the Central.

Anderson, Ogden D., Locomotive Engineer, Detroit Division 43 10

Anttila, Samuel V., Car Oiler & Packer, New Castle, Pa. 27 6

Appel, Edward J . , Assistant Ter­minal Foreman, Rensselaer, N.Y. 28 3

Arnold, Harry N., Clerk, Equip­ment Department, Cleveland 36 1

Ashworth, Fred, Stationary En­gineer, Selkirk, N.Y. 31 11

Averell, Edward W., City Freight Agent, Buffalo 41 1

Aylmer, William, Adjustment Clerk, Chicago 50 5

Bacon, Albert S., Section La­borer, West Borough, Mass. 25 6

Ballard, James B., Yardmaster, Charleston, W. Va. 32 9

Balmos, Henry, Ticket Collector, Weehawken, N.J. 47 7

Balser, Amelia S., Chief Clerk, Ann Arbor, Mich. 33 4

Barrow, William C , Assistant Chief Train Dispatcher, Jersey Shore, Pa. 46 11

Bencik, Joseph, Carman, Detroit 23 10 Benning, William F., Assistant

General Freight Agent, Cin­cinnati 45 10

Bernardo, Guiseppe, Section Foreman, Mohawk Division 36 2

Beswick, Clayton F., Conductor, Syracuse Division 43 6

Bezold, George, Switchtender, Collinwood, O. 30 4

Boardway, Raymond C , Train Director, Gibson, Ind. 36 3

Boender, Martin W., Freight Handler, Gibson, Ind. 27 6

Bowers, Samuel, Supervisor Air Brake & Steam Heat, Indianapolis 47 7

Boyer, Henry, Leverman, Detroit 26 8 Bramlet, Clyde E., Switchman,

Harrisburg, Ill. 32 2 Bristow, Mrs. Pearl C , Stenog­

rapher, Mattoon, Ill. 32 4 Brossart, John A., Assistant to

General Superintendent Equip­ment, New York, N.Y. 47 8

Brunck, Edward W., Assistant Freight Traffic Manager, De­troit 48 5

Bryson, Willard F., General Freight Agent, Cincinnati 40 6

Caley, George W., Terminal Foreman, Gardenville, N.Y. 41 0

Campbell, Hugh, Machinist, Englewood, Ill. 29 11

Canaan, Ambrose T., Conductor, St. Lawrence Division 32 4

Casper, Charles. Locomotive En­gineer, Buffalo Division 50 9

Cavanaugh. Fred E. , Brakeman, Detroit Division 44 7

Chicarreli, Francis P., Carman, Harmon, N.Y. 36 5

Christie, Leland G., Assistant Engineer, Albany, N.Y. 38 9

Clarke, Harry I., Assistant to Treasurer, New York 47 6

Cook, Charles, Conductor, Buf­falo Division 30 1

Costello, Martin T., Yardmaster, Weehawken, N. J. 30 7

Costello, William F., Locomotive Engineer, New York 45 0

Covert, Hobard M., Designer, Chicago 40 6

Covrett, Gordon E.. Conductor, Ohio Central Division 38 5

Creager, Clarence A., Clerk, De­troit 28 4

Crout, Arthur L. , Assistant Gen­eral Yardmaster, E . Hammond, Ind. 44 3

Curley, John J. . Conductor, Mohawk Division 51 1

Curtzwiler, William C , Conduc­tor, Toledo Division 47 9

Daugherty, Everett H. , Loco­motive Engineer, Pennsylvania Division 45 9

Day. James D.. Crossing Watch­man, Harrisburg, Ill. 27 11

Dervin, James P., Freight Traf­fic Manager, New York 50 2

Detray, Howard F., Locomotive Engineer, Ohio Division 48 5

Dey, Asa, General Foreman, New York 34 5

Deyo, William C , General Steamship Passenger Agent, New York 52 7

Dimock. Clyde S., Locomotive Engineer, St. Lawrence Division 40 4

Dockstader, Raymond L. , Car Inspector, Rochester, N.Y. 32 7

Donovan, Daniel C , Locomotive Engineer, St. . Lawrence Divi­sion 46 11

Doutt, William L. , Section La­borer, Polk Junction, Pa. 29 7

Duncan, Robert A., Electric Welder, McKees Rocks, Pa. 38 3

Dyson, Ernest P., Machinist, Ashtabula, O. 32 1

Eddy, Charles H. , Clerk, New York 43 11

Elliott, Leigh B., Assistant Dis­trict Engineer, Cincinnati 42 1

Farley, James F. , Yardmaster, Joliet, Ill. 57 7

Fauber, John C , Locomotive En­gineer, Ohio Central Division 49 5

Ferrari, Luigi G. , Hostler, Wind­sor, Ont. 43 2

Ferrazzano, Vincenzo, Section Laborer, Pittsburgh 30 8

Feusse, Albert R., Clerk, Detroit 33 10 Fisher, Horace R., Conductor,

Canada Division 44 1 Fix, Robert A., Locomotive En­

gineer, Syracuse Division 50 5 Forbes, George L. , Locomotive

Engineer. Boston Division 44 2 Forrest, Arthur H. , Car Inspec­

tor, Stanley, O. 37 5 Garries, Fred D., Road Fore­

man of Engines, Collinwood, O. 45 2 Garrison, Herbert A., Car In­

spector, Palmer, Mass. 34 7 Gawron, Adam, Boilermaker,

Gibson, Ind. 27 7 Gentle, Edward S., General Au­

ditor, Chicago 38 7 Gibbons, Elmer J. , Sergeant of

Police, E . St. Louis, Ill. 18 1 Gonderman, Charles, Section

Foreman, New Paris, Ind. 36 5 Goshorn, Halle, Clerk, Bryan, O. 31 0 Grannum, Percival O., Car

Cleaner, Mott Haven, N.Y. 24 6 Grant, James R., Assistant

General Passenger Agent, New York 45 9

Graves, Harry D., Locomotive Engineer, Ohio Division 40 2

Green, John H. , Brakeman, Worcester, Mass. 43 8

Griffiths, William G., Locomotive Engineer, West Division 41 3

Hamel, Philip A., Locomotive Engineer, Mohawk Division 40 4

Harrington, William J., Loco­motive Engineer, Western Di­vision 40 11

Harris, Isabel, Clerk, Detroit, Michigan 40 10

Harris, Joseph S., Bridge and Building Foreman, Danville, Ill. 42 8

Harrison, Forest L . , Conductor, Ohio Division 51 5

Hayden, Charles, Agent, Lime­rick, N.Y. 46 10

Herp, Edward J. , Locomotive Engineer, Western Division 40 9

Hill, Tommie I., Section Laborer, St. Thomas, Ont. 28 6

Holborn, Benjamin, Hostler, St. Thomas, Ont. 44 0

Horn, Amos A., Machinist, Elk­hart, Ind. 43 9

Howard, Thomas J . , Locomotive Engineer, Syracuse Division 49 8

Hughes, Earl O., Assistant En­gineer, Cincinnati 31 4

Humphrey, Frederick A., Assis­tant Foreman, Buffalo 41 6

Iannucci, Pietro, Section La­borer, River Division 28 4

Irwin, Henry, Conductor, Canada Division 38 5

Jeffries, Omer, Conductor, Illi­nois Division 40 1

Johnson, Berthill O., Layerout, Collinwood, O. 35 9

Johnson, John G. , Locomotive Engineer, Erie Division 38 8

Johnston, Robert T., Conductor, Illinois Division 40 1

Jones, Archie R., Division En­gineer, Albany, N.Y. 44 10

Judd, Frederick H. , Assistant Engineer, Grand Central Ter­minal, New York 49 '0

Kaeli, Charles A., Signal Super­visor, Poughkeepsie, N.Y. 46 11

Kahn, Frank H. , Signal Fore­man, Toledo, O. 46 2

Katlik, John, Watchman, Linn-dale, O. 28 5

Keene. Merle M. , Stenographer, Niles, Mich. 31 3

Kelly, Dewitt S., Agent, Gar­rison, N.Y. 33 6

Kelly, Harry B., General Road Foreman of Engines, McKees Rocks. Pa. 49 9

Kelly, Martin M . , Machinist, Selkirk, N.Y. 38 11

Kimble, Roy D., Conductor, Lansing, Mich. 26 9

PERFECT SAFETY RECORD goes with Conductor Herbert French (left) and Engineman Daniel C. Donovan, who retired on St. Lawrence Division. With them is Trainmaster Fred E. Weaver.

RETIRING after 45 years is Car Inspector A l Rydzeski, who worked at Mott Haven, N.Y.

King, John, Car Inspector & Repairer, Harmon, N.Y. 35 8

Koerner, Theodore D., Locomo­tive Fireman, Mohawk Division 47 10

Kowalski, Maxmillian F., Ser­geant of Police, Detroit 37 8

Kratzer, Charles, Roofer, Buf­falo, N.Y. 25 5

Laws, Harry B., Night Watch­man, E. Syracuse, N.Y. 28 4

Lee, Frederick H. , Electrician, Collinwood, O. 20 8

Lentz, Frank, Locomotive Engi­neer, Ohio Division 41 0

Leonard, Arch H. , Conductor, Illinois Division 43 2

Leeslie, Leone M., Gang Foreman, Collinwood, O. 33 0

Lillicotch, John W., Lieutenant of Police, Toledo, O. 28 3

McCoy, Thomas F., Gang Fore­man, W. Albany, N.Y. 26 4

McLaughlin, Howard B., Air Brake Instructor, McKees Rocks, Pa. 47 8

McLaughlin, James A., Store Helper, E . Buffalo, N.Y. 28 10

McMahon, Frank J. , General Supervisor of Stores, Collin­wood, O. 44 1

Mann, James P., Captain of Po­lice, Urbana, Ill. 30 7

Martelloni, Germane Boiler­maker, W. Albany, N.Y. 34 2

Mason, Frank, Locomotive Engi­neer, Hudson Division 42 2

Matthew, William W., Locomotive Engineer, Mohawk Division 35 1

Mauch, Henry, Assistant Signal Maintainer, Electric Division 34 4

Mear, Frederick, Section La­borer, Syracuse Division 22 4

Merritt, Ralph D., Chief Clerk, Bay City, Mich. 45 9

Meyer, Bernard W., Machinist, Toledo, O. 23 10

Mihalik, Michael, Machinist, Harmon, N.Y. 32 2

GRAND RAPIDS (Ohio, not Michigan) is home of Brake-man H. R. Babcock, retired.

Novinc, Frank, Welder, Collin­wood, O. 32 9

Oberle, Peter, Conductor, Toledo Division 47 1

O'Brien, George, Clerk, Detroit 24 5 O'Brien, John J . , Passenger

Representative, Boston 49 8 O'Meara, Philip, Delivery Clerk,

Boston 39 0 Orr, Benjamin F. , Superintend­

ent of Shops, Beech Grove, Ind. 45 10

Ovcharoff, Mincho P., Section Laborer, Cleveland 25 6

Palmer, Valois J . , Repair Track Foreman, Toledo 48 6

Parish, Walter C Head Book­keeper, New York 32 1

Peacott, Edward, Brakeman, Worcester, Mass. 43 3

Pecorelli, Giovanni A., Section Foreman, River Division 34 10

Petroshin, Sergius, Freight Han­dler, Cleveland 24 10

Pickard, Samuel B., Chief Elec­trician and Motive Power As­sistant, McKees Rocks, Pa. 47 11

Pirienzo, Joseph, Section Labor­er, Millersburg, Ind. 25 6

Powers, Lynn W., Conductor, Syracuse Division 49 8

Quick, Alva, Trucker, Albany, N.Y. 20 2

Raines, William B., Yardman, Blue Island, Ill. 36 1

Regnier, Arthur M., Section Fore­man, Gibson Yards, Hammond, Ind. 27 6

Reidy, Frank J . , Car Inspector & Repairer, Newberry Junction, Pa. 48 4

Ripple, Anthony C , Chief Clerk, Chicago 52 3

Robeson, John, Conductor, Indi­anapolis 47 9

Rooney, Herbert R., Conductor, St. Lawrence Division 37 1

Russell, John T., Conductor, Syracuse Division 46 0

January, 1951 Page 15

Let's Know the Facts

About the Mail Pay Case Another in a Series by G. Metzman, President

AL O N G with representatives of other railroads, I went to Washington,

D. C , last month to testify on behalf of the railroads' case for higher mail pay rates. This case means a great deal to the soundness of railroad operation, and I think Central people w i l l want to know as much as possible about it.

First of all, it should be made clear that this case is apart from the agree­ment made by the Post Office Depart­ment and the railroads last fall under which the railroads received certain sums of "back" mail pay. That money was granted the railroads in recognition of the fact that mail rates have been inadequate for some time; it applied to mail service already performed. The case now before the Interstate Com­merce Commission pertains to mail rates for the future.

Based on 1925 Costs In it the railroads are asking that

the level of payment they receive for hauling the mail be increased by 95% above that prevailing on February 18, 1947. This may sound like a big jump, but it must be viewed in the light of the fact that on February 18, 1947, mail pay was at the same rate which had been established in 1928. And that rate had been figured on the basis of 1925 costs. There had been no increase in the meantime. In December, 1947, a 25% interim increase was granted, effective from February 19, 1947, and that boost is included in the 95% now requested.

The basic fact is: at present rates, the railroads are losing large sums of money carrying the mail. Wages and materials costs in all phases of railroad operation have gone up tremendously in recent years, particularly since the end of World War II. In our other oper­ations, we have been able to secure substantial increases in our rates as dictated by these rising costs. We have not been able, however, to bring our mail revenues anywhere near in line with rising costs. Ma i l service is ex­tremely expensive for a railroad to perform. It requires equipment, per­sonnel, and facilities which must be kept in readiness for the demands of the service.

Roads Furnish Equipment To do its job of hauling the country's

mail, the railroads have to furnish and maintain special Railway Post Office cars equipped according to Post Office Department specifications. These cars— which are actually post offices on wheels —contain space and facilities for sort­ing, postmarking, and sacking mail.

The Central alone has 269 such cars— 107 of them devoted entirely to R.P.O.

use and the rest having additional com­partments for baggage or other use. They are always operated in passenger trains.

In addition to Railway Post Office cars, the Central daily uses hundreds of its baggage cars, and other cars equipped for operation in passenger trains, to haul bulk mail—principally parcel post and miscellaneous printed matter. These cars move in passenger trains or in special mail and express trains. Some of them, called "way" or "peddler" cars, have Central employees aboard to sort sacks and load them on and off at sta­tions along the way.

Also Furnish Manpower Out of the pay it gets for hauling the

mail, the Central must buy the cars it uses in performing mail service, pay the high expense of maintaining them, and bear the cost of pulling them over the road. But that isn't all , by any means. The Central—and all other mail-hauling U . S. railroads — have to furnish the manpower to separate and load the mail into cars at points of origin, unload it and sort it at intermediate stations, and reload the sacks destined for points beyond.

As an example of what this involves, the railroads in 1948 paid more than $60,000,000 just for the manpower needed in handling the mail on, off, and between trains. Wage boosts and the 40-hour week have made costs even higher for 1949, and higher st i l l for 1950.

Must Reduce Mail Losses The Central—and all other major

passenger-carrying railroads in the East—have consistently lost money on passenger train operation in recent years. Ma i l service deficits have been responsible for a good-sized portion of those losses. We have taken, and are taking, steps to diminish the losses from other phases of passenger train opera­tion—by higher passenger fares, more attractive service, higher rates on ex­press and milk shipments, and discon­tinuance of unprofitable services where regulatory agencies have allowed it. Now we must reduce our losses on mail service also. That is why we are peti­tioning for higher rates.

OUR READERS TELL US

Dear Editor: Here's a little more information about

the model railroad equipment I build (HEADLIGHT, Aug., 1950).

I claim the distinction of being first to put operating doors on box cars, and working doors and hatches on refrigerator cars, in quarter-inch scale. I did this more than 19 years ago.

Mine are the only all-metal quarter-inch scale cars I know of. One of them was used in a weather test lasting a year and two months. It's still running.

When the first A.R.A. [now A.A.R.] standard box cars appeared in the early 30's, I took their measurements on my way to and from work in the yards. I'm told my results are worth the effort.

C. M . SPRANKELL Yard Clerk

Bellefontaine, O.

• How close Mr. Sprankell comes to the real thing can be seen below. One picture (bottom) shoivs his model; the other, a real NYC Pacemaker freight car.

Vol. 12 January, 1951 No. 1

Published monthly by the Public Relations Depart­ment for New York Central System employes and their families in eleven states and two provinces of Canada. Submission of material is invited. Editorial offices: Room 1541. 466 Lexington

Avenue, New York 17, N . Y .

EDITOR

James R. Brugger

ASSOCIATE EDITORS

Harry B. Spurrier Henry Doherty Chicago New York

Cecil G. Muldoon Cleveland

P H O T O G R A P H E R S D. V. Hyde Ed Nowak