Along the Line - Connecticut Digital Archive

Along the Line Published by and for the Employees of the New Haven System

Vol. 2 APRIL, 1926 No.9

"Big Brother" on the "Shoreliner" Express

1878 ·Mfi 1928 Anniversary

The Federal and

The Colonial Boston· Philadelphia ·Washington

THESE famous trains will complete 50 years of service on

May 8, 1926. They began operation to serve travelers to the Centennial.

MANY travelers repeating the journey to the Sesquicenten

nial will remark on the great improvement in travel conveniences, the outstanding feature being the Hell Gate Bridge, replacing the old Steamer Maryland ferry transfer.

The New York, New Haven and Hartford Railroad Cq.

Along the Line Vol. 2 APRIL, 1926 No.9

BIG BROTHER (BOB EMERY) Over WEEI March 31, 1926

Engineer Patsy Lee, "Big Brother," Fireman Joe Willis

(PART I-THE RAILROAD)

DONIGHT we of this large radio family are going to visit one of the greatest industries of the twentieth century, the railroad.

We wish to extend our grateful appreciatiOn for the splendid spirit of co-operation shown by the officials

of the New York, New Haven & Hartford, and to Mr. Howard Moulton, special representative, who made the gathering of this material a very pleasant experience for Big Brother.

There is hardly any medium of transportation or facility of our present day life that we have come to depend so much upon as the railroad. We little think of

4 , Along the Line April. 1926

the vast amount of details that go into the maintaining of this service which, were it withdrawn, would handicap us so. Being accustomed to having our trains whenever we want them and wherever we want them, we are liable to take this all as a matter of course. True, it is so, but few of us know just why and how this is possible, and this little story is to give us a bird's eye view, as it were, of the tremendous system employing 32,000 people which is our servant and friend.

To those who read this story rather than hear it on the air may I say that this is primarily constructed for radio use and many repetitions and explanations which would be unnecessary were it to be read are absolutely essential to its presentation over the radio, and while by no means does it cover the entire range of railroad activities, it _ gives a brief idea of the branches of the service that we, the riding public, come in contact with.

In order to give you a concise view of all this, we will start with Mr. Average Man as he leaves his office at 4:45 and races down Summer Street, grabbing the evening paper and rushing to the track from which he knows his train leaves. He swings aboard and either slides into his seat to read or goes into the smoker for his pitch game. He has ridden on this particular train perhaps for ten years. Can he tell you how many cars are in the train; who the engineer is; how many men are requii:ed to make it run? NO, to all of these and one hundred more like questions. True, he doesn't care to be bothered with all this as he has confidence in the New Raven's ability to land him safely home-that's the railroad's _job.

To the little boy and girl who ride on the train, here is a chance for you to learn something about the wonderful iron horse, its keeper, groom and handler; and to Mr. Business Man a chance to realize how many men are ever working for your comfort and service.

Some pessimist will say: How about the waits, delays and interruptions in service?

Right! Show me any industry, take your own business for example, without them. The railroad's record is "par excellence."

Mr. Ave!age Man is now at home and has forgotten all about the railroad but we are going to take a little more time on our trip than he did, so we will start as we approach the South Station, walking instead of running.

(PART II-THE TERMINAL)

This massive structure, well known to every Bostonian, made of Granite from Stony Creek, Conn., houses many, many workers as well as being the scene of many romances.

It was opened to the public on January I, 1899, serving the New Haven and the Boston & Albany Railroads. For years there were more passengers entering and leaving this station than any single steam railroad station in the world. We are quite proud to say that the North Station, the terminal of the Boston & Maine, held second place. During the year 1924 the Pennsylvania Railroad Terminal at New York City took away this first place as the addition of the Long Island Railroad to that terminal made a total gross pass~nger figure surpassing that of our South. Station. During the year 1925 there were 34,996,500 passengers who entered and left the South Station; the largest year ever being over 40,000,000 passengers.

Lost articles after being held for a certain length of time are auctioned and the sale is attended by thousands, as there is an unusual variety of subjects offered.

There are so many things under one roof in this station that we can but just briefly speak about it.

BAGGAGE mounting up into thousands of pieces is handled there daily.

The United States mail, with which the railroad plays a very important part, commands a great deal of attention here.

One very small item to us is TICKETS, and yet tons and tons of paper are used in

Men are of two classes-those who do their best work today and forget about it, and those who promise to do their best tomorrow and forget about it.-The Kodak Magazine.

April. 1926 Along the Line 5

making the tickets, which later on are ground up.

Snow removal costs a railroad hundreds of thousands of dollars each year. In the South Station yard is a gas plant, a byproduct of which is hydro-carbon. During heavy storms you have noticed men burning on the enormous switches in the yard what seems to be oil. This is hydrocarbon. The mountains of snow which have been scraped away between the tracks and from the platforms are dumped into holes there. These pits are lined with concrete and perforated steam pipes. Live steam is then turned on and this snow reduced to water which flows through the sewerage.

The waiting room is a scene of many happy reunions and many tragic separations, and you can buy practically anything there from a hairpi_n to a suit of clothes in this station.

This is a very inadequate description of this massive place but we have work to do and we will pass on to the . department which takes care of the rolling stock of the road before we really look at the trains themselves.

(PART III-REPAIRS AND MAINTENANCE)

When you buy a pair of rubbers you don't expect they are going to last you the rest of your life-neither do they. You don't notice where they go to but suddenly you find that the sole of your shoe is resting upon the ground; or as they say, "you're on your feet again." .

The same thing is true with a railroad!

We look at these enormous locomotives and heavy steel cars and say, "They never wear out," but they do. They have to be sent to the hospital for repairs the same as you and I. And now we are going to visit the hospital, or the repair shops of the N. Y., N. H. & H. R.R. located at Readville.

Arriving at the plant we find the main

tracks of the Midland Division running through the ground separating the locomotive shops frorp the passenger and freight car shops. There are em_ployed in this very necessary branch of the service over two thousand men, the locomotive repairs employing about one thousand two hundred men and the car repairs one thousand. This very efficient hospital is under the direction of "Doctor" John C. Reid, a live wire with a burr on his tongue and a

• typical Scotch eye to efficiency and economy. Lost motion is a thing hard to find in his shop.

Let us visit first the enormous plant which repairs locomotives. Mr. Reid has developed this to the point where it is considered to be one of the most efficient locomotive repair shops owned by any railroad in the country. It has a housing capacity of thirty-six locomotives and turns out onto the iron an average of the same number each month.

As we view the plant we find that of the. thirty-six for the present month, nineteen have already been rehabilitate_d and sent back into service. Chief Reid has his eye, as you might say, upon all the rolling stock of the New York, New Haven & Hartford Railroad, and as the inspection time draws near, he sends word that engine number so and so is about due for repairs. Any necessary minor repairs which spring up while the equipment is in service are accomplished at the various engine houses located on each division of the road, but the real overhauling is done at Readville. --

As we enter this place another glimpse of chaos greets us. The main building is over a thousand feet long and one hundred and fifty feet wide. The picture is something like this: On two main tracks running the entire length of this great place are some thirty engines whose conditions vary from being complete to being entirely taken apart. We will start at the west end where the engines come in. Surrounding these two main tracks are hundreds of drilling machines, lathes, etc.,

Envy not the proud man. The peacock today is often the feather duster tomorrow.The Watchman.

6 Along the Line April. 1926

for turning out or boring various parts and machinery that you will never see anywhere but in a locomotive works or repair shop. Many of these machines are the product of Mr. Reid's observations, and practical experience.

Running overhead are a number of giant cranes capable of picking up an entire locomotive and on the balconies are the various devices which repair the many accessories to an engine such as air brakes, pumps, brass fittings, cabs, bells, headlights, etc.

The first step in repairing one of these huge locomotives is to determine the condition of the engine and this governs the class of repairs it will require. It is then assigned to one of five classes, as follows:

No. !-Entire new boiler with general overhauling.

No. 2-Entire new firebox with general overhauling.

No. 3-Extensive repairs to boiler and firebox with general overhauling.

Nos. 4 and 5-General overhauling of machinery with boiler repairs.

When this inspection is completed all are aware of the labor and material requirements to put the locomotive through the shop within a specified time and its necessary parts are repaired and accumulated for application so that no delay will be encountered throughout its trip.

Catalogues will say to you that the engine has some three hundred parts but the men in the shop will prove to you there are over fifteen hundred and every part is numbered. That is to say: if the engine is No. 1350 every major part of that engine must be painted No. 13"50 and then it is stripped and here is where the tremendous cranes become active. The cab will be lifted off, superstructure taken down, boiler released from the running gear, and in a thousand ways the spic and span looking locomotive we are so used to seeing will be the funniest looking and most helpless mass of corroded iron that you ever saw.

Were vou to put a microphone in there to broadcast, you would hear hundreds of riveters putting boiler plates back, or the hiss of an acetylene welder and other nondescript noises that go to make up any huge machine shop--in other words, a bedlam of confused sounds. We see near the door one engine which has been, as you might say, doctored up, and made whole again; new driving tires, new boiler, new fire box, and a brand new coat of paint on everything. It seemed almost impossible that the mass of what looked · like junk to me next to it would, in the short space of a few days, be a duplicate of this fine looking machine which is being released and sent back into service.

Practically the same routine is carried on in the car repair shop only it is not quite so extensive. The story there is the body of the car, which today is largely made of steel. Everything is removed from the cars and made as new before being put back after the body has

The easiest and best way to expand the chest is to have a large heart in it.-The Watchman.


been reconditioned. It is very interesting to see them paint the running gear of a car, as they spray the paint on much the same as a farmer sprays his trees.

The power for all this undertaking and the compressed air used, which incidentally is a major feature, is generated in a big power h_ouse within the grounds and the huge boilers are all oil burners.

(PART IV-DISPATCHING AND SIGNALLING)

Now let's go back to the South Station and find ourselves with the trains themselves; all waiting on the tracks ready to take us home or wherever we may be bound. Let us walk by the train for the time being for there i~ yet another most important and vital cog j,n this machinery that we must stop and look over for a moment, and that is: Train Direction, or, as we on the outside call it: Track Switching.

Big Brother is not going to attempt to try to tell you all about this part of the great system which il! operated by the Boston Terminal Company, so I will pick out a few instances.

We are now at track No. 16 where the / pride of the New Haven Road and the boast of every New England business man who has ever ridden on her, "The Merchants Limited," is waiting to be off on her five-hour run to New York.

As we pass from the gate toward the engine we see the Observation Car with its large glass windows and its hack porch, as you might call it, all shined up. Further on the two Din~rs, where the little white tables seating four, lighted with little individual pink shaded lamps, with waiters all standing at attention, remind us that it is near 5:00 o'clock and that this train is noted for its cuisine as well as its speed and comfort.

We are now on our way to tower No. 1 which is the mainspring of the entire yard. Signal towers are the nerves of a railroad. Here we are met by Mr. J. I.

Thorn, or, as his co-workers call him, Joe Thorn the genial, General Yard Master. This man has under his direction the stupendous task of successfully routing over six hundred trains every day. Subordinate to him are three yard masters whose duties are to see that his general instructions are carried out, as the railroad men say "on the ground."

A point of information for you is this: this yard is electrically and mech@ically locked or switched from the bumpers to the extreme yard limits; that is, from the gate where you enter the train to the point where the train has cleared all the network oi tracks and is traveling its scheduled run outside the yard. Now we're going up the iron stairs in the ali metal brick and concrete main switching tower I o. 1, located between track No. 14 and track l~o. 15 just beyond the first s1gnal bndge. This is an absolutely fireproo1 structure. Our first glimpse of the place is one of bewildering tec_!lnicalities, and the sounds represent tto us) nothing more than contusion. As we stand there awhile the place begins to ·look more connected and the strange announcements seem to mean something with definite obJects to accomplish. We see at the windows which overlook the entire yard three men, who we are told are tower directors. 1t is in their most active minds that routes tor the trains are conceived, and whose eagle eyes are trained to catch eyery motion from this vast network of trac~.

Standing before the lever panels are the levermen who swiftly execute the uncanny orders as given by the directors. At firat it sounded something like this: "No. 4 to Up; Up to L; L to 1 o. 17"-··No. o to ::,; .S to 1; I to No. 27"-"No. 8 to Q Pri~e," etc. Absolute chaos; but upon our investigation we find that it is absolute system and that "No. 4 to Up; Up to L; L to No. 17" means that in the mind of the director this is the route for a certain train. He has been advised by one or two men who sit with headphones on at a telephone switchboard receiving reports from other signal towers further out in the

Don't take your mistakes too seriously. Only, take warning.

8 Along ·the Line April. 1926

yard concerning incoming trains. For this one he has been told that a train coming in on main track No. 4 has passed the further yard limits and it is up to him to pilot it safely to its destination, so he gives the order to the !everman: "No. 4 to Up; Up to L; L to No. 17" and the !everman repeats the order right back to him. We will analyze one of these orders later. I don't want you to think that this one order was the only one being given at that time, for I visited there at the peak load, or, in other words, when the traffic was heaviest-the busiest hour of the day and the air is full of orders and repeats and there must be no mistakes.

I had the privilege of seeing the sight that you will see only once in every twentyfour hours-that of twenty-six trains on twenty-six tracks all waiting to go out and almost as many more come in inside of one-half hour. Another wonderful thing was the giving of an "all clear" signal to a New York Limited, routing her out of the yards, and safely steering an express from Newport into the yard and onto the same track on which the New York Limited had just left; and all in the exact space of five minutes. I was told that the tower routes, sends out and receives one train every twenty seconds at this particular time. Think of it-three trains a minute!

I had the extreme thrill, under the direction of Mr. Thorn, of routing the Merchants Limited out of the yard. Now we are going back a bit and see how this was accomplished. It is now 4:59¥2 and the Limited is scheduled to leave at 5:00 sharp. As we look out of the tower window down onto the enormous engine below us and think that the eight or nine ton pile of coal in the tender will be reduced to about a wheelbarrow's load when the steam locomotive is detached and the electric locomotive is put onto the train at New Haven, we get a little idea of the vast amount of fuel used to transp9rt us here and there. We should incidentally remember, also, that this coal isn't mined in our own back yard and that the rail-

road plays an important positiOn in the bringing of our coal to us as well as the coal that they use.

Suddenly Mr. Thorn says: "Over here" and we go to the lever board. It is within fifteen seconds of the zero hour, or rather 5:00 o'clock, and as yet no route has been announced for the Limited. It is not like giving a driver instructions of the road to follow, saying: turn left here and right there, etc.; for you know the engineer has no steering to do. He must go where the semaphore is down or the light green, and stop where the arm is up, or the light is red, Suddenly the director speaks in a sharp, crisp voice: "No. 16 to L-L to Vet -Vet to No. 3." Immediately _ the leverman, who in this case was the big chief of the yard, answers him and taking my hands executes the orders. Simultaneously the director checks up on this by looking at the signals outside, while we see the same picture inside the tower on a little yard model always in front of the leverman, and the "All clear" signal is given. Out goes the Limited exactly on the dot of 5:00. As she passes under the tower, Engineer George Bernard gives us a highball and the crack train of the New Haven is on its two hundred and thirty mile run.

Is that track to be idle long? Not a bit of it! Within five minutes the Newport Express is disgorging passengers on the same track. Now we will a!J.alyze the instructions: If you remember they were "No. 16 to L; L to Vet; Vet to No. 3"meaning: train on track No. 16 goes to position L through the first signal bridge to position V (Vet for V to eliminate mistakes) on the second signal bridge and from there to main track No. 3 to New York. The positions are denoted by large green letters just under the semaphore arms on the various signal bridges.

One more word needs explan1!J;ion here: Since all who are connected with this responsible work must be physically fit and have clear eyes and brains, perhaps this word "highball" might b€ a bit misleading. This is an expression used all over the country by railroad men, meaning the

Don't read to keep you from thinking, but read to keep you thinking.

April, 1926 Along the Line 9

salutation given by one railroad man to another in the form of a hand wave--a sort of "good luck" talisman.

Now I wonder if those of you who are listening to me really conceived the speed, accuracy, and responsible judgment shown by these men who are at the. throttle of every train leaving or entering the yard and of those keen sharpshooters up in the tower.

I saw a card game in progress on one of the local trains with other trains coming in and going out all around it and as the train moved out I couldn't help thinking how little one-half the world knows about how the other half lives.

Having successfully completed the task of routing the trains out of the yard, which important operation is covered by the Boston Terminal Company, we now pass to another wonder job-that of train dispatching.

This is a part of the system that is very seldom heard of; but the room containing fifteen train dispatchers is ·very aptly called "the room without a key" for since it was first occupied it has never been closed as the men who are on duty, by working in shifts, are at their positions twenty-four hours of the day.

We sometimes get a mistaken impression of this very vital work when we hear the word "dispatching." We say: "Wasn't that the part we took up just a moment ago while we were in tower No. 1 ?" No, sir; dispatching starts where train direction stops! In other words, the dispatchers take care of the trains immediately they leave the yards, and they are aware of their exact position every moment they are on the rails.

In the large, private office are large tables where the Chief can look at the various charts which are sent to him every day, showing the runs of the previous day. This Chief is Mr. Dan Ahern, and as some one said: "There is more railroading in these two hundred pounds of jolly hu-

manity than has ever been consolidated into one human being before." He has the enormous task of drafting time tables and that of keeping the rolling stock of the New Haven Road rolling; and that does not mean passenger trains alone but freight as well. Here is an example: Suppose a long freight of seventy-five cars is on the way to Boston and suddenly the orders are to clear the track for some special train which has to have the right of way. It is up to Mr. Ahern and his men to immediately find some place for that freight to be side-tracked. It must be along the same line that this freight is going and must be long enough to accommodate its seventy-five cars. So you see, he has to know the locations and characteristics of all the track on the system as well as the physical aspects of the train he is handling.

Now let us go into the room that has no key. Here we find a dozen or more men with large charts in front of them showing the actual position of every train on their particular division. Near each one is a telegraph ticker which is bringing them the information that such and such a train has passed such and such a position, and this is immediately noted in ink on these charts. The telegraphic method of dispatching reports is being superseded by the telephone system where the operator sits in front of a switchboard which has little handle switches on it in~tead of plugs, and where the reports of these train activities come to him through a loud speaker rather than in telegraphic code. It is much easier to hear these instructions spoken and a great time saver as it takes much less time than it would to decipher code. This job works two ways as they are in touch with both incoming and outgoing trains.

I feel sure that most of my listener3 have at some time or other stood in the South Station Waiting Room and watched the arrival of trains announced by the electric pen known as a telautograph from which the man marks on the board in white chalk, and in very flowery letters,

Never explain-your friends do not need it and your enemies will not believe you anyway.


that within three minutes such and such a train will be on track so and so. The three minutes is to allow for the train coming through the yard switches.

The job of train dispatcher is truly that of a strategist. These men in arriving at their responsible positions have to pass many rigid examinations as they are not simply clerks who put down on paper the location of these various trains as they receive them, but they are responsible men who are frequently called upon to make rapid decisions in re-arranging train schedules. These men are really railroad chess experts and their pawns are the trains that you and I ride on, and their chess board is made up from the thousands of miles of track owned by the New York, New Haven and Hartford Railroad.

(PART V-ROARING RAILS)

And now we come to the men behind the guns, or, in other words, those who ride the rails.

Wednesday morning, March 10, was a "Red Letter Day" for Big Brother as he was scheduled to ride with the Engineer and Fireman up in the Engine Cab of train No. 19, or, as the public knows it, the Shoreliner to New York. We arrived at the South Station about 12 :30 and found this crack train all assembled; consisting of eleven cars, including the Diner. The engine, which is one of the largest on this system, will merit a little description at this time:

I know every boy and possibly some of the grownups are interested in locomotive statistics. It is called a "Type I-4-A. The height of the engine from the top of the rail to the highest part of the locomotive is 14 ft. 9 in. and is 77 ft. long, including tender from coupler to coupler. The weight of the engine and tender without any coal and water is 439,010 lbs., or roughly speaking about 220 tons. The fire box, that is where the coal is consumed, is larger, I venture to say, than most of the boys' . and girls' play houses which you have to play in in the summer time. It is over 12 ft. long, 7 ft. high and 6 ft. wide.

Another interesting bit of information about the cars: the average weight of a Parlor Car is 150,000 lbs., or 75 tons, so you can get some small idea of the weight of the train which Big Brother is to ride on; having 11 coaches the train weighing, without fuel, passengers or baggage, approximately 1000 tons or 2,000,000 lbs. Therefore, when one is riding the roaring rails at about 70 miles an hour, it is a wonderful relief to know that this tremendous weight and precious cargo is always under perfect control.

Howard Moulton introduced me to Patsy Lee, the veteran Engineer, who has run the Shoreliner Express for a number of years. He came to work for the New Haven in 1895 as a Fireman, receiving his promotion to Engineer in 1902, and has in the course of his rail career run many of the New Raven's fastest trains. For vears he was the Engineer of the wellknown Cannon Ball fast freight, running between Harlem River, New York, and Boston. He is recognized as a high-class Engineer and his Company is very proud of him because of his very good record and the many letters of commendation held on file by the Company.

I often think that the word "engineer" is very inadequate. Here is a man who has lived his life on steel, with the feel of suppressed power at his finger tips and with the immense sense of responsibility of having under his control many lives and many thousands of dollars worth of railroad equipment. To many who watch him as he pilots his valuable cargo safely and punctually it is a wonderful feat, but to him it must be all in a day's wo:r:k.

Now, along with the EngiJ!eer another important personage is his Fireman, as cooperation is the keynote of success on a railroad. The joint efforts of these two men in their little flying box situated at the rear end of a boiler is what helps to assure us that we will arrive at our destination safely and on time. The master of the shovel in the case was Joe Willis, who entered the New Haven service in 1916 and has made this run pd1ctically

The only persons who never make mistakes are those who do nothing.

April. 1926 Along. the Line 11

'tince then. He has a clear record for his ten years of railroading and is one of the most efficient firemen on the New Haven system. His work is a magnificent example of what we called during the war times-"co-ordination," which really means nothing more or less than the successful operation of all parts of an organization.

I don't want you to think thaj firing is the only talent of Joe Willis; as on our way down to Providence I got into conversation with him and I found that he was the recipient of the first prize in the amateur radio set building contest held in the last New York Radio Show. There were many thousands of sets in this contest and his, which won first prize, was a Browning-Drake four-tube set with glass panels, which he had constructed in his spare time and which won for him the highest award given in this contest.

His easy swing of the shovel from bin to fire box looked like the easiest thing in the world, but if you ever get the chance, you try it. I tried it somewhere between Attleboro and Pawtucket, and I want to tell you it is a man's game, (yes, and a man's work as well as his game). The first shovelful I scooped up fell all over the floor because I didn't seem to have a good pair of rail legs. After I had mastered the art of getting a shovelful and keeping it on the shov~l, the · next move was the very easy-looking stunt of taking one step and at the same time stepping upon the compressed air, fire box, door release. Now I am as far as peing able to get the coal and then bring it up to the fire door. Now comes th~ supreme test-that of delivering it gracefully where it belongs. Ready now: 1-2-3: HEA VE!-and the result was a loud laugh from friend Engineer and comrade Fireman and a whole lot of spilled coal on the cab floor; with a hungry fire saying: Come on, little hoy, feed me--l crave sustenance.

About eight miles farther on, or rather three shovelfuls later, I then and there resolved that firing was not in my line and relinquished my shovel to expert Joe; and when I saw how easily he performed this

task,- I changed my mind again; hut at any rate I c_an honestly say that I have fired one of New Raven's fastest express trains going full speed.

Oh, I forgot to tell you how I was dressed. I suppose you picture in your mind: knickers and tortoise-shell glasses. Well, you are wrong there. I had the regulation driving togs even to the goggles, which were lent by Fireman Willis, and blue neckerchief, lent by Engineer Lee.

Now we are all set to ride! The Knickerbocker Limited- pulled out five minutes ahead of us and now our signal shows "O.K.," and we get a signal from Conductor Culver that we are ready to start. My first instructions from Engineer Lee were: "Grab the bell rope and give it exercise." Did I? Will a duck swim? Ever since I was knee-high to a grasshopper I wanted the thrill of ringing an engine hell and I got it then. After we had cleared the maze of tracks that are outside the South Station, I pulled down my arm from the bell rope where it had got the habit of ringing the bell without any instructions from me. The hell kept on ringing. I said to myself: "When I ring a bell it stays rung," hut the truth of the matter was that Mr. Lee had turned a little lever and the bell was being rung automatically by compressed air.

We have now passed through the subterranean depth of the Back Bay Station and are now nosing out into the sunlight again. One little hit of friendly greeting that made a lasting impression on me was the way in which the boys in signal towers all the way along greeted us as we rolled by. Up came the windows and they yelled: "Hi, Bob; Lo, Big BrotherOh you WEEI".

One experience I want to tell you about particularly here is that of rounding a curve. Those of you who have ever had the thrill of riding in an aeroplane will get some idea of the impression that I got on rounding the curve. Seated as I was in the Fireman's seat at the left hand window of the cab as long as the tracks were straightaway or the curve bore to

Grouchiness pays no dividends.

12 Along the Line April, 1926

the left, and the picture of miles of track ahead was in my mind, the sensation was not there ; but as soon as the curve swerved and bore to the right it was the queerest sight I ever saw. There was this huge boiler ahead of me, below which the enormous driving wheels ·were flying, and it seemed as though this engine was just sailing out into space. No tracks were visible and it looked as though we had left the rails and were hurdling along, waiting to hit something.

Now we are saili11g along through Canton, Sharon, Mansfield, Attleboro, and now we are passing the State line. We drove very fast, and you know I told you that this was one of the crack trains of the New Haven system. Every town we came into Mr. Lee would say: "We ar~ due here at "25" or ·"27" and we were about one-quarter of a minute ahead of schedule most of the way. Soon Providence came into view and my pleasant ride was at an end.

The picture of Mr. Lee and Mr. Willis, which is emblematic of thousands of their brothers in this service, will stay in my mind a long while, and I'll bet I'll cast many an admiring glance up at the engine cab of any trains that I ride on from now on.

You know the story is told of the late great American, Theodore Roosevelt that upon his completing any railroad journey, before he left the station he always went and shook hands with the engineer and thanked him for bringing him safely to his destination. I wonder how many of us, whether we actually do this or not, mentally are grateful for our safe arrivals.

My ride back to Boston was as you have done it many times, in the comfort and security of a parlor chair on the same type train, only Boston bound. ·

This brings Big Brother's little story of railroading to a close. If I have given you in some small measure a word picture of the tremendous system which operates for your comfort and service, and have brought to your mind the fact that when

you pay a certain sum for your ride home on the 5:15 each night that you are secur· ing the brains, energies and sincerest efforts of thousands of earnest men who keep the iron horses roaring over the rails to the slogan of "Service, safety and punctuality," my mission will be accompli_shed.

I know there are hundreds of men who hold important positions in the business of railroading that I have not mentioned. These men should not be slighted but time does not permit me to !!O into further details, but I want to say that in speaking of any one man on this railroad in any department, my praise of his never-failing service is the same as I would give had I time to mention all of them.

Now I want to leave with you this little thought in the form of a poem called, "Will the Lights be White?" This poem is a bit obsolete now as the w:hite light is not used as a signal, but it is a beautiful bit of sentiment written by a railroad man, Cy Warman, a good friend of railroad men everywhere; and I want to dedicate this to Mr. Lee and his brother engineers and co-workers, in whatever department they may be, in this stupendous propositionthe railroad!

WILL THE LIGHTS BE WHITE1 Oft, when I feel my engine swerve

.As o'er strange rails we fare, I strain my eyes around the curve

For what awaits us there. When swift and free she carries me

Through yards unknown at night, I look along the line to see

That all the lamps are white.

The blue light marks the crippled car, The green light signals "Slow";

The red light is "a danger" light; The white light: "Let her go!"

Again the open fields we roam, .And when the night is fair,

I look up in the starry dome .And wonder what's up there.

For who can speak for those who dwell Behind the curving sky1

No man has ever lived to tell Just what it means to die,

Swift toward life's terminal I tread: The run seems short tonight;

God only knows what's a t the end I hope the lamps are white.

Nothing is easier than fault finding; no talent, no self-denial, no brains, no character are required to set up in the grumbling business.-Robert West.


OUR SAFETY HONOR MEN UICK thinking is an axiom in railroad service and never was it better illustrated than on the lOth of

last month at Van Nest, N. Y., when Yard Conductor Howard W. Poole and Yard Brakeman John R. Small of the New Haven Railroad demonstrated not only their ability to think quickly but showed also the soundest of sound judgment in ACTING quickly.

Two freight cars broke away from a string of several cars being handled by a switch engine preparatory to placing on the private track of Stark-Rawlings, Van Nest Yard. Owing to the location of the private track it was necessary for the engine to push the cars ahead out on track No. 3 preparatory to entering the track which serves the coal yard. When the engine stopped, a knuckle pin broke and the two head cars got away on a descending grade towards West Farms.

The conductor had gone to close the energizing switches, one brakeman was acting as flagman on track No. ·3, and the other brakeman was on the ground to change the switch after the five cars and engine moved over it; consequently there was nobody on the detached cars.

Conductor Poole and Brakeman Small were members of the crew of engine 088 which was working as transfer between Oak Point and Westchester, and they were returning to Oak Point on track 5 when they espied the two cars running away. Immediately they instructed the engineer to speed up so as to overtake and pass the runaway cars, and just west of the West Farms station they jumped to the ground, ran across the tracks, and, as the two cars came along, boarded them and brought them to a stop a short distance west of the tower by the application of the hand brakes.

As Superintendent H. E. Baily wrote them, in a letter of commendation: "The prompt and effective action taken by you gentlemen to stop the runaway cars is indicative of quick and clear thinking. There was no hesitation in your minds as to what

was the thing to do, nor did you lose any time doing ij. It affords me pleasure to express our appreciation and to convey to you my commendation for what you did."

There was in this incident also a lesson for future guidance which should be close] y heeded on every part of the system

where similar conditions prevail, and Superintendent Baily made it the subject of an educational bulletin.

"To serve the Stark-Rawlings track it is necessary," say:,; thi& bulletin, "that the engine be on the east end of the cars. When this move is to be made, or when any other move is to be made where the engine is on the east end and it is necessary

to push cars out on main track or in the direction of the main track, men must be stationed on the leading car or cars so that if any cars break off they can immediately be held.

"The possibility of a thing of this kind happening in yards or on main line should be foremost in the thoughts of conductors, trainmen and enginemen, and wherever physical conditions may be conducive to a thing of this kind happening in event of material or man failure, conductors, trainmen and enginemen must adopt such precautionary measures as will insure the movement being made with safety. In this particular instance the conductor should have........ placed a man on the head car, or ridden the head car himself, and not allowed all members of the crew to be on the ground at the same time." The conductor, however, was quick to sense the danger when the cars broke loose and acted quickly by telephoning the towerman at West Farms Junction that the cars had run away and to stop passenger trains.

In addition to Conductor Poole and Brakeman Small, those cited for safety work during the month of March included, among others, John Onofrio. Being cited for alertness in the interest of safety is getting to be an old story with Mr. Onofrio, who is a Section Foreman at New Haven. His latest citation represents no

He who would climb the tree must grasp the branches-not the blossoms.-Thackeray.


less than the fifty-fourth time he has been Haven, discovered and quickly reported a commended for his splendid work. His broken truck frame on a · car of freight most recent citation was for his observa- train NW-2, thus preventing possible damtion of a dragging brake beam in a car age. of a passing train on March 10, which he William A. Thomas, Yard Conductor, promptly reported so that the train was Stamford, observed a brake rigging dragstopped before any damage could he done. ging <in a car of a passing freight train.

J. Cohnan, Crossing Watchman at Wes- He promptly notified the tower operator, terly, R. I., discovered a hot box on one of who stopped the train. the cars of Train No. 30 as it was passin:;. M. N. Jensen, Flagman, Maybrook, He promptly notified the dispatcher, as a N. Y., noticed a brake beam down on a result of which the car was set out. freight car in train ON-2 and called it to

Michael Roach, Foreman of the Stores the conductor's attention. Department, East Hartford, Conn., noticed Benjamin F. Bruce, Crossingman, a brake beam dragging from one of the Chauncey Street, Mansfield, Mass., discovpassing cars in a Springfield Local. Mr. ered and immediately reported a brake rigRoach promptly notified the crew, who ging down on a car in freight train BU-l. promptly stopped the train and removed As a result the train was stopped and the the brake beam. car inspected.

Harry Behringer, Engineman, Cedar J. J. McCarthy, Patrolman, Danbury, Hill, Conn., showed his loyalty and inter- Conn., discovered a broken wheel on a cgr est in the company's welfare by his watch- in Extra 3226, and promptly called it to fulness and prompt action when he noticed the attention of the conductor, thus prean obstruction on the track west of the venting possible trouble. Howard Avenue Bridge and took imme- All of the above have been awarded the diate steps to protect movement of trains beautiful gold and enamel safety button until removed. and have had memorandums of their meri-

W. S. Ormsby, Freight Conductor, New torious service placed with their records.

Otr., Special Crew in Charge of President Coolidge'~ Train

HEN a President of the United States travels by railroad, virtually all routine is reversed that he may

reach his destination safely. Even the hundredth chance of accident or delay is eliminated, H. J. Reynolds, Assistant Superintendent of the New York Division of the New York, New Haven & Hartford Railroad, said today in describing the trip of President Coolidge to Vermom.

No possible chance of trouble of any kind was overlooked. The highest executives of roads along the route took personal charge of the President's passage. Block controls were examined and special hand-picked crews of the oldest and most tried of the roads' employes were selected for the pilot train and the Executive's special. Railroad police were put on duty at signal offices and sprinkled at stations along the route.

All of these details were worked out personally by division heads, Mr. Reynolds said, and each head or his representative rode the length of the division as an extra precaution. A special pilot train with a full crew and no passengers was sent ahead to clear the tracks.

Special railroad police also were aboard the train, while along the route relief engines stood with steam up in the event that anything happened to either the pilot locomotive or that of the President's train.

Mr. Reynolds, who always travels with the President when on the New Haven and who has supervised the trips of the late Presidents Roosevelt and Wilson, the Prince of Wales and other noted personages, made the trip last night from New York to New Haven. The precautions taken were so strict, he said, that they nearly prevented the President from re-

What the future has in store for you depends in large measure on what you place in store for the future.


ceiving the Associated Press dispatches of his father's death.

"As we came into Bridgeport," he said, "I saw a red light against us. I could not understand it because, of course, all train movement had stopped automatically with the passage of our pilot train. Then we were told that the Associated Press had signaled us."

But as a newspaperman was handing the dispatch aboard the train a railroad po· liceman on the platform grabbed for it, declaring he had received orders that there must be no contact of any kind with

the train. The dispatch was torn in half and the message had to be d~ivered verbally to the President.

The crew of the pilot train consisted of W. McCracken, Engineer; George Osborne, Fireman, and W. A. Carroll, Flagman, all of New Haven, and R. C. Christian, Conductor, of Springfield. The special's crew was composed of Henry Frank, Engineer; Mandor Drenyocvy, Fireman; G. C. Benedict, CQ!lductor; E. C. McHugh, Flagman, and W. L. Frehl, Trainman, all of New York.

-Boston Globe, March 19.

fit l "THE BOOMER SHACK'S REMINISCENCE"

Texas Jack was eastbound, he came from the Rio Grande, and stopped one night at Bridgeport on his way across the land. His mood was reminiscent and he talked a lot of fate and troubles that beset him from Maine to Frisco's gate. I listened very quietly for the tale which he'd unfold, and if you'll pause a minute, here's the story that he told:

"Standing at the Bridgeport Station and the Boston overdue, I see the long New Haven freight slowly pullin' through. Long red box cars, big gondolas, yellow reefers, flats and tanks, and they're bringing back the happy days when I was in the ranks. New York Central on the river, there's the Erie and the Soo, H. and R. G. that's the high life where they take 'em to St. Lou. B. & 0. the good old Billie, down in West Virginia's slopes, where I wheeled 'em on a highball and shattered all my hopes; Great Northern there's another where the hoggers used to sweat, Billie Mays of old Boise City, wonder if he's back there yet? There's the Pennsy bringing memories of the days now passed afar, when I rode 'em on the horse-shoe-perhaps that very car; Lehigh Valley, Jersey ~entral, and the Susquehanna too, B. & M., the old Down Easter where we used to double through.

Here's a Frisco and a D. & H., and there's a C. and 0., where we left the rolling country and Ohio's breezes blow,

Wabash and the Santa Fe and the Big Four now I see, Lackawanna and Long Island, then the lonesome S. N. E. Illinois Central, through the cornfields where the sun is always high, Rock Island and Missouri, and the dear old P. & Y. Pere Marquette, that grand old timer, I remember as a youth, when we used to leave Chicago and sJeep in old Duluth; P. and R. and Hocking Valley, Oh! say it's simply grand. There's the Cotton Belt and Southern from down in Dixie Land; Canadian Pacific resplendent in a brand new coat of red; New York, New Haven and Hartford, badly battered rides ahead.

And now we near the ending, here's the little red caboose, I would tell you more about them, but I know it ain't n9 use, for no matter where you wander, or where you chance to roam, if you've heard the rails acalling, you'll never have a home. (Submitted by Paul T. McAdams, Locomotive

Fireman, New York Division, Bridgeport, Conn.)

t HOT DAYS

Arriving home from the party, Friend Wife confronted her husband. "I'll never take you to another party as long as I live," she fumed.

''Why?" he asked, amazed. "You asked Mrs. Jones how her husband

was standing the heat." "Well?"

• "Why, her husband has been dead two months." -L. & N. Emp. Mag.

Stretching the truth makes it thinner.


1925 RESULTS President E. J. Pearson has issued to the stockholders of The New York, New

Haven & Hartfor.d Railroad Company a brief statement , of the income items for 1925 compared with 1924, a portion of which is printed below:

INCOME 1925

Comparison with 1924

Increase or Decrease

Revenue from freight transportation . .. ...... . .. . . , . , .. $ 67,667,234.42 $4,235,09·~.37

Revenue from passenger transportation . . . . . . . . . . . . . . . . 49,735,503.84 65,126.26 Revenue from mail, express and other transportation. . . . 14,863,684.23 752,503.58

Total railway operating revenues ..................... .

Railway operating expenses .......................... .

Net revenue from railway operations .......... .. ..... .

Taxes .............................. . ............... . Uncollectible railway revenue .... . ................... . Equipment and joint facility rents ............ Net Debit

Net Railway Operating Income (Income on which rate of return is based) ................................ .

Other Income ...................................... .

Total Income ....................................... .

Income deductions

Interest ................................. . ...... . Other .......................................... .

132,266,422.49

97,745,382.02

34,521,040.47

4,890,151.13 19,044.75

6,287,049.50

23,324,795.09

6,987,098.03

. 30,311,893.12

15,486,987.80 7,406,653.17

5,052,724.21

265,058.51

4,787,665.70

82,178.23 1,931.21

1,169,902.53

3,537,516.15

617,849.25

4,155,365.40

268,251.37 4,014.93

Net Income transferred to credit of Profit and Loss ...... $ 7,418,252.15 $4,419,601.84

Decreases in italics.

The 1925 Net Income equals $4.72 per share of stock outstanding.

The Net Railway Operating Income for 1925 is 4.74 per cent of the property in· vestment, tentative valuation basis. For the five years since Federal Control the return has been as follows:

1925 1924 1923 1922 1921

4.74 per cent 4.09 2.95 2.75 .63


This improvement is encouraging, but the aggregate earnings for these five years are approximately $73,700,000 short of the 5%, per cent fixed by the Interstate Commerce Commission as a fair return on railroad property used in the service of transportation.

While the betterment in earnings is gratifying, to say that the present situation is satisfactory because of improvement over a previous ruinous period would be misleading.

If your Company is permitted to earn a fair return on its reasonable property value it will have, after the payment of all fixed charges, a substantial Net Income.

A stable financial structure is necessary in order that the Railroad may enjoy good credit, and the better its credit the lower its cost of doing business.

During the past ten years additions to or new property has been added to the extent of over $81,000,000.

Prompt, adequate and satisfactory transportation was rendered by your Company throughout the year, and although the freight traffic, measured in ton miles, was the greatest in the history of the Company, a larger volume of traffic could have been handled without congestion or car shortage. The passenger revenue increased $65,126.26 notwithstanding a continued loss of local travel due to the use, by the public, of highway motor coaches and privately owned automobiles.

In order to meet this situation a subsidiary company, The New England Transportation Company, was incorporated in June, 1925, for the purpose of providing adequate passenger service over the highways to meet the popular demand by the public. Ninetyfive motor coaches are at present in operation over thirty different routes, totaling 775 miles. Additional rputes will be opened up from time to time as may be deemed advisable, with due regard to the Company's policy of the retention of all the travel practicable on the rails and the minimum use of the highways.

This motor coach service is not only providing improved passenger service in response to the popular demand, with some reduction in costs, but also closely coordinating with rail schedules, it has brought about a material betterment of express and semiexpress train service to which travel formerly lost is being attracted.

The following shows operating ratios for the past five years and for the so-called Test Period:

1925 ..... ············ ... 73.90 per cent 1924 .................... 76.63 1923 .................... 80.50 1922 ........... ········· 81.13 1921 .................... 91.41 1914-17 (Test Period) .•.. 67.56

The decrease in operating costs has been due to the intelligent use of improved facilities by the management and employes, and also during the year 1925 to more than normal traffic; reduced cost of fuel and some supplies; and the absence of any Wlusual difficulties affecting transportation or industry.


Along The Line Published by and for the Employes

of the New Haven System

Office of Publication: 492 SOUTH STATION, BOSTON,

MASS.

P RINTED monthly by TheN. Y., N. H. & H. R. R. Company for the information of the men

who operate the railroad, in the belief that mutual understanding of the problems all have to meet will help us to solve them fol" our mutual welfare.

Permission is given to reprint, with credit, in part or in full, any article appearing in ALONG THE LINE.

All contributions must be in hand by the lOth day of the month to be used in the current issue.

Vol. 2 April, 1926 No.9

BUSY MARCH DAYS A new high record was made at the

New Raven's large classification yards at Cedar Hill during the month of March, when a total of 106,681 cars were handled~ The best previous record was made in November last when 100,045 cars went over the humps.

The traffic was especially heavy over the westbound hump, where 59,767 cars were handled, or an average of 1928 daily. The daily average for both directions was 3441 cars. The nearest approach to the westbound hump record was last August, when 53,105 cars passed over, and in November when 53,095 were handled.

Prior to March the highest record of cars handled in one day over the westbound hump was 2140 on August 1, 1925. This record was aurpassed on three successive days. On March 18, 2190 cars went over the westbound hump, on March 19, 2155, and on March 2:0, 2317.

FOREST CONSERVATION Figures furnished by Vice-President

N. M. Rice show that during the year 1925 the New Haven Railroad purchased 1,339,737 cross ties. Practically all of these were bought along our own lines, representing an expenditure right .here in New England of more than $1,400,000.

In former years it was found necessary to go outside of New England for the purchase of our tie requirements, but with the building of our creosoting plant, where ties are treated with creo&ote in order to lengthen their life, it became possible to use various grades of native timber which it was not previously possible to nse.

Last year at the Montowese creosoting plant 1,080,000 ties were treated, 2,871,381 gallons of creosote oil being used.

Altogether last year the New Haven Railroad spent $700,000 in timber preservation-this including creosoting of cross ties, switch and bridge ties and other materials. In other words, the New Haven Company expended almost three-quarters of a million dollars in furtherance of the national policy of forest conservation.

a 'I, NEW HAVEN TRAINS

MAINTAIN SERVICE EAST HAMPTON, Feb. 9.-There has

been much favorable comment by Belltown folks and other citizens over east regarding the excellent train service which has been granted the public since the New England busses have been unable to make their runs due to the blizzard of last Thursday. Beginning last Friday the New Haven road has been running trains on the same schedules as the busses, thus giving the public the same service as they have been accustomed to receive when the busses were running. The trains have been running nearly on time every day excepting last Thur_Eday when all trains were anywhere from an hour or more late. The public was very grateful when the New England busses were put on and folks are still more grateful that the steam trains were not taken off altogether as they are now proving their reliability as they always have for the last fifty years.

(Middletown Press, Feb. 9, 1926.)


Boston Athletic Association of the New York, New Haven and Hartford Railroad-Bowling League

DHE Bowling League at Boston came to a close for the season 1925-1926, on Tuesday evening, April 6, 1926. The program for the evening included a dinner at the United States Hotel, followed by a theatre party.

The evenings' fun was materially aided, during the course of the dinner by an impromptu entertainment furnished by our league comedian, Mr. Valentine.

Following the dinner the seat of activities changed from the private dining room of the United States Hotel to one of the nearby theatres, where everyone enjoyed themselves immensely.

From all reports, those attending the final get-to-gether of the season, had an ex-tremely enjoyable evening.

The final league standing together with the individual averages for the season 1925-1926, is as follows:

FINAL TEAM STANDING Team No. Department Points Won Points Lost

3 Operating Department 7l 21 7 Boston Terminal 68 24 5 Freight Terminal (b) 68 24 2 Executive Department 62 30 1 Freight Terminal (a) 58 34 9 Southampton Street 44 48

10 Time Clerks 41 51 8 First Street 34 58 ll Division Engineers 24 68

4 New England Transportation Co. 24 68

INDIVIDUAL AVERAGES FOR $ASON Team Stgs. Pnfl. Av. Team Stgs. Pnfl. Av.

Dannahy 7 63 6324 100 Shaughnessey 7 60 5284 88 Mahar, J. 7 42 4054 97 La racy 10 54 4713 87 Mann 5 63 6107 97 O'Neill 11 58 1573 87 Powers 2 69 6552 95 Glennon 7 51 4415 87 Hanson 5 65 6081 94 Ceurvels 7 54 4689 87 Carron 3 63 5930 94 Mahoney, Wm. 5 56 4852 87 McKenna 9 66 6149 93 McMahon 8 33 2853 86 Cahill 3 51 4763 93 Denzler 5 63 5398 86 Murphy 1 69 6374 92 Williamson 8 60 5125 85 Blenkhorn 1 48 4419 92 Tracey 3 27 2274 85 Grundy 7 18 1663 92 Mahoney, A. 9 57 4827 85 Ahern 3 66 6051 92 MacLellan 4 62 5229 84 Gomez 2 51 4672 92 Karnan 8 45 3774 84 Cook 1 63 5737 91 Kerwin 10 69 5790 84 Giles 3 66 6031 91 Woodford 8 21 1746 83 Bowman 10 45 4095 91 Valentine 4 60 4964 83 Harrington, H. 1 69 6239 90 McDonald 9 33 2751 83 Martin 2 63 5660 90 Barrett 8 45 3715 83 Cole 4 39 3521 90 Dunn, Wm. 9 24 2000 83 Furdon 11 54 4885 90 Bandlow 4 42 3449 82 .Tulian 5 60 5374 90 Morrissey 9 45 3670 82 JJang 1 69 6163 90 Gendron 8 60 4851 81 flylvernale 10 60 5323 90 Nash 9 39 3168 81 Collyer 3 63 5588 89 Moulton 2 56 4527 80 Mag:hery 11 60 5315 89

Taylor 11 57 4559 80 Hall 4 24 2135 88 O'Hanley 2 60 5302 88 Clark, Tom 3 1~ 886 74

20 .Along the Line April, 1926

MOSTLY NEW LONDON DIVISION

Mr. E. F. McNally, our genial File Clerk, is organizing a Kelly Pool Tournament. One of the girls asked Mac if Kelly Pool was a place to swim in, hut Mac told her it was a place where an actor got his cues.

* * * Dan Shea, New London's genial Yard

Conductor, has returned from Florida and ·reports a very pleasant trip. Dan and Charlie Curtis visited Jacksonville and several cities on the West Coast, including St. Petersburg and Tampa. They saw the Yankees train at St. Petersburg; went fishing with "Babe" Ruth and caught some large fish , at least Dan did, and just to prove it to his New London friends , he had his picture taken with the largest one.

PERSONAL Miss Helen G. Lawton, Cashier at the

Freight Office, and Timothy S. V. Collins, Stationmaster at New London, were united in marriage at St. Joseph's Church, on April 7. Their many friends on the Railroad extend their best wishes for a very successful voyage on the sea of matrimony.

* * * William "Bill" Foran,. veteran Locomo-

tive Engineer, pensioned after nearly 50 years of faithful and conscientious service, was the guest of honor of Putnam Lodge of Elks, of which he is a popular member, on Tuesday evening, March 9. The Happy Family of Railroad Elks on the New London Division from New London, Norwich, Putnam and Webster, through Trainmaster Tom Rawley, presented "Bill" with a diamond studded Elk's tooth watch charm and a silver Elk's card case. "Bill'; was completely taken by surprise, hut very fittingly acknowledged the tribute paid him. * * *

Our representation at the Systeni Bowling and Pocket Billiard Championships at Bridgeport, April 10, failed to come within the mon.ey; however, Frank Smith, our popular Fireman, rolled high single of 136 and high three strings of 354, which is some shooting. Everyone had a good time at the Dinner and Dance at the Elks' Club, and as these gatherings are for the purpose of fostering a sp_irit of good sportsmanship and good fellowship, the affair was voted a grand success.

* * * Harry Platt, our amiable Asst. Train-

master, would like to know the party who hung his old soft hat on his "_Auburn." Harry wants it to he distinctly understood that his car is no "Hatrack," this lady having gained too much notoriety of late in the Mercury.

• * • We are carrying on our Annual Drive

for membership in the Athletic Association. With all the baseball talent on this Division, we should win the System Championship this year. To have a successful hall team we need money and the only war we can raise money _is to get mem-


hers. Our dues are only $1.00, so let everyone enroll as a member and show that we are financially back of the team.

• • • The Bowling League finished the season

with a Banquet at the Palace on Thursday evening, April 15, after which prizes were distributed to the winners. H. C. Smith led the league in averages and t)le Banker~ were the first in team standing; high single went to 0. N. Harris, Jr.; high three strings, C. C. Carey; high team single, the Gilt Edge; high team total, the Federals.

> BOSTON DIVISION

Assistant Trainmaster C. N. Comer ha~ been doing some fast road work between Winthrop and the Point• of Pines via the Revere Beach Boulevard. It has been reported that Carl is to enter the Marathon game this coming summer.

• • • Operator Joe Laberge had a very un

pleasant experience while riding home on a Boston Elevated R.R. train Sunday, April 4. Ask Joe about it. ·

• • • Johnnie Callaghan, telegraph messenger

boy, has been promoted to Mail Clerk in Superintendent Spencer's office.

• • • Among those who have been on the ~ick

list during April were L. R. Stevens, Train Dispatcher; H. L. Hill, Assistant Agent, Back Bay Station; G. F. Peterson, Operator; Harry Madden and I. P. Hadley, Conductors.

• • • Tom Clark says that he is too modest to

submit his picture and Civil War record for publication. Tom never did care to have his war record made public.

• • • Mr. Frank Wood, popular Bos~on Divi

sion Conductor, returned from Florida this month. Frank says Florida is a wonderful state. Asked for a description of the state Frank stated that it is 600 feet long, 200 feet wide and three feet high. It is populated, he argued, by residents, immigrants, land sharks, fruit growers

and tin canners, mostly the latter. Frank is expecting to return there next winter. The boys were all pleased to see him back and gave him a royal welcome home. . ,,

PROVIDENCE DIVISI'ON The Providence Division Athletic Asso

ciation entertained 75 railroaders from New Haven-bowling matches Saturday, February 13-two women's and thre~ men's teams. Providence won everything. After the match all were taken to the Auburn Club House for dinner at which 115 were present. Dancing followed, with a greater number attending. During the evening entrance ticket No. 1069 was drawn, awarding to Miss Edith Poore the Tuska Radio Set, which she immediately turned over to the Club to dispose of.

• • • It is being noticed with a great deal of

satisfaction by the boys on the Third Trick crews at Northup Avenue, that the coats that have been constantly added to Brakeman J. B. Clarke's wardrobe as the winter increased, and with which he has adorned his person, have started to again disappear. This is considered by all as in the ground hog class, and designates the nearness of springtime and the breaking up of winter.

• • • W. M., our veteran Northup Avenue

Book Clerk, who for the past 18 years has been pushing numbers 1n the Big Book, has from the last reports joined the AntiSaloon League.

• • * This case is as much a surprise to the

boys who have always credited Matt with being a good judge of poor spirits and a member of the Mullen Club as it was to Matt himself when he received a letter from that respected League for $7.00. Matt says he remembers receiving a nice little envelope with a nice little pencil inside that fell right out in your 4and when you opened it up to sign with and owing to the spiritual feeling with which he had been imbued after listening to nreachings of the Reverend, and, thinking there could be no harm therein simply af· fixing his name thereon. Now Matt is

22· Along the Line April, 1926

very busily engaged in his efforts to get Tober and Cornell to follow in his footsteps.

Maintenance of Way Department The bowling season has about ended,

April 13 being the date when final games will be rolled. The Bar Harbors hold a lead of three games over the Federals who are one game ahead of the Gilt Edge, so that the final evening's howling will decide the standing of the first three teams. Jack McGuigan has pushed Fred Merow out of first place in tb.e averages and leads him by 18 pins. The Committee is arranging the annual banquet, and it looks now as though dinner will be served at the Shrine Club and followed by a theatre party, probably at the "Opera" Jiouse.

• • • The ladie~ closed their Tourament on

April 5 and the final standing of teams is as follows:

Hub ................. 42 37 Mayflower ............ 38 31 Puritan . . . . . . . . . . . . . . 31 28 Bay State . . . . . . . . . . . . Z7 42

High Team Three String-Bay State, 1340.

High Indivi'dual Three String-Sabina Poore, 314.

High Individual Sing]e String-Ann Seddon, 129.

High Individual Average-Ann Seddon, 93 14/78.

• • • We are all glad to see John Grady back

on the .iob after an illness of several weeks. The picture is not complete without John.

• • • We extend our sincere sympathy to Anna

Garvin, local telephone operator, in the death of her husband. -

• • • We heard from Ed Northup during the

past few days. He is still down in Tampa, Florida, and in response to the many requests of his friends for shipment of oranges, he sends post cards with a picture of a crate of oranges. What! No oranges!

WATERBURY DIVISION Sherman Brown, our congenial high

grade Yardmaster, came to work the last ·rainy day without his boots. One of the switching crew asked Brown where the ,boots were and he stated his boy was wearing them to school. The boy is IS years old and "Sherm" wears number 11 boots, so "like father, like son."

* * • Wilfred Dillon covered the 4 P. M. to

12 P. M. shift several days last week and claims the job would keep Nurmi busy.

• * • Yardmaster John Conlon has been absent

from the bowling alleys the past two weeks due to a stiff neck. This accounts for the Yardmasters dropping from third to sixth place.

• * * The Waterbury Division Bowling teams

took three out of four matches from New Haven Division last week. After the bowling the teams went to the Shanghai Restaurant for a chicken supper. Gene Callahan asks the following question: "If you are hungry would you rather have a feed of hot dogs and sauerkraut or wait two hours for a chicken dinner?" James McMahon and partner won first prize at the masquerade dance after the supper. Mulhall was in good shape at the supper, eating three orders of chicken and five dishes of ice cream.

• • • Dick Hogan is now able to count to 72

in Chinese due to helping the restaurant manager count the guests. .,

NEW YORK DIVISION Traveling Wage Auditor informs us that

he has purchased a new Dodge car. From the amount of dodging about the System that he is called upon to do, it ought to be a good buy.

• • • We have yet to hear from Bert Nolton.

Perhaps he is trying to put the automobile salesmen on a bonus system.


Mr. H. D. Waterbury, who has been ailing for quite some time, has been granted a pension.

• • • Charlie Nash says that he will attribute

his success when it comes, to the follow· ing: Check book, second-hand Essex, cost study, living in South Norwalk, being an organist choir singer, old stamps and his wonderful disposition.

• • • Now that another year has rolled by

the dopesters are busy once more figuring out the chances of the . various teams in the major leagues. It is the consensus of opinions in this - office, that is, Harry J. Hotter's opinion, that the Yankees will cop the bunting. He would like to have the opinion from an old friend of his who used to be a Yankee rooter but is now located in New Haven.

• • • A good thing to remember and a better

thing to do is to work with a construction gang and not a wrecking crew.

• • • Showing that the spirit of genial co

operation is still existent between the Transportation and Clerical Departments, an incident occurred the other day which is well worth our notice. A cferk from the Harlem River office building got off of Train 271 at Harlem, forgetting a brief case of papers which he had left on the satchel rack above the seat in which he was sitting. Andy Ha11, the jovial Trainman (all fat men are jolly) noticed the bag when he was passing through the train at Grand Central, and fortunately remem· bered that there were a couple of deadheads who had been sitting in that seat. A bont twentv minutes after the train arrived, a call came from Mr. Reynolds' office asking for the clerk who bad left his brief case on Train 271. A mail messenger delivered the bag two hours later.

• • • A new fad has been created in the Divi

sion Accountant's office by the fair sex. They are wearing artist's smocks and the array of colors would make King Tut sit up and take notice.

OLD COLONY DIVISION The following item appeared in The

Boston Post dated March 5. 1926: "ONE DAMN IN SEVENTY-FIVE YEARS" Stoughton, March ~G. Herbert Ray

mond of this town has Jived for 75 years and in all that three-quarters of a century he has sworn but once. He celebrated his birthday today.

Just one "damn" and that used when Raymond was a wee little chap and didn't know the meaning, is claimed to be the only cuss word he has ever used.

In view of the fact that Mr. Raymond, who is the Station Agent at South Stoughton. has been furnished soft coal for use in the station heater at that point for the past three or four years, the above does not seem possible. ., ...

TRAFFIC DEPARTMENT Passenger--New Haven "I have no doubt at aJl the Devil grins,

As seas of ink I spatter-y e gods, forgive my 'literary' sins

The other kind doesn't matter." Now that I have apologized in a way,

I feel that I may go on and do my bit enlightening you as to the secrets of the Department. You notice that the writer nrotects himself bv saying that all of these things were heard.

After such a brief pause we are going to "bust" right out il}tO song again, entitled "Bugs." Some little Bug is going to get you some

day-Some little Bug is going to get you some

day-He'll come crawling up your spine, And he'll sav "You're a11 mine." Look out! Some little Bug will sure get

vou some day. -Th~s has been the case in the Passenger

Department for the past month. It is useless to mention names and much shorter to say that practically all the Department has been visited hy this Bug-the "Flu" or "grippe." A fe}V real hardened souls stood the onslaught and in some cases this Bug not only crawled un their spine, but crawled all over them. I believe, however, all are healthy at the present time.

24 Along the Line A~ril. 1926

"Music Hath Its Charms." Now this is an old adage, but if you don't believe it ask Miss White.

• • • Now let me tell you something in strict

confidence. Our genial Advertising Agent took his Third Degree in the Masonic Order a short time ago and since then he has been suffering from a severe stiffness of the shoulders and :l rather weak right arm. Of course I'm not saying that there is any connection, but just the same one wonders.

Passenger--Boston The following letter was received from

one of our agents. It is quoted here to show that New Haven employes can not only give an interesting account of happenings in the daily work, but are also masters of rhetoric.

.. An army of huge rats invaded our basement on the night of March 1, and feasted on the glue binding of about 25,000 sales slips, scattering the loose slips all over the floor. We salvaged about 10,000. The rest are beyond redemption.

"Yesterday we purchased a large tomcat from the S. P. C. A., and he is now doing guard duty downstairs and we are in hopes of saving the rest of our stock."

Aw, Rats! • • •

Two of our young men had occasion to visit South Braintree one night recently. About 10:00 P. M. they got ready to leave, first consulting a time table one of them had picked up in the office. Up_9n finding that the next train north was listed as leaving at 10 :06 they rushed to the station, only to find that the rain now leaves a 11:06. The time table was issued in 1 une, 1925. Daylight Saving is certainly the Railroad man's nemesis.

• • • Mr. H. A. Walsh, whose marriage was

announced in the February issue of ALONG THE LINE, was the recipient of a handsome sectional book case from fellow employes.

• • • Most of the members of this Department

are unaware that we have a budding young Rembrandt in our midst. Mr. H. A. Curtis is the future master who has already painted several fine pictures, the

most notable being an oil painting of "Moses with the Ten Commandments." It is said that he received his inspiration for this work after seeing the movie "The Ten Commandments." Recently he saw "Down to the Sea in Ships" an_d expects to start work shortly on a nautical scene that will give the observer mal-de-mer. · or ..

GENERAL STORES-NEW HAVEN

On Thursday evening, March 25, at "Hobson's" in the quai_!lt old village of Meriden, Conn., the Animal Le~gue bowlers of General Stores were tendered a banquet upon the completion of one of the most successful bowling seasons in its history. A most tasteful dinner was served in an a la carte manner w1iile the orchestra played the latest popular airs. Prizes were awarded to 1 oey Auerhamer for high single of 157, Captain Padden for high individual average of 96.5, and the winners, ]. Laffin and B. Patterson. Bill Kennedy, after eliminating some keen competition on the pool tables, was crowned "King of the Ivories."

The real feature of the evening was the bowling match between Eddie Bohan and ! oker McQueeney. Bohan was stripped to his B.V.D.'s, and even with the frantic efforts of his coach, Jim Colbert, he succumbed to the "Gas Pioe" when Mac, using great technique, took the series.

At 12:30 the boys, in the best of spirits, departed homeward, after 1ealizing that the time had been enjoyed by all.

• • • The year of 1925 proved to be a little

disappointing as far as weddings and blushing brides were concerned, since the usual number of at least four or five dwindled down to a mere "single." However, we are anticipating an improvement this year, since five sparkling diamonds are silent couriers of these coming events, so save your pennies, everybody! ,

MIDWAY The "boys" that travel on the 3:15 P. M.

transfer from Midway are always pleased to see Engineer "Pop" Getchell at the

A11ril. 1926 Along the Line 25

throttle, as it means New London "ahead of 19." Good work, "Pop."

• • • Jimmie Mclninch is convalescing from

a surgical operation at the Home Memorial Hospital. During his absence W. E. Cline is performing his duties.

• • • Clarence Adams, Yard Clerk, is eagerly

scanning the Gump cartoons, looking for some spring house cleaning hints from Andy.

• • • Among other accomplishments, the New

London Division boasts of radio broadcasters, Jimmie Mclninch having recently rendered vocal solos through ~ations at Webster, Hartford and New London, and Wm. Nordenhold through the New London Station WCBR. Both singers received well deserved congratulations.

• • • Bill Johnson now claims that he pre

sented the prize trout t'> Superintendent R. M. Smith, but the "Super" not having verified his statement, we _still think that as a fisherman, he's a good florist.

• • • Walter Bump, Towerman at SS-119, is

sorting out his dahlia toes preparatory to his spring gardening. Walt is just as fast with a spade as he is with a key.

• • • Jack Cavanaugh is a~o glancing over the

seed catalogs. After 24 years' service on the Road, in which he raised plenty of corns, he should be able to plant straight rows. Jack has accommodated so many with favors of all kinds that an SOS for assistance in his gardening should not go unheeded. .,. ,

C. N. E. DIVISION As the Duck Pin Bowling League of

the C. N. E. at Poughkeepsie, N. Y., has come to an end it possibly would interest some · to know just how it all happened.

This league was composed of four teams, namely, Signal Department, composed of Palmer, Anson, Welsh, Gahan, Campbell; Bridge Department, Cuthbertson, Green, Covert_, Corcoran, Hayden; Station Building, Ferguson, Clark, Deegan,

Wigg, Gillson; Office Building, Rose Maston, Bennett, Smith, Cqjberg.

The Station Building team was composed of seasoned bowlers, most of them having bowled on well-knowJl teams throughout the States of New York and Connecticut. Office Building t~am was composed of equally famed pl_?yers; Bridge Department having two players that have bowled before and the balance were practically beginners; and last but not lea!t comes the Signal Department team composed of such well-known players as F. Palmer (former owner of the famous covered wagon) , Campbell and Welsh, very versatile in this art, Anson and Gahan, who could be relied upon to turn in the substantial score of 60 or more without turning a hair.

At the conclusion of the schedule the Bridge team was very much in evidence, while both the Station Building and the Office Building were close runners up, and amongst the missing were the Signa_} Department team. Sog1e say that they got their signals mix~d, but lo and behold, their stalwart capta!n says NO, NO, and a couple of No's.

At the conclusion of the schedule, which was topped by ::he Bridge team, our ever popular Police Capt. F. Rozelle donated a five dollar gold piece to the player rolling the largest score without a mark, which was won by Ferguson of the Station Building. Capt. Rozelle also donated a handsome eight day clock to the person who should roll a W C score Ill, which resulted in a tie between Green and Colberg. These two will roll off at a later date. •. ,

EAST HARTFORD Andy Gump of East Hartford Engine

House participated in the Charleston Contest at the Plaza Theatre, but did not win the cup.

• • • Charles Gardener, better known as.

Brake Shoe Charlie, doesn't care to accept any rides over the Connecticut boulevard on icy pavements. There's been too many accidents.


P. F. Sheridan, our bright, industrious General Foreman, is studying the new traffic signals in Hartford along with Scotty, and they both know that red means stop.

• • • Spring is here. Mr. W. J. Croker no

doubt will be seen with his beautiful luxurious gas controlled four-wheel brake Maxwell.

• • • Mr. W. G. Squires M. M., was "listen

ing in" on the radio East Hartford Night at WTIC, and said it was a very splendid program.

a *1

NEW HAVEN DIVISION There has been no improvement in the

condition of Harry B. Forbes, Road Foreman of Engines, New Haven and New London Divisions, who is still confined in Grace Hospital, New Haven, as was announced in the issue of ALONG THE LINE of March 1926. His many friends and coworkers on the New York, New Haven & Hartford and Central New England have generously responded to a request for financial assistance in meeting the unusual expenses which he has incurred on account of operation at Johns Hopkins Hospital, Baltimore, Md., and long confinement at Grace Hospital, where h!;l has been since last October. A committee comprising members of the Mechanical and Operating Departments with Mr. A. A. Harris as General Chairman was formed to raise a sufficient amount to liquidate all of his hospital bills, and once more it shows the generosity of our employes when the entire amount was -subscribed in a short time.

• • • We were all glad to see Assistant Super

intendent J. F. Doolan back after being confined to his home for ten days on account of a serious attack of la grippe.

• • • After returning from a long bard day's

work on the Canal recently, Trainmaster J. Edward Hoyt retired early _ and was suddenly awakened by a yell downstairs. He jumped out of bed, end thinking the house was being robbed rushed down

armed with several shotguns. When he arrived at the foot of the stairs he was met by young Edward all excited stating that he had just got Oakland, Cal., on his radio. For fear that he might say too much Mr. Hoyt said nothing but rubbed his eyes and stole leisurely back to bed.

• • • Headquarters Trainmaster Carroll, we

understand, is dabbling in real estate. He has just disposed of his summer home at Milford and purchased a splendiQ. residence in Highwood. It is rumored that he is to breeze out in a new eight-passenger Cadillac this summer.

• • • Trainmaster Webber, who has been rid

ing the night trains for the past couple of weeks, had occasion to fix a hot box at Madison about 2:00 A. M. when it was extremely cold. Mr. Webber, who was snatching a bite to eat, put his hand behind him for a moment and felt something rubbing his hand. Upon turning around he saw a deer taking a bite from his sandwich.

• • • Stationmaster and Mrs. Lucey are spend

ing a two weeks' vacation in the South. • • *

Harold Perry, Accident Clerk, has got out his boots, fishing rod and tackle and says that by another week he will be able to get out on the breakwater where he expects to pull in two or three good salmon which he claims he usually gets at that point annually. "Pop" Morri_? of the Division Accounta.IJ.t's office, who accompanies him on these trips, does not agree with Harold's version of the affair and says that instead of salmon the best they get is a flounder.

• • • Byron Keating, our efficient Car Dis

tributor, :r:eceived a telephone call one afternoon recently asking if he was Mr. Keating, the car disturber. To say the least, this did not please Byron and if it had not been that the party on the other end was a young lady callmg fro!_Il one of the manufacturers he might have aired his feelings.

• • • Engineer A. W. Smith has left the Nor·

1 April. 1926 Along the Line 27

1 wich Branch, having bid in NU-2. * * *

Engineer W. McCracken evidently has t tired of the board and has gone on the 1 Federal.

* • • Engineer L. P. Smith has deserted his

I friends at New Haven, have gone to I Harlem River,-maybe the bright lights ' attract him.

* * * Fireman Den. Horan certainly must like

t the old Shore Line, the w::ty he keeps right

* * * Engineer Bill Cooper has returned again

t to the fold of the Midway family,-we will 1 miss his pleasant smiles out of New I Haven.

* * • Evidently Engineer Hany Eaton did not

care much for the High Grade on 108 as he did not stay there long.

* * * Engineer J. E. Webb has decided to cast

his lot with the New Haven family when he selected run to Providence.

* * * There probably will be no holding

Howard Stahler now that he is qualifie~ for the "Hole."

* • • Now that the Engineers' Banquet is over

no doubt Harry Behringer ca_n put his brief case away and get back to his old job pulling the throttl~. He has certainly been a pretty busy man and good results speak for themsely_es. .,.

NEW HAVEN OFFICES One of our star reporters relates a re

cent amusing incident which hinges upon the fact that friend George Keyes now wears an iron derby. It seems this was George's first day beneath said kelly. Walking along Meadow Street he met on~ of the most beautiful young ladies from the Yellow Building and almost spoiled his brand new derby in his frantic efforts to tip his hat by grasping it strongly and firmly in the middle between the thumb and forefinger.

It pays to advertise. Members of the Engineering Department aided and abetted by Romer Brassil, our premier cartoonist, advertised the capdidacy of "Our Mollie" for Third Vice-President of the G.O.A.A., with the result that Mollie Schaub polled a plurality second only to that of Mr. Dugan for President. She had 400 votes more than her nearest competitor.

* * * Charlie French of the General Mana

ger's Office recently gave all the boys a thrill during bowling at the Y. M. C. A. alleys. He nonchalantly announced that he guessed he would have to pass the cigars. But before congratulations became too thick he amplified 1y adding that there were four new little kittens at home.

• * * But up in the Real Estate Department

Jack Cashman told the first half of the story but accepted all congratulations. He has another boy! More power to his elbow and may the boy be a better brand than the "Terra-Del-F_uegos" he passed around in honor of the event.

• • • Bob Eaton and J. A. Cullen are still

wearing felt hats of the vintage of '22 and show no inclination to get new ones. Bob, we understand, presented his tile to a rummage sale in Mount Carmel recently and it was the only article left unsold.

• * • Everybody in New Haven is getting

ready for the annual show of the General Offices Athletic Association, which i_s to be held during the latter part of May. It is to be a minstrel show and the title will be "The Black and White Revue.'' To those who have attended the previous shows it is hardly necessary to say BE SURE TO ATTEND-especially as this promises to be the BEST YET!

• • • When Miss Hackett of the President's

Office reads this she will say: Yes, it's all very well for you fellows who can stay in bed until eight, but how about us out-oftowners who have to get up at six to catch a train! * * *

Chief McMahon arrived back from his Hot Springs vacation looking better than ever!

<!&ur 1!}alf <!tnturp ~trbict 1!}onor Roll NAME

Richard Baldwin Cogawell Riley Ellaworth Phllllpa James F. Gardner George Henry Saundera Lester · M. Phllllpa John Edw. Kllloy William Stephen Lucey Stephen s. Thayer Clarence A. Slmmona Lorenzo B. Nickerson T. w. Hooge John Somera Lorenzo Warren Batea Duncan J. McPheraon Charlea 0. Marchant Charlea Waldo Ralph Septlmua C. Fleetwood Nelson Peloquin Aaa Herbert Porter Walter Spratt Theodore E. Robinson Timothy J. Maloney Franklin Sherman Hugh Augustua Glllerln James F. Tierney Charlea Henry McLoon Francia Leroy Aahley Albert Erwin Spencer. John Henry Barton Miss Mary McCarty Thomas Burns Charles Leonard Charles Ruggles Sawyer Alfred E. Whitney James L. Bailey JOHN W. WILMOT JOHN FITZGERALD Auguatua S. May Mlohael J~ Cunningham •uaene Byron Chaae Jamea Edward McLoon Luciua Franklin Slocum William Henry Cone Albert Weaoott Brickley Z, B. Smith George E. Warren William Frederick Mornhinweg Michael William Crowley A. F. Currier George Louis Duckworth Fred Balcom l!radford Durfee Bos.worth Albert Austin Burnham fl'rank Pierce Hawley John T. Reilly Charlea Aaa Grant Thomaa F. Mulcahy Chaa. R. Densmore Frank Kaeppel John H. Snagg J, w. ftaymond Harry Leeds Hill Ebert A. Cowles George E. Godfrey W. L. Nye William F. Bowman Amos A. Parker W. H. Warren Sherwood F. Allen Everett H. Crowell Thomas Colbert Martin J. McCue

OCCUPATION DIVISION Clerk, Bpt. Frt. Ofa. New York

ENTERED SERVICE

Englneman New Haven May 1, 1864

Foreman•a Asalatant Old Colony July 18, 1865

Paasenger COnductor Boaton Train Caller New Haven Train Baggageman New Haven Station Maater New Haven Record Clerk New York Leader Rdv. Shopa Midland General Agent New York Office of Vice-Prea., Boston Station Agent Old Colony Pa81enger Conductor Boaton Storekeeper New Haven Gateman Providence Englneman New Haven Comptroller'• Office New Haven P•saenger Conductor Providence Station Agent Boston Carpenter MicDand Outside Joiner Midlland Yard Brakeman New Haven Engineman Boston Train Baggageman New London Section Foreman C.N.e:. Ry. Pasaenger Conductor Providence itatlon Agent H-artford Signalman Providence Eo_glneman Old Colony Mgr. Sta. Reataurant Hartford Rec. A Loading Clerk Providence Agent and Operator New Haven Englneman Old Colony F.lagman Old Colony

Clerk, N. H. Frt. Office New Haven Clerk, Acct. Dept. New Haven Pa11enger Conductor Boston Treasurer N.ew Haven Bl'lld.gemaat.er New York Croalna Watchman Boston Paaaenger Conductor Providence Englneman New Haven Paaaenger Conductor New York Englneman New Haven Watchman Valley Falla Providence Brld_ge Foreman New H-aven Engrneman New Haven Pasaenger Conductor Midland

April Nov. May June June Aug. Oct. Dec.

April June Aug. Dec. Dec.

Jan. March April May June Sept. Nov.

April April April April May May

July Sept. Sept. Nov.

Jan. Jan. April April June June Sept. July Sept. Asst. to Mgr. Trans.

Englneman Car Cleaner Passenger Conductor Agent and Operator Yard Brakeman Track Supervlaor Passenger Trainman Passenger Conductor Passenger Conductor Cabinet Dept. Paasenger Conductor Agent and Operator Asst. Sta. Master Paaaenger Conductor Passenger Conductor Agent

Old Colony March

Engfneman Crossing Watchman Conductor Foreman Section Foreman Train Caller Carpenter

Providence April Providence Apri I New Haven April New Haven May Hartford July Hartford May Boston Aug. New York July Readville Sept. New York March Boston April Boston April Hartford May NewYork May Danbury July Providence July New London Oct. Old Colony Nov. Readville Shops Nov. Hartford Dec. New London Old Colony Jan.

1867 1868

28, 1888 1, 1869 1, 1869 8, 1869 3, 1869

1869 1, 1869

1870 1870

21, 1870 16, 1870 26, 1870

1870 . 1871

1, 1871 2, 1871

1871 1, 1871

1871 18, 1871

7, 1871 1872 1872 1872

1, 1872 2, 1872

23, 1872 1, 1872

22, 1872 1872

7, 1872 1, 1872

1872 1872 1873 1873 1873 1873 1873

1, 1873 1873

1, 1873 18, 1873 19, 1873 1, 1873 1, 1874

1874 1, 1874 1, 1874 1, 1874

11, 1874 30, 1874 2, 1874

11, 1874 1874 1875

2, 1875 2, 1875

1875 14, 1875

1, 1875 24, 1875 20, 1875

3, 1875 20, 1875

1875 1875

13, 1876

1926 Along the Line 29

a1bout ®ur ~alf <nenturp ~en - John Fitzgerald, Passenger Conductor,

who may well lay claim to a niche in our Half · Century Service Honor Roll, was born in South Wareham, Mass., in a section known as "The Poles," on January 22, 1855, and started his rail-

1872, at the age of sixteen, as flagman on the Old Colony Railroad, at a crossing at Newport, R. I., when trains ran to the Wharf which is now the old freight house, remaining there until September 20, 1872.

He was then transferred to Somerset, Mass., where he took up the duties of brakeman on a coal train on September 22, 1872; transferred again to Boston in the fall of 1875, by promotion to Freight Conductor on freights out of Boston until the summer of 1880, remaining at this post until 1887, at rvhich time he was appointed Night Yardmaster at South Boston for one year, subsequently returning to road service as Freight Conductor O!!_t of Boston, being promoted Passenger Conductor in 1890, running from Hanover, Mass., to North Abington, Mass., for three months, coming back to Boston covering assignments for two or three years, after which time he entered the Boston to Cape Cod service, remaining there up to the present time.

He has been for a great many years actively engaged in the affairs of the Order of Railway Conductors, holding several offices, at present being Chairman of the Legislative Committee of the Order of Railway Conductors.

Mr. Fitzgerald has worked under the following Superintendents: Messrs. W. H. Bullock, J. H. French,. C. H. Nye, E. G. Allen, G. T. Taylor, F. S. Hobbs and W. T. Spencer.

John W. Wilmot, Clerk in the Freight Office at New Haven, is one of our HalfCentury Men with a record of 54 years service. Mr. Wilmot expressed the wish that we did not print a write-up of his service, and we respect his wishes. However, when a man has served this length of time in our great New Haven family, it did not seem to us right to pass him by without some mention, and we sincerely hope Mr. Wilmot will not be offended at these few words.

I •

Commendable Public Service

There are two kinds of public servants. First of all there are those who are elected to some office by the people or who are chosen out of civil life for this or that public office. The salary

and the monetary income of these servants are dependent entirely upon the will of the voter or of those in high office whom the voters have chosen. But there is another sort of public servant who has a harder job to fill. These are the folk in charge of the railroad stations, the telegraph offices, those, in fact, who are responsible for public service of a private nature. We have always contended that the good manners of such servants of the public are very largely dependent on the good manners of the public itself. Be that as it may, there are good people in charge of telegraph offices and surly people in charge of other such stations of public service.

On the distinctly good side of the ledger we have always placed very high the name of Carl E. Gilbert, for so many years station master at the Pomfret railroad station. • . . Always courteous, always doing everything within his power to please every patron, Mr. Gilbert has long held his high place in the affections of Pom-fret people. (The Putnam Patriot.)


I I 18rrrut llrat.Qa 1Ju ®ur .. " I N ttu iiauru 111 amily I Benjamin I. D. Roosa, Joint Agent for

the C. N. E. Ry. and N. Y. C. R.R. at Beacon, N. Y., died Saturday, January 30, 1926.

Mr. Roosa was born in New Paltz, N.Y., July 27, 1859, a son of Christopher and Mary Roosa, and was a descendant of the old Huguenot stock who were the early settlers of that town.

Mr. Roosa entered the employ of the Newburgh Dutchess and Columbia R.R. as a Telegraph Operator and was later promoted to the position of Train Dispatcher with this Company, and when the N. D. & C. R.R. was consolidated with the Central New England Railroad he· was placed in charge of the agency at Mattewan, N. Y., where he remained for nearly twenty-five years, later being promoted to the joint agency of the C. N. _E. Ry. and N. Y. C. R.R. at Beacon, N. Y., which position he filled m~st admirably until his death. Mr. Roosa entered the service November 5, 1886.

Mr. Roosa was a member of Beacon Lodge No. 283 F. & A.M. and of Hudson Lodge K. of P. He was very active in church affairs, having served as President of the Board of Trustees of the First Presbyterian Church of Mattewan, of which he was a member, for a score of years.

The Beacon Daily Herald had the fol· lowing to say in regard to Mr. Roosa:

"In the death of Mr. Roosa the community loses one of its most prominent citizens, one who has been active in the civic, business, fraternal and church life of the city over a long period of years, one who had the respect and esteem of everyone with whom he came in contact, and one who was held dearly by all who knew him."

Howard J. Garvin, T e II e r in the Cashier's Office at Providence, died March

1 after an illness of over a year. Mr. Garvin has been a faithful employe for thirteen years and his many friends will miss his jovial smile. Our sympathy goes to his wife, Mrs. Anna Garvin, who is also of the New Haven familY, being one of the telephone operators at Providence. -·-John Corey, 77 years of age, a flagman at the Diamond Hill grade crossing of the Franklin Branch of the New Haven Railroad, was found dead on the floor of the railroad station on the evening of March 29, 1926.

When Engineer C. W. Hobart on the Valley Falls-Franklin train failed to see the customary lantern signal of Corey, who never before failed to be at his crossing post during his seven years of service as flagman, he figured something was amiss. Bringing the train to a stop the Engineer, with Conductor J. R. Green, investigated and found Corey's lifeless body huddled on the floor.

Dr. Alexander Marshal, medical examiner, viewed the body at the undertaking establishment of James J. Duffey, Broad Street, Valley Falls. He stated that death was due to natural causes. -·-William Henry Walker, Engineer of New York, New Haven & Hartford Railroad Co., died at his home in Washington April 2, 1926, from double pneumonia which followed influenza.

He is the son of Mr. and Mrs. Burroughs G. Walker of Colvintown. Parents of the deceased and three children, Grace G., Barbara J. and Alta P. Walker, survive.

He was a member of Manchester Lodge of Masons, Anthony Lodge of Odd Fellows, Ruth Chapter, Orde:r: of the Eastern Star, the Commandery and the Consistory.

... ~quare )lmen

The world today is looking for men who are not for sale; men who are honest, sound from center to circumference, true to the heart's core; men with conscience as steady as the needle to the pole; men who will stand for the right if the heavens totter and the earth reels; · men who can tell the truth and look the world right in the eye; men who neither brag nor run; men who neither flag nor flinch; men who will not lie, shirk, or dodge; men in whom the courage of everlasting life runs still, deep and strong; men who know their message and tell it; men who know their place and fill it; men who know their business and attend to it; men who are not too lazy to work nor too stupid to be poor; men who are willing to eat what they have earned and not ashamed to say Hno" with emphasis and wear what they have paid for; men who are not ashamed to say, ui can't afford it."

(Illinois Central Magazine.)

a_' 1

BECKLER PRESS, INc .. BOSTON

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