TH - Canada Southern Railway

Chauncey M. Depew

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New York Central Lines Magazine for May, 1928
G e n e r a l A m e r i c a n C a r C o m p a n y
Designers • Builders • Lessors of Patented Milk Tank Cars
General Offices: 940 Illinois Merchants Bank Building
CHICAGO, ILLINOIS

N e w Y o r k C e n t r a l
L i n e s M a g a z i n e
N E W Y O R K CENTRAL BUILDING — 466 LEXINGTON AVENUE, N . Y.
| Vol. IX | | MAY • 1928 J | No. 2 J
Cover Photograph—Chauncey M. Depew,
April 23, 1834—April 5, 1928
Chauncey M. Depew, Chairman of the
Table of Qontents
Page
Board, Dies at 93 of Pneumonia 7
Chauncey M. Depew's Notable Career. ... 13
Fighting for "Sassy" Bass in Northern
and Southern Waters. By Eugene Shade
Bisbee 20
Eating to Live by Choosing Proper Foods.
By Dr. G. Ellington Jorgenson 25
Suggestions to Freight Warehouse Men
on the Handling of L. C. L. Shipments.
By D. J. Sheehy 28
Two Judges Address Metropolitan Vet­
erans at Banquet in New York City.. 29
Traffic Department — National Parks
Ready for Summer Season 31
Agricultural Relations — Special Train
Through Ohio and Michigan Stimulates
Sugar Beet Industry. By E. J. Leenhouts 45
Editorial—Chauncey Mitchell Depew... 54
The Home Circle — Turning the House
into a Home in Spring. By Carlo, Ryder 57
P. E. CROWLEY. President,
New York
H. L. Ingersoll, Assistant to the President
M. J. Alger, Executive Assistant to the
President
F. H. Hardin, Assistant to the President
R. E. Dougherty, Engineering Assistant
Curtis M. Yohe, Assistant to the President.
A. H. Harris, Vice-President, Finance
and Corporate Relations
The New York Central Railroad Company
(Including Ohio Central Lines)
R. D. STARBUCK, Vice-President,
New York
Boston & Albany Railroad
H. M. BISCOE, Vice-President,
Boston
The Michigan Central Railroad Company
E. D. BRONNER, Vice-President,
Detroit
Fubl Economy Performances as Observed
Page
by Road Foremen of Engines 63
Spouts
Committees Named for Track Meet in
Erie 66
40 Major League Baseball Teams This
Season. By William J. Morris 67
New Roads Enter "Get Traffic" Cam­
paign 76
THOUSAND at Second Annual Dinner of
NEW YORK CENTRAL LINES,
Executive Department
G. H. Ingalls, Vice-President, Traffic
R. J. Cary, Vice-President and General
Counsel
C. C. Paulding, Vice-President. Public
Relations
Jno. G. Walber. Vice-President, Personnel
H. G. Snelling, General Treasurer
W. C. Wishart, Comptroller
E. F. Stephenson, Secretary
The Cleveland, Cincinnati, Chicago &
St. Louis Railway Company (Big Four
Route)
The Peoria & Eastern Railway Company
The Cincinnati Northern Railroad Company
Evansville, Indianapolis & Terre Haute
Railway Company
H. A. WORCESTER. Vice-President,
Cincinnati
Buffalo veterans , 78
Sprightly tales from cab and caboose,
No. 42—The Fakers. By George H. Wooding
83
RADIO—What the Manufacturers Offer-
1—The Freed-Eiseman NR-60. By Irwin
M. Frey 86
Humorous Notes 88
Saving Future Repair Bills by Building
a Rust-Proof House. By L. Porter Moore 89
Recent Deaths in the New York Central
Family 101
The Honor Roll 107
A. H. HARRIS, Chairman of the Finance
Committee, New York
W. C. Bower. Manager, Purchases and
Stores
I. R. Smart. Manager, Dining Service
E. C. Keenan. General Superintendent,
Telephone and Telegraph
E. H. Anderson, Manager, Agricultural
Relations
C. W.Y. Currle. Publicity Manager
The Pittsburgh & Lake Erie Railroad
Company
The Lake Erie & Eastern Railroad Company
J. B. YOHE. Vice-President.
Pittsburgh
Indiana Harbor Belt Railroad Company
Chicago River & Indiana Railroad Company
T. W. EVANS, Vice-President,
Chicago.
New York Central Lines Magazine for May, 1928
Compounded
A n t i - F r i c t i o n S a v i n g s
Crossings, rail joints and other track irregularities
mean shock for the car journals.
Curves, switches and clearance mean thrust.
Railroad anti-friction bearings must be able
to carry full thrust and shock and radial
oads like Timken Bearings do—with
their tapered construction, POSITIVELY
A L I G N E D ROLLS, and Timken-made
electric steel.
Full thrust-radial capacity and greater load
carrying area give Timken Bearings the
endurance railroad bearings must have.
Timken endurance compounds Timken
anti-friction advantages—the 88% reduction
in starting resistance—minimum lubricating
requirements—elimination of hot
boxes—freedom from constant maintenance,
THE TIMKEN ROLLER BEARING CO., CANTON, OHIO
I P O M K L ]
R O L L E R B E A R I N G S

4 New York Central Lines Magazine for May, 1928
=
Page
A
Aaron & Bros., Inc., E. A 113
Abt-Bernot, Inc 113
Ackermann Ptg. Co., G. A. 112
Acme White Lead & Color Works. ... 118
Adirondack Inn 99
Albany Car Wheel Company 126
Albany Dairy Company 113
American Creosoting Co 122
Ashtabula & Buffalo Dock Co 127
Ausable Chasm Hotel 99
B
Ballard, William M 124
Barth, L., & Son, Inc 105
Bowman Biltmore Hotels. . . Second Cover
Breitenbach, C. J 113
Brewer Dry Dock Co 122
Brown Car Wheel Works. Inc 125
Bruning Co., Inc., Charles 114
Buckeye Steel Castings Co 118
Buffalo Brake Beam Co 123
Buffalo Slag Company 112
Burdett Oxygen & Hydrogen Co. 112
Byers Company, A, M 121
C
Camel Sales Company 114
Chemical National Bank 106
Citizens National Bank 108
City Ice & Fuel Co 113
Coleman & Co., Inc 115
Coleman, Watson E 122
Columbia Machine Works & Malleable
Iron Co 122
Columbus Bolt Works Co 117
Commercial National Bank 110
Consolidated Engraving Co 112
Continental Casualty Co 108
Copperweld Steel Co 122
Crane's, Theo. A.. Sons Co. 119
Crown Overall Mfg. Co 104
D
Darts Camp 99
Dearborn Chemical Co 114
Detroit Seamless Steel Tubes Co 122
Dickinson, Paul, Inc. 122
Dickson & Eddy 115
Dietz Co., R. E 103
Dominion Construction Co., Inc 124
Dressel Railway Lamp & Signal Co. . . 112
Duner Company 122
Duquesne Steel Foundry Co 120
El Retiro Inn 99
Ellington Miller Company 124
Enos Coal Mining Co 115
Ewald Iron Co 119
Farmers' Deposit Savings Bank Ill
Ferguson & Edmondson Co 104
Ferguson & Son, F 123
Ferro Construction Co., The 100
First Bank & Trust Co.. Utica 103
First National Bank, Youngstown .... 110
Flannery Bolt Co. 126
Fort Pitt Malleable Iron Co 121
Frampton & Co., D. B 124
Franklin Railway Oil Co 123
Furber & Co., E. L. 115
to D V E R T I S E R S
Page
G
General American Car Co 1
General Equipment Co 123
Geneva-by-the-River 99
Gilkey Printing Co. W. S 110
Glennmore Hotel and Cottages 99
Goldstein & Lippman 113
Gordon-Van Tine Company 105
Gould Coupler Co 117
Gould Storage Battery Co., Inc 118
Govaert Company of America, Inc ... 98
Graham Bolt & Nut Co 118
Gregory, Mayer & Thorn Co 110
Guillaume & Co., Inc 113
H
Hale & Kilburn Company 100
Hamilton Watch Co Third Cover
Hanna Company, M. A 101
Hedstrom-Barry Co 101
Hewitt Rubber Co 112
Huntington Bank Building Ill
I
Indiana & Illinois Coal Corp 115
Interstate Electric Co 112
J
Johns-Manville Corp 119
Johnson Bronze Co 119
Johnson & Son, B 122
Joy Co., Edward 125
Keystone Grinder & Mfg. Co 109
Kniffin & Demarest Co 113
L
L. & M. Stone Co 112
Lane & Son, John S 122
Larus & Brother Co 107
Lehon Company 119
Lockhart Iron & Steel Co.. 112
M
Magnus Co., Inc 124
Marcy-Buck Co., Inc 116
Marine Trust Company Ill
Mellon National Bank 108
Miner, Inc., W. H 117
Murine Eye Remedy Co 104
N
Nashville Tie Co 124
Nathan Mfg. Co. ..' 120
National Carbide Sales Corp 12,5
National Railway Appliance Co 118
Neely Nut & Bolt Co 114
New England Coal & Coke Co. 115
New England Construction Co 123
New Kenmore Hotel 99
Newtown Creek Towing Co 112
New York Air Brake Co 126
New York Car Wheel Co 117
New York State National Bank 110
North American Coal Corp 116
Northern New York Trust Co 110
O
O'Brien Bros., Itc 123
Oxweld Railroad Service Co 126
Page
P
P. & M. Co 127
Paige & Jones Chemical Co 114
Pantasote Company, Inc 101
Paramount Fuel Co 112
Philadelphia & Cleveland Coal Co 116
Pittsburgh Coal Co 117
Pressed Steel Car Co 121
Pursglove Coal Mining Co 116
Pyle-National Co 127
Q 44 C Company 119
Quimby, J. L. Co 112
Railroad Accessories Corp 104
Railroad Co-operative Building & Loan
Association 109
Ralston Steel Car Company 128
Ramapo Ajax Corp 114
Redding Masonic Supply Company 108
Rennolds & Bros., J. A 122
Rochester & Pittsburgh Coal Co 116
Royal Diamond & Watch Co 107
S -
Schaefer Equipment Co 128
Scullin Steel Company 118
Seamen Lichtenstein & Co., Inc 113
Springfield Waste Co 105
St. Thomas Bronze Co 117
Standard Oil Co. of N. Y 102
Standard Safety Nut Corp 120
Standard Slag Co 122
Standard Steel Car Co 100
Stevens House 99
Swan-Finch Oil Corp 122
Symington Co., The 120
Taylor Co., W. P 114
Thatcher & Sons, John 124
Thousand Islands House 99
Thurston Company, D. W 123
Timken Roller Bearing Co 3
Todd Shipyards Corp 109
Tolsma. George 113
Tregarthen & Sons Co., James 122
Trelfall & McLaughlin 122
Tuco Products Corp 118
Union News Co., The 113
United Coal Sales Co 112
United Hotels Co Fourth Cover
V
Victor Coal Co 116
W
Walsh Construction Co 125
Wasson Coal Co 112
Wheel Truing Brake Shoe Co 101
Worcester Bank & Trust Co 110
Wren Cottages 99
Y
Youghiogheny & Ohio Coal Co 115

W o n d e r f u l M o d e l s o f N e w Y o r k C e n t r a l ' s N e w H u d s o n T y p e
L o c o m o t i v e , N o . 5200, A v a i l a b l e at C o s t
The Actual Model Base is 9% Inches Long
There has just been produced a new model, 9% inches long, of the New York Central's remarkable new Hudson type
locomotive, used to haul the Twentieth Century Limited and other limited trains. These models, which are supplied
in various finishes, including colored enamels, silver plate and gold plate, make ideal ornaments and paper-weights for
every railroad man. We know you will be delighted with these models, which are made to scale and are faithful repre­
sentations, in every detail, of these new giants 96 feet long, the first 4-6-4 engines made in America.
As the cost of presenting one of these to each employe is prohibitive,
the Company has arranged, through the Magazine, to
furnish these models at cost to every employe who desires one.
Check or money order should accompany the order and the
name and address should be printed clearly. The prices of the
models are as follows:
No. 1 Silver plate, oxidized $2.50
No. 2 In color enamel 3.00
No. 3 Gold plate 4.65
Retail prices of these models and the price for which they will
be sold to everyone except employes range from $5.00 to $7.50.
SEND THIS COUPON WITH ORDER. No. Price
Name
Addrei
City ...
State
Address, Editor, New York Central Lines Magazine,
466 Lexington Avenue, New York City

Hfyt Jfattf) of © b a u n c e p JflL Bepeto
New York Central Lines Magazine for May, 1928
FAITH by which a great man lived and achieved—the faith of Chauncey M. Depew
—was made the subject of the sermon April 15, in St. Thomas' Episcopal Church, New York,
by the Rev. Roelif F. Brooks, Rector. Eight days before, the funeral service of this indefatig­
able leader, the Chairman of the Board of the New York Central, had taken place in the
same church.
The paragraphs which Mr. Brooks took as the theme for his sermon were the ones in which
Mr. Depew, on his ninety-third birthday, April 23, 1927, had given expression to the religious
faith which had guided him through his life. They were:
"From my experience of ninety-three years I am more firmly anchored
to the Bible than ever before, and believe implicitly in its
teachings and in the God it portrays. I have always felt a real dependency
on God. My idea of God is personal rather than a force;
not a personality such as we are, of course, but a glorified, divine
and infinite heart, brain and spirit, all-comprehending,, all-powerful,
never failing.
"I think of God as being, interested in mortals and mortal affairs;
Christ as his earthly manifestation; Christ, who understood, lived,
toiled and suffered upon earth as men and women do; Christ, who
died, as we must do before we live a&ain. Christ is God's pledge
of love."
"I don't believe much in chance; you have to make things come
your way and they will come your way if you will follow the rules
of moderation, of not worrying, of diversifying your interests, of
trusting God and loving your fellow beings. A thing, I have never
lost is faith in the efficacy of prayer. I have tested it repeatedly.
It has never failed."
"For a life, abounding in &ood things, in a capacity for enjoying
everything,, in reciprocal attachments and contributions with multitudes
of men and women, in more than my share of health and happiness,
I reverently thank God that I am alive and that I have lived."
New York Central Lines Magazine for May, 1928
n t r a l 1 W G S Q 0 Q Z M Q
Volume IX M A Y • 1928 er 2
C h a m m c e y M . D e p e w , C h a i r m a n o f t h e B o a r d s
>ie§ a t
Bishop Manning. Bishop Stires es and other of the clergy who officiated at the funeral of Chauncey M. Depew leaving the
church with the honorary pall bearers. At the head of the stairs, on the right, is Mayor James J. Walker President
Crowley Is part way down the le stairs; beside him is Dr. Nicholas Murray Butler, President of Columbia Uni\ iverslty. Just
ahead ah*»art nf of him la is William K. K Vanrionhil* Vanderbllt.
Jhauncey Mitchell Depew, for
the last thirty years Chairman
of the Board of Directors of
the New York Central Lines, and for
thirteen years prior to his elevation to
that office, President of the New York
Central Railroad, died of bronchopneumonia
in his residence, No. 27
West Fifty-fourth Street, New York
City, at twenty minutes after four
o'clock, the morning of Thursday,
April 5.
Thus passed out of service not only
the oldest officer of the New York Central
family but the only survivor of a
notable group of transportation pio-
neers under whose guidance and creative
policies the American railroads of
today have been moulded into their
present vast network.
Mr. Depew, as had been his custom
for many years, had passed the winter
in Florida, at his beloved St. Augustine.
He returned to New York on
March 26 to attend a meeting of the
Board of Directors, for time had
failed to dull his intense personal interest
in all the affairs of the Company
with which he had been connected
for sixty-two years. He was
at his office on March 27 and 28, during
which days a slight cold developed.
On March 29, Dr. H. Lyman Hooker
was called to attend him, and every
recourse known to modern medical
science was drawn on to offset the
danger inherent in his advanced age.
Through it all in the few days that
followed, Mr. Depew was cheerful and
confident of his recovery, but his internationally
known optimism for
once failed and Doctors Edward L.
Keyes, Lewis A. Conner and Samuel
W. Lambert were called in as consultants.
From March 29 to the evening of
April 4 the distinguished patient's
condition was not considered grave,
but at seven o'clock on the night of

8
the latter date changes for the worse
developed.
At three o'clock on the morning of
April 5 Mr. Depew was noted to be
unconscious and breathing heavily.
Dr. Hooker, who was in an adjoining
room, was summoned. He directed
that the family be called into the
room. Mrs. Depew, Chauncey M. Depew,
Jr., an only son, and Miss Anne
Depew Paulding, a niece, immediately
came. Soon it became evident to all
present that the end was at hand, and
the household staff, most of whom had
been with the family for years, were
summoned. All were present when
Mr. Depew peacefully breathed his
last. His nephew, Charles Cook
Paulding, Vice-President, Public Relations,
New York Central Lines,
reached the house a little later.
Thus, within eighteen days of his
ninety-fourth birthday, Mr. Depew,
surrounded by his loved ones, departed
from the world of which he had been
one of its most famous characters
and which he had enriched so much
with his wholesome philosophy, gentle
toleration, and constant spread of
good cheer.
Extra editions of the morning papers
carried the announcement of his
death. A few hours later messages
of condolence and magnificent floral
tributes began arriving at the Depew
home. They were a striking testimony
to the esteem in which this great
man was held in the hearts of his fellow
men and women, and they continued
in a steady stream until the
hour of his funeral. In addition there
came to his home many men and women
who had known Mr. Depew in
politics, in business and transportation
circles, or socially, to leave their
personal condolences with his widow
and family.
One of the first tributes paid to the
deceased Chairman of the Board was
that of President Crowley, who ordered
all flags displayed at half mast
on all buildings of the New York Central
Lines until after the funeral, and
the draping in mourning of the Concourse
of Grand Central Terminal and
the facade of the General Office Building
at No. 466 Lexington Avenue.
Messages of condolence came to
Mrs. Depew by the hundreds. They
came from President Coolidge, Vice-
President Dawes, the Prince of Wales
and many others of the world's great,
representing many nationalities. Following
are a few of the messages:
President Coolidge—"I have learned
with great sorrow of the death of Senator
Depew. His high sense of personal
service and his rare and fine
philosophy of life made him respected
and beloved. I have always valued
deeply his unswerving support of my
administration and shall always remember
with pleasure his visits with
you to the White House. Mrs. Coolidge
joins me in heartfelt sympathy."
Vice-President Dawes—"My wife
and I join in deep sympathy to you in
your bereavement. A great man and
leader in our national life, Senator
Depew is mourned by his countrymen."
Sir Esme Howard, Ambassador
from Great Britain—"I have received
a cable from the Prince of Wales saying
that his Royal Highness is deeply
President Crowley's
Tribute
//"TN the death of Chauncey M.
-•- Depew, America has lost one
of its foremost citizens and the
railroad world one of its great historic
figures. Mr. Depew's lifetime
covered, lacking a few years, the
history of the American railroad.
The New York Central's first unfa,
the Mohawk & Hudson Rail Road,
operated its first train less than
three years prior to the birth of
Mr. Depew. In his sixty-two years
of service with the New York Central—thirteen
years as President
and thirty years as Chairman of
the Board—Mr. Depew played a
leading role in the remarkable development
of modern transportation.
His nobility of character, his
lovable personal characteristics and
his loyalty to his friends endeared
him to all."
distressed to hear of the death of Mr.
Depew and desiring that his sincere
sympathy be conveyed to you and his
family."
Governor Alfred E. Smith, of New
York State—"I learned with great regret
of the death of Chauncey M. Depew.
He was one of the leading citizens
of our country and of our State.
As far back as 1864 he was elected to
the office of Secretary of State. During
a long and useful life, he always
displayed a great interest in our public
affairs. He served the people of
F
UNERAL services, of beautiful
simplicity, were held for Chauncey
M. Depew, America's most beloved
patriarch and senior railroad executive,
in St. Thomas' Protestant Episcopal
Church, Fifth Avenue and Fiftythird
Street, New York City, on Saturday,
April 7, commencing at 10:30
o'clock in the morning.
The church is within a block of his
late home and is the one where he had
worshipped for many years. This was
also the same church from which, with
similar simple services, the funeral of
the late President of the New York
Central Lines, Alfred H. Smith, was
held four years ago.
The great auditorium was filled
with an assemblage of distinguished
men and women representative of the
nation, state and city, as well as those
from every walk of life, including political,
financial and railroad circles,
and every strata of society. Their
presence was a fitting tribute to the
unusually wide circle of friends and
admirers which the statesman and
railroad executive had enjoyed
throughout his long and eventful life.
Delegations from the Maintenance
of Way, Operating, Motive Power, Engineering,
Traffic, Accounting and
other departments of the New York
Central attended the funeral.
Outside the church thousands stood
bareheaded on Fifth Avenue through-
New York Central Lines Magazine for May, 1928
t * *
this State with distinction in the Senate
of the United States. He had an
army of friends and admirers, and
while he lived to a ripe old age he will
nevertheless be greatly missed. I have
ordered the flags on the public buildings
at half mast. I express the deep
sorrow of the people of the State and
extend our sincere sympathy to the
members of his family."
John D. Rockefeller—"I have just
learned with deep sorrow of the passing
of your dear husband and my lifelong
friend, Mr. Depew. He will be
greatly missed by the multitudes who
knew him but to love and honor him
for his noble character and high attainments
and for the valuable services
which he has* rendered to his
country and the world. Be assured of
my sympathy for you and other members
of your family in sad bereavement."
Charles E. Hughes, former Governor
of the State of New York, Secretary
of State of the United States, and
Justice of the Supreme Court of the
United States—"Permit me to express
my deep sympathy. The closing of a
life of such extraordinary usefulness
and distinction seems to mark the end
of a period of which Mr. Depew was
one of the most illustrious figures.
The best part of it was that in what
we ordinarily call old age, he capitalized
the varied experiences of the examplar
of wisdom, grace and buoyancy
of spirit, so that in a very real
sense he retained leadership to the
end. Mr. Depew illustrated the victory
of life by his rational self-discipline,
his unfailing interest, and his
undimmed hope. He radiated good
cheer and his passing leaves us with a
sense of irremediable loss."
Hundreds of Notables at the Funeral Services
out the entire service, striking evidence
of the great hold Mr. Depew's
magnetic personality had on the public,
the later generations of which
knew only of him through his written
and spoken words, and of his oftrecounted
achievements from the lips
and writings of others.
The beautiful Episcopal Church
burial service, barren of eulogy or
pomp, was conducted by the Right
Reverend Ernest M. Stires, Bishop of
the Diocese of Long Island, who was
rector of St. Thomas' Church for
many years and a warm friend of
Senator Depew; the Right Reverend
William T. Manning, Bishop of Diocese
of New York, who requested the
honor of participating, and the Reverend
Roelif F. Brooks, Rector of St.
Thomas' Church.
The coffin, covered with a deep blanket
of red roses on which lay a cross
of lilies of the valley, was taken from
the home nearby and conveyed to the
church soon after 10 o'clock. Traffic
was not suspended on Fifth Avenue,
at the request of Mrs. Depew, but
steel erection work on a near-by building
was stopped. Otherwise the noted
statesman's body was received into the
church for the burial service with the
same simplicity accorded the commoner
of no distinction.
As the members of the family were
being seated, the organ played Bach's
New York Central Lines Magazine for May, 1928
third Vt«.t m! v"'! 9
t h e
° ., „ f u n e r a l
«rv,ces for Chauncey M. Depew in St. Thomas' Church, Fifth Avenue and Fifty
thLlr hi J ' -Z S f f i C e r S
.° ° f t h e N e W Y
° r k C e n t r a l w e r e s t i
" assembling in the forward pews to pay tribute to
tneir esteemed leader. The choir stalls were banked with flowers, the gifts of many whose names are known the world over.
9

10 New York Central Lines Magazine for May, 192S
Chauncey M. Depew, Chairman of the Board of Directors of the New York Central,
with his nephew, Charles C. Paulding, Vice-President, Public Relations, New York
Central Lines, photographed in the Senator's office on his ninety-third birthday.
"Largo," the melody of which was
carried on a violin played by Nahan
Franko, formerly of the Metropolitan
Opera House, and an old friend of
Senator Depew.
The "Largo" was followed by an
organ selection by Dr. T. Tertius
Noble, organist of the church. There
was a moment's hush and from behind
the closed door of the chancel came
the sound of voices in song. The door
opened and the music became louder
as the vested boys' choir of the church
entered, singing the famous hymn,
"The Strife Is O'er."
Meanwhile down the center aisle
moved the funeral procession, headed
by the clergy and followed by the distinguished
honorary pall bearers. The
flower-covered casket was placed at
the chancel rail.
The Right Reverend Ernest M.
Stires, then read the Scripture lesson,
the fifteenth chapter of the First
Epistle of St. Paul to the Corinthians.
The creed was recited by those in the
church, which was followed by the
choir, singing "Nearer, My God, To
Thee," and afterward chanting. "The
Lord Is My Shepherd."
Bishop Stires then led the congregation
in prayer. This was followed
from the altar by the voice of Dr.
Brooks, saying:
"Man that is born of woman hath
but a short time to live."
He then took a cluster of ealla lilies
from one of the two gold vases on the
altar and, accompanied by Bishop
Manning, walked to the head of the
casket. As Dr. Brooks laid the flowers
on it, Randall Jacquillard, boy soprano
of the choir, sang "I Heard a
Voice from Heaven," which was composed
by Dr. Noble, organist of the
church, and sung for the first time at
the Good Friday Service the day before.
Bishop Manning then recited the
Lord's Prayer and committed the body
"unto God's gracious mercy and protection."
Then came the chanting of
the "Lesser Litany," followed by
"Hark, Hark, My Soul," the recessional
hymn.
As the body left the church through
a lane lined on either side by the
honorary pall bearers, New York Central
uniformed police and an unexpected
guard of honor composed of
twelve cadets in uniform from the
Peekskill Military Academy, a hush
fell over Fifth Avenue that was a
noble tribute to the high esteem in
which this great man was held. It
proved not necessary to stop traffic,
for it ceased automatically as a
gesture of respect to the great man
whose funeral was approaching its
end.
The Pall Bearers
The honorary pall bearers were:
Frederick W. Vanderbilt, William K.
Vanderbilt, Patrick E. Crowley,
Nicholas Murray Butler, Edward L.
Rossiter, Dr. Henry S. Pritchett,
Frank K. Sturgis, George F. Baker,
Frank Egerton Webb, Newcomb
Carlton, Fred W. Sargent, Morgan J.
O'Brien, Austen G. Fox, Jackson E.
Reynolds, John D. Rockefeller, Jr.,
William Cooper Procter, Bertram
Cutler, Charles H. Sabin, Charles B.
Seger, Henry B. Anderson, Frederick
W. Otte, Elihu Root, James A.
O'Gorman, Ogden Mills, Myron C.
Taylor, John S. Fisher, James J.
Walker, Robert F. Wagner, Royal S.
Copeland, Dr. James Rowland Angell,
Albert H. Harris, Edward S.
Harkness and Warren S. Hayden.
The chancel was buried in flowers.
Conspicuous among them was a huge
wreath, nearly five feet in diameter,
made of red roses with a cluster of
gardenias and lavender statice and
sent by the Board of Directors of the
New York Central Railroad Company.
Many Tributes of Flowers
Among the bewildering array of
other pieces were: Roses and violets,
The Montauk Club, Brooklyn, of
which Mr. Depew had been the guest
of honor yearly for thirty years;
spray of lilies from the City of St.
Augustine, Florida; huge wreath of
roses from the officers of the New
York Central Railroad, Line West,
Cleveland, Ohio; spray of roses from
the Trustees of Peekskill Military
Academy, of which Mr. Depew was a
graduate; roses and violets from the
Council and members of the Yale
Club of New York; wreath, officers of
Yale University; spray of white roses,
Kane Lodge No. 454, F. & A. M., of
which Mr. Depew was a member;
white roses from P. E. Crowley, President,
New York Central Lines; stand
of yellow lilies and roses, Harold S.
Vanderbilt; spray of white roses and
palms, William Kissam Vanderbilt;
spray, Mrs. Vanderbilt; spray of lilies,
Mr. and Mrs. George H. Ingalls;
wreath of red roses, C. J. Brister and
T. W. Evans; roses and sweet peas,
Mr. and Mrs. William D. Guthrie;
roses, Mr. and Mrs. Frederick R.
Coudert; lilies, the Vicomtesse de
Brisson and Comte Chauncey Depew
de Brisson; roses, Mrs. Ira A. Place;
roses, R. D. Starbuck; roses, Mr. and
Mrs. Edward L. Rossiter; yellow
roses, Directors and Officers, American
Exchange - Irving Trust Company;
lilies, Brotherhood of Railway Clerks,
New York Central, Line East; roses,
Helen Hartley Jenkins, Marcellus
Hartley Dodge; circlet of roses and
lilies, John McEntee Bowman: roses,
Albert H. Harris, Chairman of the
Finance Committee, Board of Directors
of the New York Central; roses,
St. Augustine, Fla., Historical Society
and Institute of Science; roses, Barron
Collier; roses, William N. Greve
and Directors of the Prudence Company;
white roses, Duncan C. Pell;
yellow roses, William A. Greer; poppies,
A. G. Leonard; roses, Mrs.
Henry White; circlet of roses and
violets, Mr. and Mrs. Robert W.
Brookings; lilies, Mr. and Mrs. Jorge
Andre; wreath of roses, W. S.
Wishart, L. V. Porter and F. H.
Meeder, Comptroller and Assistant
Comptrollers, New York Central Railroad.
Large wreath of yellow roses, orchids
and yellow calla lilies, Ogden
Mills; wreath of Easter lilies and violets,
John D. Rockefeller, Sr.; wreath
of spring flowers, Mrs. Vanderbilt;
spray of roses and violets, Mr. and

Bearing the rose-blanketed coffin of the Senator between the lines of honorary pall bearers, cadets and New York Central police, down the steps of St. Thomas' Church Into the
waiting funeral coach, which carried It to the family mausoleum at Peekskill.

12
Mrs. Ryan; spray of Easter lilies,
General and Mrs. Kuhn; wreath of
sweet peas and roses, Railroad Young
Mens' Christian Association; spray
of lilies, Friday Night Club of the
Yale Club; large wreath of Easter
lilies and red roses on a stand, Officials
of the Law, Land and Tax Claim
and Freight Claim Departments of the
New York Central Railroad; spray of
pink roses, Sara T. Wetmore; wreath
of red and tea roses, Mr. and Mrs.
William J. Schieffelin, Mrs. Dave H.
Morris, Mrs. Shepard Fabbri; wreath
of pink roses, violets and lilies, John
D. Rockefeller, Jr.; spray of white
and pink carnations, John N. Beckley;
spray of Easter lilies and red roses,
New York Central Public Relations
Department; wreath of roses, Easter
lilies and violets, Albert Morris Bagby;
wreath of red roses and violets,
Mrs. Twombly; wreath of violets and
tea roses, Pilgrims of Great Britain;
large spray of red roses, Pilgrims of
the United* States; spray of red roses,
Faculty and students of Peekskill
Military Academy; spray of palm
leaves and lilies, Mr. and Mrs. William
Fahnestock; wreath of orchids and
sweet peas, Mrs. Whitelaw Reid;
spray of calla lilies and roses, Dr. and
Mrs. L. W. Alston; wreath of white
roses, The Players; spray of tea roses,
Executive Committee of the Kensico
Cemetery; wreath of white carnations
and Easter lilies from the New York
Central Veterans' Association, Metropolitan
Chapter.
Other offerings were a spray from
Psi Upsilon fraternity; roses from the
officers of the Bankers Trust Company;
roses, Mr. and Mrs. William
Hamilton English; lilies, New York
Central Choral Society; spray red
roses, Mrs. Alfred Hudson Townley;
spray of red roses, Russell Alexander
Alger; wreath of red roses, Mr. and
Mrs. Edmund Lincoln Baylies; lilies,
Mrs. Graham Vanderbilt; roses and
palms, Mrs. Earl Smith; and flowers
from Mr. and Mrs. G. Charles Linthicum,
Henry S. Redmond, Marquis and
Marquise de Pontoi-Pontcaire, Henry
B. Anderson, Mr. and Mrs. William D.
Guthrie and Clarence R. Dugan.
The church was filled with nearly
2,500 persons, most of them notable in
American society, finance, business
and transportation circles. A few of
those present were:
F. D. Underwood, President, Erie
Railroad; Former United States Senator
William M. Calder; Charles S.
Whitman, former Governor of New
York; Charles Evans Hughes; H. B.
Anderson, attorney; Mayor James J.
Walker; Col. Charles E. Waller, Vice-
President, Lincoln Bank; Col. James
K. Apgar, former Village President of
Peekskill; Col. L. B. Gleason, Secretary,
New York State Republican
Committee and Secretary, National
Republican Club; Dr. Charles A. Robinson,
Principal, Peekskill Military
Academy; H. S. Vreeland, former
President, Metropolitan Street Railways;
delegation of sixteen cadets
from Peekskill Military Academy under
command of Cadet Captain La
Spina; Cornelius A. Pugsley, President,
Westchester County National
Bank and former representative;
Louis Wiley, Business Manager, New
New York Central Lines Magazine for May, 1928
Chauncey M. Depew as he appeared on his ninety-first birthday, in his office at
466 Lexington Avenue, New York, where he worked dally until a short time before
his death.
York Times; Stephen Baker, President,
Manhattan Trust Company;
Mrs. (General) M. D. Hardin, St. Augustine,
Fla.; Mr. and Mrs. H. S.
Stone, Syracuse; Harold Colee, representing
city of St. Augustine, Fla.,
Florida East Coast Railway, St. Augustine
Historical Society and Institute
of Science and other Florida organizations;
Col. A. Morgan, Commander
Lloyd Aspinwall Post, No.
600, Grand Army of the Republic;
W. W. Adair, Secretary, Railroad
Y.M.C.A.; R. D. Starbuck, Vice-President,
New York Central Railroad; M.
J. Alger, Executive Assistant to
President, New York Central Lines;
R. J. Cary, Vice-President and General
Counsel, New York Central
Lines; W. J. Fripp, Assistant Vice-
President, New York Central Railroad;
J. K. Lovell, Freight Claim
Agent, New York Central Railroad;
L. A. Robison, Passenger Traffic Manager,
New York Central Railroad;
Harry Parry, General Passenger
Agent, New York Central Railroad;
A. S. Lyman, General Attorney, New
York Central Railroad; T. W. Evans,
Vice-President, Indiana Harbor Belt
Railroad and Chicago River & Indiana
Railroad Company; G. M. Glazier,
General Auditor, New York Central
Railroad; C. F. Smith, General
Superintendent Passenger Transportation,
New York Central Railroad;
W. B. Pollock, Traffic Department,
New York Central Railroad; J. V.
Neubert, Chief Engineer, Maintenance
of Way, New York Central Lines; J.
Aronson, Attorney, New York Central
Railroad; F. N. Melius, General Superintendent,
New York Terminal
District, New York Central Railroad;
C. E. Hill, General Safety Agent,
New York Central Lines; C. W. Hammond,
Assistant General Safety
Agent; J. L. Ferris, Auditor of Passenger
Accounts, New York Central
Railroad; L. H. King, former Register
of Contracts, New York Central Railroad;
New York Central Railroad Engineering
Department, delegation of
twenty employes, and delegations from
other departments.
New York Central Lines Magazine for May, 1928 13
Chauncey M . Depew's Notable Career
HEN Chauncey M. Depew died,
one of the notable figures in
American history passed from the
stage. In the rare quality of his many
gifts, in the soundness of his judgment,
the diversity of his interests,
in the extraordinary extent of his
friendships among the elect of the
world, in the importance of his
achievements, he ranked among the
foremost men who have contributed
to America's greatness.
But a sad world which takes itself
too seriously for its own good will
remember Chauncey Depew longest
and most fondly as a raconteur who
had no peer throughout his long life.
Newspapers were always glad to publish
Depew's latest, men never tired
of passing his stories along by word
of mouth.
It would be a mistake to under-rate
Depew's rare gift for story telling.
Indeed, it would be hard to over-estimate
its importance. He was an orator
of unusual charm and his stories
were interpolated to drive home a
point or to whip up interest in the
truths he was driving home. In his
after-dinner speeches, in which he was
at his best, Depew sought recreation
and relaxation for himself, as other
men play golf or hunt or fish or ride;
and they served his purpose. He estimated
that he had attended 8,000
banquets and he was a speaker at
many of them. His published speeches
filled nineteen volumes. They constitute
but a fraction of the total.
He had no thought, perhaps, of
turning his genius as an orator to
practical account in promoting traffic,
yet it was undoubtedly a factor the
value of which would be difficult to
compute in shaping the destinies of
the great railroad system with which
he was associated for so many years.
Perhaps it would not be amiss to call
Depew one of the greatest salesmen
America ever produced. In a gathering
of men of affairs his congenial
good fellowship, his wit and humor,
created an impression that could not
fail to continue into the next business
day and, by a natural association of
ideas, bring the mind around to the
railroad whose president had made an
evening delightful.
The Family of Depew
Chauncey Mitchell Depew was born
in Peekskill, N. Y., April 23, 1834, the
son of Isaac and Martha (Mitchell)
Depew.
He was the oldest of the family,
which included two brothers and two
sisters. His father, Isaac Depew, a
prominent merchant, was a lineal descendant
in the sixth generation of
Francois Du Puy, a Huguenot who
fled from France in 1651 to escape
from the religious persecutions of that
period, going first to the Netherlands
and ten years later to New Amsterdam,
where he married Geertje Willems
in 1661. The name Du Puy is
an ancient one, having been prominent
as early as the eleventh century.
It has undergone many changes in its
transformation from French through
Dutch into English, being recorded as
Dupuis, Dupui, Dupuy, Depee, Depuy,
De Pue, Depu, Depew, etc. The village
of Peekskill, founded in 1764, is
on land which belonged to the fatherin-law
of Francois Du Puy and to his
descendants.
On his mother's side, Mr. Depew's
ancestry included the Mitchells, Shermans,
Palmers, Winships, Wellingtons,
Minots and Johnstons, all notable
families.
When he was about five years old
his mother took him to the school of
Mrs. Westbrook, wife of a pastor of
the Dutch Reformed Church. Mrs.
Westbrook was a highly educated woman
and her husband was a man of
letters as well as a teacher. He specialized
in ancient history and the interest
he aroused in Roman and Greek
culture and achievements continued
with Mr. Depew throughout his life.
Young Chauncey was regarded as a
prodigy and became a leader among
the boys of the village.
To School in His Native Town
Later on Mr. Depew attended
Peekskill Academy, a character-making
institution, the graduates from
which entered professions or business
where they made an unusual record
of success. Depew graduated from
the Academy in 1852. The program
of exercises for that day saw Mr.
Depew launched even then on his long
career as a speaker; for he was down
for several original speeches while the
other boys merely had recitations.
Another educational opportunity of
which Mr. Depew himself spoke more
than once came in his way because one
of his uncles was postmaster at Peekskill.
Through the post office came
several high class magazines and foreign
reviews. There was no rural delivery
in those days and the mail could
only be had on personal application,
and the result was that the subscribers
for these periodicals frequently
left them a long time before they were
called for. Depew was an omnivorous
reader and as a result these publications,
especially the foreign reviews,
became a fascinating source of information
and culture.
Still another unincorporated yet valuable
school which Mr. Depew himself
confessed having attended, was the
frequent sessions at the drug store of
the elder statesmen of the village.
On certain evenings these men would
avail themselves of the hospitable
chairs about the stove and discuss not
only local matters, but general conditions
in the country, some of the
discussions revolving about the provisions
of various measures which had
been proposed and enacted into laws.
They usually related to slavery, the
compromise measures, the introduction
of slaves into new territories, the
fugitive slave law, and they were handled
with much intelligence and information.
The boys of the village
were eager listeners on the outskirts
of this congress. These village store
discussions throughout the country
were the most important factors in
forming that public opinion, especial­
ly among the young, which supported
Mr. Lincoln in his successful efforts
to save the Union at whatever cost.
But perhaps the most important
influence in shaping the character of
young Depew was his mother, a woman
of unusual intellect bordering
upon genius. There were no means
of higher education for girls at that
period, but her father, who was an
eminent lawyer, and her grandfather,
a judge, finding her so receptive, educated
her with the care that was given
to boys who were intended for a professional
life. She was well versed in
the literature of the times of Queen
Elizabeth and Queen Anne and, with
a retentive memory, knew by heart
many of the English classics. She
wrote well, but never for publication.
Attached to these accomplishments
were rare good sense and prophetic
vision. Mr. Depew once said, "The
foundation and much of the superstructure
of all that I have, and all
that I am, were her work."
Isaac Depew had placed Chauncey
in the Academy in the hope that he
would join him in business, but the
youth, influenced probably by his
mother and Dr. Westbrook, had visions
of a more ambitious career. The result
was that he was sent to Yale
University in 1852, graduating in
1856, in a class of 125 that became
famous, partly on account of the general
high standing in the professions
its members later attained, two of
whom reached the bench of the United
States Supreme Court. In this class
Depew made his mark, particularly
by his gifts as a speaker.
Legal Practice Begun
After graduating from Yale, Mr.
Depew entered the office of Edward
Wells, a lawyer of Peekskill, as a
student. He was admitted to the
Bar in 1858 and immediately opened
an office in the village. Here is Mr.
Depew's own account of his first client:
"My first client was a prosperous
farmer who wanted an opinion on a
rather complicated question. I prepared
the case with great care. He
asked me what my fee was and I told
him five dollars. He said 'a dollar and
seventy-five cents is enough for a
young lawyer like you.' Subsequently
he submitted the case to one of the
most eminent lawyers in New York,
who came to the same conclusion and
charged him $500. On account of this
gentleman's national reputation, the
farmer thought that fee was very
reasonable. In subsequent years I
have received several very large retainers,
but none of them gave so
much satisfaction as that dollar and
seventy-five cents which I had actually
earned after having been so long dependent
on my father."
Mr. Depew's political career began
very early. He entered Yale as a
Democrat, his father's party, but the
debates on the campus soon convinced
him that he was on the wrong side
of the great questions of the day. In
1853 he cast his lot with the "Anti-
Nebraska men," who, early in 1856,

14
adopted the name of the "Republican
Party." Thus he may be said to have
been a charter member of the party
•with which he was affiliated for the
remainder of his life. As soon as he
had received his degree he threw himself
enthusiastically into the Presidential
campaign of 1856, supporting
Fremont and Dayton, making speeches
in their behalf and beginning a political
career which made him so prominent
a figure in every succeeding
presidential campaign.
As Politician in New York
Mr. Depew was a member of the
New York Assembly in 1861-2. He
was not a candidate, but was nominated
during his absence from the
State. Of course, he could expect
nothing from his father, and his own
earnings were not large, so he had to
rely upon a personal canvass of a district
which had been largely covered
by rich candidates running against
each other and spending large
amounts of money. But Mr. Depew
made a hot canvass, speaking every
day, and with an investment of less
than $100 for traveling and other expenses,
he was triumphantly elected.
Few men have done so much for
others in politics and sought or received
less for himself than Chauncey
M. Depew. This service in the legislature
was followed by a term as
Secretary of State of New York.
The first National Convention Mr.
Depew ever attended was held in Baltimore
in 1864, when Lincoln was renominated.
Thereafter he was a regular
attendant at National Conventions.
He was delegate-at-large, representing
the whole State, to the Republican
National Convention in 1888,
1892, 1896, 1900, 1904, and was a delegate
in 1908, 1912 and 1916. At the
convention in 1888 he placed Benjamin
Harrison in nomination for the
presidency and he nominated Governor
Morton in 1896.
At the Republican Convention of
1888 Mr. Depew received 99 votes for
the presidential nomination.
His Senatorial Career
He declined election as United
States Senator in 1885 and also declined
appointment as Secretary of
State in the Cabinet of Benjamin
Harrison. But later on he thought
better of the attractions of a term in
the Senate and became Senator from
New York for the two terms from
1899 to 1911.
In 1866 Commodore Vanderbilt sent
for him and offered him the position
of Attorney for the New York & Harlem
Railroad. Mr. Depew had just
been nominated and confirmed United
States Minister to Japan. The appointment
was a complete surprise to
him as he had not been an applicant
for any federal position. The salary
as a Minister was $7,500 a year and
an outfit of $9,000. Commodore Vanderbilt's
offer of the attorneyship for
the Harlem Railroad, which was his
first venture in railroading, was far
less than the salary as Minister.
When Depew called Vanderbilt's attention
to this discrepancy, the old
Commodore said:
"Railroads are the career for a
young man; there is nothing in politics.
Don't be a damned fool."
Upon this presentation of the case,
Mr. Depew decided, then and there,
not to be "a damned fool." On the
first day of January, 1928, he rounded
out sixty-two years of continuous
service with the great railroad system
of which the New York & Harlem
was the nucleus.
Mr. Depew was fond of telling
about the entrance of the Hudson
River Railroad into Peekskill. The
event was locally celebrated. When
the locomotive steamed into the station
many of those present had never
seen one. The engineer was continuously
blowing the whistle to emphasize
the great event. This produced
much consternation and confusion
among the horses, as all farmers were
there with their families in carriages
or wagons. One team of young horses
was driven into a frenzy. Their owner
was unable to control them, but he
kept them on the road as they ran
away in a wild dash over the hills.
In telling this story at a dinner in
England once, Mr. Depew said that as
far as he knew and believed, those
horses were so frightened that they
were still running. A very successful
and serious-minded captain of industry
among the guests sternly rebuked
him by saying:
"That is impossible! Horses were
never born that could run for twentyfive
years without stopping."
The Railroad in 1866
When Mr. Depew entered the service
of the railroad, January 1, 1866,
the Vanderbilt system consisted of the
Hudson River and the Harlem Railroads,
the Harlem ending at Chatham,
128 miles, and the Hudson River Railroad
at Albany, 142 miles. The total
railroad mileage of the United States
at that time was 36,000 miles.
Thus his connection with the New
York Central Railroad covers practically
the whole period of railway
construction, expansion, and development
in the United States. It is a
singular evidence of the rapidity of
the country's growth and of the way
in which that growth has steadily
followed the rails that this development
of states, of villages growing
into cities, of scattered communities
becoming great manufacturing centers,
of an internal commerce exceeding
in volume the foreign interchanges
of the whole world, has come
about during a period covered by the
official career of a single railroad
man: an attorney in 1866, a vicepresident
in 1882, president in 1885,
chairman of the board of directors
from 1898 until the time of his death.
This is a record without a parallel.
One of the lessons taught by the
Civil War which closed in 1865 was
that the country needed more railroads.
The country had learned that
without transportation its vast and
fertile territories could not be made
productive. Conditions due to expansion
of currency and banking practices
encouraged vast schemes of railroad
construction. This and wild expenditures
resulted in the panic of
1873. Really, the whole country went
bankrupt, but recovery was rapid.
Constructive talent of the country
New York Central Lines Magazine for May, 1928
realized that restoration of credit and
prosperity must be led by railroad
solvency. The eastern railway situation
was then dominated by Commodore
Vanderbilt, Col. Thomas E. Scott
of the Pennsylvania, and John W.
Garrett of the Baltimore & Ohio.
Both Scott and Garrett were empire
builders. The head of a railway system
in those days had practically unlimited
power in the operation of his
road. The people were so anxious for
the construction of railroads that they
offered every possible inducement to
capital. The result was a great deal
of unprofitable construction and enormous
losses to the promoters.
As New York Central President
Mr. Depew was made president of
the New York Central in 1885, an office
which he held continuously until
1898. During his presidency the labor
question throughout the country
was very acute, and strikes, one after
another, were common. The method
of getting the demands of labor at
that time was to have a committee of
employes or a leader present them to
the division superintendent or the superintendent
of motive power. These
officers were arbitrary and hostile as
the demands, if acceded to, led to an
increase of expenses which would
make them unpopular with the management.
They had a difficult position.
Employes often came to the
conclusion that the only way for them
to compel attention of the higher officers
and directors was to strike.
Against the advice of his associates
in the railroad management, Mr. Depew
opened his doors to any individual
or committee of the company. At
first he was overwhelmed with petty
grievances; but when the men understood
that their cases would be immediately
heard and acted upon they
decided among themselves not to take
any matters to the president unless
they regarded them as of vital importance.
In this way many former
eruptions which led ultimately to serious
results no longer appeared. Mr.
Depew therefore had no trouble with
labor unions and found their representatives
in heart-to-heart talks very
generally reasonable.
There was but one strike on the
New York Central during his administration
and that one occurred while
he was absent in Europe.
Mr. Depew retired from the presidency
in 1898 to become Chairman of
the Board of Directors, a position he
held until the time of his death. As
President and Chairman of the Board
he was, necessarily, a director on the
New York Central and of its numerous
subsidiaries.
Perhaps no other man in history
ever attended so many public dinners
or made so many after-dinner speeches.
On this subject, therefore, he may
be regarded as an authority, and his
pronouncements thereon are worth
preserving. Of food and drink, which
precede oratory, he once said:
"I have never experimented with
strange foods. My health and longevity
are due, more than anything else,
to the fact that I have been very careful
what got inside of me. I have
seen a flow of champagne suggestive
of Niagara, but I have never been
,\ew York Central Lines Magazine for May, 1928 15
AT 4-6. IN 1880, WHEN HE WAS VICE-PRESIDENT AT 8£ . FROM A PHOTOGRAPH TAKEN OH.
of the New York. Central. Railroad Company his birthday, April £3,1916.
Seventy years of Mr. Depew's life In pictures, from college graduate days through two distinguished careers of politics and
railroading.

16 New York Central Lines Magazine for May, 1928
submerged. One rule I have followed:
I pick out of each bill of fare what I
would have eaten if I had stayed at
home. At a very large dinner I do
not take the oysters. I merely touch
the soup. I skip the fish. I skip all
dishes upon which the chef has exhausted
his art. I eat the roast, if it
is lamb or a fowl, and skip it if it is
beef. If there is terrapin, I take that
because it is very digestible, and I
take the game. I do not smoke and I
never drink anything but champagne,
and very little of that. The next day
everything with me, head and vitality,
is as usual. There never was a man
yet whom drink did not dull or deaden.
Most of the great speakers I
have known never touch anything at
dinner. They have told me that their
mental processes would not work until
at least five hours after a meal.
I never was troubled that way.
"A curious thing about public men
going to a dinner to deliver an address
is the way in which many of
them will lose a national reputation.
I have seen half a dozen of the finest
reputations in the country go to
pieces at a banquet in New York because
the man spoke too long and did
not relieve his speech because he
thought it beneath his dignity to give
a display of humor. I remember two
dinners in New York where the principal
speakers were men of national
reputation, and there were six others
to come after them, also of national
reputation. They emptied the hall;
and when they closed there were very
few present except the officers and the
band. The other speakers had also
fled."
The Depew Birthday Dinners
A most unusual feature of this unparalleled
record of public dinners
was the "Depew Birthday Dinners,"
instituted by the Montauk Club, of
Brooklyn, in 1892, and continued for
ithirty-three consecutive years. To him
this was one of the important events
of the year, always looked forward to
with pleasure.
Mr. Depew's orations and addresses
'constitute virtually a history of more
than half a century—not merely _ a
•record of events, but a political,, industrial,
commercial, educational and
social picture of the period in which
he was a conspicuous figure.
It would seem as if the activities
outlined in the foregoing would more
than suffice to absorb the energies of
any man; but in addition to all these,
Mr. Depew found time to edit a series
of the greatest orations of the world
in twenty-four volumes, a massive
work entitled "One Hundred Years of
American Commerce," a series of articles
illustrating the progress of the
country during the century, nineteen
volumes of his own addresses, and to
write "Memories of Eighty Years,"
which, as the title indicates, is not a
formal autobiography, but a series of
recollections. In the inimitable way
of which he was master, Depew set
forth incidents in his own career and
stories about famous persons of the
world with whom he came in contact,
constituting a melange which is a delight.
In addition to his railway and po­
litical engagements, exacting enough
to occupy the entire time of a less
active man, Mr. Depew had numerous
social and semi-social duties. He was
a director of many financial, fiduciary
and other corporations and trusts and
a member of societies too numerous
to mention. Among them were the
Huguenot Society, the Society of the
Cincinnati, Sons of the American
Revolution, Union League, Metropolitan
and Country Clubs, of New York;
Holland Society, New England Society,
Colonial Wars Society, Kane
Lodge, Masons, and Thirty-third Degree
in the Ancient and Accepted Scottish
Rite; St. Nicholas Society, American
Bar Association, Westchester
County Bar Association, Republican
Club, Lotos Club, Players Club,
Transportation Club, University Club,
Phi Beta Kappa Club, Psi Upsilon
Club, Lafayette Post, New York
Chamber of Commerce, New York
Yacht Club, Automobile Club of
America, Tuxedo Club. In Wash­
ington he was a member of the Metropolitan,
Chevy Chase, Country, Alibi
and University Clubs. He was an
officer of the Legion of Honor and
President of the Pilgrims Society.
For many years in succession Mr.
Depew was President of the Yale
Alumni Association and was for
twelve years a member of the Yale
Corporation. For seven successive
years he was President of the Union
League Club.
Mr. Depew was elected by the legislature
in 1874 Regent of the University
of the State of New York and
held that position for thirty-four
years.
Mr. Depew was married in 1871 to
Miss Elise Hegeman, daughter of
William Hegeman, of New York City.
To them one son, Chauncey M. Depew,
Jr., was born in 1882. Mrs. Depew
died in 1892. Mr. Depew was again
married in 1900, his bride being Miss
May Palmer, daughter of John
Palmer, of New York.
F e l l o w Directors o f T h r e e R o a d s
M e m o r i a l to C h a u n c e y D e p e w
The following tribute of esteem for Chauncey M. Depew was passed by
the Boards of the New York Central, Michigan Central, and the Cleveland,
Chicago, Cincinnati & St. Louis Railroads, April 11, and signed by P. E.
Crowley, President, and E. F. Stephenson, Secretary, to be sent to the family
of Mr. Depew:
HE President announced, with
Tdeep regret, the death of Hon.
Chauncey M. Depew, Chairman of
the Board of Directors of the New
York Central Railroad Company and
a Director of this Company, at New
York, on Thursday, the fifth day of
April, 1928, whereupon the following
minute was unanimously adopted:
Mr. Depew was born in Peekskill,
N. Y., April 23, 1834, about three
years after the operation of the first
train over the Mohawk & Hudson
Rail Road—the only one of the railroads
now comprising the New York
Central Lines then in existence—
twelve years prior to the incorporation
of the Hudson River Railroad
Company and three years after the
organization of the New York &
Harlem.
Mr. Depew was educated at Peekskill
Military Academy from which he
graduated in 1852, and at Yale University
where he was a member of the
Class of 1856. He then entered the
office of a lawyer in Peekskill as a
student, was admitted, to the Bar in
1858 and immediately opened an office
in that village.
In 1866, he accepted the office of
Attorney for the New York & Harlem
Railroad Company; was elected a
Director of that company in 1874, and
subsequently became associated and
identified with the New York Central
& Hudson River Railroad Company
and other companies in the so-called
"Vanderbilt System." He served as
Second Vice-President of the New
York Central & Hudson River Railroad
Company for two years, as President
thirteen years and as Chairman
of the Board of that company and the
present company for thirty years,
having been elected to the latter office
in 1898—which position he held until
his death.
He was elected a Director of the
Michigan Central Railroad Company
May 8, 1884, and of the Cleveland,
Cincinnati, Chicago & St. Louis
Railway Company June 7, 1889.
He took an active part in public
affairs and became a commanding
figure in finance, politics and society.
Although Mr. Depew was one of our
most distinguished Americans, who
contributed in substantial ways to the
well-being and national life of the
United States, he was so well known
in foreign lands that he might justly
have been claimed to have been a citizen
of the world.
He was a man of scholarly attainments,
deep learning, sound judgment
and remarkable insight into the methods
and plans of his contemporaries
and competitors. Always wisely conservative
in his judgment, he was
nevertheless progressive in studying
the problems of the times; in adapting
himself to them and in giving to
the organizations with which he was
officially connected the full benefit of
his knowledge and judgment.
His personal charm and lovable disposition
endeared him to all who knew
him and his indefatigable activity
made him an outstanding figure in
the railroad world as well as in all
walks of life. He was the beloved
personal friend of every member of
this Board and his loss is keenly felt
as a personal one to each of the members
and as a severe one to the corporation.
In adopting this tribute of the esteem
in which Mr. Depew was held, we
New York Central Lines Magazine for May, 1928 17
One Seeks Kest in Peekskill
By Garnett Laidlaw Eskew
1DACK to the valley that he loved so long
The patriarch returns to seek his rest . . .
April is here, the birds break into song,
The same blue hills roll out against the West,
And the same river, sweeping grandly down,
Laps as of old beside his quiet town.
These are unchanged as when, long, long ago,
Beyond the memory of our oldest men,
He was a boy here by the Hudson's flow,
Watching the world go forward, even then,
With happy eyes, and that sure, simple faith
Which was the staff on which he leaned till death.
Four score and fourteen years had laid their weight
Upon him, silvering all his hair with snow,
Bending the once straight shoulders that of late
Had borne no burdens which a man can know
When he is in his prime—such as he bore
Through the long years of life that went before.
But with his soul untrammeled and unbent,
Young to the last, he answers the last call,
Turns from the marts where his best years were spent-
Where traffic roars through vault and echoing hall—
And seeks once more his peaceful boyhood town
Close by the Hudson, curving grandly down.
all feel that his most enduring memorial
is written in the hearts of those he
loved so well and by whom that love
was richly returned.
Resolved: That this tribute be
entered in our minutes and a copy,
engrossed and executed, sent to his
family.
New York-Chicago Non-Excess
Fare Service Further
Improved
"[FURTHER improvement in non-excess
fare sleeping car service between
Chicago and New York via the
New York Central and New York
Central-Michigan Central Railroads
was announced with the change of
time on April 29.
The Chicago-New York non-excessfare
sleeper via the New York Central
leaving in No. 10, the Easterner, from
LaSalle Street Station, daily at 10:35
A.M., arriving in Buffalo at 1:30 A.M.,
and the Chicago-New York non-excess
fare sleeper via the Michigan Central
in No. 10 of that road, from Central
Station, Chicago, daily at 10:30 A.M.,
now arrive in Buffalo at 1:30 A.M.
Both cars are placed in the fast
Prairie State, New York Central No.
16, at Buffalo, leaving that point at
4:20 A.M., and arriving at Grand
Central Terminal at 3:37 P.M.
It will be noted that these cars lay
over during the night at Buffalo when
passengers are asleep, and that all
trains in which these cars move are
express trains, making few stops.
Body in Mausoleum
at Peekskill, IN. Y.
HE funeral coach, which bore
TChauncey M. Depew on his last
journey to his native village of Peekskill,
N. Y., was followed by five motor
cars, in which were members of the
family only. Mrs. Depew was not
strong enough to undertake the long
journey, so she returned home.
The cortege was escorted by a detachment
of motorcycle police and followed
by two big motor cars carrying
reporters and photographers for the
metropolitan press and the press associations.
At the New York City line
the motorcycle police were relieved by
a similar detachment from the city of
Yonkers, who in turn were relieved
at the north line of Yonkers by a detachment
of State police, which escorted
the cortege to the limits of
Peekskill. Here a detachment of
seven motorcycle policemen of Peekskill
relieved the State police and escorted
the cortege to the cemetery.
As the cortege passed through the
various towns along the route of more
than forty miles, bells were tolled and
the streets were lined with people,
who stood with bared heads as the
cars passed.
At the southern line of Peekskill
an automobile carrying the Board of
Village Trustees, Frederick W. Otte,
President; Carl G. Pfeiffer, Thomas
C. Gardiner, Martin Neilsson, Dr. A.
E. Anderson, Dr. H. F. Hart and
Charles E. Fisher, joined the cortege
for the rest of the journey to Hillside
Cemetery, which lies back in the hills
about four miles from the New York
Central station.
President Otte of the Board of
Trustees had requested all business
houses along the route of the funeral
procession to close for an hour during
the last rites. There was a lavish
display of flags at half mast, while
the street along which the cortege
passed was lined with old friends and
neighbors, who stood silently with
heads bared.
The cortege passed within sight of
the old Depew home and on to the old
cemetery dating back to early Colonial
times, in which old St. Peter's church,
built long before the revolution, where
Washington is said to have worshipped,
and at last to the new cemetery.
On a little knoll on the hillside
stands the beautifully simple, dignified
mausoleum which Mr. Depew had
had built. The lawn in front was
carpeted with cut flowers. On this
carpet the casket was deposited while
the Reverend Dr. Brooks read the
brief service committing the body to
the tomb, while a detachment of boys
in uniform from Peekskill Military
Academy, where Mr. Depew had received
his schooling, stood at attention
and a group of fellow townsmen
bowed reverent heads.
On the following day, Easter Sunday,
memorial services were held in
the Peekskill churches for the village's
most distinguished citizen.

18
"I believe my age is due to the fact
that I have been on good terms with
humankind. I have made strenuous
efforts to be calm, to be tranquil. All
my life I have cultivated people because
I liked them."
"The relations between capital and
labor were never more harmonious
than they are now. This relationship
is changing from brute force to
brains, to the benefit of both sides."
"I believe in military training
camps, for both their value in military
training and for the benefits they
give to citizenship. They have a splendid
effect on the young men themselves,
bringing out their qualities,
making them reliant and inculcating
respect for law and order."
"The dream of the United States
of Europe may become a reality and,
if so, will hasten the steps toward the
federation of the world and, ultimately,
universal peace."
"The man who gives his days and
nights wholly to his business or his
profession, without any change of
work or proper recreation or play,
does not live long and his talent deteriorates.
He can play golf, or if
that is denied him, baseball or football,
or if that is too strenuous he can
walk or row, or instead of plodding
away and spurring a tired brain
which has become exhausted by continuous
strain, he can put his gray
matter upon something else, learn to
have an interest in that pursuit and
turn to it for relief, recreation and
life.
"With one exception, all of my contemporaries
are dead who became
railroad executives when I did. They
died because they were chained to
their desks and to their task. I found
that I had no talent or taste for sports
or physical exercise, but some ability
for public sneaking and easy preparation.
My almost daily appearance before
the public in the evening changed
the switch, freshened my mind, gave
me sleep and fresh brains for the.
morning's task, but it nearly lost me
the confidence of my stockholders."
"One of the great crimes which
shorten life is indifference. As one
loses interest in his church, in his political
party, in his clubs, in his friends
and acquaintances, he dries up and
the grave claims one whom no one
wants or laments. The two most fatal
phrases and the most common are,
'What's the use?' and 'Why should I?'
A hungry and a needy world answers
both with open opportunities for serv­
Tribute from Duke of
Connaught
RS. DEPEW received from the
Duke of Connaught, President of
the Pilgrims of Great Britain, the following
message of condolence on the
death of her husband, who was President
of the Pilgrims of the United
States:
"The Duke of Connaught, President
of the Pilgrims of Great Britain, desires
to be associated with the widespread
tribute for Chauncey M. Depew,
of whose death he has read with
profound sorrow.
"He expresses his sincere condolence
with the Pilgrims of the United States
in the loss of their beloved President
and feels that Depew's great contribution
to Anglo-American institutions
New York Central Lines Magazine for May, 1928
tenator D e p e w ' s P h i l o s o p h y as Expressed i n brother Pilgrims fife on both sides ffi^S^SSJ: of the
Extracts from. H i s S
Atlantic."
HE philosophy which guided and ice, helpfulness and good fellowship."
Tmellowed his long life was ex­ "Have a hobby, but never a fad. A. H. Harris Heads New
pressed by Mr. Depew at various times I look over with interest and amuse­
in speeches and interviews with newsment the fads of the past. When I Executive Committee
paper men. Here are some quota­ was a young man the country went
tions :
mad over the speedy end of the world. HE Board of Directors of the New
A sect called the Millerites selected TYork Central Railroad, at their
"I believe absolutely in a just God. the day and the year. The confessions meeting in the General Offices, 466
All that I am and all that I have ac­ of unhappy couples, so that they
Lexington Avecomplished
are due to God, a loving might enter the next world at the asnue,
New York
God. God watches over the individual, signed hour with a clean slate, led to
City, April 11,
I know. Repeatedly my own appeals many of them hoping and praying
voted to abolish
have been answered by Him, perhaps
not just the way I asked for, but always
they have been answered."
that Gabriel would blow his trumpet
the position o f
at once. We all remember the blue
Chairman of the
glass cure. It was a picturesque sight
Board, heretofore
on going to one's office in the morning
held by the late
to see in almost every house a big win­
Chauncey M. Dedow
through which the sun could
pew.
shine, covered with blue glass and a
The Board also
man or woman sitting there, hoping
for an early cure."
voted to change
the name of the
"We remember when it was gen­
Finance Commiterally
taught and almost universally
tee to Executive
believed that the eating of fish in­
Committee. The
creased one's brain power, and the A. H. Harris
duties of the com­
enormous increase in skin troubles mittee remain as heretofore.
from over-indulgence. I recall with
A. H. Harris, Vice-President, Fi­
delight the story of the man who
nance and Corporate Relations, New
wrote his diagnosis to Dr. Oliver Wendell
Holmes, and said, 'Will you please
York Central Lines, who has been
prescribe how much fish I should eat
Chairman of the Finance Committee
a day for the improvement of my
for four years, continues as Chairman
mind?' The doctor answered, 'In your of the Executive Committee.
case, I think it will be sufficient if you
take for breakfast every morning a W. L. Oldroyd Given New Post
whale on toast'."
on B. & A.
"I have absolute faith, from repeated
trials, of the efficacy of prayer. FFECTIVE April 2, W. L. Old­
While the answer has not come by E royd, of Framingham, Mass, was
voice or letter or through mediums, appointed Assist­
yet in some way it has been direct and ant to the Vicepositive.
But the greatest aid is President of the
faith, faith in your church, at the Boston & Albany
same time with a broad charity for all Railroad, with
who prefer other creeds; faith in your headquarters at
government, when its foundations and the South Sta­
principles have been demonstrated, tion, Boston. This
like ours, as the best; faith in your is a new office.
fellow man and woman."
Mr.Oldroyd was
"You may be often deceived, cheat­ born in Springed
and meet with losses and embarfield, Mass., Febrassment,
but these are isolated, and ruary 17, 1886,
very few compared with the great and was educated
mass of friends and acquaintances in the public
who are dependable and valuable.
Have faith in yourself and the guidance
of God for proper living, think­
schools of that W. L. Oldroyd
city. In April,
1902, he got a job as office boy in the
ing, associations and ambitions." Car Service Department, Springfield;
was promoted to foreman in that department
in November of 1917. In
March of 1919 he was transferred to
Boston and given special duties in the
office" of the Vice-President and was
designated as statistician in January
of 1920.
Southworth Lancaster Rises on
Boston & Albany
HE Boston & Albany Railroad an­
Tnounced that, effective Monday,
April 2, Southworth Lancaster became
Divison Freight Agent with offices at
Union Station, Worcester, Mass., succeeding
the late William Callanan.
He was welcomed to his new position
April 2 by the Worcester Traffic
Association.
Mr. Lancaster was born in Worcester
August 8, 1893. He was educated
New York Central Lines Magazine for May, 1928
in the Worcester public schools and
the Classical High School and graduated
from Harvard University in
1915. In June, 1915, he entered the
employ of the Boston & Albany Railroad
in the General Freight Office,
Boston, and served in various capacities.
He was appointed chief clerk to
the general freight agent in October,
1920. On September 1, 1923, he was
appointed Foreign Freight Agent. Mr.
Lancaster served on the Mexican Border
with the Massachusetts National
Guard in 1916 and in France with the
101st Field Artillery, Twenty-sixth
Division, 1917 to 1919.
Henry 0. Lynch at the same time
was appointed Foreign Freight Agent
with offices at Room No. 211, Grain
and Flour Exchange, 177 Milk Street,
Boston, Mass., succeeding Southworth
Lancaster, transferred to Worcester,
Mass.
Mr. Lynch was born in Boston, May
8, 1894, and entered the service of the
Boston & Albany on August 31, 1911,
as a clerk in the Foreign Freight
Agent's office and was appointed chief
clerk, September 1, 1919. His entire
service with the Boston & Albany
Railroad has been in the Foreign
Freight office. He served overseas
with the Twenty-first Engineers—•
Light Railways, in 1918-1919.
Edward Kennedy, Chief Clerk, Division
Freight office, Worcester, Mass.,
has been appointed Traveling Freight
Agent for the Boston & Albany. He
was born in Millville, Mass., September
1, 1893, and entered the service of
the Boston & Albany Railroad in December,
1912, as a clerk in the Barre
Plains freight office. He has served
as Agent of the Boston & Albany at
Millbury, Newton, Ashland and
Brookfield and was appointed chief
clerk to the divison freight agent at
Worcester on December 18, 1919.
Several New Directors Elected
T a meeting of the Board of Directors
of the West Shore Railroad
Company, in Albany, April 18,
Myron C. Taylor was elected a director,
taking the post formerly held by
the late Chauncey M. Depew.
At a meeting of the Board of D.rectors
of the New York & Harlem Railroad,
in New York City, April 18, R.
D. Starbuck, Vice-President of the
New York Central Railroad, was
elected a director and vice-president
of the New York & Harlem Railroad
and R. J. Cary, Vice-President and
General Counsel, New York Central
Railroad, was elected a director of the
New York & Harlem Railroad.
At a meeting of the Board of Directors
of the Rutland Railroad, held in
Rutland, Vt., April 17, Guy W. Bailey,
President of the University of Vermont,
Burlington, Vt., was elected a
director to fill the vacancy made by
the death of George T, Jarvis.
C a m p U n d e r c l i f f , O p e n i n g J u n e i, A g a i n
O f f e r s C h a r m s o f A d i r o n d a c k ^
HE silvery beauty of moonlight
Ton the lake and mysterious tremolos
of shadows on the water; the
crystal clearness of the air at morning
when the sun comes over the trees;
sports, forests, and Adirondack scenery
are inducements that will bring
hundreds of vacationists to Camp Undereliff
again this summer.
The New York Central Veterans'
Association camp on Lake Placid will
open June 1 and continue through
September 30. Indications are that
the number of visitors this year will
exceed the 931 who found Camp Undereliff
a haven of rest last summer.
Nearly a dozen buildings will house
the camp visitors. There is a separate
building for the dining room, and
another for the casino where dancing
and entertainments are given regularly
during the summer. Among
other varied accommodations and
amusements are tennis courts, boats
for fishing, two large motor boats for
moonlight excursions, and amusement
grounds for youngsters.
The camp is located on the Adirondack
Division of the New York Central
and, of course, is easily accessible
from New York, Buffalo and every
other point on the system. An overnight
trip from New York City brings
the week-end visitor in plenty of time
to enjoy the opportunities of the
camp.
Rooms for one person are $25 per
week; for two, $39 to $60 per week.
Transient rates are $5 per day. Children
under three years of age are
charged for at a rate of $7 per week,
those from three to ten at $15 per
week. When separate rooms are required
for children, the full *rates
apply.
Reservations and other details can
be secured from J. K. Angell, Room
1518, 466 Lexington Avenue, New
York City.
Veteran Representatives
Meet to Arrange Omting
A MEETING of representatives of
all chapters of the New York
Central Veterans' Association was
held at the Hotel Statler, Buffalo, Friiay,
April 13, to further arrange­
ments, made with the co-operation of
Buffalo members, for the first joint
picnic.
At this meeting, Dr. J. W. LeSeur
was elected President of the Associated
Chapters of New York Central
Veterans, and W. G. Abriel, Assistant
to Vice-President Jno. G. Walber, was
chocen Secretary.
The date selected for the picnic is
Thursday, July 19. This has been
announced previously in columns of
the Magazine, particularly in the listing
of "Coming Events." Not only
will Veterans and their families be
welcome at this party, but it will be
open to members of the Athletic Associations
and their families—indeed, to
all employes of the New York Central
Railroad, even though it is under the
auspices of the Veterans.
Each Veteran organization will undertake
to dispose of strips of tickets
giving picnickers access to the amusement
features of Erie Beach at a very
nominal cost. One reason why it is
possible to give so much to the party
is the virtually exclusive use of tha
park the Railroad will have on the
mid-week day selected.
Members of 'the Veterans' Committee
assembled at Buffalo for the
meeting last month motored across
the Peace Bridge to Fort Erie and
then on to Erie Beach. They were
impressed with the possibilities of this
place as an amusement resort. It is
well equipped with all sorts of amusement
apparatus. A boat ride across
the end of Lake Erie from Buffalo to
Erie Beach and back constitutes the
popular method of transportation
during the summer months, and the
cost of this is included in the strip of
tickets that will be offered by representatives
of the different Veterans'
Associations. The strips will sell at
fifty cents apiece and the value of each
strip on the basis of individual purchase
at the various concessions is
$4.75.
The ticket committee will consist of
Chairman R. C. Benson of the Superintendent's
office, Buffalo, assisted by
C. S. McGinley, President of the New
York Central Athletic Association of
Buffalo. Other representatives who
have agreed to serve on the ticket
committee for the various chapters
are as follows:
Metropolitan Chapter—G. E. V. Osborne,
New York.
Capitol Chapter—J. G. Parsons, Albany.
Adirondack Chapter—A. A. Raymond, Utica.
Onondaga Chapter—W. V. McCarthy, Syracuse.
R. W. & O. Pioneer Chapter—J. H. Powers,
Oswego.
Genesee Chapter—Thomas Silver, Rochester.
Fall Brook Chapter—L. J. Cushing, Corning,
N. Y.
Beech Creek Chapter—P. M. Barrow, Clearfield,
Pa.
Scioto Chapter—John Colville.
Lake Shore* Pioneer Chapter—To be designated.
Chairmen were selected for the committees
on reception, transportation,
entertainment, sports and publicity,
and each of the chapters is to select a
representative and to notify C. S. Mc­
Ginley, General Chairman, at Buffalo,
their selections for these committees.
19

20
THERE is a widespread theory
among game fishermen who
make their hobby a practical
study, who talk it by day and dream
it by night, that the black bass is the
sassiest thing that swims in American
fresh waters and that the smallmouthedrepresentative
of this
breed is sassier
than his largemouthed
brother.
This writer has
taken both kinds
over a widely
separated territory,
in rivers
and lakes, from
West Virginia to
northern New
York and northern
Wisconsin,
and if there is
any difference in
the fighting qualities
of the black
bass, no matter
about the size of
his mouth, it has
failed to show itself
in my case.
The experience
has been that the
fish fights according
to his environment
and ths
space in which he
has to maneuver.
Eighteen of the
small - mouthed
variety came inta
my boat one day
from the waters
of the upper Potomac,
ranging
from a pound to
three pounds, and
every one of them
fought to the bitter
end, even while
enmeshed in the
landing net and
being lifted over
the side after a
ten minute scrap.
It was my first
experience in
angling for game
fish with anything
but a fly and I
lost three big ones
before I absorbed
the lesson my
guide was trying
to instill. It was near Williamsport,
on the border line of Maryland and
West Virginia. If you're going to try
it from somewhere in that section,
take the Ohio Central unit of the New
York Central Lines and pause at
Charleston, West Virginia. Another
branch will take you to some good
point on the Potomac and you'll find
plenty of sport in season.
Fish with a fly if you care to, but
bait is better. There are two kinds,
catfish and helgramites. Use the same
By Eugene Shade Bisbee
rig you would with a fly. Don't kill
your bait. Hook the "catty" through
the lips, pole your boat to a good
spot and hold it there while you let
your bait slip down stream, maybe
a hundred, maybe two hundred feet,
according to the pool you want to
reach. The "catty" will make for
the bottom when you check your line.
Keep your thumb on the reel, lightly.
You feel a slight tug, then a harder
one and away goes your line like a
bullet,.the reel singing as you let it
slip. At the first tug you strike, feel
a sharp retort and reel in rapidly.
You have lost your bass!_ That's
the way this innocent did it three
times before he got wise. Now try it
again.
:
New York Central Lines Magazine for May, 1928
In
Once more down stream goes the
"catty" and pulls for the bottom of
the pool. Once more the quick jerk
and the singing reel. This time you
have patience. Your bass has caught
the "catty" by the tail and is rushing
down stream with him, to turn him
about and swallow him at his leisure.
He has to do this
head first, so that
those big horns
on the bait will
slip into his gullet.
Fifty or
more feet down
stream from
where he first
grabbed the bait
the bass will
pause and you
will feel a few
slight tugs. Keep
a taut line but
don't strike until
the game does.
Bang! He's done
it. Turned the
"catty" around
and tugged hard
as he begins to
slip him into his
gullet. Away he
goes and at the
first pull is the
time to strike.
Snap your wrist
down and the
bamboo tip will
do the rest and
your fight is on.
If he weighs
three pounds or
more you will
think you've got
a tarpon before
you get him
alongside the
boat. And it is
the hardest kind
of fishing, for you
have to play him
in and out among
the rocks and little
pools. He will
use every artifice
to break the lina
against a sharp
edge, leap above
the surface and
try to snap his
tail across the
Photo by Ewlng Galloway leader, rush to­
Swirling rapids and quiet pools, shaded by the overhanging greenery of tall trees, ward the boat
offer many an angler, fair and otherwise, good sport for a summer holiday. There and then turn and
is an abundance of such streams along every portion of the New York Central Lines. dart like an arrow
in the opposite direction.
And he is a powerful little beast,
too, chunky and muscular and tough
as a bulldog and just as sassy. He's
built on the lines of a Sam Langford
and can take an awful beating before
he's licked. Your light tackle will
have all it can do to answer your
call, but he is not likely to get away
unless he breaks it, for the "catty"
itself helps to hold him with those
little horns, that act like the barbs
of your hook, for if he comes out at
all he has to do it backward. Ten
New York Central Lines Magazine for May, 1928 21
minutes and you have him alongside
the boat. Lift him in with the net
and slip his gill over the scale hook.
Now please gently rap him at the
base of the skull with a little club
and put him out of action at once,
rather than to let him die of suffocation,
as all guides do. In these
ten minutes you will have had more
excitement than the average trout
will give you, but most of us fly
fishermen prefer to wade and cast
rather than angle from a boat among
rocks and with live bait.
With the helgramite the action is
identical and either bait is good. The
only thing to know, except how to
handle a split bamboo, is to wait until
he has made his second tug at the
bait before you strike.
Now let's try the large-mouth black
bass and in an entirely different environment.
It's quite a jump from
the Potomac to Lake Champlain and
there may be some criticism that
these game fishing spots are rather
remote. They are, but it must not
be forgotten that the best game is
always "just over the hill in that
other lake." Wild creatures do not
crave the companionship of man, who
is at best a dirty animal and inclined
to mess up Nature wherever he makes
his abode. Game fishes like the primitive
and the gamier they are the
wilder they like their homes. They
are invariably from a few hours to
a few days away from you if you
happen to live in the midst of civilization,
but you will not go wrons: if
you try Champlain, and the New York
Central reaches pretty close to it from
several branches. North Hero, Vermont,
is our destination this time.
The big ones are there, and big pickerel,
too. Lots of 'em. And hungry,
always hungry and always sassy.
One Morning in August
Two of us, with a guide slowly
rowing, moved out over the glassy
surface one marvelous August morning.
Seven miles straight across was
St. Albans. Little islands dotted the
lake here and there. Moving along
slowly, the guide took us in a big
circle, half a mile in diameter. A
wooded island ahead was skirted as
we turned to the left. I had out one
hundred and fifty feet of silk line,
with a twelve foot leader and a spinning
copper spoon about an inch long
and half as wide, with a double hook.
Nothing more. As usual, the guide
was using a hand line and so was my
companion. They only wanted fish.
I wanted sport, so I used the old reliable
split bamboo that had been
good for trout and salmon in Nova
Scotia and Cape Breton.
We were halfway between the
wooded island and a sharp point of
land that projected into the lake from
the_ eastward side of North Hero—
which is an island, too, and a county
of Vermont—and in nearly an hour's
trolling nothing had happened, when
out of the glassy surface some three
hundred yards astern there leaped a
shimmering, bronze-black object that
fell back with a tremendous splash.
And we had just crossed that spot,
too. Well, that's the luck of fishing.
The guide saw the splash and began
to turn the boat.
Putting It Over
By J. M. English
{Miles away in a shady ravine—)
BIG brown trout, lone dweller in a deep, wide pool
Of darkling water, is hunted. But he is wise and hard to fool.
His eyes are sharp, his hearing a radio bat'ry of rarest powers,
And only long years of patiently practised stealth of ours
Can approach him unknown, from rear or abeam,
As he floats suspended in a wary poise in the stream.
(Quiet like a cloud-shadow we reach a position, and—)
A quartering cast, clear out to the fall, above the spray,
Where the foam-flecked current dashes down and ripples away.
Simulating a death struggle our minnow to-us-ward spinning,
Then a big flash of brown, with a sure grasp, winning
Down into the depths, line and swivel borne out of sight
While our supple steel bends nearly double to the fight.
(We are uncertain whether line and leader will hold.)
Below he sulks; while gathering energy he rests;
Then a headlong rush that the strong line tests,
But a skillful finger on the whirling reel, a double brake
Limits the yards of taut line he would take.
Frenzied, a jerk, a twist, and a run, then free of the flood he bounds,
But that relentless pull tires, and at last it wins—three pounds.
"Guess we'll go back an' get that
fellow," he said.
I didn't believe him, but he was the
guide and I kept still as we again
circled over the course. I was carefully
measuring distances this time,
just to test the native's insolent assurance
that that particular bass was
going to wait to have us feed him a
copper spoon. The native had out a
lure with enough hooks to catch a
shark and hold him. They take no
chances. They want fish and once
they hook one he never gets away.
The boat crossed the spot where the
fish had broken water and I confess
I began to feel little creeps as my
spoon, whirling in the sunlit waters,
came closer. It was lightly leaded and
traveling not more than four feet beneath
the surface at the gait we were
moving. There was forty feet of
water there between the island and
the point. The tip of my rod was
vertical, perhaps five degrees back,
to protect it from snapping if I got
a sudden big strike. I did. So hard
that I thought it must have caught
bottom.
The Snag Races Out
Instantly the guide laid on his oars
and then backed slightly, as my snag
darted toward the state of Massachusetts
at a rate about four times
that of the Twentieth Century and
my reel sang with the voice of a telegraph
wire in a wintry gale. I held
him in as much as I dare with my
thumb, which was burning as the silk
ran out. He took nearly two hundred
feet before he decided to change his
direction and I was then playing a
big-mouthed bass with a nasty temper
on three hundred and fifty feet
of line in an open lake. It was the
greatest sport I ever had in my life.
There was plenty of line left, for I
was carrying the salmon tackle of
six hundred feet, but I didn't want
him to have too much. It was my
first big one and at that moment I
was certain he weighed ten pounds,
for I knew that tradition had it that
bass of that size had been taken in
this lake. Not many, 'tis true, but
some. The average is around three
pounds, with occasional ones as big
as six pounds.
It being my first experience, I was
anxious to test his strength and endurance
with what I knew of trout
of equal weight. I let him run and
jump and zig-zag and sound and circle
and rush toward the boat and
dash away again. For not less than
twenty minutes he kept it up without
pause or rest, trying everything
he had to get away from those two
hooks. No use, and presently he began
to slow down and I reeled in and
brought him up to a hundred feet of
line. He came nearer the surface and
at once renewed his fight, but not
so strong now and coming gradually
nearer and nearer as I reeled in. Half
an hour from the moment he struck
the spoon he was alongside, still fighting,
still straining every muscle to
get away, a magnificent specimen,
nearly two feet long and a quarter
as wide, with bulging back and a
bulldog head that knew no defeat
save absolute exhaustion. The guide
reached over the side and slipped his
fingers through the gills, lifting him
into the boat. I hung him on the
scale.
Six pounds, four ounces of bigmouthed
black bass. He had fought
for half an hour with amazing energy,
the scrappiest six pounds that ever

12
came to my lure. My experience is
that a trout of equal weight would
have quit in half the time. And, as
for his brother, the small-mouth, I
have yet to note a difference in the
fighting instinct. During a fortnight
at North Hero I took from six to
eighteen a day, all between one and
four pounds, with quite a number of
pickerel. I don't care for the last
named. They fight like a shark, rather
than a bass or a trout or a salmon.
The range of the basses is from
Canada to the Gulf of Mexico and
from the Atlantic Coast to the Rocky
Mountains, where they live in the
lakes, rivers and smaller streams.
They all like cool waters, the smallmouthed
preferring them cooler and
swifter than are demanded by their
brothers of the big mouth. Many
anglers call it the gamiest of American
fishes, for it will take the artificial
fly, the baited hook or the troll
with equal avidity and in a fashion
to thrill the most experienced of anglers.
The small-mouthed variety will
weigh from one to six, or even eight
pounds, but the thrill will be just as
intense with the little fellows as with
the big brother. If you take one for
the first time and are really meticulous
about whether he is a smallmouthed
or a large-mouthed, your
curiosity may be satisfied by counting
the scales on his cheek. The largemouthed
have ten rows of scales, the
other species have seventeen rows.
The mouth of the large-mouth extends
back of the eye, that of the
small-mouth even with the anterior
margin of the eye. Each fish is usually
almost black, but if there are
any colorings the small-mouthed will
show vertical bars of black on the
sides, while the large-mouthed will
have no vertical bars but will show
a broad band along the side from
gills to tail.
The family habits of this game fish
are extremely interesting to the real
sportsman. Both species are very
zealous in their breeding habits and
are actually ferocious in their guardianship
of home and family. The fish,
which have been in schools throughout
the winter, become paired in early
spring and begin the preparation of
their nests. The nest is located in
comparatively shallow water and usually
consists of fine gravel brushed
into a circular mass a foot and a half
or two feet in diameter. Or, sometimes
it is merely a rounded oval
area on a gravel, clay or mud bottom,
from which all foreign material is
removed by the parent fishes. When
the eggs are deposited they become
attached to the bottom and are thenceforth
continually guarded by one of
the parents, while the matter above
the nest is kept in continuous agitation
by a gentle motion of the fins
of the guardian fish. Sometimes both
parents stand guard at once, in order
to keep intruders away from the eggs.
From two thousand to ten thousand
eggs are deposited by one fish and
the period of incubation is from one
to three weeks. When the young
emerge they remain in the nest for
several days while the yolk sac is
being absorbed, when they rise in a
school and hover over the nest for
several days more before scattering.
During this post-incubation period
the parents continue their guardianship,
circling about the nest and
keeping all enemies away, at the same
time preventing the family from wandering.
Finally, the young must separate
in order to find food and they
are then driven by the parents into
dense marine vegetation or shoal
water, where they are deserted and
left to shift for themselves. Their
food consists of minute animals and
insects and each other, for they are
all cannibals and this cannibalism
continues through life, the adult fishes
being voracious feeders, eating all
kinds of fishes, as well as small mammals,
frogs, tadpoles, snakes, worms,
insects and a great variety of vegetable
matter.
Is it any wonder that they will take
an artificial fly or a copper spoon,
or that they are full of the devil
when they discover that they have
been fooled and are on the end of a
silk-worm gut and a silk line attached
to a man?
W. M. Havlland James H. Quigley
Michael Sabroski Charles A. Goss
RECENTLY RETIRED VETERANS
Mr. Haviland left the service early this
year at Jersey Shore, Pa., while Mr.
Quigley, of Weehawken, was a ferryboat
engineer until March 1. Michael
Sabroski, Section Foreman on the
Saginaw Division, had served the
Michigan Central forty-one and onehalf
years. Mr. Goss made his farewell
run on a decorated engine in the
Buffalo Yards the first of the year.
Clinton Auxiliary Gives Dance
"in»ETWEEN six and seven hundred
persons were present at the first
public reception and dance of the De-
Witt Clinton Women's Auxiliary of
the Capitol Chanter Veterans' Association.
The affair was held at the
Vincentian Institute of Albany,
April 10.
Besides Mrs. Worthington, the reception
committee comprised the officers
and wives of the Capitol Chapter
New York Central Lines Muguzine fur .May, 192S
and the officers of the auxiliary,
among them Miss Esther McGill, Vice-
President, and Mesdames John W.
Lyon, Recording Secretary; Fred
MacMartin, Corresponding Secretary;
L. H. Albers, Historian; O. McAvoy,
Oliver Earing, Samuel Knower, W.
H. Grassman, Oliver Dansberry and
Louis Henion, Directors.
D. A. Carver Now in Florida
HE recent retirement of D. A.
TCarver from the New York Central
ends a career of forty-five years
that Mr. Carver
has been with the
Railroad as fireman
and engineman.
In his new
role of leisure Mr.
Carver will continue
as a booster
of the company
he served faithfully
for the
greater part of
his life.
Starting as a
fireman at Collinwood,
Ohio, in
1882, he was pro­ D. A. Carver
moted to engineman in 1887 and con
tinued in that capacity. His last few
days of service were marked by visits
from friends who extended to him
their best wishes for a long and welldeserved
rest.
Mr. Carver is at present living at
706 Robson Street, Tampa, Florida.
C. W. Y. Currie Made Publicity
Manager
HARLES C. PAULDING, Vice-
C President, Public Relations, New
York Central Lines, on April 15, announced
the appointment of C.W.Y.
Currie as Publicity Manager, New
York Central Lines.
George Krause, Jr.
EORGE KRAUSE, Jr., sixty-
G seven, General Freight Agent of
the Big Four Railway, who completed
fifty years of service with that road
on December 1, 1927, died suddenly
April 27, in Cincinnati. He was one
of the most popular employes of the
Big Four. He also was president of
the Cincinnati Traffic Club.
Mr. Krause started in 1877 as a
messenger in the freight office at
Cleveland. At that time the name of
the railroad was Cleveland, Columbus,
Cincinnati & Indianapolis and the line
from Cleveland to Indianapolis was
known as the "Bee Line."
John Cummins
OHN CUMMINS, eighty-three, re­
J tired Big Four Engineman, died at
the home of his son, the Rev. James F.
Cummins, in Cleveland, April 8. Burial
took place in Calvary Cemetery.
Mr. Cummins was a native of Ireland,
but came to this country with his
parents at an early age. He started
work with the Railroad, firing a woodburner
in 1869. He was made an engineman
three years later and worked
with the Big Four until he was retired.
New York Central Lines Magazine for May, 1928 23
West Albany employes from the Motive Power, Car and Stores Departments at a Safety meeting at the Railroad Y. M.
C. A., where they pledged themselves to renewed efforts on behalf of fewer casualties.
West Albany Employes Strive
to Improve Safety Record
Ti/irOTIVE Power, Car and Stores
IvJL Department employes and officials
attended a special Safety meeting
at West Albany Shops April 16,
which was addressed by Charles E.
Hill, General Safety Agent.
Mr. Hill, who also attended all of
the Division and principal shop Safety
meetings on the Line East during
April, showed the West Albany men in
chart form their Safety performances
during the years of 1926 and 1927.
The Motive Power Department in
1926 had 151 employe casualties, and
in 1927, 107. The Car Department
reduced its casualties from 30 to 17.
In 1926 the Stores Department had
23 employe casualties, which were cut
to 14 in 1927.
Further reductions in employe casualties
were also made at this point
during January and February, 1928,
under the corresponding months of
1927. The names of some of those
attending this meeting, in the front
row of the picture, from left to right,
are as follows:
F. P. McGirr, Shops Safety Agent;
C. M. Thomas, Safety Agent, Mohawk
Division; George Fox, Superintendent
of Shops, Car Department; John Parsons,
SuDerintendent of Shops, Motive
Power Department; Charles E. Hill,
General Safety Agent; John T. Grow,
District Master Car Builder; E. C.
Totten, General Car Foreman, Weehawken,
and John Seim, District
Storekeeper. In the back row are C.
W. Adams, Division General Car
Foreman, and C. D. Shaff, Supervising
Safety Agent.
S i x R o a d s i n Safety B a l l y at Y o i a e g s t o w e
^CONSIDERABLE impetus was
given to Safety work among employes
by the Co-operative Railroad
Safety Rally held in Youngstown,
Ohio, April 10. Nearly four thousand
employes from six railroads entering
the city crowded the Stambaugh Auditorium
to hear addresses and music.
Dr. J. W. LeSeur, Special Representative
of President P. E. Crowley of
the New York Central Lines, was the
principal speaker.
Dr. LeSeur urged railroad employes
to inculcate Safety in the hearts of
everyone they met, whether at work
or at home. He pointed out that
wealth is not the greatest human attainment,
but rather, service to humanity.
" 'It is more blessed to give
than to receive'," he reminded his
hearers, "and it is service that makes
genuine friendship. Is life worth living?
That all depends on you."
Dr. LeSeur praised the co-operation
given the railroads by city officials in
helping to reduce deaths and accidents
at railroads crossings and at stations.
The greatest reduction in fatalities, he
said, is due to instruction in proper
Safety methods.
The surgeon's address was preceded
by an introduction by Judge George
H. Gessner, who afterward expressed
the audience's appreciation for the
surgeon's visit and invited him to come
again. F. H. Babcock was chairman
of the program.
A motion picture, "The Fair of the
Iron Horse," was shown and several
musical numbers were given by local
talent.
The railroads participating in the
rally were the Baltimore & Ohio, Erie
Railroad, Pennsylvania, Lake Erie &
Eastern, Pittsburgh & Lake Erie and
the New York Central.
Neil Mooney Heads Agents'
Association in East
EIL MOONEY, Assistant Gen­
N eral Passenger Agent for the
New York Central in New York, has
been elected President of the General
Eastern Passenger
tion.
Agents' Associa­
Upon his induction into office last
month, he was warmly praised by Edgar
S. Barney, retiring president, who
is General Passenger Agent of the
Hudson River Day Line. Addressing
Mr. Mooney, Mr. Barney said:
"You have been honored by election
to the highest office within the gift of
this Association. It is an enviable
office to hold, and richly do you deserve
it. Your fine manhood, your
sterling character, your uniform courtesy,
your winsome smile, your magnanimous
trait of which you, yourself,
have so often told me—of striving to
perform some kindly deed toward
someone every day—all make you the
man whom we delight to honor and
follow. . . .
"I place in your hand this gavel as
a symbol of authority to rule, and I
ask you similarly to transfer it to
your successor. I know you will
wield it in justice. I ask you to wield
it in mercy."

24
Ernest Fisher, Terre Haute, ploye of the New York Central. Now,
after thirty years as Baggage Master
Retires from Big Four
at Seneca and fifty years as a New
RNEST FISHER, better known to York Central employe, Mr. Riley is
E his fellow workers as "Pete," retiring to a well-merited rest.
washed his last locomotive boiler at He started as a section hand on the
Duane Enginehouse, Terre Haute, Geneva-Lyons section which he helped
Ind., March 31, to build. Later he succeeded P. H.
after thirty-eight Burns as Baggage Master at Seneca
years of faithful Falls. Since that time, a local stat­
service on the Big istician has figured that "Patsy" has
Four Railroad. unloaded 153,000 trains and more than
Mr. Fisher was 2,500,000 parcels of baggage. He has
born in Germany, swept out the station 22,000 times and
March 13, 1858. built more than 8,200 fires to keep the
At the age of public warm.
t w e n t y-two he
came to America,
J. F. Eidmann Remains True to
locating in Terre
Haut e, on the
Road
banks of the HOUGH retired, John F. Eidmann
Wabash, where Twill still serve the New York Cen­
he has since made
tral. He writes:
Ernest Fisher his home.
"The New York
He started in the railroad game
Central will con­
with the old Vandalia Railroad in
tinue to have my
1882, and after seven years' service
active interest
with that road he came to the Big
and co-operation
Four, which was then known as the
and if at any
Indianapolis & St. Louis, in Septem­
time I find it posber,
1890, and he has been with this
sible to furnish
company ever since. During his serv­
information that
ice he has served as engine wiper,
will be of assist­
hostler and boiler washer.
ance in obtaining
Mr. Fisher has been a steady work­
business, I will
er and enjoyed good health. On the
make it a point to
day of his retirement he was present­
do so."
ed with a fine traveling bag and a
A native of
bouquet of flowers by his fellow J. F. Eidmann Kingston, N. Y.,
workers.
Mr. Eidmann entered railroad service
in 1885 on a construction train out of
"Patsy" Riley Leaves Service at
Kingston. During 1887 he was a
Seneca Falls
wiper on the Wallkill Valley Railroad
HEN Seneca Falls was a "wood­ and was later promoted to fireman.
Wing station" for locomotives, Pat­ In 1889, he transferred to the West
rick Riley was already a veteran em- Shore Railroad and has been on the
New York Central Lines Magazine for May, 1928
River Division as fireman and engineman
ever since. Mr. Eidmann makes
his home at 933 Danielson Street,
North Bergen, N. J.
West Shore Man Retires
ONRAD C. HEINECKE, Night
C Assistant Foreman in the Weehawken
Car Department on the River
Division, having
reached the age
of seventy years
on March 5, was
retired on pension
on March 31.
Mr. Heinecke
began his career
with the New
York Central as
a car cleaner
June 5, 1902, and
has had unbroken
service until the
date of his retirement.
He was
Conrad Heinecke advanced to car
repairer, then inspector, and on February
1, 1907, he was promoted to
Assistant Foreman and held this position
since.
On April 2 Mr. Heinecke was presented
with a wing arm chair, a watch
chain and a ten dollar gold piece by
his associates for which he thanked
the boys in his straightforward way,
admonishing them all to cling to the
Safety habit in the pursuit of their
duties.
She Never Saw One
Trying to be brutally frank to a
flapper, we told her that her hair
looked like a mop.
"What does a mop look like?" she
asked.
Forty-seven years of Big Four service were culminated In a triumphal trip from Peoria to Indianapolis April 1 when
Charles C. Carey, Englneman, drove a gaily bedecked engine on his farewell run before being retired at the age of seventy.
Friends, fellow employes and officers of the road greeted him as he left the Union Station at Peoria and again when he
pulled into his home city, Indianapolis. Conductor George Clark and Fireman L. Lawhorn, his team-mates on the trip,
are shown with him in the picture.
New York Central Lines Magazine for May, 1928 25
Eating T o Live B y Choosing Proper Foods
I
T was breakfast time. At the
table next to ours, in a famous
restaurant in Hollywood, a man
thought he was eating his breakfast—
which he was—but in so doing he was
also committing a crime. Not that
eating breakfast in general is to be
branded criminal, but in some instances
it is, and this was one of them.
The criminal was the man and the
victim was also himself.
"Some breakfast that baby's eating,"
commented the gentleman with
whom I was having a "breakfast conference."
"Do you suppose he'll eat
any lunch?"
"Yes," I replied without hesitation.
"And he'll probably choose a menu as
atrocious as the one he now is falling
upon."
I glanced over at the table again
and mentally noted the array of food.
A cereal was disappearing. Next
there was a stack of wheat cakes
which I watched the man smother in
rich syrup. There was toasted bread
made from wheat flour and on a platter
at his right there was a huge Tbone
steak. When I glanced over at
him fifteen minutes later he was swallowing
the last of the wheat cakes,
leaving the dishes in front of him
empty and clean. Then he rose and
walked away, blase and stupid, intoxicated
with food.
This business of eating has gradually
been undergoing a change until,
in the present era, it has been changed
from an elemental physiologic function
to a baneful vice. Instead of
eating to live many of us now live to
eat. That comment inspires a word
of counsel to those falling into the
latter class. It is: Eat heartily while
the chance is there for it won't last
long. The life insurance people know
that and act accordingly. Our crime
lies in eating too much of the wrong
things and none of the things that we
should eat.
Food for Fuel and Repair Work
But let us leave the unhappy subject
of the fate of those who eat their
way to heaven and instead discuss
some of the elemental facts concerning
this business of eating.
The original purpose is obvious
enough. We eat to stoke the fires of
life and to repair that which the wear
and tear of time have worn off. But
to do so intelligently we should know
something about the requirements
both as to quantity and quality. Most
of us know that it is quite easy to
choke a fire with too much fuel and
we also know that it is not feasible
to fire a furnace successfully with
sand or scraps of iron. The same
dogma applies in firing the human
furnace. If we want to extinguish
the fires of life we can choke them
with too much food, and unless we
feed them the right kind of fuels the
physiologic processes of life are not
going to carry on in a normal manner.
To discuss the quantity and
quality of food necessary for properly
carrying on the processes of life is
By Dr. G. Ellington Jorgenson
the purpose of this and the succeeding
articles.
Before it is possible intelligently to
discuss the quantity and balancing of
the food intake the various important
body requirements found in food must
be understood. Hence food qualities
will be discussed first.
The Five Types of Food
There are five important food factors
necessary for continuation of life.
They are carbohydrates, fats, proteins,
mineral substances and vitamins.
Added to that there is an important
state of body being which is
dependent upon the foods eaten. It
is the reaction of the tissues and tissue
fluids. Normally the fluids and
tissues of the body are and remain
within certain limits of alkalinity.
Any very marked.variation from this
arbitrary point of alkalinity is antagonistic
to life and may cause death.
Let us first consider the carbohydrates
and fats. The former are
composed of all the sugars and
starches; the latter are all the animal
and vegetable oils and fats found
in food. The role played by these
substances is to provide heat and energy.
In the process of burning in
the body they give off heat and energy.
Thus they are the power by which we
accomplish things and by which we
are kept warm.
In burning they are reduced mainly
to water and carbon dioxide. The latter
is an acid gas which we get rid of
by exhaling; in other words this waste
product is eliminated mainly through
the lungs. If the quantity of carbohydrates
and fats is equal to the
amount of energy and heat required,
a balance is struck. If we eat more
of these foods than we need for heat
and energy they are changed into fats
and stored in and upon the body.
Thus we gain in weight and become
fat.
The proteins are foods rich in nitrogen
and, in varying quantities,
phosphorus and sulphur. These foods
are composed of the meats, fish, eggs
and legumes (peas and beans). It is
from these foods that the body obtains
materials with which to repair
itself. Obviously a certain quantity
of these foods is necessary for maintaining
a normal body, and this quantity
varies, depending upon the oc-
The original Morrissanla Station on
the New York & Harlem Railroad,
from the photograph collection of
Randall Comfort.
cupation of the individual concerned.
The protein requirements of the body
are quite small; even in the face of
moderately strenuous exercise. In
fact, they are far less than what is
usually consumed by the average person
who eats meats or allied foods
three times a day.
As in the case of the carbohydrates
and fats, the proteins are reduced to
simpler compounds within the body.
That which is needed for repairing
the effects of time and work is used
and the residue burned, in the main,
into water and the respirable acid gas,
carbon dioxide. But, as also is the
case in the instance of carbohydrates
and fats (fats especially) there is
always some ash left over from the
proteins burned. Again we may, for
illustrative purposes, mention the old
family furnace. In firing a furnace
we have learned (in addition to the
patience-sapping monotony of wielding
a coal shovel) that although most
of the fuel burns into gases that flow
out through the chimney, there is always
a residue of ash left which must
be carried out. The same applies in
the burning of foods in the body.
There is always an ash residue left
over which must be cast off by the
body.
Minerals for the Human System
The mineral requirements of the
body are a subject that of late has
claimed the attention of many workers,
and there is still much to be
learned about the role of mineral salts
and the quantity necessary for maintaining
a normal body. But there is
already adequate evidence clearly to
prove that they are necessary. There
are a number of reasons, but there
are two reasons which the average
layman can readily understand. The
tissues and bones are composed of
highly complex substances in which
the inorganic elements such as iron,
sulphur, calcium, potassium, sodium,
iodine, phosphorus, etc., are important
component parts. That is one reason.
Another pertains to the reaction of
the body fluids and tissues. It has
previously been intimated that the tissue
fluids are kept at (or near) a
certain definite point of alkalinity.
This is maintained by the available
mineral salts.
The vitamins are substances concerning
which we as yet know little
save that they are absolutely essential
if the well-being of the body and its
growth are to be maintained. They
will be discussed more in detail a little
later.
The fixed point of alkalinity of the
tissues and tissue fluids, which has
previously been mentioned, can be
maintained if foodstuffs that are alkaline
in their end-ash products are consumed
in quantities to balance and
thus neutralize the acids produced by
foods that are acid in their end-ash
products.
With this brief discussion of the
various types of foods, food accessories,
their purpose and fate after
being consumed, we are now in position
to understand better a discussion

2b New York Central Lines Magazine for May, 192H
on quantities of food and food balancing.
Almost everyone has heard the
word calorie used in connection with
foods and diets, and those who have
studied physics know that a calorie is
a unit indicating the quantity of heat
necessary to raise a fixed quantity of
water one degree Centigrade. In dietetics
a calorie means the same thing
and it is a unit used to measure the
value of foods as heat and energy producers.
Out of this rather complex study
has come a knowledge of the number
of calories expended daily by different
individuals engaged in different occupations.
And by the same token, the
number of food calories necessary per
day for each individual is known.
With the calorie value per ounce of
food in our possession it is quite simple
to estimate the quantity of food
necessary. And by knowing the chemical
value of foods per calorie it is
also a simple matter to estimate the
quantity of each kind of food; in
other words, it is relatively easy to
work out a balanced diet. And a balanced
diet is one that supplies the
various chemical substances of foodstuffs
in the quantities necessary for
maintaining the body in a normal
state of being.
2,500 Calories a Day
It has been found that an adult person
engaged in ordinary light occupations
such as-the duties of professional
men, salesmen and housekeeping, requires
approximately 2,500 calories of
food a day. For those who do hard
manual labor 3,500 to 4,000 calories
are required. In the young it has
been found that children up to one
year old require about 1,000 calories;
children from one to four years old
require about 1,500 calories; children
from four to ten years old require
from 1,500 to 2,500 calories and children
in the years of adolescence require
up to 6,000 calories.
Obviously there are factors involved
that cause variations in the food requirements
of people in general. Some
of these factors are age, sex, temperature
of environments and individual
characteristics. Thus athletic
youths require 4,000 to 6,000 calories
while persons seventy or eighty years
old require only 2,000 calories. Females,
in general, require less food
than males. (But that does not mean
that young women are to starve themselves.)
During cold weather the
caloric food requirements are higher
than in warm weather. Thus it requires
some 8,000 calories for a man
to live and maintain normal body conditions
in the Arctic regions.
With regard to balancing a diet,
such is quite possible. In fact, a
scientifically balanced diet can be
worked out, but in every-day practice
absolute accuracy is not so essential.
In the main the points of importance
are concerned with the quantity of
protein consumed and the quantity of
carbohydrates and fats. For the man
who requires a total daily intake of
2,500 calories of food, 400 to 500
calories of protein are sufficient. To
balance properly the carbohydrate and
the fat intake this same person should
eat a carbohydrate caloric value of
1,200 and a fat caloric value of 900.
Reduced to common weights the intake
would be something as follows:
Protein intake, four ounces; carbohydrate
intake, one hundred ounces; and
fat intake, three ounces. By referring
to any standard table of the food
values of food in ounces the reader
will gain an idea of how much to eat.
But ordinarily this is not necessary if
The Sugar Camp
By Dan G. St owe
Claim Department, Cleveland
HEN breath of spring awakes
W once more
To life the sleeping trees,
The maple's luscious sweets more
rich
Than stores of honey bees,
Are filtered through their sap veins
In drops of crystal blood;
And yielded at the campfires,
In the dark aisles of the wood.
I loved to tend at night the fires,
Within whose throbbing glow
Were forged the happiest memories
It's been my lot to know.
Like bridal veils the fleecy clouds
Of fragrant vapor rise;
So soft, and white, like some sweet
soul
From out God's paradise.
How quiet the night, except the
breeze
From some far southern clime;
And tinkling drippings of the sap,
Beating liquid time.
Up in the sky's dark canopy
The stars are shining bright
And there seems a wondrous mystery
In the shadows of the night.
Awakened from my reveries
I hear a joyful sound;
Going to have some visitors,
And I must hustle 'round.
Eggs boiled in sap, some sandwiches,
Home-made bread and ham,
Warm syrup, heart-shaped sugar
cakes,
Marmalade, and jam.
Open the fire-doors of the arch,
Send up a starry shower;
Let years of closest friendship be
Concentered in this hour.
True friendship's fires can not be
quenched
But in our hearts abide,
And ripening with the years become
Enriched and purified.
Then gather 'round the campfire
bright,
Send up a starry shower,
Old Father Time can ne'er efface
The memories of this hour;
And when dear friends are homeward
bound
Then I'll turn down the lamp,
And in my slumbers live again
The hours in the sugar camp.
he will eat twice the amount of bulky
food that he eats of the combined bulk
of fats, starches, sugars and meats.
As an example of a normal diet I will
reproduce a single day's menu from
Dr. W. D. Sansum's new book, "The
Normal Diet," published by C. V.
Mosby Company, St. Louis, Mo.
BREAKFAST
Grapefruit
Shredded wheat with milk and sugar
Scrambled eggs
Toast and butter
Coffee with cream and sugar
DINNER
Fresh fruit cocktail
Chicken broth with rice
Broiled chicken Mashed potatoes and gravy
Buttered asparagus Celery hearts
Small peas Olives
Pineapple sundae and cake
Coffee with sugar
SUPPER
Boiled rice
String beans Baked tomato
Tuna salad
Hot biscuits and butter
Apricot whip
Milk
The menu here given is one of many
found in this book, but the one gives
the reader an idea of what constitutes
a normal diet. As regards the quantity
allowed, I believe that one helping
should be sufficient for the breakfast.
Two scrambled eggs and two slices of
toast, with the grapefruit, shredded
wheat and the sugar and milk allowed
with these and in the coffee, are sufficient
food for ordinary needs. For
the noon meal I believe the diner can
with safety eat liberally of the celery
hearts and olives, but a single helping
(quite large) of the other items should
prove sufficient. However, in the case
of one who does heavy manual labor,
a second helping of potatoes with
gravy is permissible. For the evening
meal a single helping ought to be
enough. However, if the craving for
additional food is very insistent a second
helping of tomato and string
beans will cause no harm. The total
caloric value of the above menu is
2,200.
One Serving of Meat Enough
As a general rule one may safely
(and often with benefit) eat freely of
the leafy and stalky vegetables, of
string beans and of tomatoes. But a
single liberal helping of meat or meat
substitute and not more than two liberal
helpings of potato are sufficient
for all ordinary body needs.
The diet reproduced above not only
provides adequate quantities of carbohydrates,
fats and proteins, but it also
is rich in mineral salts and fruit
juices. Vitamins, concerning which
we shall hear more in a succeeding
article, are also present in adequate
quantities. And finally the diet is
bulky enough to meet the needs of the
intestinal canal.
It may be important here to point
out that a diet is not necessarily complete
if it provides all the essential
elements and food factors necessary
for life and growth. If it does not
also make for bulkiness it is not a
normal diet. When we speak of bulk
we mean the indigestible portion of
the food, that part which passes in
and out of the stomach and into and
through the intestinal canal without
being absorbed. For it is not possible
New York Central Lines Magazine for May, 192S 27
for the intestines, especially the colon,
to function properly in the absence of
something with which to function.
The meats, eggs, all the starches,
potatoes, sugars, refined white flours,
milk and fats in our modern refined
diets are mostly absorbed. They leave
a very small residue which, blended
with the bile from the liver and with
the intestinal secretions and the bacteria
that live in the intestines, forms
a very small quantity of intestinal
content. Because of the lack of bulkiness
of this material the intestines do
not fill up, and in consequence, there
is retarded movement of the bowels.
Since most of us have learned that
normally the bowels should function
daily, this lack of activity due to insufficient
intestinal bulk causes many
to take a cathartic and a dangerous
and obnoxious habit is in the period of
inception.
On the other hand if a sufficient
quantity of bulky food is consumed
the intestines will fill and their excretory
function will be normally stimulated.
Vitamins in Many Bulky Foods
Bulk in food is best supplied by the
vegetables and woody roots. The
brans and shorts of grains are also
excellent sources of bulk. So to assure
a sufficiently bulky food intake,
one should eat freely of the green
vegetables, the rooty tubers and of
whole grains. Lettuce, celery, cabbage,
spinach, turnips, beets, etc., all
furnish bulk. And in addition to being
bulky they also supply important mineral
substances and vitamins.
The fluid intake of the body is another
important point to be considered
along with the items that go to form
a normal diet. There are a number
of important roles played by the
fluids we drink. First of all they aid
in regulating the body temperature.
The fluids act as carriers of the wastematerials
cast off through the kidneys
and from the intestinal canal. And
finally, fluids act as solvents for many
of the foods we eat.
Whether or not fluids should be
taken with the meals is still a disputed
question. If the food is thoroughly
masticated I can see no harm from
the use of fluids with the food; that is,
if the fluids are not too cold or too
hot. And between meals one should
form the habit of drinking liberally
of water. But here a word of caution.
By drinking liberally of water I do
not mean to convey the impression
that one should go on a water debauch.
Returning to the man in the Hollywood
restaurant who was committing
a crime that morning mentioned in
the opening paragraphs of this article.
"You don't think much of his choice
of food, I take it," remarked the gentleman
opposite me.
"No, I do not," I replied. "That
chap's trying to commit suicide."
"Why?" asked mv friend.
"First of all," I began, "he's worrying
a twenty-ounce steak. And
twenty ounces of meat to start the
day with is not the best for one whose
chief occupation is sitting down."
"How do you know his occupation is
sedentary?" asked my friend.
"His hands are soft and white," I
pointed out. "They haven't a callous
on them. And anyway he's too fat to
move around very much."
"But what's wrong with his breakfast?"
queried my companion.
The Wrong and Right Breakfast
"In the first place, it is composed of
diet items that are acid in their endash
products," I pointed out. "Aside
from the cream he is eating there isn't
a morsel that will form alkaline ash.
That's conductive to acidosis and eventually
to kidney and arterial disease.
In the second place, I estimate from
the sugars, starches, fats and proteins
he is eating that he is consuming
about 1,400 calories of food. If he
does that three times a day he will
have consumed about 4,200 calories of
food when he really only requires
2,500. The other 1,700 calories are
excess baggage and make for fat and
overwork of his excretory organs."
"What should he have eaten in place
of that which he is now eating?" inquired
my friend.
"In the first place he should have
allowed the steak to rest in the refrigerator
until this evening and then he
should have invited a friend in to
share it with him. And in place of the
steak, if he really felt the need of
meat, he should have been satisfied
with an egg, or a small portion of
liver, or a few strips of crisp bacon.
In the second place he should have
chosen a menu that was either alkaline
or one that contained enough of
the alkaline foods to neutralize the
acid foods he chose."
"Suggest such a diet," invited my
friend who was growing interested.
"A half grapefruit to start with,"
I said. "Then some whole wheat toast,
the cereal he is eating with cream but
less sugar than he covered it with,
coffee, but no wheat cakes and syrup.
An egg or two or its equivalent and a
glass of orange juice to top it off with.
That would have provided him with
adequate fuel until luncheon, at which
time he would have been normally
hungry again. And in the meantime
he would have felt more like doing
something instead of feeling drowsy
and listless as he will feel when he
has finished this meal."
"You said something about acidosis,
what is that?" asked my companion.
"That's another story and we'll discuss
that some other time," I replied.
Meanwhile the man at the other
table was' ruthlessly committing a
serious crime against himself by eating
too much of the wrong kinds of
food and none of those he should have
eaten.
(To be continued)
(All rights reserved)
March 10. When the Railway Clearing
House Association was established
in 1878 in Boston, Mr. Anthony became
a clerk and he continued in that
service for twelve years, being appointed
Car Service Agent of the
Boston & Albany in September, 1890.
His title was subsequently changed to
Superintendent of Car Service, and
on Saturday he will have completed
thirty-seven years and eight months
of service in charge of the car service
office.
Chester W. Cummings, of West
Newton, Mass., will succeed Mr. Anthony
as Superintendent of Car Service
with headquarters at Springfield.
Mr. Cummings was born in Merrimac,
Mass., June 13, 1886, and has
been a clerk in the employ of the
Boston & Albany Railroad since February
of 1914. In February, 1919,
he became chie* clerk to Vice-President
H. M. Biscoe, and has served in
that capacity since that date.
C. O. Dales, of West Newton, Mass.,
who has been in the employ of the
Boston & Albany since 1908 in various
clerical capacities and who has
been secretary to Mr. Biscoe for ten
years, succeeds Mr. Cummings as
Chief Clerk at Boston & Albany headquarters,
South Station, Boston.
Mr. Anthony and S. H. Clark, who
was retired at the same time from
the Boston & Albany, were both
guests of honor at a banquet in
the Hotel Kimball of Springfield,
April 30. At the conclusion, H. A.
Noble, Division Freight Agent, who
acted as toastmaster, presented them
with a sizeable amount of gold which
had been donated by the officers and
employes of the Railroad.
Speeches were made by Walter E.
Adams, Special Assistant to Vice-
President, representing the management;
J. L. Truden, General Superintendent,
representing the Operating
Department, and Professor Arthur
Rudman of the Springfield Y.M.C.A.
College.
A number of New York Central and
officials from other railroads were
present. Prominent Boston & Albany
officials who were invited were:
H. M. Biscoe, Vice-President; J. L.
Truden, General Superintendent; R.
Van Ummersen, Freight Traffic Manager
; W. A. Barrows, General Passenger
Agent; E. P. Gardiner, General
Freight Agent; A. E. Allen, General
Freight Agent.
Rail Superintendents to Meet in
Memphis
AILROAD superintendents from
M all parts of the United States,
Canada and Mexico, with a few cities
in South America also represented,
L. A. Anthony, B. & A. Head of
will be in Memphis, June 12-16, for
the thirty-fifth annual convention of
Car Service, is Retired the American Association of Railroad
EWIS A. ANTHONY, Superin­ Superintendents. Not less than 1,500
L tendent of Car Service for the
delegates and visitors will be in at­
Boston & Albany, with headquarters
tendance, the officers predict.
at Springfield, Mass., was retired on
Not only is Memphis the convention
city but a Memphis man, J. M. Walsh,
March 31 and his name was placed on
Superintendent of the Memphis Divi­
the pension rolls of the Company. The
sion of the Illinois Central Railroad,
official notice refers to his "fifty years is President.
of faithful and efficient service." The third vice-president is F. M.
Mr. Anthony, who was born in Scot­ Brown, Superintendent, Pittsburgh &
land, reached the age of seventy on Lake Erie, Pittsburgh, Pa.

28
THAT freight stations might contribute
their share of effort in
the reduction of freight claim
payments, an opportunity is offered
employes in the freight house during
the present loss and damage campaign
to prove their interest in this great
work. To assist them in the effort, I
have the following suggestions to offer
to receiving clerks, checkers, loaders,
stowers and delivery clerks.
Receiving Freight
A careful receiving clerk is one
who is particular to see that packages
offered for forwarding are in good
condition and that marks on freight
conform with shipping instructions.
He will indicate on shipping order
each package received. He will see
that old marks are removed or effaced.
He will make identical endorsements
on shipping order and bill
of lading relating specifically to any
alteration, addition or erasure, thereon
sign agent's name, also his name
and date below endorsement.
He will see that information requisite
on bill of lading and shipping order
is legible.
Before signing bill of lading he will
determine that information upon bill
of lading and shipping order is identical,
indicating in detail the amount
and character of freight received. A
receiving clerk who has the interest
of the Company at heart will be ever
alert and watchful to see and know
that all these features are protected.
Checking Freight
An interested checker is one who
appreciates the importance of his position.
He is the leader of the men
assigned to him and the example he
sets for his men will have a telling
effect on the performance of the men.
An interested checker will direct his
men, advising the loader how best to
place packages on trucks and truckers,
how to push or pull the trucks to
prevent damage to the freight by falling
off trucks in moving to house or
cars.
He will watch marks on packages
to see if they conform to name of consignee
and destination as shown on
the shipping order, tally slip and waybill.
In a word, he will comply strictly
with the rules covering the checking
of freight, and the work will be
well done.
Loading Freight
The loader, as a rule, breaks the
seal, removes the hasp and slides the
door to open. Sometimes it opens easily,
at other times it is difficult to
open. When trouble is experienced in
opening a car door, there must be a
reason for it, so the careful man will
determine whether packages have fallen
against it, and if so he will have
the other door of car opened and entrance
effected through that door, and
packages removed. This will simplify
the operation, time will be saved and
By D. J. Sheehy
Supervising Agent, Line East
the possibility of damage to the
freight resting against the door will
be removed.
The careful loader will not use a
hook, bar or other instrument in releasing
the packages loose in doorways
or in car, but will use judgment
by removing the cause, which is without
doubt due to packages binding or
overlapping one another. A careful
loader will never pull over a heavy
box, parcel or other package and allow
it to strike heavily on edge, because
he realizes that the impact will
shatter it and cause, in many cases,
damage to contents. A careful loader
will use extreme care in placing packages
on trucks so that they will not
fall off when rolled to house or cars.
Stowing Freight
Stowing freight carefully in a car
is essential if it is to arrive at destination
in good condition, and much
depends on how this stowing is supervised
by the stevedore.
As it is necessary for truckers to
place freight in cars in the absence of
the stevedores, the careful, interested
stevedore will be on the alert to
change any piece of freight left by a
trucker that is not properly placed in
car; only close supervision on the part
of the stevedore will control this feature.
Stevedores should caution truckers
about handling freight roughly. They
should endeavor to show the trucker
the correct manner in which to remove
freight from trucks and place
it in the cars. The stevedore should
never allow a piano to be stowed
crosswise; lengthwise is the proper
manner. Paper cartons and fibre
packages should not be stowed on
chime of barrels. If they are, or
must be stowed on such, boards should
be placed on the barrels, otherwise
the chime will cut the packages.
Ranges should be loaded on end
instead of lying flat. Foodstuffs such
as butter, eggs, cheese, lard, sugar,
candy, crackers, etc., should not be
loaded with freight that gives forth
odor, such as fertilizer, creosoted shingles,
onions, gasoline, etc. If these
commodities are loaded near each
other the foodstuffs will be contaminated
by the odor.
Light and heavy freight should not
be stowed together, for if the light
package freight is stowed with the
heavy freight, it will sustain damage
by being crushed. Freight of a fragile
nature should be stowed by itself in
the car, in so far as possible; tables,
chairs, china closets, dressers, and in
fact all furniture, should be stowed
with legs resting on floor or on other
freight if it is found necessary to tier
it in the car. and then when the car
is loaded and it is time to close the
doors, care should be exercised to see
New York Central Lines Magazine for May, 1928
that packages are lowered to prevent
falling over when the car is switched
or is in train movement. If this last
feature is not watched, damage will
result regardless of how well the car
is stowed.
A car properly stowed and protected
at time of closing will reach its
destination in good order; on the other
hand, if proper precautions are not
taken, the freight will fall over and
arrive at destination in damaged condition.
Delivering Freight
Extreme care is necessary in delivering
freight. It must be delivered
only upon presentation of freight bill,
arrival notice, or written order approved
by agent. When entire or partial
delivery is made, name of consignee
or authorized drayman, signature
of person to whom delivery is
made, license and dray number, date
of delivery and signature of delivery
clerk must be shown on delivery receipt.
When exception is taken by consignee
or his authorized drayman at
time of delivery, delivery clerk must
make a close inspection, examining
carefully the package and its contents
to determine loss or damage. A good
delivery clerk will be thoroughly conversant
with these features and will
follow the rules governing the delivery
of freight.
Trucking Freight
Much depends on the manner in
which the trucker goes about his
work. Freight is moved over platforms
and through cars to assigned
places and it is the trucker's duty to
do this. A careful trucker will know
before he moves packages on his truck
that they are securely placed to prevent
falling off, and he will see that
the freight is delivered to the proper
car or spot in house.
In removing packages from the
truck he will use care. He will be
particular to stow it at either point
in the best possible manner to prevent
damage to freight. (The trucker
working with but one thought in mind
and that to render his Company faithful
service, can and will do his work
well.)
A careful trucker will use judgment
in moving his truck, pushing it with
packages that are of a fragile nature
so that he can observe how such packages
ride, and in the event they become
dislodged, he can prevent them
from falling from truck. He will
never rush about carelessly, striking
other freight in cars and in the section
with his truck, which would cause
that freight to fall and become damaged.
If all employes engaged in this class
of work at our freight stations will
give whole-hearted co-operation we
feel confident they will make a mark
for themselves which will be recorded
high up on the roll of endeavor to
eliminate freight claim payment.
New York Central Lines Magazine for May, 1928 29
T w o Judges Address Metropolitan Veterans
npHE music was as good as the din-
-- ner; the dinner was on par with
the entertainment, and the whole affair
was worthy of the usual high
standard of annual banquets given
by the Metropolitan Chapter of the
New York Central Veterans' Association.
Approximately a thousand
members and guests attended in the
grand ballroom of the Hotel Commodore,
April 12.
It was a reunion time for many of
the veterans who had lost touch with
one another during the months; it was
also an opportunity for making new
acquaintances, and as President Crowley
expressed it, the banquet was a
"reunion of a goodly part of the New
York Central family."
Following a brief business meeting
at which the officers selected by the
nominating committee were unanimously
elected, J. M. Wooldridge,
President of the Chapter, presented
Mr. Crowley, who gave a few words
of welcome.
"They told me I was to have five
minutes to speak to you," said Mr.
Crowley, "so I think I will take my
time out dancing.
"Someone suggested that I loan one
of the veterans, James Hustis, part of
my five minutes, to tell one of his
stories, but when I recall some of his
stories, and how long it takes to find
the point, five minutes would never do.
"I am very glad indeed to be here
tonight. It is always a joy and pleasure
for me to meet with my fellow
workers of the New York Central
Lines. We have a wonderful family.
We have a wonderful railroad, and I
want to take this opportunity of
thanking all of you for the loyal and
hearty support you have given me in
the years that have gone, and wish for
you and those that are dear to you, a
very bright, happy and prosperous
year."
One veteran was missing, to whom
A. S. Lyman, General Attorney of
the New York Central, referred as
the "greatest veteran of them all."
Speaking first of the Association,
then of Chauncey M. Depew, Mr.
Lyman said:
< "I think that as these recurring anniversaries
come around, the faces
that are gathered here we learn to
group together as old friends that we
have seen here before, in this same
pleasant family association. One has
a gratifying realization that the veteran
idea is rooted a little deeper
every year, and the tree which was
first planted on a very cold January
day in the Lexington Avenue Opera
House has flourished, and has such a
hold upon the affections of New York
Central men and women that we can
feel that the tree is here to stay. We
do not have to think of special fertilizers
or guy ropes to hold it up. It
is standing up and growing, and it is
a real institution of the New York
Central Railroad—I am not going to
say Company, I am going to say Lines,
at Banquet in N e w Y o r k City
•rbk wff. vn^es* fume,
mese ia«€ "epwcs'/
Xm Uohnson
The way things were done at the Metropolitan Veterans' banquet.
because I think the idea is broadening
out, and the day not so distant when
there will be one fold, just as now we
have one shepherd.
"In this great railroad enterprise
we each have our little narrow specialty,
but here we get in touch with
the broad endeavors of a great railroad
company in its multitudinous activities,
and it is pleasant to meet occasionally
all the people, or some of
them in all the departments of the
company, all engaged in a great common
enterprise, which we all know to
be an enormous public benefaction.
"As I think of the qualities of a
good Veteran, I am reminded of the
passing of an eminent man, who has
been for so many years identified with
the New York Central Railroad Company.
He belonged to a former gen­
eration and his activities were manifested
at their climax in the time of a
generation that has passed. In that
tremendously long span of life, he
preserved his body, preserved his happy
outlook upon life, his invariable
cheerfulness, his kindness and his loyalty
to his company. I think among
men these were the qualities for which
he was always extolled, and much
stress has been put upon them, but
Chauncey M. Depew was married to
one railroad practically from its inception,
and continued an undivided
devotion to the magnificent organization,
which he left a few days ago.
He was first, last and all the time a
New York Central man, holding an
exalted place in the organization, but
he had a friendly fraternal regard for
each and every man in it. He, so to

_^terans_ofJ^et|^ York City, renewed friendships at their sixth annual banquet In the Hotel Commodore, April 12. Justice Bleakley was the principal speaker. *

'ork Central Lines Magazine for May, 1928
speak, felt the great organization as
a part of himself, just as an experienced
locomotive engineer feels his
machine. He cannot tell you why, but
he knows what every part of that
machine is doing or failing to do, by
a sort of instinct. And so, Mr. Depew's
personality was extended out
until in a sense he touched every
phase, every branch of this vast property,
of this vast organization, and
was the personal friend of every New
York Central man, and of every friend
of the New York Central Lines. He
was supported through a long and intensely
active life by his outstanding
magnificent qualities of friendship, of
kindness, of hopefulness and of loyalty.
"As a tribute to the memory of the
first and greatest Veteran we have
had, I ask you all to stand with me
for a moment in silence."
An impromptu address on transportation
was made by Supreme Court
Justice A. H. F. Seeger. According
to Judge Seeger, the advance in methods
of transportation is one of the
phenomena of American progress,
and in a large measure is responsible
for American expansion. He recalled
the development of cities along the
New York Central Lines and the
abandonment of other towns that were
inaccessible to the Railroad.
"It is said that Rome fell because
of the imperfection of a horse-collar.
If Rome bad bad the New York Central
Lines, she might still be the mistress
of the world," declared Judge
Seeger.
The Hon. William F. Bleakley, Justice
of the Supreme Court, was the
principal speaker of the evening. Justice
Bleakley was formerly counsel for
the New York Central in Westchester
County, a fact he mentioned in appreciation
for the loyalty and support he
said had born given him by his friends
of the Railroad.
After a barrage of witticisms,
Judge Bleakley introduced a discussion
of the treatment of crime, especially
in Westchester County. From
the days of gross inhumanity, prison
reform movements have ameliorated
the condition of convicts until today
they are "pampered and mollycoddled
with better living conditions than
have many honest working men outside
of the jails," he said.
"Today the public is the underdog.
The odds are with the crook from the
commission of the crime until he is
behind the bars. He has first to be
detected, and then on through the trial
he has constant loopholes by which
he may escape.
"First offenders should be made to
realize the seriousness of their charge,
just as old offenders, for with first
offenders the fear of punishment is
not a deterrent in the commission of
crime. I know that you will be interested
to know that through careful
and judicious handling of their cases,
90 per cent of the first offenders in
Westchester County make good.
"Young offenders are becoming
more prevalent, and sex crimes are
more of a problem. Many offenders
are boys from the privileged class
rather than from the others. Parents
come to me with the statement that
(Concluded on page 106)
\ i .. York Central Lines Magazine for May, 1928 31
IJMEEIC'DEPARTMENTil
National Parks Ready for Summer Season
Ranler National Park, in the State of Washington, offers twenty-eight glaciers to
the sight-seeing tourist, winter sports amid its snow fields in summer, and verdure
In its surrounding valleys in winter time. Paradise Inn, one of its two principal
hotels, Is situated between the Paradise River, which flows down the floor of the
valley below, and the Nisqually Glacier on the mountain side above.
^SA7HILE the railroads of the country
are preparing for heavy
summer travel, the national parks of
the United States, to which many
thousands of tourists from home and
abroad will journey during the coming
season, have made ready to receive
vast throngs of visitors in utmost comfort.
The American public has developed
an amazing "national park consciousness"
the last few years, an intense
interest in the nation's pleasure re­
sources which has made the national
parks and monuments the goal of increasing
numbers of vacationists.
Whether one seeks canyon or gorge;
geyser or glacier; lakes, falls, rivers
or roaring torrents; big trees or dense
forests; towering peaks or fertile valleys,
or mystifying and revered relics
of past races in this country, amid
surroundings of scenic splendor these
wonders may all be found in national
parks.
New York Central Lines routes
with their connections are greatly fa­
vored pathways, giving the traveler
not only the joys of his destination,
but the comforts and scenic treats of
the New York Central route as well.
The seasons of the national parks
and monuments (the latter are
starred) are given here:
PARK OR
MONUMENT STATE SEASON
Bryce Canyon,* Utah June 1-Oct. 5
Crater Lake, Oregon July 1-Sept. 30
General Grant, California May 24-Oct. 10
Grand Cayon (via Williams, Arizona)
Arizona Open all year
Grand Canyon (via Cedar City, Utah)
Arizona May 15-Oct. 5
Hot Springs, Arkansas Open all year
Kaibab Forest, Arizona June 1-Oct. 5
Lassen Volcanic, California June 15-Sept. 1
Mesa Verde, Colorado May 15-Oct. 20
Mount Baker, Washington . . June 15-Sept. 15
Mount Rainier, Washington .. June 15-Sept. 15
Petrified Forest.* Arizona Open all year
Pipe Springs,* Arizona June 1-Oct. 5
Rocky Mountain-Estes Peak, Colorado,
June 15-Oct. 31
San Isabel Forest. Colorado. June 15-Sept. 30
Sequoia, California May 24-Oct. 10
Wind Cave, South Dakota June 1-Sept. 30
Yellowstone. Wyoming June 20-Sept. 15
Yosemite, California June 20-Sept. 15
Zion, Utah , June 1-Oct. 5
CANADIAN PARKS
Banff May 15-Sept. 30
Field June 15-Sept. 15
Glacier June 15-Sept. 15
Lake Windermere June 15-Sept. 15
Jasper June i-Sept. 30
Lake Louise June 1-Sept. 30
TERRITORIAL PARKS
Mt. McKinley National Park. Alaska.
June 1-Sept. 30
Hawaii National Park, Hawaiian Islands,
Open all year
Mexican Mountain Journey is
Described in Folder
^/nTHE World's Most Amazing Railway
Trip" is the ambitious title
under which the Mexican Railway has
brought out a handsome new folder,
which gives an account of the journey
from Vera Cruz to Mexico City with
illustrations of the marvelous scenery
on this line.
The Mexican Railway is standard
or broad gauge all the way and on the
mountain section, where the track is
carried up < 5,000 feet in forty-two
miles, the line is electrified. The trip
over these mountains in Mexico, an
extension of our Sierra Madre range,
is swift and smooth, and the Mexican
Railway covers their most beautiful
tropic sections in the transit of 264
miles from the sea at Vera Cruz to
Mexico City.
Copies of the new folder describing
the journey, may be obtained by addressing
W. F. Paton, General Agent,
Mexican Railway Company, 82 Beaver
Street, New York City, or 648 Marquette
Building, Chicago, 111.
Heavy Steel Freight Cars Put
Into B. & A. Service
A T a cost of $82,000, the Boston &
Albany have put into service
fourteen new steel freight cars, especially
designed for hauling heavy
concentrated loads.
Five of these cars are of the drop-

32 New York Central Lines Magazine for May, 1928
frame type, built for shipping electrical
transformers. Because transformers
must be loaded on cars in a
vertical position and are nearly thirteen
feet in length, ordinary freight
cars would not permit enough clearance
of bridges. The new cars are
built closer to the tracks with the central
portion between the tracks depressed
to within about two feet of
Ohio State Limited and the Hudson
River Limited, Nos. 15 and 2nd 26,
will have observation lounge sleeping
cars, each having three compartments
and two drawing rooms, between New
York and Cincinnati.
The Adirondack and Montreal Express,
No. 55, will make its first trip
of the season May 25. On that date
Adirondack equipment now moving in
2nd No. 21, the Toronto Limited, will
be transferred to No. 55.
No. 16 will henceforth be known as
"The Prairie State Express" and will
constitute a twenty-four-hour service
from Chicago to New York, also of
special utility as an afternoon train,
Chicago to Cleveland. It will make
stops at important intermediate
points, Chicago to Cleveland. No.
609 will provide return fast afternoon
service, Cleveland to Chicago,
and will also be known as "The Prairie
State."
No. 16 will carry Pullman cars only
East of Buffalo, including Chicago-
New York non-excess fare sleepers
from New York Central and Michigan
Central No. 10. No. 16 will have a
parlor car, Syracuse to New York.
* * *
The Iroquois, No. 59, will have a
New York-Detroit sleeper which will
move from Buffalo in Michigan Central
No. 15. The car now moving in
No. 63 will be discontinued.
New York Central No. 10, formerly
the New York and New England Ex
press, will hereafter be known as "The
Easterner."
* * *
No. 407, Mohawk Valley passenger
service, will carry Boston-Utica sleeper
from Boston & Albany No. 43 at
Albany.
* * *
New York Central No. 24 will have
Utica-Boston sleeper instead of Syracuse-Boston
car heretofore operated.
New York Central No. 30, The Niagara,
will carry Rochester-Albany
and Rochester-Boston sleepers now
operating in No. 46, Boston Express,
out of Rochester.
* * *
The Mount Royal via Rutland from
Montreal to New York will be numbered
72 instead of 2nd No. 62.
* * *
Buffalo and New York Express,
r r *
the top of the track. One of these
cars weighs 68,400 pounds and has a
carrying capacity of 182,600 pounds.
The other nine cars are all-steel
flat cars with the floor little more
than three feet off the rails. These
cars have a carrying capacity of
205,000 pounds. The trucks have cast
steel side frames and axles with six
and one-half-inch by twelve-inch
journals.
Changes f o r D a y l i g h t S a v i n g Season
THE following are the more important equipment changes contained
in Passenger Department official announcement effective with time
change, April 29, unless otherwise noted.
No. 34, will carry Lockport-New York
sleeper heretofore mov^g in No. 30.
* * *
The Onondaga, New York Central
No. 142, will have coaches and diner,
Buffalo to New York, and parlor cars,
Rochester and Albany to New York.
* * *
Sunday-only train, New York Central
No. 198, will operate April 29 to
September 23, inclusive, Albany to
New York, with parlor car and
coaches. * * *
No. 313, Rochester to Buffalo morning
accommodation, will have parlor
car, Rochester to Buffalo.
HE New York Central Lines an­
Tnounced, April 20, the placing of
orders amongst the largest car manufacturing
companies in the country,
for over $2,500,000 new steel passenger
equipment for delivery this year.
The number of new cars ordered totals
120 of various types.
The passenger cars ordered will be
the latest and most luxurious in coach
equipment.
The orders placed with the manufacturers
call for nineteen all-steel
passenger coaches; six all-steel diners;
ten all-steel multiple unit suburban
coaches; three all-steel combination
coaches; thirty all-steel baggage
cars; three all-steel combination baggage
and mail cars; nineteen all-steel
horse cars and thirty all-steel underframe
milk cars. These cars after
Boston and Buffalo Special, No. 49,
will have dining car, Syracuse to Buffalo.
* * *
The Intercity Express, No. 335, will
have broiler buffet parlor car, Albany
to Buffalo.
New York Central No. 44, New
New York Express, will have diner,
Albany to New York.
* * *
The DeWitt Clinton, New York
Central No. 56, will have diner, Erie
to Albany.
* * *
Toledo-Buffalo parlor car in No. 52,
Chicago - Buffalo Express, will be
shortened to run Toledo to Cleveland,
only.
* * *
New York Central No. 28, Buffalo
Express, will be discontinued east of
Cleveland, coach passengers transferring
to No. 56 or 128 at that point.
Eugene Shannon
OLLOWING a month's illness, Eu­
F gene Patrick Shannon, sixty-five,
died at his home in Malone, April 3.
Since 1893 Mr. Shannon had been
connected with the Adirondack Division
in various capacities. His last
position was as a car repairer at Malone.
A son, Gerald B. Shannon, who
survives him, is assistant foreman in
the Car Department there.
A carload of Neely hardware for the Democratic National Convention Hall in
Houston, Texas, being transported by the New York Central Lines.
O v e r T w o a n d a H a l f M i l l i o n D o l l a r s Steel
Passenger E q u i p m e n t O r d e r e d
being built will be assigned and delivered
as follows: Seventy-five cars
to the New York Central Railroad;
five cars to the Pittsburgh & Lake
Erie Railroad; thirteen cars to the
Boston & Albany Railroad; twenty
cars to the C. C. C. & St. L. Railway
(Big Four Route) ; four cars to the
Peoria & Eastern Railroad and three
cars to the Rutland Railroad.
The orders were divided among the
manufacturing concerns as follows:
Twenty-five cars to be built by the
Pullman Car & Manufacturing Company;
thirty-four cars by the American
Car & Foundry Company; ten
cars by the Standard Steel Car Company;
sixteen cars by the Osgood-
Bradley Car Company; five cars by
the Pressed Steel Car Company, and
thirty cars by the Merchants Despatch,
Inc.
New York Central Lines Magazine for May, 1928 33
Stops Train Two Feet From
Child on Tracks
A TTRACTED by the cries of the
mother, Engineman T. Sheehan
applied emergency air brakes in time
to save the life of a two-year-old child
that wandered in front of his locomotive
at Terre Haute, Ind., February 7.
The locomotive stopped within two
feet of the child, who could not be
seen from the cab either by Mr. Sheehan
or his fireman and conductor who
were present. The mother had seemed
too frightened to rescue the child and
while in an hysterical condition was
taken by members of the train crew
to a physician.
P. L. McManus, General Superintendent
of the Evansville, Indianapolis
& Terre Haute Railway, commended
Mr. Sheehan for his promptness.
Traffic Notes of the Month
New York Central train No. 151, the Interstate
Express, will be held not to exceed fifteen
minutes in Buffalo when passengers are reported
on No. 33 as desiring to connect with
No. 151.
Effective April 1, Ohio Central Lines coach
service was reorganized as follows:
No. 4, Toledo to Charleston, instead of Detroit
to Charleston.
No. 6, Toledo to Columbus, instead of Detroit
to Columbus.
No. 8, Toledo to Columbus, instead of Detroit
to Columbus.
No. 3, Columbus to Toledo, instead of to
Detroit.
No. 7. Columbus to Toledo, instead of to
Detroit.
Now that the baseball season has started and
the "Kingdom of Swat" once more has come
into its own, patrons on New York Central
Lines de luxe trains are receiving scores of big
league games while en route. Scores are posted
along with other important news of the day in
the club cars.
Notes of Other Lines
The Denver & Rio Grande Western
announces a shortened schedule for
the Panoramic Special, which inaugurates
its 1928 season with a westbound
trip from Denver June 17 and
castbound out of Salt Lake City June
18. Final trips leave Denver September
8 and Salt Lake City September
9. The Panoramic is the famous daylight
train operating via the Royal
' Gorge. .
The Hudson River Navigation Company,
operating night steamers between
New York, Albany and Troy,
commenced its season on April 1.
Hudson River Day Line boats make
their first through trips May 18.
Canadian National summer service
includes the Confederation, fast limited
service between Toronto and
Vancouver with the first trip from
Toronto May 19 and from Vancouver
May 21. The last trip leaves Vancouver
September 29 and Toronto
September 28.
The Yale-Princeton-Cornell Triangular
Regatta will be held on the
Housatonic River, Saturday, May 19.
The New Haven line is arranging special
observation cars along the course
and special service from New York.
The Soo-Pacific Express of the
Canadian Pacific operates on its summer
schedule for 1928 from June 28
to August 30 from Chicago, and from
July 2 to September 3 from Van-
Tours A r r a n g e d T h r o u g h M o u n t a i n , Glacier,
L a k e a n d R i v e r Districts o f A l a s k a
Winter & Pond Photo
One hundred miles back in the mountains is the source of Mendenhall Glacier, the
mouth of which, near Juneau, Alaska, can be visited while one's boat is in dock.
From beneath its jagged, green-blue ice a foaming torrent rushes to the sea. Mendenhall
is no longer active, and as it recedes year by year, shrubs and trees grow
where formerly there was only ice.
OT many years ago great hosts
of people were making their way
toward Alaska, the new Eldorado,
from whence had come the magic cry
of "gold" that was heard round the
world. Schooners of every variety
were pressed into service, and all hurried
northward with their cargoes of
eager and anxious humanity.
Great obstacles had to be overcome
by those sturdy, early-day adventurers,
in their quest for wealth.
Today thousands more feel the
"Call of the North" each year, although
now it is not the desire for
gold that takes them there. It is a
wish actually to see "America's Last
Frontier" that prompts them to travel
northward.
There was a time when travel to and
throughout Alaska involved considerable
time and much hardship. Conditions
have changed, however, and
commodious steamships now provide
year-round service between Alaska
and the States. The "Inside Passage"
route to Alaska is a puzzling
waterway which winds among myriad
mountainous islands. The great
peaks that rise from the ocean's edge
and the glaciers which, with a warning
note like thunder, send their icebergs
off into the sea, make the water
trip alone worth while. But the interior
of Alaska offers still more
wonders. There one can view more
mighty mountain slopes and vast glaciers,
and find growing close beside
them the most gorgeous flowers, the
most luscious fruits, of any region in
the world. One can find forests of
impenetrable tropic denseness; see
broad lakes reflecting snow-capped
summits; watch the sunrise meet the
sunset in the summertime; see Aurora
Borealis in the land of its nativity;
follow turbulent streams and see and
hear and feel their wildly tumbling
cascades.
Well-defined routes enable the traveler
to make a choice of tours
throughout the interior, which embraces
almost 600,000 square miles
of territory.
Three great tours are offered to
inland Alaska by the Alaska Railroad
and other interests. All may be taken
whether the tourist arrives by steamer
from Seattle, Vancouver or Prince
Rupert. These trips are "Alaska's
Great Circle Tour" via the Alaska
Railroad, Yukon River, the White
Horse & Yukon Railway; "Alaska's
Golden Belt Tour" by steamship, rail
and motor, and the "Lower Yukon
River Cruises."
Mount McKinley, in Mount McKinley
National park, is the mecca of
tourists. This monarch of all mountain
peaks is 20,300 feet high, and it^
neighbors, Mounts Russell and Foraker,
are 11,600 and 17,000 feet in elevation.
Mt. McKinley is the second
largest and farthest north of America's
national parks.
Other principal places included in
the tours are Seward, Skagway, Lynn
Canal, Bartlett Glacier, Dawson City,
Lake Atlin and the Atlin Mountains,
Five Finger Rapids on the Yukon,
the Loop District, Keystone Canyon
Waterfalls, Richardson Highway,
Childs Glacier and Iron Trail Bridge,
Chugach Mountains, Abercrombie
Canyon, Petersburg, Nenana, Spencer
Glacier, Turnagain Arm, Curry
Hotel, Kenai Lake, Resurrection Bay,
Ketchikan, Tanana, and Healy.
A comprehensive booklet on Alaska
and its many intriguing marvels has
been issued by the Alaska Railroad.
It may be obtained from New York
Central Railroad representatives, from
the Alaska Railroad, 6111 Interior
Building, Washington, D. C, or from
the White Horse & Yukon Railway,
2049 Straus Building, Chicago, and
Alaska Building, Seattle.

34
New York Central Lines Magazine for May, 1928
One of the thousands of new Dodge motor cars which have been shipped this year from the factory in Detroit over the New
York Central Lines, standing beside No. 5239. one of the powerful new Hudson type locomotives.
H o u r C l i p p e d f r o m
S part of the policy of improving
still further its New York-Chicago
train service, the New York Central
Railroad made, effective April 29,
a cut in the running time of two of its
best known limited express trains, the
Wolverine and the Fifth Avenue Special.
The Wolverine, which heretofore
has made the trip in twenty-one hours
and fifty minutes, will make the trip
in twenty hours and fifty minutes, or
one hour less, leaving New York at
5:10 P.M. and arriving in Chicago at
1:10 P.M. the following day. This
enables connections with the sixtyeight-hour
trains to the West to be
made.
The Fifth Avenue Special will leave
Chicago at 10:30 A.M., as heretofore,
but will arrive in New York at 8:30
A.M. instead of 9:21. These cuts in
time make these trains equal the time
of the North Shore Limited, a new
train instituted last June, which also
makes the run between New York and
Chicago in twenty hours and fifty
minutes.
President's Care, Like That of
Employes, Brings Praise
TPHE courtesy of which the New
York Central boasts "from the
President down" and its effects are
well exemplified through a letter to
President Crowley from Miss Lillian
Bostock who, after lodging a complaint
against the Railroad a year
ago, now turns to compliment the line
on its good service. She writes:
"A little over a year ago I wrote to
you complaining about the lateness of
arrival of the particular train I come
to New York on each day over the
Harlem Division, and received a very
courteous reply from you, and later, a
telephone message from your secretary.
"It occurred to me that it might
intrigue you to receive a commendatory
letter, and this one is to tell you
T r i p o n T w o Trains
e w Y o r k 0 C h i c a g o
that during the holiday season just
past I was able to arrive at our offices
usually on time. Further, that there
seems to be a general impression that
the Harlem Division is the best suburban
line out of New York, and
within a year our manager has purchased
a home at Scarsdale and a
member of our firm, Mr. Deans, is
taking a summer residence at Bedford
Hills.
"Now the immediate inspiration
for this note is a little family episode.
My side-partner, Miss Mary E.
Knowlton, a senior teacher in Morris
High School, lost her purse on a train
arriving at Tuckahoe in the late afternoon
one day last week and did not
discover the loss until she reached our
bank to deposit her salary check for
some $347. Then the president of the
bank took the matter in hand and
stopped payment on the check for her
and sent her to your agent at Tuckahoe
to have him try to trace the purse.
"Your station agent kept the wires
hot to White Plains, but up to nine
o'clock that night nothing had been
heard of the prodigal, but later that
evening your agent took the trouble
to telephone us that it had been found
and turned in and would be sent to
his station where Miss Knowlton recovered
it the following day.
"I am sure it will be gratifying to
you to know something of the honesty
of your employes, and I only regret
that the very small check we sent to
Mr. Smith could not have been for a
larger amount."
T o e o f Freight M o v e d O n e M i l e f o r a C e n t
J\ MERICAN railroads do a bigger drop in revenue than in traffic lies in
transportation job at cheaper
t h e
declining price of transportation
rates than any other country in the Iv "27' that ' S
' W h a t t h e
f P^lic P a
-V d
,
w o r l d
-
The railroads last year received an
average of 1.080 cents for moving a
ton of freight one mile. This represents
a decrease of 15.3 per cent as
compared with receipts in 1921.
For transporting a passenger one
the railways per transportation unit.
In both the freight and the passenger
service, average receipts per unit were
lower in 1927 than in any previous
y e a
m c e
,L,? 1920.
T h e
, average receipts per ton-mile
and passenger-mile, year by year from
} 92
} t o 19
2, 7
» a r e
mile, the railroads received last year
presented m the fol-
'owing table. These averages measan
average of 2.896 cents, a decrease
of 6.2 per cent as compared with 1921.
These decreases are the result of
r e W a
" degree of accuracy
t h e
respective price levels of the two
principal kinds of transportation servinnumerable
individual rate readjustl
c e
rendered by the railways."
ments which have been going on
throughout the country in the last few
Receipts per Ton-Mile and Passenger-
Mile, 1921-1927
years. .... . Receipts per Receipts pe-
In an analysis of this Situation, JUSt
issued, the Bureau of Railway Economics
says:
"In the freight and passenger services,
the decrease in revenue in 1927
was relatively greater than the actual
decline in traffic. Respecting the
other services, known factors do not
exist by which to measure the physical
amount of the service rendered.
"The explanation for the greater
ton-mile
(cents)
1921 1.275
*323 \'\H
1924 i!ii6
1925 1.097
9 2 6 1 0 8 1
\
1 0 8 0
•
p e r e e n t deccease:
1927
under 1926 01
1927 under 1921". 15.3
passenger-mil:
(centsi
3.086
inVg
2^978
2.938
2
«6
2 , 8 9 6
14
6.2
York Central Lines Magazine for May, 1928 35
New Freight House Opens at
North Tonawanda
'II'MIK new freight house of the New
York Central at North Tonawanda,
X. V., is now in use with telephones,
Furniture and all other equipment
complete.
Since fire destroyed the former
building, the Railroad freight office
has been quartered in the passenger
station on Main Street.
The new freight house is of brick
and steel construction. Every provision
has been made for the comfort
if the public using the building, as
well as for the freight house employes.
The building, trackage property
i>nd equipment cost the New York
Central $150,000. The commodious
freight office on the second floor is
thirty by seventy-five feet, wherein
are located a private office for Harvey
Varley, Agent, the general office,
a record room, lockers and toilets for
the men and women employes.
The offices are equipped with steel
('esks, chairs and tables. Lighting
equipment is of the ceiling type.
The freight house has a twentyfour
car spot on the house platform
and two team tracks with a nine-car
spot each. There is room for additional
team tracks as the business demands
them. The house platform is
equipped with an electrically operated
crane for Hading and unloading heavy
machinery.
N.Y. Central Man Comes to Aid
of Shipper, Procures
New Traffic
HE Buffalo Floor Covering Com­
T
pany was having considerable trou­
ble with its shipments over another
railroad. They "simply could not get
anywhere. It came to a climax when
a large shipment was lost somewhere,
goodness knows where."
Continuing, G. S. Reimann, of the
Company, writes Assistant General
Freight Agent Taylor of the New
York Central:
"A man by the name of F. Schosek
in your office employ came to our
rescue and did as much as anyone
could do working for another railroad.
He finally located our lost shipment
about two days later and convinced me
that it would be to our advantage to
do all our shipping over the New York
Central Lines.
"Since then we have had peace with
our customers and you can rest assured
we will continue to patronize
your railroad as long as we have any
shipments coming in."
Mr. Schosek is employed on the Revision
Bureau Desk at the Carroll
Street Station, Buffalo.
Cleveland Being Advertised by
Union Trust Company
TTHE growth of Cleveland and the
importance of its industries and its
railroads are being emphasized in a
series of advertisements published by
the Union Trust Company of Cleveland.
"Cleveland's on the Assembly Line"
is the title of the first advertisement,
Crater Lake, in Crater Lake National Park, Oregon, Is one of the notable scenic
beauties of the West visited annually by travelers from every continent, as well as
from all parts of the United States. The phantom ship shows In the water above,
near the rim of the lake at the right.
which is illustrated with a bird's-eye
view of the waterfront" from which the
new terminal of the New York Central
rises head and shoulders above all
other buildings. The terminal, costing
$60,000, will soon be ready for use.
The gist of the advertisement is,
from an excerpt: "Cleveland's location,
her railroads, her harbor, manufacturing,
finance, steel—all these
things are ready and waiting.
"The present generation of Clevelanders
has a glorious and inspiring
opportunity, upon the realization of
which depends much of the prosperity
and happiness of every Clevelander.
"Cleveland is in the making—help
make it. You can't grow against your
town, you've got to grow with it."
War Veteran Receives Kindly
Care on Train
DISABLED war veteran re­
A ceived the customary New York
Central courteous and thoughtful
service when he was transferred from
Beacon, N. Y., to New York City,
March 6. In gratitude, Terence
Newsome, Business Manager of the
Veterans' Hospital.of Beacon, writes:
"In connection with a report submitted
to this office by one of our
Ward Surgeons who accompanied a
patient on the 10:29 A.M. train yes­
terday from Beacon to New York, we
cannot neglect to write this letter of
commendation for the wonderful service
rendered by the personnel of the
Railroad Company.
"Not only did the Agent at Beacon,
N. Y. (J. W. Moate) hold the train
several minutes for the transfer of
this patient, but the train conductor,
Pullman conductor and porter went to
a lot of trouble to get this patient
properly looked after and comfortably
arranged.
"Upon arrival at Grand Central
Terminal, again special attention was
shown for the interest of this disabled
veteran, all of which is sincerely appreciated,
and it is gratifying to know
that all emnloyes who came in contact
with this patient rendered kind,
efficient and loyal service."
New Road Foremen
William H. Gott has been promoted
to Road Foreman of Engines on the
Syracuse Division. Owen McEvoy
and Charles Smith have been raised
to the same position on the Mohawk
and Hudson Divisions respectively,
effective since March 29.
Mr. Gott is the father-in-law of Al
Smith. Jr., son of the Governor of
New York. He entered the service in
1890.

36 New York Central Lines Magazine for May, 1928
Increased Tonnage over N. Y.
Central is Shipper's Hope
"[PROM N. G. Farber, Sales Manager
of the Michigan Limestone &
Chemical Company, Buffalo office,
comes a letter expressing appreciation
for service done on a large and
efficient scale.
"We wish to take this opportunity
of expressing our appreciation for the
fine manner in which you co-operated
with us in the shipping of the solid
trainload of Michigan Limestone to
Dundee, N. Y., and vicinity on Saturday,
February 25," writes Mr.
Farber.
"We especially appreciate the interest
and co-operation which was
shown on the part of your Assistant
General Freight Agent P. E. Taylor,
and especially that of your General
Superintendent F. E. McCormack, Superintendent
W. A. Hamler, and F. E.
McGrath, your General Agent.
"The co-operation which these men
have shown us proves beyond question
that they are serving in the
interest of your railroad as well as
the companies served by you, and we
wish to assure you that we hope to
reciprocate these many fine favors by
showing you an increased tonnage for
1928 and the years to come."
Clerk on West Shore Gives
Service That Pleases
T OUIS GREENBAUM, employed
by the New York Central as
Delivery Clerk at Weehawken, on the
West Shore, has won commendation
from the Boissier Electric Corporation,
expressed in the following letter
to Superintendent J. E. Davenport:
"As a general rule, superintendents
are fully aware of the merit or
lack of merit in their employes, but
we feel called upon to draw your
attention to an unusual experience
we have had with your office.
"For several days we had been
anxiously awaiting the arrival of a
shipment and had frequently been in
telephone conversations with your
Mr. Greenbaum in relation thereto.
His courteous attitude and watchfulness
in our interests are worthy of
special mention.
"Then again, his co-operation with
our office in the disposal of the shipment
after its arrival has been of a
nature that the writer has not met
with in twenty-five years.
"We are delighted with this experience
and hasten to say that it is
a credit to you and to your organization."
Train Flagged by an Observer
LTHOUGH not connected with
the railroad, William Willard of
Edwardsville, 111., was aware of the
necessity of further precautions when
an automobile was driven into the
side of an engine at a crossing west
of Livingston, the night of February 7.
Mr. Willard flagged an approaching
eastbound train in time to prevent
what might have been a more serious
accident. H. F. Milligan, Superintendent
at Mattoon, wrote him a letter
of appreciation.
Our happiness is the result of
progress. Progress depends upon efficiency.
Efficiency comes, vnly through
Safety, and you and I are responsible
for Safety.
Exceptional interest is being shown by New York Central Lines Agents in Maintaining good Bulletin Board displays. The
above is the High Bridge, N. Y., station with Assistant Agent McDonald in the role of passenger and Baggageman Edward
Schooner as Ticket Agent. The neat, effective arrangement of advertising display attracts attention daily from commuters.
New York Central Lines Magazine for May, 1928
Revs.
PRIESTS WHO ACCOMPA Nl ED THE EASTER PILGRIMS FROM NEW YORK TO CANADA
Michael A. Corr, Joseph Malone, Patrick J. Maloney, Thomas F. Curry, Roger McGinley, John J. Mulligan and
John Donnelly.
Conductor Lerch, M. C, Aids
Woman Passenger
TICHIGAN CENTRAL courtesy
is well exemplified by the following
official story:
Conductor F. E. Lerch, of Train No.
13, the New England Wolverine, on
March 21 observed that a woman passenger
was in evident distress. Politely
inquiring whether there was
anything he could do, he learned that
she was on the way to Chicago to attend
the funeral of her son but did not
have the address and did not know
where to go on arrival.
Train No. 13 is due at Central Station,
Chicago, at 2:15 P.M., and the
funeral was to be held at 3:30 the
same afternoon. Conductor Lerch
telegraphed the circumstances to Superintendent
Margetts at Chicago
and requested him to look up the son's
name in the telephone directory and
telephone to the house that the mother
would arrive on No. 13 and to meet
her on her arrival.
This message was sent from Jackson,
and at Niles an answer was received
that somebody would be on
hand to meet the train.
Section Man is Praised
"JOSEPH ALDI, section laborer,
whose name appears on the Honor
Roll for the second time this month
for having discovered and promptly
reported a broken wheel on a passing
(rain, has been highly complimented
by one of his superior officers.
"Mr. Aldi has worked steadily for
the Company for eleven years," says
W. A. Murray of New York. "He is a
very faithful and efficient trackman,
always doing his work to the satisfaction
of the employer and always looking
out for the best interest of the
Railroad Company."
Veteran Conductor Retires at
Mount Carmel
K. DOANE, Mount Carmel, 111.,
Conductor on the Cairo Division
of the Big Four, made his farewell
run Saturday night, March 31, before
going on the retired list. He held a
Danville-Cairo passenger run.
With his retirement, Conductor
Doane completed forty-seven years in
railway service. He entered the service
with the Chicago & Eastern Illinois
Railroad, running between Danville,
111., and Chicago. For thirtyseven
years he had been with the Big
Four and for twenty-five years was in
passenger service.
Conductor Doane never received an
injury of any kind in railroad work
during all his almost half a century
of service.
Conductor H. K. Doane and Brakeman
Fay Moyer near Mt. Carmel Station
the day of Mr, Doane's retirement.
37
Detroit Holds First Airplane
Exposition
DETROIT'S first national airplane
exposition, the All-American Aircraft
Show, took place in Convention
Hall, April 14-21, under auspices of,
the Detroit Board of Commerce.
Every inch of exhibition space had
been reserved six weeks before the
opening day. Forty-one manufacturers
of flying ships had entered
sixty-one different models, and fortyfour
manufacturers of accessories and
parts had taken space.
One section of the show with a
distinct civic appeal was devoted to
airport building and management.
Models of airports from many cities,
and the newest designs by airport engineers
formed the nucleus of this
exhibit. Airport designers and managers
who were in attendance held
sessions on this important branch of
aviation development.
Pennsylvania Division Officials
of 1903 Have Risen High
HpHE Pennsylvania Division Time
Table of June 14, 1903, showed the
names of P. E. Crowley, Superintendent;
D. W. Dinan, Chief Train Master;
T. W. Evans, Train Master, and
D. B. Fleming, Chisf Dispatcher.
It is more than a usual coincidence
that those men should have risen together
and are now respectively,
President, General Manager, Vice-
President and Assistant General
Manager of the New York Central.
The foregoing was brought to the
attention of the Magazine by F. E.
McCormack, General Superintendent.

•8
BISON HEADS ADORN THE
Encircling the fifteenth story of the New York
Central's new office building in New York is a herd
of seventy-eight heads of the bison (popularly known
as the American buffalo) in a design which presents
a distinctively new note in American architectural
decoration. Below each bison head, which is shown
in detail in the inset, are three varieties of subsidiary
decoration, depicting the winged helmet of Mercury,
god of Commerce; the mallet and fasces, denoting
Development and Power; a pendulum supporting the
wheels of Progress; the winged wheel of Advancement;
the scroll of Wisdom, and other symbols of
Research, Discovery and Engineering Progress. The
bison heads, which are done in terra cotta, staring
Beauty of New Office Building in
New York is Appreciated by
Observer
/^TO"ERE is one who finds New
York beautiful," says a headline
in the New York Times. And
beneath this head is quoted a letter
to the editor, in which the New York
Central's mammoth new office building,
spanning Park Avenue just north
of Grand Central Terminal, is cited
as one of the city's newest and most
spectacular objects, of beauty.
Signed by Harold Butcher of New
York, the letter reads:
"This afternoon I crossed Park
Avenue at Fiftieth Street and, looking
down toward the colossal building
now going up at the Grand Central,
I was suddenly arrested by the realization
that its effect has been to turn
Park Avenue into the nave of a
mighty cathedral. Even the shadows
playing about the tower of the new
building contributed to the beautiful
and fantastic effect.
"Here, then, is another of the many
instances of sudden beauty in this
amazing city. One would hardly expect
to have one's thoughts stimulated
in the direction of the Cologne Cathedral
while crossing Park Avenue.
But such was my experience.
"New York grows and grows: and
she grows in startling and unexpected
beauty."
Railways Reduce Freight Robberies
91 Per Gent
kOES the remarkable reduction
which has occurred in losses of
freight due to robbery throw some
light on the comparative efficiency of
our railways and our governments?"
says the Railway Age. "Nobody
claims, we believe, that our govern­
New York Central Lines Magazine for May, 1928
NEW BUILDING IN NEW YORK
down upon the hurrying crowds of the Terminal
zone, have aroused the curiosity of thousands. The
monumental building which they adorn now stands
its full thirty-five stories high astride Park Avenue
between Forty-fifth and Forty-sixth Streets. The
last piece of steel was riveted into the structure
April 5. When it is completed in January, 1929, it
will house the executive offices of the New York
Central and many firms of national reputation.. North
and southbound traffic along Park Avenue will pass
through the building and around two sides of Grand
Central Terminal on ramps and viaducts. The.new
office building which, "at the gateway to a continent,"
is destined to become one of New York's
landmarks, was designed by Warren & Wetmore.
ments have _ recently reduced the
amount of crime in the country, although
the prevention of crime is one
of their main functions; but the railways
can point with pride to what
railway police forces have accomplished
in reducing losses of freight
in transit resulting from robberies.
"Under government operation of the
railways, loss and damage to freight
from all causes, including robberies,
increased greatly and reached their
maximum in 1920, in which year losses
due to robberies from freight cars and
other railroad property amounted to
$12,726,947. Losses due to robberies
have since been reduced until the corresponding
figure for 1927 was only
$1,151,136. In other words, in 1927
they were less than 9 per cent of what
they were in 1920."
Safety that lasts is more important
than Safety First. Form the habit.
—H. C. Osborne, P. & L. E.
New York Central Lines Magazine for May, 1928 39
168 Years of New York Central
Service in Family as John
Anderson Retires
TTOHN ANDERSON, Work Train
Foreman on the Pennsylvania Division
at Mahaffey, was retired February
29, on pension, at the age of
Mr. and Mrs. John Anderson
sixty-five and after an unbroken
period of forty-six years' faithful
service.
He first entered the service May
10, 1882, as a laborer on the Fall
Brook District, where he worked only
a short time until he was transferred
to the Beech Creek District. He was
there promoted to foreman January
25, 1884. He assisted in the construction
of the Beech Creek Railroad, West
Branch Valley Line, Curwensville &
Bower Line and the Cherry Tree
Branch. With the exception of a
short period when he returned to the
Fall Brook District to help in constructing
the Corning Yards, he continued
in service as foreman at various
locations on the Beech Creek
District until his retirement.
An idea of his pride in his life
work and the New York Central can
be found from the fact that he brought
up his five sons with New York Central
service so instilled into them that
every one of the five are employes
of the New York Central: one a supervisor
of track in the Electric Zone,
New York; one an assistant supervisor
of track; one a section foreman
and one a section laborer on the
Pennsylvania Division; and the other
in the Transportation Department on
the Adirondack Division. The combined
service- of these five sons, together
with the forty-six years of the
father, totals 125 years' service to the
New York Central. In addition, two
sons-in-law and one grandson add
forty-three years more to this total.
A dinner was given him at Mahaffey
on March 3 by a large number
of his numerous friends at which time
he was presented with a traveling bag
and other useful remembrances.
Mr. Anderson is in good health and
will spend his retirement at his home
in Mahaffey, Pa., with Mrs. Anderson.
Joachim Lachat, Father of Four
Central Men, Retires
TOACHIM LACHAT, Section Laborer
at Frenchville, Pa., was retired
on pension December 31, having
reached the age of seventy years.
Mr. Lachat first entered the service
as a section laborer at Frenchville
August 26, 1912, and was in continuous
service at that point as a
laborer until his retirement. While
his service with the Company has not
been as many years as some, he is
proud of his record and is a great
booster for the New York Central.
He has three sons who are now all
working for the New York Central,
and he had one son who was a train
dispatcher on the Beech Creek District
at the time of his death about two
years ago.
"Mr. Lachat has always been a
faithful employe and a very competent
track walker," said his division
engineer, S. A. Seely.
W. C. Christy, Ticket Agent at
Oberlin, Retires
ITH the best wishes of his superior
officers and patrons, W.
C. Christy, Ticket Agent at Oberlin,
Ohio, retired March 1, after fortyfour
years in railroad service.
Mr. Christy was a messenger boy
at Clyde in 1884, and was promoted
to telegrapher in the following year.
From then until receiving his last
position at Oberlin, Mr. Christy has
worked various stations on the line
between Cleveland and Toledo, at the
former terminal serving in the dispatcher's
office. He was appointed
ticket agent in 1900.
His final day at the ticket window
in Oberlin was marked by visits from
friends who had worked with and
known Mr. Christy for more than a
quarter of a century.
The local ems
s ^ ^ B ployes of Oberlin
^^^^^•JJjH presented Mr.
Christy with a
fountain pen on
W t f ^ ,tH the eve of his re-
H^^L_> JH tirement. Among
BR1 JH the best wishes
H » ^ B H expressed by citi-
HMr'^fl zens of Oberlin,
HikiH Hj was the following
letter from John
G. Olmstead, Secretary
of the
Alumni Associa-
W. C. Christy tion of Oberlin
College:
"I note that you are retiring from
active service with the New York
Central and I cannot let the occasion
go by without expressing a common
citizen's appreciation of the fine personal
and official service you have
rendered here in Oberlin these many
years. In all your service there has
been marked geniality and willingness
to do all possible for the accommodation
of railroad patrons. Please accept
my best wishes for many years
of continued living in our midst."
Mr. Christy is being succeeded at
Oberlin by O. A. Betts of Elyria.
George Glasco, on P. & E.,
Retires
T\/[rARCH 31, when he retired on
pension, marked the termination
of twenty-eight years of active and
faithful service with the Big Four for
George W. Glasco, Blacksmith at the
Moorefield Shops of the Peoria &
Eastern at Indianapolis. He entered
the service of the Big Four at Wabash,
Ind., in 1900, transferring to the
P. & E. in 1921.
His has been a life devoted to railroad
service. He was born in Washington,
D. C, March 31, 1858. When
sixteen years of age he began his career
as blacksmith with the Pennsylvania
at Logansport, Ind. In 1886 he
went to the Wabash at Peru, Ind.,
and continued there after the Wabash
became known as the L. E. & W. until
1900. Since 1900 he has been in
the continuous employ of the Big Four
and P. & E.
Says Mr. Glasco: "My connection
with the Big Four and P. & E. has
been most happy. A better gang of
fellows, and a finer spirit of co-operation
between the Company and employes
is not to be found anywhere."
On his last day of service, he received
the best wishes and hearty congratulations
of his fellow workers.
Michael Fikley, Retired, Goes
to Louisiana
(T\& March 30, Michael Fikley got
down from his train at Syracuse
for the last time as a regular trainman
on the New York Central. Then
he went home, packed his grip and
took another train for Baton Rouge,
La., where his relatives live and where
he is now resting up after fifty-one
years on the road.
When Mr. Fikley started braking in
1877, matters weren't nearly so easy
as nowadays, he comments. "I braked
on the old Black Rock train from Albany
to Syracuse and wore callouses
half an inch thick on my hands, for in
those days all trains were equipped
with hand brakes. The old Black
Rock had ten to twelve freight cars
and a passenger train in the rear. It
stopped at every station. I tell you, a
man was tired after a day's run."
Mr. Fikley was promoted to passenger
brakeman in 1884, on the main
line, and until his retirement worked
between Albany and Syracuse. His
home is at 144 Homecroft Road,
Syracuse.
At Rotterdam Junction the Stair family
is happy together, since "Dad"
Stair (F.A.) is no longer out every day
on the road. He was recently retired
by the New York Central after a long
term of service as an engineman. With
him here are shown Mrs. Stair and
their son Floyd.

-to
New York Central Lines Magazine for May, 1928
Engineman G. B. Lott was met by a large group of his associates when he finished his farewell run at Pekin,
& Eastern last month. He was presented with a traveling bag.
G. B. Lott, Who Helped Build
P. & E., Retiring
E helped build the Peoria & East­
H ern, he has seen one official after
the other take charge, and now G. B.
Lott himself is retiring after fiftyfive
years on that road. The engineman
was presented with the traditional
traveling bag from fellow employes
on the eve of his leaving and
the presentation was attended by General
Manager Rose, Train Master L.
C. Tyler and F. W. Carson, Road
Foreman of Engines.
Mr. Lott served as a water boy
on the construction of the line, then
known as the Danville, Urbana,
Bloomington & Pekin Railroad. Later
he was made a fireman and engineman.
Since 1900, he has been a yard
engineman at Pekin on the Big Four.
L. L. Dorey Retires at Rochester
HIRTY-ONE years of unbroken
Tservice ended for Lawrence L.
Dorey, Watchman at Rochester, N. Y.,
March 1. For the first twenty-nine
years of his career, Mr. Dorey was
employed as a trainman, but his duties
were later changed.
For the past forty years he has been
affiliated with the Democratic party
of Rochester, and was also a member
of the Railroad Y. M. C. A. On the
occasion of his retirement, Mr. Dorey
received letters of congratulation
from numerous officials.
W. S. Ballard is Traveler as
Well as Engineman
S. BALLARD, retiring New
» York Central engineman,
writes the following letter from his
home in Cleveland:
"My career as an engineer was not
a very eventful one, as I think that
running an engine successfully is a
matter of using good judgment, as
in all other branches of railroading.
I never got into any serious trouble
and always had fairly good success.
"I started firing on the Lake Shore
& Michigan Southern on December 4,
1886, on the Erie Division, and was
promoted in 1890. I fired the World's
Fair flyers for Brother John Foote,
who had at that time held the world's
record for about seven years, but
which has since been beaten by Brother
Tonkey on the Buffalo Division.
"On my retirement, I can't express
praise enough for the officials and
my co-workers on the old Lake Shore
and New York Central.
"I still take the same interest in
soliciting transportation in the future
as I have in the past. I have traveled
quite extensively for an old 'eagle
eye'—have been to Europe, also to
the West Indies and South America.
"Just to show you that I am still
on my job, soliciting transportation,
when I learned that a friend whom
I had met while in Europe had left
England on March 4 to come to this
country to make her home in Detroit,
Two reasons why W. S. Ballard Is
glad to be on the retired list—his two
small grandchildren at their home in
Cleveland.
III., on the Peoria
I immediately wrote to her advising
her to take the New York Central
from New York to Detroit."
Mr. Ballard lives at 585 East 102nd
Street, Cleveland.
P. & L. E. Retires Inspector
F. J. Weidenkoff
PARTING present of gold was
A given F. J. Weidenkoff, who recently
completed forty-six years of
continuous service with the Pittsburgh
& Lake Erie Railroad. L. Sutherland,
General Storekeeper of the Railroad,
made the presentation on behalf of
the employes.
When the Pittsburgh & Lake Erie
was a single track line from Youngstown
to Pittsburgh, Mr. Weidenkoff
started work in the engineering corps,
laying preliminary lines from Pittsburgh
to Connellsville, Pa. Later he
was transferred to the car shops at
McKees Rocks as time keeper and
clerk. He was again moved up as
assistant storekeeper, and for the past
twenty-six years has been a first aid
inspector.
Supt. Clark of B. & A. Retires
H. CLARK, Assistant Superin-
S• tendent on both the Boston and
Albany Divisions of the Boston & Albany
Railroad, retired April 30. At
the close of his service, Mr. Clark was
in charge of examinations.
He was born at Waterbury, Conn.,
in 1858, graduating later from the
high school of that town. In 1875 he
entered the service of the Boston &
Albany as a clerk and operator at the
State Line, and in 1881 he became
agent there.
Another promotion came in 1888
when he was transferred to Rensselaer,
N. Y., as assistant to the division
superintendent. This work kept
him there until 1901, when he became
train master at Albany, being promoted
to Superintendent of the Albany
Division in 1910. His last promotion
came in 1913.
Mr. Clark lives at 36 Fairfield
Street, Springfield, Mass.
New York Central Lines Magazine for May, 1928
Conductor Hendrix is Enjoying
Leisure After 57 Years on
Railroad
THEN this story appears in print,
former Conductor Frank V. Hendrix
will be lolling in his back yard
watching the purple
martins build
their nests in the
homes he has
made for them, at
543 Prouty Avenue,
Toledo, Ohio.
Nearby is his red
shop where there
is the finest array
of tools any carpenter
could wish
for. Conductor
Hendrix is enjoying
his leisure,
after fifty-seven
Frank Hendrix years with the
Railroad,
serve under his new superintendent.
A native of Corning, Mr. Heath entered
New York Central service fortythree
years ago as a brakeman. In
1894 he was made a conductor on the
same division with which he started
and from which he retired.
He has five children, including a
daughter who is married to C. A.
Holiday, Supervisor of Schedules.
Mr. Heath's youngest son, Harold, is
a senior at the University of Michigan
and a member of the football team of
that school. Mr. Heath hopes that
"Bud" will join the New York Central
upon graduation and help to "carry
41
Vaillant was made General Freight
Agent at New York for the Erie
Railroad, I took his position as agent
at Cleveland.
"At that time we had four freight
depots in Cleveland, three for the forwarding
of freight and one for freight
received.
"When I left we were employing
135 clerks, twenty-one of whom were
women and girls. There were 365
truckmen and boys working there."
Mr. Andrus is shown here as he
appeared in his earlier railroading
days.
Patrick Hart Recommends a Job
on the N. Y. Central
Surprise Party in Ashtabula for F advice from veterans means any­
Charles Mortenson I thing, many young men and women
HARLES MORTENSON, for might be interested in what Patrick
C twenty-one years a painter at Hart has to say on his retirement
the New York Central Steel Car Shop, after forty-four years with the New
Ashtabula, Ohio, York Central:
Mr. Hendrix tells how, on
his
was pensioned "Any young man who desires to
February 21. earn a decent livelihood should imme­
fourteenth birthday, he started railroading
as a "brakie." He has al­
Mr. Mortenson diately try to connect himself with
ways worked on the Michigan Divi­
was honored by an honorable job on the New York
sion. In those days, "braking meant
his fellow work­ Central Lines and stay at it, develop­
braking," with plenty of risks and
ers at a party ing himself for any of the many ad­
much work. On cold nights, above a
held in the office vantages that there are in these days
swaying car, Mr. Hendrix often
at the Steel Car for promotion, with a management of
crawled to his post of duty, pushing
Shop the evening which myself and others have been
a container of ashes ahead of him
of March 8. Sev­ proud."
which he sprinkled on the boards to
enty-five had se­ Then Mr. Hart looks back to early
assure a better footing.
cretly assembled days:
at the office, after
"There wasn't any time-and-a-half
"There have been many changes on
which Mr. Mor­
pay for overtime," he comments. "We
the railroad during my lifetime. I
tenson was ush­
got a straight $5.50 for a run, no
started on the Hudson Division as a
Charles Mortenson ered in and then
matter how long it took. Once I was
wood cutter. Wood was used at that
out seventy-two hours without sleep the grand party commenced.
time, both for running the locomotives
or rest."
Accordion, banjo and guitar music and heating the cars. Few are living
At twenty-one Mr. Hendrix was a was furnished and greatly enjoyed, today whom I recall working with in
freight conductor, and a passenger after which O. G. Blood, General those early times. I remember old
conductor in 1892. For the last eight Foreman of the Ashtabula Car Shops, friends such as Thomas Sherwood,
years he has had the Century run be­ acting in the capacity of chairman Sr., Daniel Whalen, John White, also
tween Toledo and Chicago. Among of the affair, called on several of the my last employer, W. J. Adams, and
the great men he has met in railroad­ employes for impromptu speeches. Mr. W. P. Davis, Master Mechanic of the
ing have been Presidents Garfield and Blood, in behalf of the employes, pre­ Mohawk Division, who were nothing
Wilson. And high and low, they've sented Mr. Mortenson with a purse but kids filling minor jobs forty-five
had to furnish a ticket when they of gold.
years ago."
rode on Mr. Hendrix's train.
At the close of the party, Miss Ethel Mr. Hart makes his home at 319
Johnson and Miss Lura Holbrook Orange Street, Albany.
served refreshments.
William Porter Retired
Frank Balfrey Retires After
45 Years
riLLIAM JONES PORTER, Recalls Early Freight Days in
Pumper at the water station of
RANK BALFREY, who recently
Cleveland
Palmyra, N. Y., retired from service
Fretired as Crossing Watchman at
recently after thirty-nine years with HEN George Worthington An­ Syracuse, has had
the New York Central. E. L. Jenkins, drus left the Railroad in 1910 as opportunity to see
Supervisor of Buildings and Bridges,
Agent at Cleve­ many changes
and other officers extended to Mr.
land, telephones and many places
Porter their best wishes for his re­
had not yet been during the fortytirement.
installed, he five years he has
Mr. Porter began as a laborer at
writes. Starting worked with the
Cold Water, N. Y., in 1889. Later
in 1856 as a clerk, Railroad.
he was made a pumper at that place
Mr. Andrus Mr. Balfrey be­
and was transferred to Rochester and
worked his way gan as a laborer
Palmyra.
up, becoming chief at Cornwall in
clerk in 1864 and 1883. From there
agent in 1876.
Conductor Heath Leaves Fall
he was trans­
"I commenced ferred to Bergen-
Brook District
railroading in field in 1886, to
TILL in the best of health and
1856 with the Weehawken i n Frank Balfrey
S never having missed a pay day, W.
Cleveland & To­ 1891, and to Syr­
H. Heath of Corning, N. Y., has been
ledo Railroad. acuse in 1893. He was made a gate-
retired as Conductor on the Pennsyl­
Addison Hills was man at the last place in 1893. His
vania Division, Fall Brook District.
General Freight final change came in 1921, when he
Although Mr. Heath has earned a
Agent and George was made a watchman.
well-deserved vacation, he will by no
H. Vaillant was Mr. Balfrey's friends and officers
means be idle, according to Mrs.
Freight Agent. I have spoken highly of his long term
George W. Andrus
Heath, who avers she has lots of jobs
was a clerk in the of faithful service with the Railroad.
around the house for her husband. office of Mr. Vaillant and in the course The veteran makes his home at 114
Mr. Heath seems perfectly willing to of time became chief clerk. When Mr. Catherine Street, Syracuse.

42
B i g F o u r C h o r a l C l u b G i v e s C o n c e r t s i n
r
jpHE Big Four Choral Club gave
its third season concert at Emery
Auditorium, Cincinnati, the evening
of March 23. The Choral Club was
assisted by the Withrow Senior Orchestra,
numbering some sixty players
of violins, violas, 'cello, flutes,
clarinets, oboes, horns, trumpets,
trombone, piano and piano accordion.
Miss Edythe Tolken, violinist, gave
several violin solos, accompanied by
Amelia Howell Fowler, piano. Chester
Markward, basso, sang, with Miss
Beulah Davis as accompanist. Misses
Anna Mutter and Aurelia Dittus, both
soprano singers, had solo parts which
were well received. Miss Rosalind
Surdo is the accompanist for the club.
The entire program was heartily enjoyed
by a large audience.
A number of Big Four officials
attended the concert, including Vice-
President H. A. Worcester, J. C.
Wallace, General Auditor, Hadley
Baldwin, Chief Engineer and others.
The Choral Club gave a concert at
the Norwood, Ohio, Christian Church
Sunday evening, April 1, and on April
13 gave another program at the Ad
Club Night dinner at the Junior
Chamber of Commerce, Cincinnati.
William Koch of the Auditor of
Freight Accounts Department was the
organizer of this musical group and
is now chairman of the club. The
Athletic Association has sponsored
the Choral Club activities and the
Cincinnati employes and officials are
proud of its accomplishments.
The group was organized in January,
1926, the members being recruited
from offices, shops and train
service. It now numbers some seventy
Eight Safety Committee members and 122 visitors attended
the Safety meeting at the Beech Grove Shops on the Big
Four, March 28. Miss Anne Summers, First Aid Nurse, Is
shown in her white uniform. On her right is J. A. Brossart,
General Master Car Builder. On her left are R. H. Allison,
Assistant to General Manager; D. J. Mullen, Superintendent
cf Motive Power; Charles E. Hill, General Safety Agent;
E. H. Landers, General Storekeeper; B. F. Orr, Superintendent
of Car Shops, and A. W. Martin, Superintendent of
singers, and is one of the largest of
its kind among industrial organisations.
Professor Joseph Surdo, supervisor
of music at Withrow High School,
is the director and when it is remembered
that many of the singers were
unschooled in choral work the accomplishments
under this director
have been remarkable.
The Cincinnati Enquirer had the
following to say about the concert
of March 23:
"The Big Four Choral Club is one
of the active musical organizations in
Cincinnati industrial circles and this
society of mixed voices has made rap-
A. J. Gehring, newly appointed Freight
Agent at Fonda, N. Y., at his desk at
the Edison Avenue freight office in
Schenectady, as it was decorated by
fellow employes before he left for his
new position. Mr. Gehring has also
been with the New York Central at
West Albany Transfer, Cohoes and
Rome, and was stationed during the
war at Albany. Before his appointment
to Fonda, made by W. E. Davey,
General Freight Agent in Schenectady,
he was Chief Clerk.
New York Central Lines Magazine for May, 1928
id progress. The orchestra gave
several selections and also played the
accompaniments for the chorus. The
latter manifested thorough training
in the art of ensemble playing and
as a supporting unit, and the former
gave evidence of solid tonal volume,
good control and even distribution of
the parts."
Employes Given Encouragement
In Safety by Division Engineers
"OECORD Safety performances on
many of the divisions on the New
York Central and its subsidiary lines
have evoked words of praise which
should serve as encouragement to employes
on other divisions.
C. W. Engle, Division Engineer for
the Big Four at Wabash, Ind., sent a
bulletin to his foremen which read:
"General Motors and the radio stock
booms in New York haven't a thing
on the Michigan Division Safety stock
boom in Indiana and Michigan for the
month of March. Our Safety stock is
now quoted at 100 per cent on account
of no reportable accidents in the past
month. All Michigan Division Maintenance
of Way employes have received
a dividend in the form of happiness
and knowledge of Safety duty well
done.
"Let's keep our Safety Stock at 100
per cent and receive a like dividend
April 30, and all months to follow."
On the Buffalo Division, B. M. Mc­
Donald, Engineer, wrote to the supervisors,
assistant supervisors, foremen
and others in the Maintenance of Way
Department:
"Fellow Workers:
"I am getting really proud of you.
There is an old saying to the effect,
that 'Pride goeth before a fall,' but in
this case I am confident that there
will be no fall and that you are well
Locomotive Shops. Excellent Safety work is being conducted
at Beech Grove. The Motive Power Department reduced the
number of personal injuries from 145 in 1926 to 69 in 1927.
The Car Department during the same period reduced the
Injuries from 30 to 15, and the Stores Department reduced
from 33 to 12, which makes all told a reduction from 208
Injuries In 1926 to 96 in 1927. The first quarter of this year
shows a continued progress, there not being a single accident
in the Car or Stores Department.
New York Central Lines Magazine for May, 1928
D J Hackett, Superintendent of the Middle Division of the Michigan Central, is holding the Safety cup awarded his Division
for the excellence of the Safety record of the men. The presentation was made at a special Safety meeting March 6
In Jackson, Mich., attended by Charles E. Hill, General Safety Agent of the Lines.
on your way to break all existing records
in accident prevention during the
year 1928.
"In the month of March you went
along until the twentieth without accident
of any kind. On the twentieth
a section laborer's foot slipped on the
ice, causing him to fall on a track
rail and badly bruising his side. He
made a noble effort to get back to
work within three days but was utterly
unable to do so. For this month
we had only three other injuries and
they were very minor.
"This makes our record for the first
three months of 1928, a total of three
accidents, resulting in a loss of time
of more than three days against eight
for the first three months of 1927 and
tweloe for the first three months of
1926. I might say that the record
you are making is being noticed by
our officials and very recently I have
had letters of commendation from the
head of our department, W. A. Murray;
from our General Superintendent,
F. E. McCormack, and from our
Superintendent, W. A. Hamler. They
wrote me because they could not very
well write to each and every one of
you, but the congratulations belong
to all of you.
"I expect another good record for
the month of April and I am hoping
that this is a month that we will go
through without any accidents causing
a loss of time of over three days.
We have gone through the three
months of this year and December of
last year with only one during each
month, and it looks to me as though
things were being lined up for a clear
record.
"Be sure that all the men under you
are advised of the record we are making
and the record we are striving for
and do not fail to talk Safety First to
your men as you put them on."
George C. Allen, Retiring, is
Honored in Corning
HPHIRTY-NINE years of continuous
service is the record of George C.
"Major" Allen, Cashier in the freight
office at Corning, Ohio, who was re-
"Major" Allen at his desk in Corning,
as it was decorated by employes the
day of his retirement.
tired on March 31 at the age of
seventy.
A banquet was given in his honor
at the K. of P. Hall, prepared and,
served by the Pythian Sisters of Corning,
on the evening of March 31. It
was attended by about two hundred
people, including a large number of
officers and employes. The "Major"
was presented with a fine traveling
bag and a pipe for which he thanked
his friends and voiced his appreciation
of the remarks of several of those
present. Mrs. Allen was presented
with a beautiful silk umbrella by Miss
McCoy, Supervisor's Clerk, on behalf
of the women.
The New York Central band boys
from Fultonham and Columbus played
several selections, and vocal and instrumental
numbers were offered by
Corning talent.
I. J. Ryan, General Yard Master,
was in charge of the program, and
the committee responsible for the arrangements
consisted of P. H. Clifford,
Yard Master; Clyde Thomas,
43
Clerk; George Parson, Car Inspector,
and Edward Ferguson, Freight House
Foreman.
Railroad officials present for the retirement
testimonial included J. J.
Brinkworth, Superintendent; J. C.
Davis, Federal Bureau of Explosives;
Fred Wilson, Chief Clerk to General
Manager; C. M. Lombard, Freigh;
Claim Agent; L. H. Lehman, Assistant
at the General Store, and Charles
Jex, Master Mechanic. L. S. Emery,
general manager, was unable to attend
the event, and sent his regrets
and compliments.
Complimentary remarks were give.)
by each of the railroad officials, and
brief talks were offered by Mayor
Barbee, of New Lexington, and Judg_-
Berry, "of. the Columbus municipal
court.
Fewer Persons Killed in
Crossing Accidents
"[DEDUCTIONS in 1927 compared
*' with the year before not only in
the number of highway grade crossing
accidents but also in fatalities resulting
therefrom, have just been reported
by the railroads to the Interstate
Commerce Commission.
Persons killed in 1927 as a result
of such accidents totaled 2,371, or a
reduction of 120 compared with 1926,
while 6,613 persons were injured,
which was a reduction of 378 compared
with the preceding year.
Reports showed 5,640 accidents at
highway grade crossings during the
past year, a reduction of 250 under
1926.
This decrease in the number of
fatalities resulting from highway
grade crossing accidents took place
despite the fact there are now more
than 23,000,000 motor vehicles in
operation, an increase of 5 per cent
over the number in 1926.
The reduction in 1927 indicates that
the railroads' Safety campaign is having
some effect, but the railroads believe
that still further decreases are
possible.

T h e I m p o r t a nce o r A c c u r a t e v i s i o n i n
P r e v e n t i o n o f Injury
By Frank Mackin, Engineman, South em Division
ACK of every accident there are
B often many underlying factors
not apparent at the time and place
that have some bearing on the cause,
and nowhere is this so true as in the
matter of ability to see.
Our sense of sight is the primary
contributing agent for approximately
70 per cent of our muscular activities.
In many cases it is our response or
failure to respond to visual impression
that determines whether Safety
or injury results. If indistinct vision
causes a delay of even a fraction of
a second in recognizing a point of
danger, that delay may be just enough
to tip the scales to the side of an unfortunate
incident.
Confidently, this is the explanation
for many accidents where the injured
person truthfully says he did not see
the danger ahead. Beware of blindness
due to the specular reflection—
more commonly known as glare—from
brightly polished material within the
range of vision.
The foreman in the shops should
commence his daily work with the
thought that he must, so far as it lies
in his power, provide a safe place for
his men to work. He should supervise
his men by thoughtful consideration
so that they will not be rushed in
their work into becoming careless.
Work can be performed expeditiously,
and at the same time in a sane and
safe way.
Supervision is a leading element in
accident prevention and the term implies
more than a casual oversight of
the men to be supervised. It means
a human interest in their welfare. It
is possible, in this consideration, to
make the term so elastic as to include
the engineman as supervisor of the
fireman on his engine; or the conductor
as the supervisor of his brakeman;
the mechanic as supervisor of the
helper who has been assigned to him.
New York Central Lines Magazine for May, 1928
Every foreman in every department
should so undertake his duties as
to have his men do their work in the
safe way. Fewer errors and better
quality work is a safe rule that brings
rewards.
Recklessness and What It Costs
Employes
TyRUISES, broken bones and other
ID injuries, even deaths, are constantly
occurring among railroad employes
when a second's thought, a bit
of care, would have kept the man
alive and in sound condition many
years longer. His life would have
been happier, his family better cared
for, if his recklessness had not deprived
them of his capabilities.
Examples of needless injuries to
New York Central employes, all of
them of recent occurrence, are given
here:
A brakeman's arm was amputated
whin he fell and was run over while
attempting to get on moving cars.
Another brakeman had foot and
ribs injured when he stumbled on
running board and fell between moving
cars.
A baggageman, while crossing
tracks ahead of passenger train, was
struck by the train and killed.
A ladder on a tugboat broke as the
captain was descending it, and he was
severely bruised by the fall.
The hand of a car repairman was
badly crushed while he was attempting
to repair lock lifter on car. Other
cars coupled on, catching his hand.
An engineman was severely bruised
about the head and back, when he
fell from top of engine cab into a
hopper car on an adjoining track.
An electrician, while changing an
electric light bulb, fell from the top
of a twelve-foot ladder, breaking his
collar bone.
A bridge and building laborer was
killed when he fell from top of engine
house which his gang was preparing
to dismantle.
A car man off duty was crawling
through ears on his way home from
work. The train was moved and he
fell and was run over. Result—three
fingers of right hand amputated.
While walking between two tractors,
one of which was in gear, a
crane operator caught his leg and
fractured it as the switch was thrown.
Stepping out of the way of a west
bound train, a section laborer was
struck by eastbound train and killed.
Being struck and run over by engines
or cars is still one of the outstanding
causes of death to employes.
A freight laborer's leg was badly
strained when he stepped off the side
of the bridge as he was trucking
freight. His leg doubled up under
him as he fell.
Another freight laborer's foot was
badly bruised while trucking freight
with hand truck. He was struck by
a tractor being operated by another
employe.
When two automobiles collided on
a crossing, one struck the crossing
watchman and fractured his ankle.
New York Central Lines Magazine for May, 1928
ricultun
^f^olations
Special Train Through Ohio and
Stimulates Sugar Beet Imdust
By E.J. LeenhoutS, General Agricultural Agent, Lines West
Part of the 250 sugar beet growers who gathered to witness the sugar beet demonstration of the New York Central Lines
Agricultural Relations Department when the special train stopped at Charlotte, Mich.
"HAT'S the matter with
the sugar beet business?
" W e all right—if you use
horse sense."
This was the chorus of two songs,
different in words, but identical in
tune, which were sung this spring on
board two New York Central Lines'
Sugar Beet Demonstration Trains,
one in Ohio and the other in Michigan.
While the Ohio folks were chanting—•
"A Beet Where a Beet Ought to Be,"
the Michigan folks were humming
"More Tons per Acre Make Greater
Profits," and everyone, including the
New York Central Lines, joined in
the mighty chorus quoted above.
The subject and tune of the song,
coupled with the immediate response
following its singing, leads us to predict
that it will have a greater sweetening
effect than any song ever sung.
At any rate, after two years of
planning and consultations, and several
weeks of intensive preparation,
on February 6 the Ohio Sugar Beet
Demonstration Train started from
Toledo for Findlay to carry the message
of better beet culture into twenty-six
localities on our lines in Northern
Ohio. This train, in charge of
Earle G. Reed, Agricultural Agent,
New York Central Lines West, carried
with it as the main speaker one of the
country's foremost authorities on
sugar beets, Dr. J. A. Brock, Agriculturist,
of the Continental Sugar Company,
Toledo. Included in this threecar
train was a lecture car and another
car fitted up with a series of
exhibits, prepared by the Continental
Sugar Company, pointing out distinctly
and forcefully the steps which lead
to profits in the sugar beet business.
The expense of these exhibits was
borne jointly by the Continental, the
Toledo, the Columbia and the Ohio
Sugar Companies. Officials from
these various companies were on the
train from time to time to assist in
the program and also did much to
create interest in the train through
advance work and publicity.
The twenty-six meetings and thirtythree
lectures were attended by 2,346
people, or better than ninety people to
each stop. Since the lectures and exhibits
were designed to appeal to
sugar beet growers only, of whom
there are relatively few to each locality,
this record indicates that a vast
majority of the sugar-beet growers
attended the train.
Supplementing his slogan of "A
Beet Where a Beet Ought to Be," Dr.
Brock pointed out in his lectures that
to get maximum profits a grower must
(1) seed early, (2) fertilize properly,
(3) save sturdy seedings, (4) cultivate
consistently, (5) supervise the
beet growers, (6) rotate crops properly,
and (7) do fall plowing. Each
one of these poi'.ts was brought out
forcefully in his lecture and illustrated
clearly by exhibits in the exhibit
car.
One of the exhibits which attracted
a great deal of attention was that
showing the part which the railroads
play in the sugar beet industry. It
showed that in addition to transporting
the labor, seed, fertilizer, implements,
limestone, etc., to the farm, the
railroads of Ohio transported 100,000
tons of coal, 10,000 cars of sugar
beets, 80,000 tons of limestone to the
Ohio factories, 2,000 cars of beet pulp
back to Ohio farms, and 1,500 cars of
sugar to various markets.
The operation of this train was confined
to points on the New York Central
Railroad and the Cincinnati
Northern, including the following
towns: Findlay, Lime City, Dunbridge,
Bowling Green, Pemberville,
Hatton, Stony Ridge, Cygnet, Toledo,
Elmore, Fremont, Millbury, Graytown,
Oak Harbor, Curtice, Delta,
45

46
Exhibit In the Ohio Sugar Beet Train, showing the inter-relationship of railroads
and the sugar beet industry.
Archbold, Bryan, Cecil, Ney, Van
Wert, Rockford, Celina, Ohio City,
Paulding, Scott, and Sherwood.
Just a month after the Ohio train
started out from Toledo, a similar
train started out from Lansing, Mich.,
for a two weeks' tour of the Michigan
sugar beet territory, with the slogan,
•'More Tons Per Acre Equals Greater
Profits." This train was operated
over the Michigan Central Railroad,
with the exception of the last two days
on the New York Central. One car
was equipped with exhibits of various
kinds, prepared by the Michigan State
College specialists, illustrating the essential
points in successful sugar beet
culture. Electrical contrivances helped
to make the exhibits more effective.
In addition to O. B. Price, Agricultural
Agent, New York Central Lines
West, who was in charge of the train,
the staff consisted of C. R. Oviatt,
Sugar Beet Specialist; J. W. Sims,
Soils Specialist, and George Grantham,
Soils Specialist, all of Michigan
State College, and O. F. Jensen,
Director, Soil Improvement Committee,
National Fertilizer Association.
A well-balanced program, consisting
of lectures on soil management, use
of fertilizers, and sugar beet culture,
was given by these men in the lecture
car. The substance of the message
was the same as that presented on the
Ohio train.
Twenty-five towns were visited in
twelve days and a total of 3,370 farmers
attended. The twenty-one points
on the Michigan Central Railroad had
an average attendance of 148 farmers,
while the four New York Central
points averaged an attendance of sixty-five.
The towns visited were Mason,
Charlotte, Eaton Rapids, Chesaning,
Owosso, Laingsburg, St. Charles,
Saginaw, Auburn, Midland, Standish,
Pinconning, Mt. Forest, Bay City,
Munger, Reese, Richville, Ashmore,
Owendale, Vassar, Caro, Blissfield,
Ottawa Lake, Deer.field, and Monroe.
The meeting at Caro was unique in
that the Detroit, Caro & Sandusky
Railway Company co-operated to the
extent of operating a special train
through its territory, bringing in 200
growers to the meeting, giving them
a special luncheon at noon prior to
the visit to the cars. This contributed
greatly to making the meeting at Caro
the most enthusiastic and best attended
stop on this schedule.
Intensive Campaign Begun
These two trains are the opening
guns in an intensive campaign in our
New York Central Lines territory to
preserve and increase the sugar beet
acreage on the part of all interested
agencies. The industry means much
more to the railroad than simply the
revenue on the transportation of sugar
beets to the factory. In fact, the total
revenue obtained from a sugar beet
plant will average 2.5 times the revenue
obtained from the hauling of the
raw beets. Of more importance than
this item of direct revenue are the indirect
benefits which we obtain from
a prosperous farming community and
the loss which we would suffer if this
prosperity should be wiped out. The
sugar beet acreage has decreased in
Michigan from 150,000 down to 110,-
000 acres, and in Ohio from 60,000 to
about 30,000 acres. Various factors
have contributed toward this, almost
all of which can be overcome or, at
least, rendered less effective. Every
acre which is taken from sugar beet
acreage is used for the production of
some crop like corn, beans or potatoes,
New York Central Lines Magazine for May, 1928
all of which are already being produced
in over-abundance. This would
only aggravate the present farm situation.
Sugar alone, of all our crops, is
largely imported and could be pro­
duced in vast quantities withou +
fear
of over-production. In fact, we consume
four times as much sugar as we
produce.
The New York Central Lines are
interested in stimulating greater interest
in this sugar beet campaign
because (1) it will result in greater
profits to the grower and the manufacturer,
(2) it will bring those parties
closer together, (3) it will help
solve the great farm problem of surplus
crops and surplus acres, and (4)
it will result in greater revenue for
the carrier.
Let us grow our own "sweets" on
the basis of—"A Beet Where a Beet
Ought to Be" and "More Tons per
Acre Equals Greater Profits."
Corn Prices Are Unrelated to
Freight Rates, Study Shows
jEFINITE relationship between
freight rates and fluctuations in
prices paid to farmers for corn does
not exist, according to a study just
completed by the Board of Railway
Economics.
On the contrary, the study, which is
a comprehensive one and which covers
the four crop years ending with that
of 1926-1927, shows that at points
having the same freight rate to a primary
market, the prices paid to farmers
for corn not only differed considerably
but showed no uniformity even
in their differences.
The general stability of freight
rates on corn is shown by the fact that
out of 260 freight rates from various
points to principal primary markets,
only twenty-one changes occurred during
the four years covered by the
study. Of these changes, all of which
were in the nature of minor adjustments,
sixteen were decreases and only
five were increases.
"During this same period, however,
the prices of corn fluctuated from
week to week, from month to month,
and from year to year," according to
a bulletin issued by the Bureau of
Railway Economics giving the results
of the study. "This marked contrast
warrants the conclusion that the
transportation cost was not the cause
of the ever-changing price situation,
but that other factors, singly or in
combination, were responsible. Some
of the price determining factors in the
marketing of corn are: the time of
marketing, the quality of the corn, the
available supply, and the demand for
corn."
Commuters Honor Conductor
Wheeler When Transferred
npHE good will engendered by eleven
years' association with commuters
found expression last month when
Conductor Morris M. Wheeler was
transferred from the St. Vincent
branch local out of Watertown to the
Massena run out of Watertown on
trains 17 and 8.
From lone association, a strong
New York Central Lines Magazine for May, 1928
friendship had grown up among the
thirty-two men who regularly took
Conductor Wheeler's train. For several
years they contributed to and
printed a small booklet known as "The
Detector" and published "semi-occasionally,"
a paper of strictly humorous
nature, containing purely personal
remarks about one or another of the
regular "gang".
One night recently when the Massena
train pulled into the Watertown
station, Mr. Wheeler descended to find
his former passengers lined up along
the track. One of them "ailed to him,
and the "skipper" approached suspiciously,
anticipating some prank.
One commuter then made a much-applauded
speech and presented the conductor
with a mahogany smoking
stand and humidor.
Mr. Wheeler is a veteran of thirtysix
years' service with the New York
Central. He lives at 1007 Academy
Street, Watertown.
Party in New York
Members of the Statistical Department
of the Auditor of Coal and Coke
Accounts held their first annual "blowout"
Thursday evening, March 15.
After having dinner at Luchow's Restaurant,
they attended a show at the
Waldorf Theatre.
Those present were W. I. L. Onyano,
J. Boswald, W. Gates, J. Buese, W.
Volcart, G. Lawrence, R. Slater, C.
Larson and F. Austin.
Interior of the exhibit car in the Michigan Sugar Beet Train.
A Teacher, examining his class— Willie—A bung hole without a bar-
I'll give a quarter to any boy that can rel around it.
tell me what nothing is. Willie got the quarter.
Safety pennants are flying high above stations on the Pittsburgh & Lake Erie and Eastern Railroads, since the Engineering
Department of those roads made the best safety record in Group B on the New York Central Lines for the last quarter of
1827. Some phenomenal Safety work has been done under the Jurisdiction of A. R. Raymer, Assistant Vice-President, and
the immediate direction of E. W. Boots, Engineer, Maintenance of Way. The Engineering Department, with between 1,300
and 1,400 employes, during the entire year of 1927 had only eight casualties, and during the last quarter of the year there
was only one. The Safety sign on the platform reads: "This pennant is awarded to the Engineering Department for making
the best record in the fourth quarterly contest of 1927 for the prevention of personal Injuries."
47

48 New York Central Lines Magazine for May, 192S
N the Pittsburgh & Lake Erie
O Railroad, where F. H. Babcock is
Safety Agent and L. A. Lee is Secretary
of the General Safety Committee,
noteworthy results have been obtained
from the propaganda spread among
employes by means of posters, contests,
individual instruction and Safety
meetings at which original papers
have been read by the men themselves.
Two papers presented during February
stated the P. & L. E. Safety
situation clearly, and were aimed at
spurring the departments on toward
completion of their design. A third,
by C. W. Endean, Inspector at Pittsburgh,
offered practical Safety advice
in sentences whose initials spelled the
phrase, "Thirty-five per cent less accidents
by nineteen-thirty."
M. J. Cagney, Supervisor of Track
at McKeesport, Pa., spoke with pride
of the past record of his road, but
warned his fellow workmen that a
battle half won may yet be lost
through over-confidence.
"Accomplishments in the saving of
human life and limb have been many,"
said Mr. Cagney, "and we congratulate
ourselves on our splendid record
for the past year over those of preceding
years as we enter into the work
of the present year with enthusiasm
and confidence.
"It is not only natural, but quite
proper that we should do so. But let
us not overlook the fact that many a
battle half won has been lost through
over-confidence. We cannot afford to
overlook the danger of that tendency
to ease up a bit which usually follows
first success.
"It has been said that the secret of
success is to keep on succeeding. This
cannot be done if we are too well satisfied
with past achievements. The
Safety work is only well begun and
must be carried on with undiminished
vigor and alertness. We must continue
to preach vigorously, practise
Safety and be alertly watchful for the
thoughtless and careless worker, as
only through teaching and training
can we make ours a safe organization.
"Teach our men the safe way to do
their work and explain to them why
it is not safe to do it otherwise. Train
them to do it the safe way by insisting
on strict observance of the rules
until you have them in the habit of
doing it safely. By so doing, we will
perfect an organization !. hich will
work Safely, not only from habit but
also from knowledge of the danger of
working any other way. The man
who cannot be trained is not only a
menace to himself but to all and must
be eliminated from the organization.
"These are the principles upon
which our success to date is founded.
Let us not lose sight of them or
slacken our efforts, but push on with
undaunted courage toward the goal of
Safety always and for all."
After pointing out that few accidents
and no deaths were incurred
through carelessness at the Dickerson
Run Terminal during 1927, W. H.
Simmons, General Foreman in the
Rolling Stock Department there, adds:
"My object in bringing this report
before you is to emphasize more fully
the difficult task which lies before this
committee and the employes of this
terminal in order to reduce our accidents
during the year 1928. For the
period from January 1, 1928, to February
16, records in all departments
here show but one lost-time accident,
which is a good record to start out
with, but in order to maintain this
record it will require the united efforts
of every employe in the service.
We, as a Safety Committee, pledged
ourselves to make this a banner year
for Safety on the P. & L. E. Railroad,
and to do this will necessitate each
one's being constantly on the alert for
unsafe practices and conditions and
keeping the Safety movement before
the employes at all times.
"The P. & L. E. is in competition
with other roads in the Safety movement
for 1928, and our President, Mr.
Crowley, has been very generous in
offering a cup to the road producing
the best record for the year. We have
no use for accidents. They cause only
misery and suffering. But we do have
use for the cup, so why not pull together
and push this Safety movement
to the limit, and trade, to the mutual
advantage of all, the things we do not
want for the things we do want?
"Let every employe be safe on the
job, the cup be in our possession, and
eventually we will have 35 per cent
accident reduction by 1930!"
Safety as it is Practised on One
Section of the Big Four
By W. P. Whitlow, Houston, Ohio
E were called off our section a
W
while ago to help another gang
in changing a few rails and I noticed
that when we picked up the first one
and started to walk away with it that
there were men on both sides. Now
if someone should have stumbled and
caused the rail to fall to the ground,
someone no doubt would have been
hurt or probably crippled for life. It
does not take any longer to do it the
right way, so why take a chance?
In tapping down spikes we stay two
rails behind one another for fear a
spike head may break and fly off.
New York Central Lines Magazine for May, 1928 49
In cutting bolts, nuts, rails or anything
that may fly we use goggles to
protect the eyes. These goggles are
furnished us by the Company and we
should always use them when the jobs
we are on require them.
We never use a tool that is in any
way broken or unsafe, for by so doing
we know we are not only liable to injure
or hurt ourselves, but are breaking
and trespassing upon the Safety
rules of the Company.
When a train is approaching we get
clear of both tracks, for we never
know when a chunk of coal or some
other loose article may fall and hurt
or injure someone.
We watch for hot boxes, brakes that
might be stuck, or any loose piece of
material that might be dragging beneath
the cars, for should we find any
of these causes we can easily give the
trainmen a signal and possibly save
them from having a wreck.
While going or coming from our
work, in passing a switch someone
will say, "The banners are white," to
which our foreman will answer back,
and by doing this we never pass a
switch without seeing that it is safe.
Public Go-operation Needed in
Safety Movement
By W. H. Fortney, Fireman, Big Four
N my fifteen years of employment
I
with the Big Four Railroad, Safety
First has been my paramount thought.
Many times in my work it has come
to me how accidents could be eliminated
if the public would only heed
and co-operate.
Even our employes do not practise
Safety as they should. Time after
time I have warned men about kicking
the drawbar with their feet. A short
time ago I witnessed a man doing
this very thing; he consequently lost
his foot. Had he practised Safety
First he would not have been injured.
I believe there is not a railroad
crossing in the country that does not
have some Safety First sign on it, yet
a woman was killed by train No. 6 recently
while I was on duty firing. She
had been warned by the flagman on
No. 45 that a train was approaching
on the eastbound track. Nevertheless
she stepped into the path of our train
and was killed instantly. This is just
another instance where the applying
of the simple rules of Safety on her
part would have proved beneficial.
In the years I have fired for the
Big Four my aim has been to be on
the seat box at places where it is most
dangerous, namely, passing through
small towns with street crossings and
over public highways. This enables
me to warn the engineer about anything
that looks unsafe.
People in this day and age do not
realize the danger that lurks at every
railroad crossing: not only to themselves,
but to the engineman and fireman
as well. The least the public can
do to lighten their burden of responsibility
is to use caution and judgment
at all crossings.
The public needs to be impressed
with the vital importance of Safety
First, and when this is accomplished,
every man, woman and child will
think and act Safety involuntarily.
A d v e n t u r i n g into Safety o n the M i c h i g a n
C e n t r a l
By C. J. Burrough, Train Master, Michigan Central
N the United States during the year
I 1920 more than six per cent of all
the deaths were violent deaths. In
other words, out of every one hundred
persons who died, six lost their lives
because someone was careless.
It has been said that "accidents will
happen." However, education is the
first step toward eliminating accidents—the
realization of the importance
of Safety.
As we look over the year just passed
we can see many things that were
accomplished, which will make 1928,
if improvements continue, the banner
year.
"Safety that lasts" is more important
than "Safety First." Most mistakes
are excusable only in so far as
they are not carelessly repeated.
The fact is, of course, that Safety
is not the prime object in life. The
most important object in the world is
adventure, and by adventure I mean
a fresh, first-hand experience of life.
Safety then is leagued together in the
noble company of recreation, love,
friendship, loyalty, knowledge, art,
creed and all the other main forces
of life.
A human life is the gift of Almighty
God, and as such should be treasured
and preserved. It is upon this bedrock
that the Safety movement has
built its admirable, effective structure.
The whole world has responded
to the inspiration and is moving forward
with hope and confidence.
What do you choose to have thrown
out of your life and what do you
choose to have put in its place? As
for me, I choose adventure. I choose
to have the bad adventure thrown out
and the good adventure brought in,
because I believe that adventure is in
truth the deep, significant value in
life, and by that token I believe that
we have the real meaning of Safety.
One year has gone, another one is
here. Great work was done in 1927
under the guidance of our Safety
agents and committees. Our committee
has gained strength in meeting
with emergencies during the past year
"Dis-obey that impulse!" is the title
of the above poster printed in the
Albany Buick News, which offers the
suggestion that a good Safety stunt
is to slow down and shift into second
gear before crossing a railroad track.
and, at times, we are subject to a
test to prove our fitness. The Michigan
Central Railroad has, and will
always have, problems arise, and it is
good for you and me to speak frankly
of the great problems to be solved
during 1928.
The Safety agents and committees
must be supported by the active backing
of all railroad men who are capable
of contributing to the cause.
Our fields of endeavor touch upon
so many phases of activity, there is
work for all. A greater activity of a
larger number is needed to sustain
and maintain the purpose which the
Safety agents and committees are trying
to accomplish.
We cannot all be on the committee,
but we can all fill such effort with
meaning by our support. The great
work is yet to be done. More heads
are needed.
What a Mile of Railway Does
in a Day
//npHE average mile of railway line
in the United States last year
handled seven passenger trains and
seven freight trains each day," says
the Railway Age, in a discussion of
the service performed by the steam
railroads of the United States.
"In dealing with railway traffic figures
running into hundreds of millions
and billions," continues the Railway
Age, "it is sometimes difficult to visualize
the amount of work which is performed,
on the average, by the units
of the railway plant. The following
figures, therefore, have been prepared
on the average daily operations of
each mile of railway line.
"In the seven freight trains which
passed each day over this average
mile of railway there were 325 freight
cars, of which 205 were loaded and
120 empty. In the loaded cars was
freight weighing, roughly, 5,600 tons,
while the total weifcnt passing over
this mile of line, including freight,
locomotives and freight cars, was
14,400 tons. The seven daily passenger
trains which ran over this average
mile included 46 passenger train
cars and carried a total of 416 passengers.
"The daily gross revenues earned by
this average mile of railway line
amounted to $72. The average direct
operating expenses consumed 74 per
cent of these total earnings, or $53
daily. Next, a total of $4 a day was
paid by this average mile to local,
state and national tax collectors. After
the payment of certain other expenses,
including rental charges for
property belonging to others, the average
daily net earnings of this typical
mile of railway line amounted to $13.
This daily average net earning figure
of $13 amounted in a year to a return
of approximately 4% per cent on the
average railway property investment
per mile.

50 New York Central Lines Magazine for May, 1928
Keystone Photo.
Fifty-three mail handlers and clerks on board four New York Central tugs are
meeting the Aquitania here at Quarantine, at the entrance to New York Harbor,
to receive mail from Europe. As fast as the bags are transferred from steamer
to tug the contents are sorted, so that by the time the tugboats reach shore the
mail is ready to be sped onward. Frequently it is already on trains for other parts
of the country before the liner has docked. In one unloading, fifty-four truckloads,
totaling 16,000,000 pieces of mail, were taken from the boat in eighty-four minutes.
r t r
President C r o w l e y , i n F l o r i d a , Tells B o y s
a n d G i r l s o f H i s Start i n R a i l r o a d i n g
TCpNJOYING a much needed rest in
Florida last month, President P.
E. Crowley was invited to address
the senior class of the St. Petersburg
High School. He told them of his
career from messenger boy to President
of the New York Central Lines.
The St. Petersburg Times quotes
Mr. Crowley as saying: "I do not
make speeches for two reasons; one
is, I think, the world would be better
off without half of them, and the other
reason is, I can't.
"I was born in Cattaraugus, N. Y.,
and was forced to quit school when
I was fourteen. I then started my
apprenticeship as a messenger boy at
a salary of $5 a month. I learned
telegraphy and became a telegraph
operator in a small country station
in the oil fields of Pennsylvania at
$40 a month, which was then considered
good pay.
"It may interest you to know my
duties in this new position. At 7 o'clock
the first train came in. I shoveled
the snow from the platform,
built a fire, went to the post office
for tiie mail, sorted the mail, sold
tickets, and sent and received messages.
After I got that done, I went
to breakfast.
"Returning, I swept the room and
dusted, walked a half mile in opposite
directions to remove switch lights,
which I cleaned and returned; then
I unloaded freight and made it ready
for distribution. The last train came
in at 9 o'clock and after delivering
the mail and serving the train, my
duties were done, and I want to tell
you, boys and girls, I was happy in
my work.
"I am asked frequently if there
is an opening in the field of railroading
for young men, and I always say,
'It depends on the young man.' Persistence,
willingness to do hard work
and the patience to wait your turn,
are necessities in rising to the top.
Every executive officer of the New
York Central Railroad has worked
his way up from the bottom."
Mr. Crowley proved to be a most
popular visitor, and the Times added:
"His talk was interspersed with
smiles, for he is rollicking, shy and
whimsical and says he does not know
how to make speeches, dependable
transportation being his one object
and joy."
The high school orchestra played
several selections in honor of Mr.
Crowley.
Education for Tolerance
a Need of Nations
TTNDER the title, "Education for
Tolerance," an essay by John E.
J. Fanshawe was published in the
February number of Independent
Education, a New York periodical,
which attracted so much favorable attention
that it has now been republished
in neat board covers for wider
distribution.
The author punctures one of our
pet delusions ruthlessly, but when one
comes to think of it, the puncturing
was urgently needed. "Just now,"
says Mr. Fanshawe, "the particular
field that is overtaxing the time and
energies of the sentimentalist is the
establishment of friendly relations
between the United States and the
British Empire. This is most unfortunate
because there is no problem
before the world today more delicate.
Upon its outcome depends the future
course of civilization. Here is no
place for the novice. The question of
Anglo-American relations requires the
entire time, brains and experience of
such men as the Hugheses and the
Hoovers, the Balfours and the Baldwins.
. . .
"The errors that have crept into
this all too prevalent pastime are so
many and so devious that it is difficult
to know where to begin to enumerate
them. _ The most flagrant one, perhaps,
is that of assuming we are one
and the same people and that, because
by chance we have derived our language,
our laws and our literature
from England we should, therefore,
be friendly with the British Empire.
"This is far from the truth. We
are not the same people. We are two
very distinct and different peoples.
We have not the same ideas and ideals,
and the same motives do not underlie
our actions. . . .
"This much vaunted boon of speaking
the same language is quite as
great a detriment as it is an advantage.
Were it not for this the man
on the street in Great Britain could
not have conveyed to him so readily
the irresponsible innuendoes about th :
:
annexation of Canada nor could the
average American read with such ease
the caustic remarks about this country
that occasionally fall from the lips of
some subjects of King George."
Language of Little Influence
Asserting that he knows of no instance
in history where the mere fact
of a common language tended to bring
two peoples together, Mr. Fanshawe
reminds his readers that the bitterest
feuds have been between members of
the same family. He cites our own
Civil War in support of this position.
"The fundamental reasons for Anglo-American
understanding and cooperation
are first, economic—dollars
and cents on one side, pounds, shillings
and pence on the other; and the second
is biologic, by appealing to the
most basic instinct of mankind—selfpreservation.
From the economic side
it must be shown that through cooperation
and not by competition we
shall both be the gainers. . . . The
world is rapidly nearing the saturation
point of population. Barring a
second flood, which Mark Twain suggested
as the only effective remedy,
we shall soon be confronted, unless
human nature radically changes itself,
with an onslaught which will be made
upon us. Neither of us alone can
possibly defend ourselves. Together
we may be able to meet it successfully.
A far greater benefit, however, would
be that the knowledge of our united
strength might make other nations
take a more reasonable attitude and
not plunge the world into a conflict
which would make the late war seem
like a dress parade."
Altogether, Mr. Fanshawe has given
his fellow-countrymen something to
think about.
New York Central Lines Magazine for May, 1928
A
C h o o s i n g the M o d e r n D i e t o f Thoughts
MAN said to me the other day:
"I would rather be alive today,
to watch and have a part in the progress
of things during the next twentyfive
years, than to have lived during
any other time in the world's history."
I was surprised—and interested.
Have you ever noticed how few of the
people you meet really prefer the
situation they are in to any other? I
do not mean the ones who accept anything
that comes their way like the
proverbially placid cow, but those men
and women who are vividly interested
in each situation, eager to make the
most of it before going on, yet keenly
aware of the potentialities for the
future. Those who possess that alivewess,
who are happy in their work
and who "get on" seem to us the lucky
ones. What are the essential differences
between them and the ones who
perhaps try to be contented but who
never seem to fit very well into the
job, or to have many good times or
much prospect for the future?
Let me tell you first some sound
scientific facts, things you have probably
always known but which not
many of us put .into daily practice,
and then I am going to give you a
questionnaire to test yourself with.
First of all, have you stopped to
consider that now, more than at any
moment in the world's history, the
sciences, philosophy, psychology, the
religions of the world, the wisdom of
the universe, are within the reach, not
of the fortunate few, as in the days
of ancient Greece and Rome, but within
my reach and yours? Truly it is
an exciting moment to live when millions
of little volumes containing the
wisdom and literature of all the ages
are sold for five cents a copy, and
when such books as "The Story of
Philosophy" "Why We Behave Like
Human Beings" and "This Believing
World" become best sellers.
What Do We Do With Our Knowledge?
By K. P. L. B.
Now the question is, since we are
fortunate enough to have open before
us great treasure houses of fascinating
knowledge, what do we do with it?
Do we use it to make ourselves the
interesting, effective, powerful men
and women we admire?
Within the last decade we have
heard for the first time of vitamines.
(This may not sound as though it has
anything to do with this little story,
but it has!) Of course, we ate vitamines
before we knew their names or
realized how essential they were to
our well-being, but today we do it intelligently,
consciously. Today we
know how to cut down on calories,
increase our supply of vitamines, to
make ourselves fat or thin, to build
brain or muscle as circumstances require,
simply by a choice of what we
eat.
And now let us apply our wisdom
a step further. Science has taught
us that we can build our bodies—and
to that extent our health and happiness—by
what we put into them. It
is also true, though less widely rec­
ognized, that we build our minds—
and to an even greater degree our
health and happiness—by what we put
into them. Shall we choose the materials
with which we build our bodies
and accept haphazard anything that
falls in our path for the building of
our minds? What sort of thoughts
do we allow to enter our minds and
become a part of us?
A Questionnaire on Thought
Put this questionnaire to yourself
and check up on what type of thought
is building your mind:
1. What are your first thoughts on
waking?
2. What are your last thoughts bebefore
going to sleep?
3. Do you read all the advertisements
within your line of vision
on the street car or subway?
4. Can you concentrate on the image
of one single thing—say a
cluster of clover in a field—while
things are going on around you?
5. How long can you concentrate on
a single object—say the face of
someone you know well—with
your eyes closed?
A Word to the Wise
By Clarence Mansfield Lindsay
HpHOUGH you work like a very
demon;
Though you lead them all in
speed;
Though you never waste time in
dreaming,
And you put your best in each
deed;
Though the fruits of your honest
labor
Keep your loved ones housed and
fed;
Here's the question of questions,
neighbor—
Have you ever a dollar ahead?
Though the job you hold you are
filling
Far better than most men may;
Though you're able and strong and
willing,—
Have you thought ef a rainy day?
The time may come when you're
ailing;
When the strength nt your arm
is sped!
If ever your powers are failing,
Will you then have a dollar
ahead?
It's not, my friend, what you're
earning!
Nay, it's rather how much you
save !
If every cent you are "burning,"
Why, you're little more than a
slave!
The time may come when you're
needing
A pittance to buy you bread!
So here is a query worth heeding—
Have you ever a dollar ahead?
6. Can you see every detail of features
and expression?
7. Can you learn a short verse by
heart in the car or subway?
8. Do you read with a purpose?
(a) Do you remember what
you read?
(b) Can you tell what you
read?
9. Do you read the details of murders,
fires, hold-ups, divorce cases
in the daily papers?
10. Do you worry about things at
times when you can't do anything
about them?
If you find that you have a "negative
average" on this list, it's time to
change your diet of thoughts!
Try the following suggestions and
see if you don't find a radical change
toward increased well-being, even
within a week or two.
1. Choose your thoughts! Watch
them like a cat to see that only desirable
ones—thoughts of health, success,
affection, friendship, whatever
are the things you want—"get inside."
If others start to get in—and they
will—crowd them out. This is not
Christian Science or Coue-ism or the
doctrine of Pollyanna, but a psychology
which should be a stone in the
foundation of every religion or cult.
Concentration and Achievement
2. Teach yourself to concentrate.
Try it first by picturing and holding
a stationary object. When you can do
that to your satisfaction (without allowing
any other thought or picture
to intrude) try it with a moving object.
Follow with your mind's eye
every move of a little brown dog trotting
down the street.
3. Read only the articles in the papers
that have something you want
in them.
4. Watch particularly to see that
only happy thoughts are "allowed in"
just before going to sleep. Dr. Frederick
Pierce, in his book, "Our Unconscious
Mind," says: "Five minutes,
just before going to sleep, given to a
bit of directed imagination regarding
achievement possibilities of the morrow
will steadily and increasingly
bear fruit, particularly if all ideas of
difficulty, worry, or fear are absolutely
ruled out and replaced by those
of accomplishment and smiling courage."
5. If you go in for this "diet of
thought," do it steadily.
Practical results can be obtained
only through constant vigilance and
direction, but the changes possible in
one's self and one's surroundings are
amazing. I will give you next month,
if you are interested, several more
simple suggestions for turning
thoughts into reality.
Fred Ammerman
Fred Ammerman of Irvona, Pa.,
died there April 7. Mr. Ammerman
retired in 1925 as a Brakeman on the
Pennsylvania Division. He began
service with the New York Central in
1898.
51

52
John R. Burke, who has just retired after fifty-five years of railroad service, most
of the time as an engineman for the New York Central, drove the above engine for
six years between Newark and Frankfort, N. Y. The photograph was taken in the
summer of 1888, at Canastota on the Mohawk Division.
A n Eragieemae's M e m o r i e s o f L o n g A g o
DEDICATING his story to the memory of the men he has worked with and
whom he names in his reminiscences, John R. Burke, retiring engineman,
has written for the New York Central Lines Magazine the following
tale of the early days. Among the veteran railroaders vjhom he recalls
are several mentioned by F. A. Chase in the article pn-inted in the December
issue of the Magazine.
Mr. Burke, who began his railroad career fifty-five years ago, starting
with the New York Central eleven years later, came unharmed through the
early days of primitive equipment, and was retired as engineman on the
Syracuse Division early this year.
ORN December 11, 1857, at Au­
B burn, N. Y., and brought up there,
I entered the service of the New York
Central Railroad in November, 1872,
on the old Auburn work train.
There was a gang of twenty to
twenty-five men on the train. I did
the same work as the other men, and
received the same wages—$1.50 for
twelve hours' work. I was not yet
fifteen years old, and I never was a
water boy. I flanged the track in
winter with wooden shovels before
there was any such thing as a flanger
car. I picked and shoveled gravel in
Half-Way Gravel Pit before there was
any steam shovel, and more than one
day I had to sit in a snow bank and
eat frozen food when noon-time came.
Dan Shapcott was the engineer
and was also the conductor who hired
and discharged the men, kept the time
of the men and supervised all the
work. His engine was the 206. Our
working territory was from Syracuse
to Geneva. Hank Hall was road master
and he had two brothers—"Ed,"
section foreman at Cayuga, and "O.
J.," conductor of the Canandaigua
work train. Commodore Vanderbilt
was president and William H. Vanderbilt,
his son, was vice-president
then. James Tillinghast was general
superintendent. William G. Lapham
was division superintendent with offices
at Syracuse, and from Syracuse
to Rochester was a division on'both
the main line and Auburn road.
Twenty-five to thirty cars (with not
more than ten tons of freight in each
car) comprised a train in those days.
DeWitt freight yard was not yet
thought of at that time.
By John R. Burke
Henry Ward was station agent at
Auburn in those days, and I succeeded
his son, Kilbourne Ward, as yard
master at Auburn, when he went to
the M.D.T. people at Syracuse.
Coupling Cars at Auburn
In the spring of 1873 I went coupling
cars in Auburn yard with the pin
and link, crooked link and chain link,
and dead blocks, the most dangerous
cars that ever were built. At this
time there were passenger car shops
in Auburn for building and repairing
passenger cars and painting and varnishing
them. The foreman's name
was William Johnson. There also was
a blacksmith shop for mending rails,
as the ends of rails would get battered
down, and then would have to
be taken out and repaired. No steel
rails in those days. Tom Munsell was
boss blacksmith. William B. Munsell,
a son, was pensioned two months ago
in Buffalo, as an engineman. These
shops stood where the freight house
now stands, from Seymour Street to
Chappie Street, and they were built
by the old Auburn & Syracuse Railroad
when John H. Chedell of Auburn
was President. Afterwards consolidation
took place and the line was
called the New York Central.
The Early Passenger Engines
Who is there now that remembers
those passenger engineers of the seventies
that ran over the Auburn road
in the days when I worked with them?
There was Hank Case on engine 194,
John Kinney, fireman; Charley Simonds,
engine 26; Ed Morriott, fire-
New York Central Lines Magazine for May, 1928
man; Bill Pike, engines 57 and 61;
Patsy White, fireman; Dave Cambell,
engines 102 and 535; R. Peters,
fireman; Jack Baker, engine 104;
Charley Chapman, fireman, and Mace
Gibson, engine 68; Tommy Crummy,
fireman, who got killed going down
around the "Alps" one night. His
engine struck a big stone that rolled
onto the track, and he got caught in
the gang-way when engine and tender
came together. Then there was Engineer
Belty, engine 154, who went
down in a washout coming into
Geneva one Saturday night, going
west in March, 1873. Belty and his
fireman got killed. I worked at the
wreck the next day.
Some of the Old-Time Enginemen
I remember Engineer Shafer on engine
327; Charley Thomas, engine
112; Leander Wright, engine 103;
Prank Dana, fireman, and Mike Lynn,
extra passenger engineer of Rochester.
Some of the freight engineers that
I knew in those days-and worked with:
Charley H o g a n
(of 999 fame)
then running engine
410; Joe
L i p e and John
Thompson, engine
403; Bob Shannon,
404; Emps
Belden, 405; Tom
Baker, 409; Ed
McGrale (Stone
Wall), 411; Lute
Eldridge, 413;
Bill Cone, 415;
Jimmy Gould,
320; Johnnie Cof­
John R. Burke fee, 323; Dick
Pyles, 299; Cale Cherry, 398; Dick
Bishop, 121; Harry Watkeys, 331;
Jack Mack, fireman; Ben Balbou, 357;
Connie Murphy, 184; Billy Pellynze,
302; Al Pugsley, 353; Billy Owens,
377; Johnnie Cool, 363; Curley Simpson,
344; Billy Emels, 324; Engineer
Bradley, 225.
The first engine that I coupled cars
after was number 107, a wood burner.
Billy Goodwin was engineer. Afterwards
I worked on engines 56, 37
and 130.
The road at this time was going
from wood to coal in the engines, and
wood was being burned in passenger
coach stoves.
On Chicago & North Western
In 1879 I went to the Chicago &
North Western as fireman on the Wisconsin
Division out of Chicago, running
between Chicago and Milwaukee,
Pon du Lac, Oshkosh, Harvard Junction
and Janesville. I was firing three
years and in the spring of 1882 I was
promoted to engineer, and the first
engine I ran was the 284 Mogul road
engine. On December 30, 1884, I
came to the New York, West Shore &
Buffalo as engineer, running between
Buffalo and Syracuse on through
freight. In the spring of 1885 I was
put on through freight between Newark
and Frankfort, a 109-mile run.
In the summer of 1885, I was ordered
to take the pusher engine at
Oneida Castle, and remained there
about eighteen months. I then went
drawing through freight between De-
Witt and Coeymans Junction on the
Mohawk Division. My next run was
New York Central Lines Magazine for May, 1928 53
on a pick-up train between Newark
and Frankfort, then I went drawing
the local freight between Newark and
Syracuse, and after some time I went
drawing fast freight and extra passenger
between Buffalo and Syracuse.
When I left this run I took the yard
job at Newark, with passenger relief
work, and in 1892 was given a regular
passenger train out of Buffalo, but I
did, not take it, as I did not want to
live' in Buffalo.
Two Sons Also in Service
In 1914 I was transferred to Lyons
where I remained until I was pensioned
on January 1. I was railroading
fifty-five years and one month,
forty-five years as locomotive engineman.
My father and three brothers
besides myself have worked for the
New York Central, and I have two
boys who are enginemen at the present
time—Earl and Harold Burke,
running out of DeWitt on the Syracuse
Division. My father worked for
the New York Central thirty-five
years, starting in 1848.
In the December number of the
New York Central Lines Magazine
F. A. Chase, Master Mechanic from
1849 to 1910, speaks of Engineer William
Crealman at Rochester whom I
knew, and I have heard my father
speak of the other engineer, Hank
Bailey, whom Mr. Chase speaks of.
He also speaks of a Mr. Tilton, who
worked with him in the Detroit shops.
George W. Tilton was my superintendent
of motive power while I was on
C. & N. W. and was killed as Mr.
Chase says. Mr. Chase also speaks
of a Mr. Boon who was master mechanic
at Adrian, Mich., when he
worked there. I wonder if that is
not pur James M. Boon, who was superintendent
of motive power of the
West Shore, and located at Frankfort,
N. Y., where the main shops were
located? Mr. Boon was at one time
superintendent of motive power of the
Pittsburgh, Fort Wayne & Chicago
Railroad, and afterwards came to the
Chicago & North Western as assistant
superintendent of motive power under
George W. Tilton, and was there when
I was running on that road, and I
considered him a very able man. It
was at Frankfort that I first met
John Howard, who at that time was
assistant round-house foreman under
Joe Johnson, afterwards becoming superintendent
of motive power of the
New York Central, and a man of
whom I thought a great deal.
Engines Named and Numbered
In my early days on the Auburn
branch of the New York Central quite
a number of the engines retained
their names as well as their number.
I remember the John Wilkinson was
No. 100. The General Gould was the
101. The Young America was 53, and
the John H. Chedell, 54. The C. C.
Dennis was the 26 and the Daniel
Drew was No. 11.
I also knew Bill Gould who ran
engine 125, and Jim Wood who ran
engine 110 on the main line. What
two beautiful looking engines they
were! The clappers in their bells
were "case-hardened" and when the
bells were ringing you would be delighted
to listen to them. I would like
to hear such bells again.
Jim Wood was about the nerviest
engineer in his day on the New York
Central. It was he who always drew
Commodore Vanderbilt and his son,
William H. Vanderbilt, when they
came over the road on the Western
Division. He made the run from
Syracuse to Rochester, eighty-one
miles, in eighty-two minutes one time
before the days of any air brakes.
Nowadays it is consoling to the engineman
to know that he has a powerful
and quick-acting air brake at his
left hand.
The smallest engine I ever saw on
the New York Central was No. 12 at
Auburn. She was a wood-burner and
had only one driving wheel on a side,
and she could only handle four or five
cars at a time with only ten tons of
freight in each car. Billy Goodwin
was the engineer and he had to do his
own firing.
And now I come to the half-way
posts on the Auburn road of the New
York Central.
In my early days there were posts
erected near the side of the track halfway
between stations and they were
called the half-way posts with signs
on them reading "Half-Way."
The time-card rule in those days
Froim Here to Montreal
By Henry Stringham
T matters not where "here" may
I be,
It's just a starting place;
And here or there is equally
A valid homing base.
The way lies through a sheer domain
Of ledges crudely piled,
Contrived by energy amain
Athwart a region wild.
A land of terraced spikes of green
With silver interspersed,
Where hilltops totter and careen
Like giants sore athirst
In search of fiery waters where
But sylvan ripples flow,
The Adirondacks bathe in air
That sundown sets aglow.
The Raquettes and the Saranacs,
The Placids and the Clears,
Are spotlights on the tangled tracks
of roving mountaineers,
Till comes in calm comparison
The Salmon River's vale,
Where meet in friendly garrison
The pixies of the trail.
And so from here to Montreal
One travels through these scenes,
And marvels as the rapids fall
Or as a mountain leans.
And when returned to kin and kith,
With hearts devoid of guile,
Why do our cronies greet us with
That queer, suspicious smile?
said that eastbound trains had the
right of road over west-bound trains
until they were fifteen minutes late.
Then if the west-bound train did not
see the east-bound coming, it would
pull out against the other without any
orders whatever, and the train that
got to the half-way post first was the
best man.
The other train had to back up to
the next station. Of course if the
east-bound engineer was running late
he would expect the west-bound pulling
against him, and I have seen the
time where both engineers would see
the other one coming, but would still
keep moving toward the post, and I
have seen where one would beat the
other by the length of his pilot. I
have seen the engineer of the westbound
send a brakeman out on the
front end of the engine, and hold a
coat over the headlight, so that the
other engineer would not see him coming
until he got near the post. There
were no air brakes in those days, all
hand brakes, and in a movement of
this kind every man was at his post,
and I never heard of any accident
happening.
Every Man to His Own Engine
Telegraph offices in those days were
not as close as at the present time,
and it would be from some station
where there was no telegraph office
that such movements would take
place. In the daytime the engineer
would watch for the smoke of the
other fellow, and for his headlight at
night. Back in those days Skaneateles
Junction, Auburn, Cayuga, Geneva,
and Canandaigua were wood stations,
brought there by wood contractors.
Back in those days every engineer
had a regular engine, and no one ran
her but the regular assigned engineer.
There were no injectors in those days
that you could depend on. Every engine
had two pumps, one on each side,
to put water in the boiler when the
engine was moving. Engineers had to
pack their own pistons, valve stems
and pumps, also all cocks in cab, and
take care of the headlight.
I have run under Superintendents
D. B. McCoy, James P. Bradfield, C.
H. Ketchum, F. W. Everett, and M.
E« Walsh. The master mechanics
were T. W. Fredericks, George W.
West, James McBeth, P. E. Garrisson,
and Charley Hogan at Buffalo, and
James M. Boon, and John Howard at
Frankfort on the Mohawk Division.
W. J. Crandall of Rochester, N. Y.,
was my last master mechanic.
In conclusion, I want to say that I
hold the deepest respect and greatest
admiration for the superintendents
and master mechanics under whom it
has been my privilege to work. I always
tried to do the best work that
was in me for the Company. I have
always considered the officials of the
New York Central Railroad to be real
men of the finest type, and I am proud
today to be numbered among those
who form that great family known as
the New York Central Railroad.
I would be pleased to hear from any
of my friends, young and old, at my
home, 317 Colton Avenue, Newark,
Wayne County, N. Y.

54 New York Central Lines Magazine for May, 192S
Published monthly by the Department of
Public Relations, Bureau of Publicity,
New York Central Lines
CHARLES C. PAULDING
Vice-President, Public Relations
466 Lexington Avenue
New York City
C.W.Y. CURRIE, Editor
Subscription price : Twenty cents the copy,
or $2.00 per year, delivered postpaid
Advertising rates furnished upon application
Member of the Kellogg Group of Railroad
Employe Publications
Distributed to the 107,000 officers and
employes of the New York Central Lines.
Devoted to the interests of the railroad
workers, their families and home communities,
and to securing the best service for
the public. Contributions are welcome.
Manuscripts and photographs will be returned
upon request.
Vol. IX. May, 1928 No. 2
Chauncey Mitchell Depew
TN the passing of its venerated
Chairman of the Board, the New
York Central Railroad suffers a loss
that is universally felt. At Chauncey
M. Depew's bier the nation and the
world bowed in tribute. Few Americans
have there been whose death has
evoked such spontaneous outpouring
of expressions of sorrow. With them
was mingled appreciation for his long
and useful life.
Mr. Depew, with his culture and
brilliant intellect, his wit and incorrigible
optimism, was regarded by the
rest of the world as embodying in himself
all that was finest in American
life.
The present generation, which knew
him only after he had attained his
unique position as patriarch and sage,
is likely to forget that behind Mr. Depew's
singular charm and wonderfully
winning personality there was a
keen, practical railroad executive.
It was during the period of nearly
thirteen years while Chauncey M.
Depew was President of the New
York Central that several of the most
important steps in the development of
this railroad system were taken.
It was in Mr. Depew's presidency
that the New York Central took over
the Beech Creek Railroad, the Rome,
Watertown & Ogdensburg Railroad,
the Lake Shore & Michigan Southern
Railroad and the Michigan Central
Railroad, as well as minor roads. It
is obvious that it was during Mr.
Depew's term of office that the foundations
were laid on which the New
York Central Lines have grown to
their present greatness.
When he assumed office in 1885, the
road had only 993 miles of line and
The Power of the Employes
/ N order to make room for a large stock of summer conundrums, the following
problems, which have been used in demonstrations but are not worn so's
you could notice it, are offered at less than half than value. Positively no
alterations, no exchanges, no refunds.
1. Suppose the 1,779,281 railroad employes should each and severally decide
to get out and drum up enough new passenger business to make good the
decrease in such business in 1927 as compared with 1926, how much would
each employe have to get, speaking in averages?
2. Having made a success of passenger solicitation, suppose these hustling
employes should elect to go on and make up the decrease in car loadings for
the first three months of 1928 as compared with the corresponding period of
1927, how many additional car loads would be required?
3. The Committee on Water Service of the American Railway Association
estimates that it takes about 500 pounds of coal to stop an average train of,
say 3,500 tons. If each freight train in 1927 had cut out a single unscheduled
stop for each hundred train-miles, how much coal would have been saved?
4. If railroad employes were divided into groups of 1,400 each, and if each
group by its concerted efforts could bring sufficient influence to bear to prevent
the opening of one new grade crossing each year, what would be the effect
on the grade crossing situation?
5. Guess what the capital expenditures of the railroads were for the eight
years ending with 1927.
6. What was the investment of the railroads per employe?
7. What was the average net income per employe?
8. What was the per cent of net income on investment per employe?
9. How does the investment in railroads compare with that in motor vehicles
and hard-surfaced roads for them to run on?
10. Which handles the greater volume of freight: the railroads of the United
States, or all the rest of the railroads in the world?
Of course, if you can answer these questions correctly it will not be necessary
for you to turn to page 100.
earned $24,429,441. The operating
ratio was 66.8. Thirteen years later,
when he laid aside his duties to become
Chairman of the Board, the road
had grown to a total of 2,650 miles of
line, on which the earnings in 1898
were $47,484,632. In spite of the fact
that the average freight rate had declined,
the operating ratio had been
reduced to 64 per cent. Passenger
cars had increased from 492 to 1,188;
freight cars from 24,744 to 42,485 and
floating equipment from 57 craft to
143. The average trainload increased
from 188 tons in 1885 to 304 tons in
1898.
In the death of this distinguished
man who adorned both his profession
and his country, the railroad loses one
of its most sagacious counselors and
the world one of its most serene and
wholesome spirits.
Adventurers
EWSPAPER accounts today are
N preserving in picturesque detail
the stories of the adventurers of the
air who are making transportation
history by their daring attempts to
fly great distances—and heroes these
tales are making of each one of these
men.
A hundred, seventy-five, even forty
years ago, were not the early|railroaders
almost as courageous? Infinitesimal
in comparison were the printed
accounts of their adventures and
achievements. Perhaps few individuals
made as daring moves in railroading-as
the trans-ocean fliers have
made in their field—yet did they know
any more about what was ahead of
them? Many were the dangers, countless
were the hardships of the developmental
years of railroading.
Only those who lived the experiences
can tell us of them in their full detail
today. We revere our veterans,
living and dead, who dared, endured
and loved the early days of railroading,
working diligently, bravely, toward
the safe and comfortable systems
that we have today; looking forward
to even greater luxuries and improvements
tomorrow.
Vacation Travel
IT^ESPITE the fact that the New
^-^ York Central is one of the few
railroads which are maintaining or
increasing long-haul passenger business
at present, additional business
through Traffic Tips is still most desirable.
The coming vacation season will increase
travel over all the country, but
the usual summer gains are by no
means enough to satisfy the New
York Central. The Traffic Department
of this road is seeking new passenger
business to exceed that of any
preceding season.
And what is to be one of the sources
of this new patronage? The Traffic
Tip cards, which are enclosed in every
Magazine and which may also be obtained
from department heads or from
the Traffic Department itself.
Every employe who induces even
one person to use the New York Central
for his vacation trip this summer
is increasing the earnings of his Company
and making his own job more
secure.
New York Central Lines Magazine for May, 1928 55
H . G . Stevenson B i t t e n b y R a d i o B u g >— He's
G e t t i n g Stations f r o m A M O v e r the W o r l d
'TTHERE really seems to be nothing
•"- that can be done about it. The
radio-bug starting only a few years
ago as a local menace has now become
a matter of national concern. Where
formerly its victims were confined to
those parts of the United States visited
by the hoof-and-mouth disease,
addicts now may be found throughout
the breadth of the country. Yearly
new victims are added, for the bug is
a promiscuous crittur, going here and
there, biting right and left and leaving
in its wake disrupted homes, widows
and orphans.
Winter seems to be the most susceptible
time of the year. A person
may dress ever so warmly, observe
a rigid diet and yet fall a victim to
the ravages of this dreadful and ubiquitous
creature. Even your own
friends may deliberately contaminate
you. It might be said here that the
disease is readily contagious, caught
by the merest contact or conversation,
and absolutely fatal after donning
ear phones once or twice.
The first symptom is a chronic state
of trance on the part of the victim,
medically known as thatdumblook. He
then loses appetite, spends his evenings
and sometimes nights at the
home of similar addicts. Finally,
nothing will satisfy him but a radio
set, and his moral disintegration is
complete. His evenings, once spent
at playing bridge, reading the sports
section, or other elevating pursuits,
are now given over entirely to this
new addiction.
He becomes seclusive, retires to his
radio corner for hours at a time, resents
interruption, especially from
children. Fathers have been known
to kill their offspring, or even their
wives who in the interest of cleanliness
have attempted to "tidy" the
radio set or adjust the wires so that
they look more presentable.
The condition of the radio bug victim
is never static. His conversation
is always rambling with frequent allusions
to "DX," a sort of hallucinary
Nirvana all radio addicts hope some
day to attain, before or after death.
On the subject of conversation, it
might be added that these victims,
while apparently lucid on everyday
topics, become absolutely unintelligible
when discussing their own peculiar
malady.
Take the case of H. G. Stevenson,
243 Belmont Avenue, Oneida, N. Y.
Mr. Stevenson has been for twentysix
years an operator and telegraph
leverman for the New York Central
at various points on the Mohawk Division.
At present he is stationed at
tower SS-YO, Oneida. During working
hours, he is staid, dignified and
thoroughly capable. But after 11
P.M. when he comes home from his
last shift, he is a changed man.
He sits for hours at night bent over
his dials, tuning in and tuning out,
making notations in his log book of
stations received. His family, who
still love him, tried first to isolate the
By Dr. G. E. Woggleson
germ of his radio idea about ten years
ago, and failing in that, decided it
was best to isolate the victim. The
plan works to the
satisfaction of
everybody^ so that
now he has a
room in the rear
of the house
where he may
work undisturbed
and undisturbing.
It was for the
purpose of studying
some special
symptoms of this
case that the writer
made a visit to
the home of Mr.
Stevenson. From
t h e fir
H. G. Stevenson st glint in
his eye when he
took my hand until his farewell, I
recognized Mr. Stevenson's case as
absolutely flagrant. From the trembling
uncertainties of an amateur,
this man has become outspoken, even
unashamed of his radio activities.
While we were sitting talking, Mr.
Stevenson's son came over and listened
in.
"Are you going to study the radio,
like your dad?" he was asked politely.
"No," was his direct answer. He
appeared to be a fine, upstanding
youngster.
For the sake of other physicians
who may be interested in this case, I
am reporting certain answers that Mr.
Stevenson readily gave without any
embarrassment:
"I have a Hartley circuit transmitter,
UX 210 tube, 675 volts, chemically
rectified AC on plate. My vertical
antenna is thirty-five feet with
the counterpoise horizontal eight feet
from ground; it is thirty-five feet
long, same as the antenna.
"I started transmitting with this
set in October, and through February
25 I have worked, that is talked back
and forth, with 256 stations. The
farthest I have worked is Mt. Everett,
Washington. It was done on a good
night with no QRM. Oh, QRM is interference.
"Another time, I got Lang, Canada,
about 650 miles above Winnipeg. The
operator said that it was very cold,
although we were having warm
weather here. When there was ice on
the ground here, 4 AEP, a station
below Tampa, Fla., told me that the
operator was finding it very warm
there. 'You ought to be here where
you can skate,' I told him.
" 'Who wants to skate when I can
sit by the open window in my pajamas!'
was his answer.
"O, yes, I have had practical use for
my set. One night I was working
San Antonio, when the operator there
asked me if I knew Dr. Robert
Crockett of Oneida. When I told him
that I did, he replied that he was Dr.
Crockett's son-in-law and asked if I
would take a message from their
daughter. I took the message and
here is a card of thanks from Dr. and
Mrs. Crockett. •
"On the night of the New England
flood, November 4, about 9:30, I received
a QRR, which is the railroad
signal of distress, similar to SOS at
sea. The message said: 'Get in touch
with train dispatcher at White River
Junction. Tell him to hold all trains
on account of bad washout ahead.
Central Vermont Railroad is temporarily
closed.'
"I tried to reach the train dispatcher
as instructed, through Utica, but
learned that the wires were down and
White River Junction was isolated.
We even tried to work through Montreal
and Rotterdam, but everything
was washed out. Still, some good
may have come from our efforts.
"The next morning, about 10 o'clock
came another QRR from Pittsfield,
Mass., with instructions to hold No. 34
on account of a bad washout on the
Boston & Albany. The train was already
overdue, so that I was sure it
had already been stopped.
"Here are some letters acknowledging
my station. This is a pretty good
one (Note: the letter is reproduced
accurately for whatever scientific
value it may have) :
" 'HI HI OM:—Hope you remember
working me. Guess it was November
7 at ABT 9:20 A.M. Central Standard
Time. That rite?
" 'Your signals come in very nice
up here OM. What are you using?
My QRN factory here is two 50-Watt
tubes in a Hartley CKT, QSB: RAG;
plate voltage 1,200 volts A.C.; filament
voltage 11 D.C.; plate current
200 mils; output 2.5 amps; antenna
is 30 feet long, counterpoise 27 feet.
Doing good work wid it too, but not
quite satisfied with the QSB it puts
out, so think I will change it over to
CC before long.
'"Well OM will QRT FR MW.
Hoping we clash AGN some time before
long; always ready to QRS OM.
" 'Best regards ES DX ES luck,
" 'W. A. Dusky, Fort Brady, Sault
Ste. Marie, Mich.
" 'P. S. Don't forget to send me
your card OM—TNX.'
"All right, if you want to I'll show
you some of the work my set does
receiving. Oh, yes, if any New York
Central employe wants advice about
building a set, I'll be glad to help him.
My whole set was home-made.
"I have here a Schull tuner with
Lorenz coils for stations from 15
meters to 300. For longer distance
I use an Anthony regenerator honeycomb
tuner, ranging from 300 to 15,-
000 meters. I have been able to hear
the larger transatlantic stations with
this set, FL in Paris and POZ in Germany.
I'll let you listen in now."
Very carefully, Mr. Stevenson
clapped a pair of ear phones over my
ears and a pair over his, then proceeded
to tune in. Presently, we heard
a series of bell-like buzzes.
"I think that is Manchester, England,"
he announced in a low voice.
"A message for or from Manchester?"
"Uh, huh,—shhhh!" said Mr. Stevenson.

56 New York Central Lines Magazine for May, 192S
The imported print from Best & Company,
Fifth Avenue, New York, is typical of the
prints being shown this season at the Paris
displays. The all-over design may have a
background of navy blue, so popular this
spring, of black, beige or green. Note the
skirt pleated this year all the way around,
and the soft bow as a finish for the front of
the blouse.
Photo by Joel Fedcr
The singlette of glove
silk, tailored to fit the
lines of the body, is
recommended both for
sports and dress wear.
Photo by Nicholas Haz
The voluminous coat above is sponsored by
Louiseboulanger and shown by Best & Company,
New York. The material is sablna
cloth, a soft fabric of the homespun variety,
and It comes silk-lined in sandrose, leghorn,
gray and green. The soft felt hat, with band
to match, accented at the top by a lighter,
then a darker stripe, completes the straightforward
simplicity of the outfit.
New York Central Lines Magazine for May, I92S 57
Turning the House Into a H o m e In Spring
"AY seems to be the month
when the last of the winter
M is finally over and spring
is here in her full glory. We all feel
the blood stirring in our veins, and
the desire to be up and doing drives
us from one thing to another.
We moderns claim that the annual
spring housecleaning is a thing of the
past, that we keep our houses in such
good order that it is unnecessary. Yet
breathes there a woman, no matter
how poor a housekeeper, who doesn't
feel the old habit assert itself with
the first warm breath of the soft May
air. The longing to clean closets,
shelves, windows and paint becomes a
positive mania. We are absolutely
compelled to indulge in the annual
event and clean house.
Even the most office-bound, manlike
business woman will revert to
type during these May days and, since
she cannot beat a carpet or polish
windows, she cleans out her closet
and bureau drawers. It is really
funny the way we all drop our business
man's attitude and fall back into
the housewife's part at the first whiff
of fragrant May breeze.
Delving for Wearables from Last Year
How we hope against hope, as we
delve into the depths of trunks and
closets and drag forth our last season's
frocks, which looked so worn
and weary when we put them away
but which we always trust will be rejuvenated
by the winter's hibernating.
But, somehow, they usually look
worse, rather than better. We begin
then to read madly all those helpful
hints as how to combine two last year's
frocks to make one this year's frock,
knowing perfectly well that it is a
hopeless task for every one of our
friends would recognize the skirt of
this if combined with the top of that,
so we finally do the sensible thing and
wear "as is" the things that are presentable
and junk the things that are
not.
It is an awfully hard thing to do, to
throw away some dress that perhaps
could be dyed, remade and worn. Now,
in my opinion, this dyeing of a dress
after it has lived a long and useful
life is really unkind. It is adding insult
to injury. WTry not let it go its
way without dyeing the poor thing?
Only about one dress in a hundred can
bo dyed successfully. I realize that
there are those who do have the most
By Carla Ryder
wonderful luck in changing the complexion
of their entire wardrobe from
season to season by the simple process
of dipping or dyeing. They claim that
they can dye a frock any color from
a faint, delicate mauve to a deep and
enduring black—and they can! In
fact I have such a friend, and she fills
me with envy when she appears in
what I take to be a brand new frock,
but which is merely dyed.
If you must dye, send whatever you
have to some responsible place and
take a sporting chance—it's about a
fifty-fifty bet. Since starting this, I
have just had returned to me two gar-
For the morning manoeuvres, an exercise
suit from Best's designed for
home wear, but attractive enough to
wear at the beach.
ments that in a rash moment I took
to the dyer's. To tell the truth, I
actually hated to call for them but
finally did, and the results are exactly
what I predicted. One of them is
wearable, though I shall always feel
that everyone whom I meet will say,
"Dyed, poor thing." But the other
is a complete loss, not only is it dyed,
but the only place for it now is to be
buried.
This year it is really rather easy
to make new out of old frocks, for as
never before there are all manner of
combinations that are unusually
smart. For example, take a last season's
party dress, with its even hem,
and by adding a fluttering jabot of
either the same, or a different color,
with the ends almost on the floor, and
you have an absolutely new effect. I
saw a lovely lace dress the other day
which gave me an idea of how to rehabilitate
a last year's frock. This
was quite a simple dress of a very
dark brown lace over a lovely ivory
tulle, and the only unevenness of hem
was made by a jabot of green chiffon
caught on one side of the skirt and
hung to touch the floor. This suggests
what may be done to some little
frock to make it a 1928 model, whereas
otherwise it might stay in the closet.
Rejuvenating House as Well as Clothes
Perhaps our houses as well as our
clothes need rejuvenating this spring.
Perhaps they need changes which will
make of them real homes.
Why not, after you have done all
the cleaning of windows and woodwork
that you think is necessary for
the benefit of your house, give it a
good thorough looking over? It's a
queer thing, but you know your house
and your home are two quite different
things. Many houses are not and
could never be homes. It is the home
that counts, in the community where
you live and in the country. It's this
that we have drifted away from. All
this divorce question which is ever before
us is really a matter of homes
and home life.
I sometimes visit in a perfectly
charming house, where there is everything
for your comfort, physical and
mental. Never a bit of dust anywhere,
never a book out of place, all
the chairs the most comfortable that
money can buy, yet you never feel one
bit comfortable in that house. It is
not a real home, but rather a well-run
club. You know it is possible to have
too much order. I would prefer to see

58 New York Central Lines Magazine for May, 1928
a hat thrown down perhaps carelessly,
and have my son come home glad to
see me, than to have the hat put carefully
away each time and miss his
cheery hello.
It is the little adjustment that
makes the difference between a house
and a home. Look your house over
carefully and find out whether it is a
home. Can't you make a change here
and there? A new cretonne covering
on some old chair brightens the whole
room. Give the shabby table a coat of
paint. Remember, that almost any
man loves to be turned loose with a
paint brush, in fact, when once started,
it is hard to curb his desire, but
even so, it is worth while, for every
man likes to have a personal interest
in his home. You know, the more you
put into a place the more you love it
and the more it becomes yours together.
Redecorating House Brings New Joys
If you are tired of your surroundings
and it is impossible for you to go
away, why not change your surroundings?
It is done so easily and with so
little expense!
A different color scheme in your
bedroom will make you happy all summer,
or if you hate the dining-room
rug, take it up. It is much cooler not
to have a rug in the summer anyway.
Oh, there are so many ways to make
a home out of a house, and it's so
much fun to do it! Just try a wee
bit of a change and watch the faces
of your family when they come home.
You will find it worth your time and
trouble.
About the biggest job in the world
is to make a real home. Why women
have gone wild over this economic
equality makes me tired. It is not a
small thing to make a home. Any
servant can keep house, but a home is
a different matter, and to run it in a
truly efficient way, planning meals
properly, with a view to the needs of
each member of the family, is in itself
a real job. Then, in addition to the
actual mechanical labor, comes the
underlying "something" that is hard
to explain but without which the home
simply isn't, this something that
makes the difference between just an
ordinary house and a real home.
I was in a house the other day, and
the first thing that struck me was
that it was not loved. The poor thing
was spotless, but it seemed like an
orphan child, not absolutely unhappy,
but unloved. No one had given it
those little personal touches that are
always evident where the housekeeper
is a home-maker. That house was a
place to exist in, not a home really to
live in.
All this talk about the house versus
the home seems to lead quite logically
to brides. I was so glad to receive
this letter:
If there, are any suggestions that
anyone would like to make, please
know that I am only too glad to
have them. After all, these pages
are yours, and it is up to you to
help to make them interesting, so
why not everyone tell me what
they would like to have talked
about? —Carlo Ryder.
"I expect to be married in June.
Can you give me some suggestions for
my trousseau? It must be simple but
I do want nice things."
—Sally B.
I wish I knew a little more about
what you already had, but I suppose
that you probably have all you want
for lingerie. Such things can be so
easily picked up during the winter
sales, though just the other day I
saw some charming underthings for
around four dollars. These were a
very fair quality and would stand
washing. By the way, I suppose you
have heard that linen and cotton lingerie
is considered quite the mode at
the present, but I must say I think
that crepe de chine and silk are cooler
for summer, and they wear about as
well. If I were you I would not indulge
in too bright colors. They always
fade and are apt to show when
they aren't meant to.
Coat, Hats and Dresses for the Bride
If you have a smart coat of some
neutral shade that can be worn with
any color dress you are fixed as to
wraps. Use this with one of those
lovely prints for your traveling (those
prints are especially good for the
train as they do not seem to muss as
easily as a plain material). Then by
having a more dressy frock of chiffon
or crepe de chine you are all right for
dresses, though you will need a sport
suit or two. One skirt that may be
worn with different jersey or silk
blouses will give you several outfits.
Then, if you have a small felt hat for
traveling and sports, all you need is a
larger one to wear with your chiffon
afternoon frock.
You really do not need so many
clothes, for with a coat which may be
utilized for dressy and sports wear
you then can have a variety of combinations,
only be sure that you choose
colors that blend, then you will be
sure always to look smart.
A Move in Time
Augustus-—I'm not fond of the
stage, Violet, but I hear your father
on the stairs, and I think I had better
be going before the footlights.
Making it Easy to Wash the
Hands
CHILDREN should early be taught
the great importance of having
clean hands. To prevent the conveyance
of disease germs to the mouth
and nose, the hands, which handle
so many things, should be washed immediately
after each visit to the toilet,
after using a handkerchief, before
eating, and before handling any kind
of foodstuffs.
Making it easy for children to wash
their hands often is of more avail
than much talking and urging. Water,
basin or bowl, soap, towels and
brushes should all be easily accessible.
If the bowl or washstand is too high
for the wee members of the household,
a hassock, stool or box should be
kept underneath to be pulled out when
the child needs it to stand upon. Remember
it is not pleasant to wash
hands, with water running down the
arms as is the case when the bowl or
basin is too much elevated for the
user.
Pure, mild soap should be provided
and children should be taught to use
it freely, also to rinse the skin well
after washing with the soap. Soap in
fancy or pleasing forms such as soap
babies, animals, flowers, etc., will often
prove an inducement to cleanliness.
In selecting soaps in fancy forms care
must be exercised not to overlook
quality.
Children should have their own
towels and washcloths. These should
be made of soft materials and should
be suited in size to the young users'
small and inexperienced hands. Old
knitted underwear is fine for washcloths.
Several thicknesses of lace or
net from discarded curtains alsj
make good ones. A bit of appealing
embroidery, such as quaint animals
in outline or cross-stitch, makes towels
more interesting and the handwashing
process more appealing. Children
should be taught to hang up their
washcloths and towels after using
them, a suitable place being provided.
To Remove Perspiration Stains
(/GARMENTS that are stained by
perspiration, or otherwise, shouH
never be put to soak in hot soapy
water. This merely serves to set thi
perspiration stains and renders their
ultimate removal difficult and often
impossible. Soak such stained garments
in lukewarm water which contains
no trace of soap. A few drops
of ammonia will serve to neutralize
both the odor and the discoloration.
After being soaked thus for at least
two hours the stains should yield readily
to hot suds and rubbing; if any
traces still remain an immersion in
the boiler should remove them.
New York Central Lines Magazine for May, 1928 59
New Lamp Shades to Be Made for Old Lamps
By Dorothy Wright
EAUTIFUL lamp shades add so
B much charm to a room that one
can no longer consider.them merely a
convenience. And to be kept truly
smart, lamp shades must be changed
often—the heavily fringed and draped
shades of a few years ago have been
forced to give place to more pleasing
designs in parchment. But even these
change each year in design and deccration.
It is very easy, however, to have
new designs now, for one may easily
decorate the plain, parchment paper
shades at home. These may be had
either pleated, or in straight designs,
and while it is often difficult to buy
a lamp shade ready-made that has
exactly the right color and design for
the place it is to occupy, it is always
possible to decorate a shade that will
lit perfectly into its surroundings.
The designs that are seen on many
of the lamp shades that look like hand
painting are really not hand painted,
but are really "scissor painted." That
is, a design is first selected from one
of the many subjects available in
decorated crepe paper, and then it is
carefully cut out, and after brushing
the shade with paint (made from sealing
wax) the design is pasted in place.
Crepe paper designs may be had in old
galley ships, flowers, autumn leaves,
birds, kiddie designs, and many others,
all in fresh clear colors that will
have the appearance of real paintings
when the final touch is given to them.
The plain parchment paper shades
may be purchased in many sizes and
shapes, and the pleated ones come already
pleated, and ready to be decorated.
These plain shades are most
satisfactory for scissor painting.
To do scissor painting does not
require a knowledge either of painting
or drawing. It is something that an
inexperienced person can do very
easily.
To make sealing wax paint, select
the colors of sealing wax as near the
colors in the crepe paper design as
Enclosed find ten cents for which send me. postpaid,
instructions for making a variety of lamp shades.
A scissor painted pleated shade, which
can be made at home.
possible, and have a separate container
for each color. Break the wax into
small pieces, cover with denatured alcohol,
make air-tight, and allow to
stand from twelve to twenty-four
hours, until it is dissolved. In addition
to the colors, there must be soma
paint made of the transparent amber
sealing wax for the first coating,
which should be very thin, like a thin
syrup. The color for the background
must be carefully chosen to blend with
the colors in the design. The background
paint should be about the consistency
of cream. If the paint is too
thick it may be thinned with the alcohol,
or it may be thickened by removing
the cover so the alcohol will
evaporate.
If you choose a pleated shade,
stretch it out flat on a board and
fasten it with thumb tacks. The plain
shades are easily handled when standing
on a table in front of the worker.
Whichever you choose the work is the
USE THIS COUPON TO ORDER INSTRUCTION PACKET ON LAMP SHADES
a packet containing special
Street No |
City State.
Mail all orders to New York Central Lines Magazine, Department 528, 466 Lexington
Avenue, New York, N. Y.
I
same. Brush the entire shade with a
thin solution of transparent amber
wax. When dry, brush over the shade,
where the design will be, with glue-not
over the back of the cut-out—and
fasten the cut-out in place. Use a
piece of tissue paper over the design
so the fingers will not come in direct
contact with the colored crepe paper.
When a colored background is desired,
saturate a piece of cheese cloth
with alcohol, then dip it into the colored
paint and rub it over the part of
the shade that is exposed, but not over
the design. Several colors may be
blended in this way until the desired
effect is obtained. If a deeper, or
brighter coloring is desired, both sides
of the shade may be tinted.
To make the colors in the design
more vivid, apply the corresponding
colors in the wax paint, with a small
brush. When the surface is entirely
dry, apply a finishing coat of thick
amber sealing wax paint to the entire
outside surface.
The Clothes-pin in a New Role
r
HILE most of us know the value
of the clothes-pin on wash day
yet it is doubtful if many housewives
think of it as an aid in the daily routine
of kitchen work. One housekeeper,
however, who has been more
alert to its latent possibilities than
most of us, has found out the following
uses for it:
A clothes-pin is the best thing for
scraping an aluminum pan, when
scraping becomes necessary, since it
leaves no disfiguring scratches and
marks.
When the glass stopper in the vinegar
cruet sticks a clothes-pin makes a
good handy wrench to remove it.
A clothes-pin is just the thing to
A parchment shade with pattern of
crepe paper made to match the base.

loosen the metal stopper of the hotwater
bottle which refuses to be
turned by hand.
A clothes-pin also comes in handy
for turning the key when a box of
sardines is being opened.
When the cap of the oil can makes
up its mind to be balky and stick like
glue, the ever-helpful clothes-pin can
persuade it to change its mind.
A handful of clothes-pins and a
little direction will amuse the little
children and keep them happily out
from under a busy mother's feet while
the activities of the kitchen are progressing.
Increased length of life is assured
to clothes-pins if the housewife puts
them, when new, into a bucket and
covers them with boiling water to
which a little washing soda has been
added, lets them soak for about half
an hour, rinses them in cold water,
and dries them in the sun.
Caring for Rugs and Carpets
MALL rugs should not be subjected
S to a beating on the clothesline, or
to unusually hard shaking. They may
be cleaned better by being placed, right
side down, on the grass and then
beaten with a flat carpet-beater.
Sweep off the surface dust which the
beater has liberated, turn the rug
right side up and sweep well. This
is a more effective method of cleaning
small rugs and is not so hard on them.
Rag rugs when soiled can be washed
in the machine and will then look
fresh and new. A good way to rinse
them is to hang them on the line and
turn the garden hose upon them, leaving
them to drip dry.
Small rugs may also be scrubbed
with soap and water. Scrubbing brush
and brooms are used by some housewives
for the rug-scrubbing process.
To scrub a small rug lay it on a flat
surface and scrub with hot soapsuds,
rinsing with a cloth wrung out of
clear water. Braided rag rugs which
are too large and clumsy for the machine
may be washed in this way.
If you are afraid that moths may be
harboring in any part of your carpets
or rugs spread a wet towel smoothly
over the place under suspicion and
iron over it with a hot iron. Apply
plenty of heat and the steam will kill
the moth. If heavy furniture which
is seldom moved sits on the carpet or
rug, pay special attention occasionally
to such places since moths are prone to
select them as their breeding pens.
Turpentine applied to carpets where
moths are harbored also has the good
effect of routing them.
Small rugs, whose binding has become
frayed, may best be fixed by use
of the sewing machine. They may be
entirely rebound, if necessary, or the
loosened binding may be stitched firmly
in place again.
When carpets rip along the seams
turn them over on the wrong side and
overcast with heavy thread, pulling
the two edges well together.
Ingrain carpets that have worn thin
in spots may be saved from going into
holes for a while by close darning with
heavy carpet yarn of matching color.
It is best to darn in the backing first
by running the threaded needle
through the backing threads of the
carpet, on the wrong side, and after
the material is thus strengthened and
re-inforced, to darn in a pattern on
the right side by simulating the design
of the carpet.
Carpets and rugs should be turned
about and changed occasionally so as
to distribute hard wear. Small rugs
laid over carpets where there is unusually
hard wear will help to lengthen
the life of the carpet, as well as to
minimize the cleaning.
Do not cut a rug to admit of attaching
an electric light cord. The cord
for the living-room table light or the
dining-room toaster can be passed
through the rug in this wise without
ruining the rug: With an ice pick
carefully separate the heavy threads
in the back of your rug at the place
where the wire must go through. Enlarge
the small hole which the sharp
point will soon make until it is big
enough to pass the cord through. This
can be done without breaking a thread.
The threads will close in around the
cord while it remains in the opening.
When the cord is removed from the
opening in the carpet the threads can
easily be pushed back into place by the
fingers and the hole will have disappeared.
Fruit and Vegetable Candies
A LTHOUGH we do not usually
think of fruits and vegetables as
having candy possibilities, still there
are many clever ways to use both in
confections which are delicious and
healthful.
Pineapple Fudge
Cook together until it spins a thread
the following: Two cups granulated
sugar, one-half cup corn syrup, onehalf
cup water and one-fourth teaspoon
cream of tartar. Have ready
one-half cup each of chopped candied
pineapple and walnut meats. Beat
the whites of two eggs until stiff and
dry. Turn the boiling syrup over the
whites of the eggs, continuing to beat
all the time, until the mixture is
creamy and cold, beating in the
chopped pineapple and nut meats soon
after the syrup is added to the eggs.
Candy Roly Poly
Cut finely half a pint of citron, half
a pint of seedless raisins, half a pound
of figs. Have ready blanched a quarter
of a pound of shelled almonds and
New York Central Lines Magazine for May, 1928
a pint of shelled peanuts. Put into a
saucepan two pounds of granulated
sugar slightly moistened with a little
vinegar, just enough to start the
sugar melting. Heat slowly and boil
until it hardens slightly when dropped
into cold water. Do not allow to boil
till it gets to the brittle stage. Beat
the mixture for a few moments, then
beat in the mixed chopped fruits and
nuts. After it has cooled off somewhat
pour into a wet cloth and roll
like a pudding, twisting the ends of
the cloth to keep it in roll shape.
After it is cold slice it down in pieces
as needed.
Peach Leather
Stew a pound of peaches, pared and
halved, adding a quarter of a pound
of granulated sugar. Mash the
peaches and sugar finely and cook
until quite smooth, and not too juicy.
Pour out on buttered pan and set in
the sun to dry. When dry the fruit
mass can be rolled up like leather.
Cut crosswise to serve. This is a
sweetmeat which our grandmothers
used to make and is»especially wholesome
for children.
Orange Drops
Extract the juice and grate the rind
of one large orange. Remove seeds
and combine the two. Stir in enough
confectioners' sugar to make the mixture
stiff enough to form into small
balls. Leave the candy in balls or
flatten out by pressing slightly with
a knife.
Strawberry Candy
To one pound of strawberries add
one-half pound granulated sugar and
allow to stand over night. In the
morning boil the mixture until the
berries are clear. Spread out thinly
on a platter and dry in the sun, stirring
about occasionally. Most of the
juice will be absorbed into the berries,
which will swell up quite round and
plump. Then roll the berries in granulated
sugar for serving.
Carrot Candy
Put into a saucepan one and onehalf
cups of grated carrot, one and
one-half cups of granulated sugar and
one-half cup of water. Cook until it
is thick like a preserve. In another
pan, while the above mixture is cooling,
cook to a soft ball stage two cups
granulated sugar and one-half cup of
water. Take from the fire, flavor
with vanilla or lemon, and add the
cooled carrot mixture. Return to the
fire and cook again to the soft ball
stage, then beat as it cools until the
mixture looks rich and creamy. Pour
into buttered pans and when cooled,
cut into blocks.
Raisin Penuche
Have melted in a pan two table-
New York Central Lines Magazine for May, 1928 61
spoons of butter. Add to this two cups
of light brown sugar, one cup of white
sugar, one cup of milk or cream and
a pinch of soda. Heat slowly until
sugar is dissolved, stirring to prevent
scorching. Cook until candy makes
a firm ball when tried in cold water.
Take from the fire and stir in one
heaping tablespoon of marshmallow
cream. Set aside in the pan to cool
and then add one-fourth teaspoon salt
"and one teaspoon vanilla. Beat well
with a spoon until thick and creamy.
Have ready one-half cup of chopped,
seedless or seeded raisins and one-half
cup of coarsely chopped nut meats.
Knead or work the nuts and raisins
into the candy and press the mixture
into buttered pans. Cut into squares.
Potato Candy-
Put through a sieve enough freshly
boiled hot potato to make a cupful.
Stir in two pounds of confectioner's
sugar. The candy should have the
consistency of pie dough and should
be firm enough to roll. If not of this
consistency add more sugar. From
this all kinds of delicious and different
sweets may be fashioned. A piece of
the candy dough may be spread with
peanut butter or raspberry jam and
then rolled like a jelly roll and sliced.
Flavors and colorings of various kinds
may be used in the candy dough which
may be shaped into balls or cut into
fancy shapes with small cutters. Delicious
chocolate creams can be made
by coating the balls with hot chocolate.
Nut meats make a fine combination
with potato candy. They may be
ground fine and mixed into the dough
or they may be left whole and garnish
the tops. Firm, small fruits, such as
Malaga grapes, may be encased in the
candy dough, as may also slices of
larger fruits such as ripe peaches.
This candy also makes a fine filling
for dates. It may be colored, too, if
it is desired to use it for carrying out
any particular color scheme.
Left-over Egg Yolks
When egg yolks are left over, cover
them with milk before setting in the
refrigerator. They will keep nicely
this way instead of getting hard as
they otherwise would.
JpOR a pattern of either of the
above styles, send fifteen cents
in stamps or coin to the Fashion
Bureau, New York Central Lines
Magazine, 22 East Eighteenth
Street, New York, N. Y. Enclose
ten cents additional if yoif wish a
copy of Fashion Magazine.
C * vlJ
Fashionable Costumes to Make at Home
DESIGN No. 3066 — ATTRACTIVE
MORNING OR PORCH DRESS. Checked
rayon crepe is the medium chosen for this slenderizing
model for the busy housewife. The
reversible fronts have attached tie strings that
slip through bound openings and tie in youthful
bow at back. It may also be made with long
sleeves gathered into narrow cuff bands. It is
very effective made of orchid linen with piping
in purple of self-fabric, printed linen; in tiny
checked gingham in nile green; flowered dimity,
pale blue cotton broadcloth with sateen finish,
or daffodil yellow shantung. The pattern comes
in sizes 16 and 18 years, and 36, 38, 40, 42,
44, 46 and 48 inches bust measure.
DESIGN No. 3404—A SMART DRAPE
ON A PRINT FOR AFTERNOON WEAR.
The jabot frill of the bodice combines with
circular inset of skirt, which is topped by a
stitched tab and buckle, to give delightful expression
of the more feminine mode. It is
slender, youthful, and ever so wearable, fashioned
of printed silk crepe, figured chiffon,
crepe satin, sheer woolen, flat silk crepe, or
Celanese chiffon voile. The patterns for this
attractive model, which is easily made, may be
had in sizes 16 and 18 years, and 36, 38, 40, and
42 inches bust measure. For the 36-inch size,
it can be made with three and one-half yards
of 40-inch material.
The Summer Fashion Magazine, just off the press, shows styles for
woman, the miss and the kiddies, tells what the stout and short woman should
wear, and gives valuable articles about vacation trips. Send ten cents today
for your copy, addressing the Fashion Department.

\ York Central Lines Magazine for May, 1928 63
s as
Engines
No. of Times
m 8 SB
- -P S e 8
£
- 2 2 5 s -gu IS ° • © -s8
a l l I s » s 'a- £i Ssi
a s us » £ o o s t = h B- s a Z- «;H
z -- - - b i. fc « s. a a. a a a. --"TVkalb Philadelphia 5 — 9.4 — 4 0 1 Proper Bisnett
ONTARIO DIVISION
M.n 9 7 3139 W. Dickhout D.Wells Richland Watertown 9 — 7.0 — 5 0 1 Good Thiebeau
13 70 3457 A. Hicks F. Fuller Watertown Richland 17 — 5.3 — 5 0 1 Good Sandle
19 337 2160 G. Ebert D. Wood Syracuse Oswego 4 — 9.6 — 7 0 0 Good Mahan
21 7 3130 O. Teelin N. Crouch Richland Watertown 8 — 5.6 — 4 0 0 Good Sandle
27 11 3187 M. Hurley R. Weyneth Syracuse Richland 5 — 6.52 — 7 0 0 Good Thiebeau
29 7 3132 O. Teelin N. Crouch Richland Watertown 1 1 — 5.69 — 4 0 1 Good Sandle
29 53 784 G. Holman F. Hogan Lyndonville Charlotte 3 — 14.3 — 9 0 0 Good Mahan
PENNSYLVANIA DIVISION
M.n 23 Ex 5134 R. A. Hodgens W.Hoover Clearfield Keating — 6238 — 27.7 8 0 0 Good Ferguson
29 Ex 5188 J.Bowles W. Fish Corning Newberry Jet. — 1800 — 81.6 7 0 0 Good Larder
WESTERN DIVISION
Feb. 24 64 3174 G. E. Shults F. Hammond Chicago Elkhart 9 — 5.4 — 6 2 0 Good Vaniman
28 64 3009 C. N. Myers G. A. Brown Chicago Elkhart 9 — 4.5 — 5 1 1 Good Vaniman
MICHIGAN DIVISION
Mar. 23 17 914 A. Weathernot C. Trantman Grand Rapids Elkhart 6 — 16.6 — 8 2 1 Good Gorsuch
ILLINOIS DIVISION
Mar 15 11 4714 L. Walge E.R.Bingham Chicago Danville 5 — 13.3 — 6 0 0 Proper Peppet
14 4714 J. W. Hall H. D. Murphy Danville Chicago 3 — 20.2 — 8 0 1 Proper Peppet
OHIO CENTRAL LINES
Mar. 1 16 9576 E. Stoffel D. Davis St. Marys Columbus 2 — 24.9 — 5 0 2 Proper Flickinger
1 5 2084 Morgan Burris N. Lexington Columbus 4 — 13.4 — 4 0 0 Proper Jones
12 3 1989 W. Lynch L. Roush Charleston Hobson 3 — 12. — 4 0 2 Good Ervin
12 4 2071 L. Fulcher L. Caruthers Corning Hobson 4 — 10.3 — 2 0 2 Good Smith
12 17 4759 Woodworth Davis Columbus St. Marys 2 — 23.4 — 6 0 4 Proper Flickinger
14 17 4759 Woodworth Davis Columbus St. Marys 2 — 29.2 — 6 3 3 Proper Flickinger
19 3 2071 M. J. McCarty F. Mourning Charleston Hobson 3 — 12.4 — 3 0 2 Good Ervin
21 23 4757 J. M. Kenney G. Morehead Clemons Bucyrus 2 — 14. — 4 0 0 Proper Rowland
28 5 2071 D. A. Howell J. Fauber Charleston Hobson 4 — 10.5 — 4 0 0 Good Smith
Time Teleg:
is Eulogized
r at
HpHE passing of David Roberts, pen- wrote the Daily Examiner of Bellesioned
telegraph operator at Rushfontaine, Ohio.
sylvania, Ohio, evoked more than cas­ Part of the letter is quoted:
ual expressions of regret. The Big "Thirty months ago, on the steps of
Pour man who had served his railroad his home, Uncle Dave and I said
in that capacity for thirty years left goodbye. We believed then it was
his impression on a score of young the last time, and now we know it.
men who worked under him as student When Superintendent T. J. Hayes of
operators. Wellington Pegg, Princi­ the Cleveland Division of the Big
pal of the Wenatchee High School, in Four, telegraphed the word that David
Ihe state of Washington, expressed Roberts was with us no more, I knew
the feeling of many in a letter he that manv another man beside myself
was touched keenly with grief. The
wires that had so many years carried
their signals from the tips of his
fingers now bore their last message
about him.
"Through all of the years that I
watched him, much of the time in intimate
association, I can say that I
never knew him to fail in any obligation
to his public or to his company.
"This wonderful example he taught
his school—for I call him a teacher.
He did not know he was, I suppose,
and I reckon he would disclaim any
such rank. He didn't lecture. He
didn't preach. I can't remember that
he ever scolded. He taught by exam-

64 New York Central Lines Magazine for May, 192S
What the Line East Has Done in Fuel
Conservation
PASSENGER KIIKIUHT
I 1 •'.-•I. 1111,11 l • 1 J , 1 w • • | It 1 I \ I I
• , m I a 4i 4J
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I a
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a." P.*
is
v~
=
as a.
Si
a . '
E«J a §§ 8 |
a~ as a," a.*
> S
as x
a
P
Honor Division '27 36.3 2.3 142.2 1,849 130.2
Pennsylvania '28 32.9 9-D 2.5 1 141.6 0.4-D 1,860 6 117.4 10-D 5 12 1
'27 18.5 6.3 260.5 835 139.5
Harlem '28 17.7 4-D 6.4 4 250.2 4-D 867 4 126.4 9-D 6 14 2
'27 11.5 8.3 107.9 2,343 110.1
Syracuse '28 10.8 6-D 9.0 2 106.3 1.5-D 2,475 5 107.S 2-D 9 16 3
'27 18.6 6.3 133.3 1,441 101.7
River '28 19.8 7-1 6.1 10 119.9 10-D 1,528 2 95.4 6-D 7 19 4
'27 39.6 2.6 982.7 264 —
Putnam '28 47.3 19-1 2.2 12 740.2 25-D 292 1 — — — 19'/2 5
'27 23.1 4.2 181.4 1,290 110.5
St. Lawrence '28 24.3 5-1 4.2 9 184.5 2-1 1,311 7 97.3 12-D 4 20 6
'27 24.7 3.4 300.8 753 —
Ottawa '28 23.3 6-D 3.3 3 329.0 9-1 749 12 — — — 22% 7
'27 18.3 5.1 112.0 1,706 97.2
Rochester '28 19.8 8-1 5.0 11 117.2 5-1 1,833 10 78.6 19-D 2 23 8
'27 9.2 10.7 118.1 1,452 81.0
Hudson '28 9.5 3-1 11.1 8 112.4 5-D 1,630 3 84.9 5-1 12 23 8
'27 9.5 9.6 119.6 2,177 116.4
Mohawk '28 9.5 — 9.8 6 126.4 6-1 2,207 11 112.9 3-D 8 25 10
'27 22.5 4.6 206.8 920 98.7
Adiron. '28 23.0 2-1 5.1 7 210.4 2-1 845 8 103.2 5-1 11 26 11
'27 18.3 4.7 163.8 1,284 77.3
Ontario '28 17.9 2-D 4.3 5 167.2 2-1 1,378 9 134.6 74-1 13 27 12
'27 23.4 3.0 424.4 953 115.7
Buffalo '28 35.5 52-1 3.1 13 571.9 35-1 993 13 96.9 16-D 3 29 13
Harlem '2 7 — — — — 108.6
Electric '28 — — — — — — 75.5 31-D 1 — —
Hudson '27 — — — — 98.4
Electric '28 — — — — — — 100.0 2-1 10 — —
'27 35.2 2.5 146.7 1,993 119.2
Fall Brook '28 31.6 10-D 2.8 147.9 0.8-1 1 907 114.9 4-D — —
'27 38.4 1.9 136.7 1,702 139.6
Beech Creek '28 36.8 4-D 1.9 133.2 3-D 1,801 120.2 14-D - —
Total, '27 11.3 8.8 129.5 1,715 103.2
Dist. No. 1 '28 11.5 2-1 9.0 130.4 0.7-1 1,764 101.4 2-D — —
Total, '27 14.3 6.5 133.3 1.862 112.8
Dist. No. 2 '28 14.0 2-D 6.8 134.5 0.9-1 1,939 99.6 12-D — —
Total, '27 12.2 7.9 131.8 1,801 109.1
Line East '28 12.3 0.8-1 8.2 132.8 0.8-1 1,862 100.3 8-D — —
Total Consumption Saving or Loss Comparison
Tons Cost Tons Value Per pent
Passenger 84,302 $306 859 Loss 688 $2,504 0.82
Freight 161,782 588,886 Loss 1,218 4,434 0.76
Switch 55.063 200.429 *Saving 3,046 11,087 5.24
Total 301,147 $1,096,174 Saving 1,140 $4,149 0.38
"Figured on basis of pounds per 1,000 G.T.M 1927, 47,7, and 1U2S, •io.'i,
Cost per ton (including Company haul)—S:!.(!4(i,
1 1 f
K. Year's Comparison om the Ohio Central
February, 1927 and 1928
PASSENGER FREIGHT SWITCH
t„ 5S £ %C a
« hi Si as
£ h fi„ S* •? a* 6-s Ss Sa Is
> ? 5 £ * i. E g a 5 u u rig a J h fc
Q |M B, J
a, O" h fc e
0" fc- p, 0
'27 25.9 3.3 150.6 1,564 152.3
Ohio '28 27.3 5.4-1 3.4 140.8 6.5-D 1,582 154.7 1.6-1
'27 22.3 3.7 106.5 1,995 109.6
Southern '28 21.8 2.2-D 3.4 112.3 5.4-1 1,915 107.1 2.3-D
Total, '27 24.4 3.4 138.0 1,667 146.2
O. C. Lines '28 25.2 3.3-1 3.4 131.1 5.0-D 1,681 146.2 —
Total Consumption Total Saline or Loss Comparison in
Tons Cost Tons Value Per eent
Passenger 3.248 $6,971 Loss 103 S'09 3 3
Freight 22,772 45.909 Saving 1,298 2 635 5 4
Switch 8.314 16,830 *Saving 469 952 5.3
Total 34,334 $69,710 Saving 1,664 $3,378 4^6
'Figured on basis of pounds per 1,000 G.T.M.—1927, 50.6; 1928, 47.9.
Average eost per ton, including handling and 2T> eents per ton haulage $2,030.
pie. And his 'cubs' without exception,
so far as they have desired to remain
with the Big Four, have been retained
to this day. That is a remarkable
thing; they have been the kind of men
the company wanted to keep, and,
also, their company has always been
the one they have wanted to stay with.
"It took a strong man's full time
and strength in those days to handle
a small-station job. All he had to do
was to take and deliver train orders,
do the Western Union work, sell passenger
tickets, receive and deliver
freight and collect therefor, carry the
mail both ways between postoffice and
train four or five times daily, handle
the express in and out, block all trains
and report their passage, make 6,000
reports daily and weekly and monthly
and yearly, conduct a peck of correspondence
each fortnight with important
clerks whose chief stock-in-trade
in their letters was 'Please advise now
whether you clearly understand and
be governed accordingly,' put up and
take down switch lamps a mile apart
—and when the agent, after this exercise,
would be resting, he could tend
the fires, shoo buggy drivers out of
the way of the fast mail, rid up the
warehouse, entertain the section crew,
and wonder whether '35' would be two
hours late or four. A small town station
in these swift days is a graveyard
compared to what they were in 1900.
"For seventy-five years David Roberts
walked among neighbors in Rushsylvania.
His life was an open book.
In that book is written and there they
have read it and shall read it forever,
an honorable record made by a virtuous
and worthy man who did his work
the best he knew and boasted of it not
at all. He trained upwards of twenty
boys for useful lives. All who knew
him had faith in him. He was a cheerful
friend every day to every man and
woman and child he met. He offered
his life for the Union in the dread
days of the Civil War and he served
in the later months of the fearful
struggle in Virginia. So far as I can
now recall he was the last old soldier
from Rushsylvania, resident there.
"Faithful, loyal servant; kindly
gentleman, true citizen of his town,
carrying his share of the load without
any murmur; soldier of the Republic;
esteemed by his'neighbors; loved next
their fathers by all his 'boys,'—we
give you hail and farewell—till we
meet again. You are on board The
Unlimited, the blocks are all down,
your pass is signed by the Chief Himself,
and you are bound for the Union
Station of Eternity. If they will let
you have a little space Up There, Uncle
Dave, we'd like you to fix up another
practice line like we had in old
'Va' and all us boys will want to start
in with you again learning the Morse
code and have you send us out fit to
behave ourselves, running the business
of the Celestial Central."
B. & A. Supervisors Meet at
Dinner in West Springfield
"|\/rORE than a hundred persons at-
A
tended the festivities of the Boston
& Albany Supervisors' Club at the
West Springfield Y. M. C. A. the evening
of March 26.
W. S. Rich, with bell rope and loco-
ew York Central Lines Magazine for May, 192S 65
motive bell, punctuated the intervals
of the program, and acted as general
factotum.
There was music during the dinner
with acrobatic stunts and boxing
matches afterward. There was also
.1 whistling solo given by E. A. Sullivan
and motion pictures of a Pullman
travelogue.
A number of officers of the road
were present, including J. L. Truden,
General Superintendent, Boston; H. J.
Curry, Superintendent of the Albany
Division; F. A. Butler, Superintendent
of Motive Power; F. S. Austin,
Purchasing Agent, and G. E. Johnston,
General Storekeeper.
The committee of arrangements
consisted of D. E. Viger, chairman;
A. F. Rockefeller, H. C. Fletcher, L.
S. Erickson, H. Van Delinda and R.
M. Schilling.
West Park Grew Gives Aid in
Fire Near Cleveland
kURING a fire at the Hardwood
Products Company plant at West
Park, just outside of Cleveland, March
2, some commendable action was taken
by employes which not only saved the
company equipment, but made it possible
for the fire department to fight
the fire better.
Conductor G. E. Copfer, who regularly
has charge of the yard engine in
this territory, was off duty on this
date, but he happened to be in a restaurant
on Lorain Street when this
fire started. He left the restaurant
and, going to a yard telephone, called
Assistant General Yard Master Miles
at West Park at about 8:10 P.M., and
notified him of the fire, stating that
there were six cars on this industrial
track that would be endangered. He
also called the fire department.
Mr. Miles, with West Park engine,
manned by Engineman W. H. Beckwith,
Fireman E. M. Stevens, Conductor
P. J. Gallagher and Brakeman C.
W. Barker and J. Eberly, left immediately
for Lorain Street, making a
cross-over movement, and pulled five
cars, which were solid loads of lumber,
and one car, partly loaded, from
this industrial track and'took them to
West Park.
The fire was close to the cars, which
were spotted, being from six to ten
feet apart, and on account of the smoke
it was with difficulty that the men
made the couplings and succeeded in
. pulling the cars out without damage
to them or their contents. The cars
were pulled at 8:25 P.M., or approximately
fifteen minutes after being
notified.
The pulling of these cars aided the
fire department in reaching points of
vantage in fighting the fire.
Big Business for Fall Brook
Coal Co. Way Back in 1891
NEWSPAPER clipping of 1891
and a handbill printed in 1863
throw, interesting light on the early
history of the Fall Brook Coal Company.
The handbill, drawn up by John
Magee, President of the Company,
stipulates that a fine of twenty-five
cents will be imposed on all persons
riding on the engines of the company.
February Fuel Performances on Lime West
1927 and 1928
PASSENGER SERVICE FREIGHT SERVICE SWITCH SERVICE
n " • I t s< * L£ S
e
a • 5 a a ? a a s e
« M
a
«. g a -a &
s «, So
a., as > : i !s h> C B a>as 6
9 S1 • S -8, i « W
o ^ t
4
a
c
BI .2 tit i j a i aw
a a." i£ c v~ «
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as a." a ,
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as x o
•27 36.2 2.98 367.5 637 6,089 196.1
Lansing '28 27.2 24.9 2.98 1 345.2 6.1 555 5,262 2 157.8 19.5 4 7 1
•27 12.4 8.77 116.4 2,416 38,575 176.1
Toledo '28 11.5 7.3 9.07 4 112.7 3.2 2,243 41,180 5 135.5 23.1 3 12 2
'27 25.4 3.98 230.0 1,009 10,219 122.2
Michigan '28 22.2 12.6 4.26 3 206.3 10.3 1,014 9,581 1 142.3 *16.4 9 13 3
'27 21.8 4.28 169.6 1,645 22,901 123.5
Franklin '28 24.2 *11.0 4.15 9 161.7 4.7 1,750 26,335 3 88.7 28.2 1 13 3
'27 16.6 7.31 138.2 2,236 37,681 138.9
Western '28 16.0 3.6 7.42 5 133.5 3.4 2,082 38,072 4 141.1 *1.6 7 16 5
'27 28.3 3.71 169.3 1,690 21,278 224.0
Illinois '28 29.9 *5.7 3.42 8 166.0 1.9 1,633 22,312 6 169.7 24.2 2 16 5
•27 14.5 7.59 141.3 2,103 30,322 108.3
Cleveland '28 14.2 2.1 7.82 6 144.1 *2.0 1,941 34,161 7 105.9 2.2 6 19 7
'27 33.3 2.16 283.5 1,239 16,666 149.5
Alliance '28 26.9 19.2 2.08 2 369.8 *30.4 829 8,330 9 200.4 *34.0 10 21 8
'27 12.0 8.52 116.1 2,486 39,894 104.8
Erie '28 12.3 *2.5 8.48 7 125.5 *8.1 2,349 42,581 8 110.7 *5.6 8 23 9
'27 179.5
Cleve. Ter'l '28 160.3 10.7 5
'27 13.2 7.90 136.3 2,149 115.6
3rd Dist. '28 13.3 *.8 7.97 138.2 *1.4 2,083 102.5 11.3
'27 16.5 6.82 149.3 1,877 159.1
4th Dist. '28 15.4 6.7 6.94 142.3 4.7 1.800 140.9 11.4
'27 14.6 7.41 141.6 2,030 29,031 158.4
Total '28 14.1 3.4 7.51 139.9 1.2 1,957 31,147 141.3 10.8
Consumption Loss or Saving Compared with
Total February. 1927
Tons Cost Tons Cost Per cent
Passenger 50,764 $180,000 Saving 1,795 $6,365 3.4
Freight 118,418 419,910 Saving 1,439 5,103 1.2
Switch 34,540 122,479 Saving 3,555 12,606 9.3
Total 203,722 $722,398 Total Saving ... 6,789 $24,074 3.2
* Increase.
Figured on basis of pounds per 1,000 G.T.M 1927, 4S.0; 192S, 40.S.
Progress in Fuel Conservation
New York Central Railroad I Including Ohio Central)
1927 Compared with 1926
PASSENGER FREIGHT SWITCH TOTAL,
a a a a
S « a s " ? " a s "
- h ft 9 A h 5 It U 9 »5 U
e 5. 8 » « 8 i Z S 6
• *
k f c - j ' ^ a . k 6 •= »i > a>
I I £ £ J J I It I
g it it 1 tt it it H I a y ;
£ a a I I a a 1 « 1 I • * , -3
- a a ? o a s R B 5 9 B B
— / BR - ij M « Vl VI BC M H 91 OB
1 $112,524 3.6 — $250,818 8.4 $77,401 6.8 — $440,743 6.2 *2
2 121,721 8.1 — 389,882 9.3 75,264 4.9 — 586,867 8.1 *1
3 21,095 1.7 — 192,800 6.2 — $20,578 2.7 193,317 3.8 *4
4 46,737 4.2 — 105,670 5.0 — 28,159 4.0 124,248 3.2 *4
O. C. — $8,044 9.7 58,308 7.2 18,178 6.7 — 68,442 5.8 *3
Grand
Total $294,033 4.1 $997,478 7.5 $122,106 2.7 $1,413,617 5.7
^Relative development in eonservation of fuel based on per eent reduction ill
unit consumption in each service.
AVERAGE UNIT CONSUMPTION
l i t
Passenger Freight Switch
m
i
s t
- " \"ol EFo V2-5 7
w 2
? a l l
> L "
3 c a r s w e r e m o v e d t h a t d a
y>
2 12^8 13.9 119.1 131.2 101.0 106.7 of which 1,471 were loaded. Nearly
3 11.9 12.1 128.9 136.6 132. 128. five hundred loaded coal cars could
4 14.8 15.2 133.5 140.5 141. 138. n ot be moved
O. C. 23.4 21.5 123.2 135.4 133.3 142.9 " " " ^ .
The clipping wisely comments: It
r
' ' is said that the New York Central
"A proper regard for life and limb contemplates building a double track
justifies and makes this Regulation a on the Auburn branch of the road beduty,"
declares the bill. tween Syracuse and Rochester. It is
The newspaper clipping describes a to be hoped that this may be done,
record freight movement one Sunday. There is a great need for additional
No passenger trains were run that track for the largely increasing busiday,
and the company's entire stock ness of the road. There is not a local-
•of locomotives was utilized in moving ity between the two cities named that
freight, besides three engines borrowed would not be materially benefitted by
from the Beech Creek Railroad. In such an arrangement."

66 New York Central Lines Magazine for May, 1928
Committees Named for Track Meet in Erie
HE big 1928 Track Meet of the
T: New York Central Lines Athletic
Associations, scheduled for August 15
at Erie, Pa., got off to a flying start
when, on April 20, the organization
meeting of interested A. A. officials
was held at Erie to dispose of the
preliminary arrangements.
Through its president, A. B. Hyder,
the Erie Athletic Association has
pledged its utmost support and co-operation
to the success of the Meet, and
in the main the major portion of the
work will be performed by Erie people
who have accepted their responsibility
cheerfully and without reservation.
As in the past, Lt.-Col. H. W. Taylor
heads the committees as General
Chairman. C. S. McGinley, of Buffalo,
who has been responsible for the
carrying out of the track events portion
of previous Meets, will again be
in charge of that most important committee.
Inasmuch as it is almost a
colossal task to guide the destinies of
some seven hundred athletes through
the intricate program now being carried
out in the course of one day, the
rich experience gained by the genial
"Charlie" in the past will be invaluable.
To meet successfully the standards
set by the Columbus, Toledo and Syracuse
Meets of past years and even
surpass these, if possible, is the aim
of every member of the General Committee,
and this view was expressed
and recorded in the minutes of the
Erie meeting as being subscribed to
by all present.
The chairmen of the various committees
were appointed as follows:
E. V. Brogan, Superintendent of the
Erie Division, entertainment; L. A.
Brown, reception; S. C. Upson,
grounds; W. C. Sennet, railroad
transportation; J. J. Frawley, local
transportation; A. B. Hyder, publicity;
J. D. Roosa, trap shooting; J. C.
Merkle, quoits and horseshoes; W. S.
Baker, programs; Dr. A. H. Roth,
first aid; E. G. Fleming, color guard.
Chairman Brown of the reception
committee has already taken up the
task of providing sleeping accommodations
for the visiting athletes.
Rooms to the number of 200 are being
sought in the Ford Hotel for the girl
athletes; 400 more to be divided among
other hotels for the men. The Reed
House will be home sweet home for
the trap shooters, while spectators
may hang their hats at their own convenience.
However, Mr. Brown has
promised that his committee will extend
genuine Erie hospitality to all
who seek it of him.
The grounds committee, headed by
S. C. Upson, has already set about the
COMING EVENTS
May 11—Erie, Pa., Friday night. Waldameer
Park, Spring Dance of New York Central
Athletic Association of Erie Division.
June 1—Camp Undercliff, Lake Placid, N. Y.,
opens for season. Again under management
of J. K. Angell. Available to Veterans and
their families; to members of Athletic Associations
and their families; to other employes
of all system lines and their families. Make
advance reservations.
June 16—Clearfield, Pa., Saturday. Joint Picnic
of Beech Creek Chapter of New York
Central Veterans, with members of the Jersey
Shore New York Central Athletic Association.
June 16—Cedar Point, Ohio (near Sandusky).
Annual Meeting and Outing of the Lake
Shore Pioneer Chapter, New York Central
Veterans. Open to members and their families.
Banquet to all pensioned members (and
their wives) who have retired during the
preceding year.
June 25—Detroit, Mich. Bob-Lo Island, Detroit
River, Monday. Annual Meeting and
Outing of the Michigan Central Pioneer Association.
July 19—Buffalo, N. Y. (Erie Beach, Ontario),
Thursday. Joint Picnic of all Veterans' Associations
of the New York Central Railroad.
Open also to members of all Athletic Associations
of the New York Central Railroad
and to families.
August 4—Columbus, Ohio, Saturday. Picnic
of Scioto Chapter, New York Central Veterans'
Association and the Ladies' Auxiliary;
Olentangy Park.
August 15—Erie, Pa., Wednesday. Academy
High School Stadium, Fifth Annual Track
Meet of the Athletic Associations of the New
York Central Lines, including Quoits and
Horse Shoe Tournament on "Triangle"
grounds adjoining Stadium and Trap Shooting
contest at Lawrence Park (Erie Gun
Club), about four miles east of Erie.
August 25—Erie, Pa., Saturday. "Joy Day,"
Fifth Annual Basket Picnic of New York
Central Athletic Association of the Erie Divison,
Waldameer Park .
// officers of organizations, or committees
of arrangements, will give advance
notice of their plans for gatherings
that may be of interest to others
than their own members, or of general
interest to readers of this Magazine,
they will be published from month to
month, in the hope that the list will
enable associations to arrange their
dates without interfering tvith one
another.
Notice may be given to William S.
Baker, Special Assistant to Vice-
President, Personnel, New York Central
Lines, New York City.
task of gathering equipment, athletic
and otherwise, for the coming Meet.
They, like the proverbial ship carpenters,
must be able to supply everything,
from a wall tent to a safety
pin for some unlucky athlete, their list
including some bulky hurdles, water
coolers, score boards, twelve-pound
shots, and a raft of other materials
contributing to the smooth running
of events.
One of the most interesting phases
of the Meet, the trap shooting, handled
by J. D. Roosa, Chief of Police,
Line East of Buffalo, will be held at
the Gun Club, about four miles from
the Stadium. Additional traps will
be provided and convenient arrangements
will be made to transport the
shooters to and from the club.
Needless to say, the program committee
is in the market for a score or
more of Erie's fairest ladies to distribute
the souvenir programs on the
day of the Meet. Keen competition
will undoubtedly make the task of
choosing a difficult one.
While no definite announcement has
been made, it is understood that the
evening following the Meet will be devoted
to dancing, and even now Chairman
Brogan of the entertainment committee
is casting about for music, hall
and fixin's.
Dr. Roth, Company Surgeon and
head of the first aid committee, will
be charged with the important task
of caring for the "charley horse" and
scratch and bruise afflictions of the
pampered athletes. It is almost certain
that two nurses will be on hand,
and every effort will be made to watch
over the general welfare of crowd and
contestants alike.
Incidentally, one comfort for the
men athletes will be the use of the
big seventy-five-foot pool of the high
school, where a cooling plunge may
precede or follow the events of the
day.
Now, as to the folks who plan to
attend the Track Meet, not as contestants,
but as rooters, spectators or
just plain holiday seekers. Theirs
will be the enviable position of honored
guests of the city of Erie, and
the Erie Athletic Association information
booths will be plentiful and
convenient. Transportation arrangements
will be theirs for the asking and
everything will be done for their material
and spiritual comfort. The
Stadium offers more than enough room
so that crowding will be out of the
question and, on the whole, it looks
like the biggest and best Track Meet
for the New York Centralites.
NP ) ork Central Lines Magazine for May, 1928 67.
4 0 Major League Baseball Teams This Season
(ASEBALL, apparently, has hit
its stride on the New York
Central Lines, for this year will
i. no less than forty major league
teams in the field for the champion-
111p title and possession of the beautlful
W. K. Vanderbilt trophy. Ali
hough the season is now in full swing,
11 might be well to survey the prosperls,
investigate the plans of the
governing body, Section I, and other-
\\ ise consider the health of the sport
mi the Lines.
Thanks to the groundwork so ably
performed by past committees on baselull,
the game as far as the New
•i ork Central is concerned is now
practically as completely organized as
it ever will be. Rules governing every
feature of eligibility and play-off have
been standardized to such an extent
lh.it only a sea-lawyer will attempt to
question their validity this year.
Whether Detroit, winners of last
Mai's title, can repeat the trick, remains
to be seen. Certainly there
licuild be enough competition to make
i In- events leading up to the final outline
extremely interesting for the old
faithfuls who yearly wear grooves in
bleacher seats watching the progress

68 New York Central Lines Magazine for May, 1928
MENTORS OF NEW YORK CENTRAL LINES BASEBALL FOR 1928
Top row, left to right—John J. Smith, Chicago Junction; C. E. Strong, Peoria &
Eastern; E. R. Burgess, Michigan Central; C. A. Bounds, Indiana Harbor Belt; and
F. M. Sisson, Ohio Central Lines. Bottom row—P. S. Yermak, Pittsburgh & Lake
Erie; T. O. Quinn, Big Four; D. W. Sterling, New York Central, West, Chairman;
and C. L. MacDonald, New York Central, East.
men involved. Of course, the usual
arrangements in the event of rain or
postponement for other causes will
prevail.
So much for the championships.
On April 14 the Big Four opened the
season with its ten teams lined up to
play. May 12 for the Western Group,
April 28 for the Lake Erie Group,
May 28 for the Peoria & Eastern,
May 5 for the P. & L. E., and June
23 for the Eastern Group, are the
other curtain-raiser dates.
The complete Lines West season
schedule follows:
BIG FOUR
April 14—Springfield at Mt. Carmel
Cleveland at Mattoon
Danville at Columbus
Bellefontaine at Cincinnati
Van Wert at Indianapolis
April 21—Cleveland at Danville
Mattoon at Columbus
Cincinnati at Van Wert
Springfield at Bellefontaine
Mt. Carmel at Indianapolis
April 28—Danville at Mt. Carmel
Bellefontaine at Cleveland
Columbus at Cincinnati
Van Wert at Mattoon
Indianapolis at Springfield
May 5—Cleveland at Columbus
Mattoon at Mt. Carmel
Cincinnati at Indianapolis
Springfield at Danville
Van Wert at Bellefontaine
May 12—Mattoon at Springfield
Cincinnati at Cleveland
Mt. Caimel at Van Wert
Indianapolis at Columbus
Danville at Bellefontaine
May 19—Cleveland at Springfield
Mattoon at Cincinnati
Danville at Van Wert
Bellefontaine at Indianapolis
Columbus at Mt. Carmel
May 26—Bellefontaine at Mattoon
Cincinnati at Springfield
Mt. Carmel at Cleveland
Van Wert at Columbus
Indianapolis at Danville
June 2—Danville at Cincinnati
(2 games) Bellefontaine at Mt. Carmel
Springfield at Columbus
Van Wert at Cleveland
Indianapolis at Mattoon
June 9—Cleveland at Indianapolis
(2 games) Mattoon at Danville
Columbus at Bellefontaine
Springfield at Van Wert
Mt. Carmel at Cincinnati
June 16—Mattoon at Cleveland
Columbus at Danville
Cincinnati at Bellefontaine
Mt. Carmel at Springfield
Indianapolis at Van Wert
June 23—Danville at Cleveland
Bellefontaine at Springfield
Columbus at Mattoon
Van Wert at Cincinnati
Indianapolis at Mt. Carmel
June 30—Cleveland at Bellefontaine
Mattoon at Van Wert
Cincinnati at Columbus
Springfield at Indianapolis
Mt. Carmel at Danville
July 7—Danville at Springfield
Bellefontaine at Van Wert
Columbus at Cleveland
Mt. Carmel at Mattoon
Indianapolis at Cincinnati
July 14—Cleveland at Cincinnati
Bellefontaine at Danville
Columbus at Indianapolis
Springfield at Mattoon
Van Wert at Mt. Carmel
July 21—Cincinnati at Mattoon
Springfield at Cleveland
Mt. Carmel at Columbus
Van Wert at Danville
Indianapolis at Bellefontaine
July 28—Cleveland at Mt. Carmel
Mattoon at Bellefontaine
Danville at Indianapolis
Columbus at Van Wert
Springfield at Cincinnati
WESTERN GROUP
May 12—1. H. B. at Elkhart
Toledo at South Bend
May 19—C. J. at Toledo
South Bend at I. H. B.
May 26-—Toledo at Elkhart
South Bend at C. J.
June 2—C. J. at I. H. B.
Elkhart at Toledo
June 9—I. H. B. at South Bend
Elkhart at C. J.
June 16—South Bend at Elkhart
Toledo at I. H. B.
June 23—C. J. at South Bend
I. H. B. at Toledo
June 30—Elkhart at South Bend
Toledo at C. J.
July 7—C. J. at Elkhart
July 14—1. H. B. at C. J.
South Bend at Toledo
July 21—Elkhart at I. H. B.
LAKE ERIE GROUP
April 28—Cleveland at Sandusky
Ashtabula at Erie
May 5—Cleveland at Ashtabula
Erie at Sandusky
-Cleveland at Erie
Ashtabula at Sandusky
-Cleveland at Sandusky
Ashtabula at Erie
—Cleveland at Ashtabula
Sandusky at Erie
-Erie at Cleveland
Ashtabula at Sandusky
-Sandusky at Cleveland
Erie at Ashtabula
-Cleveland at Sandusky
Ashtabula at Erie
-Cleveland at Ashtabula
Erie at Sandusky
-Erie at Cleveland
Sandusky at Ashtabula
-Ashtabula at Cleveland
Sandusky at Erie
-Cleveland at Erie
Sandusky at Ashtabula
-Ashtabula at Cleveland
Sandusky at Erie
-Sandusky at Cleveland
Erie at Ashtabula
PEORIA & EASTERN GROUP
May 26—Indianapolis at Urbana
June 13—Urbana at Indianapolis
June 27 and July 4—Indianapolis at Urbana
July 25—Urbana at Indianapolis
PITTSBURGH & LAKE ERIE GROUP
May 5—Youghiogheny at Pittsburgh
Ohio at Monogahela
May 12—Monongahela at Youghiogheny
14—Pittsburgh at Ohio
May 19—Monongahela at Pittsburgh
Ohio at Youghiogheny
May 26—Youghiogheny at Monongahela
Ohio at Pittsburgh
June 2—Pittsburgh at Youghiogheny
June 4—Monongahela at Ohio
June 9—Pittsburgh at Monongahela
June 11—Youghiogheny at Ohio
June 16—Youghiogheny at Pittsburgh
Ohio at Monogahela
June 23—Monongahela at Youghiogheny
June 25—Pittsburgh at Ohio
June 30—Monongahela at Pittsburgh
Ohio at Youghiogheny
July 7—Youghiogheny at Monongahela
Ohio at Pittsburgh
July 16—Monongahela at Ohio
July 14—Pittsburgh at Youghiogheny
July 23—Youghiogheny at Ohio
July 21—Pittsburgh at Monongahela
OHIO CENTRAL LINES GROUP
May 5—Hobson at Charleston
Columbus at Bucyrus
May 12—Charleston at Bucyrus
Hobson at Toledo (2)
May 19—Charleston at Hobson
Toledo at Columbus
May 26—Bucyrus at Columbus
June 9—Bucyrus at Hobson
Toledo at Charleston (2)
June 16—Hobson at Columbus
Bucyrus at Toledo
June 23—Charleston at Columbus
Hobson at Bucyrus
July 7—Bucyrus at Charleston
Columbus at Hobson
July 14—Toledo at Bucyrus
Columbus at Charleston
July 21—Columbus at Toledo
MICHIGAN CENTRAL GROUP
May 11—Toledo at St. Thomas
May 12—Marshall at Detroit
Niles at Jackson
May 19—St. Thomas at Marshall
Detroit at Niles
Jackson at Toledo
May 26—Marshall at Jackson
Toledo at Detroit
May 30—Niles at St. Thomas
June 2—Jackson at Detroit
Niles at Marshall
June 8—Detroit at St. Thomas
June 9—Marshall at Toledo
Jackson at Niles
June 16—St. Thomas at Jackson
Toledo at Niles
Detroit at Marshall
June 22—Marshall at St. Thomas
June 23—Niles at Detroit
Toledo at Jackson
June 30—St. Thomas at Niles
Detroit at Toledo
Jackson at Marshall
July 7—St. Thomas at Detroit
Toledo at Marshall
July 14—Niles at Toledo
July 21—St. Thomas at Toledo
Marshall at Niles
Detroit at Jackson
July 25—Jackson at St. Thomas
Percentage to decide the winner.
New York Central Lines Magazine for May, 192S 69
G. H. Wilson, master of ceremonies for the bowlers' banquet in New York, April 17, is shown here amid the crowd, holding
the cup that was permanently presented to the Hudson Division No. 1 team, winners of three annual tournaments.
Hudson Division Bowlers Given Vanderbilt
Cup at Banquet an New York
HTHE New York Central Bowling
League of Manhattan officially
closed its 1927-28 season with a dinner
in the Railroad Y.M.C.A. of New
York City, April 17. Team No. 1 of
the Hudson Division was presented
with the William K. Vanderbilt loving
cup, having won the third and final
leg on the trophy the past season. The
cup was donated by Mr. Vanderbilt
in 1923, and has been won by the Secretary
and Comptroller No. 1 teams
in addition to the Hudson
players.
Division
Superintendent Garret H. Wilson
was the benignant master of ceremonies
of the occasion. Besides being
toastmaster, he helped slightly in the
singing, ate a great deal of the dinner,
presented the awards and helped
the photographer move chairs.
Mr. Wilson did very little talking
on his own account, but introduced a
dozen speakers, who utterly failed to
dismay the crowd of 150, who had
been well fortified by a good meal and
cigars.
Ward W. Adair, Executive Secrery
of the Y.M.C.A., brought a mesge
on "spares." Mr. Adair broadned
n the application of the term from
i— bowling to everyday affairs, including
spare time and spare change. The
use of these "spares" figures up in the
Anal score, he said. "The fellow who
is careful of his spare change, won't
have to borrow a dollar from his
buddy 'until pay day' and there is an
old but true saying: 'Take care of the
dimes, and the dollars will take care
of themselves'."
F. H. Koenig, Secretary of the New
York Bowling Association, of which
the New York Central League is a
member, congratulated the members
11resent on their unusually strong representation
during the season. The
New York Central teams were second
highest in the number of teams and
players, being exceeded only by the
Bell Laboratories, Mr. Koenig said.
In the name of the New York Association,
Mr. Koenig presented a gold
medal to J. R. Graves, who made the
highest individual score in a single
game. Mr. Graves, who is on the
Equipment Engineers team, scored
267 pins.
The history of bowling on the New
York Central was told by George
Adams, who organized the first bowling
team thirty-five years ago. Mr.
Adams, though past his prime, is still
good with the balls.
Among other guests of honor who
spoke, were F. H. Meeder, Past President
of the New York Central League;
F. N. Melius, General Superintendent
and Marine Manager; J. S. Conover,
Auditor of Revenue, and C. W. Ryder,
Bowling Editor of the New York Evening
World. Mr. Ryder expressed his
gratification at being present and
urged the bowlers to make next season
even better than the past.
Mr. Wilson presented the Vanderbilt
cup with an additional fifty-dollar
prize to B. Weir, who represented the
Hudson Division team No. 1, as Manager.
TEAM PRIZES
FOR GAMES WON (60 GAMES
BOWLED)
530.00 ),,, n n f Comptroller No. 1 $28.50 46
27.00 (*
r r i
FINAL TEAM STANDING—1927-1928 TOURNAMENT High High
Average total team
Total team pins, score,
TEAM Won Lost pins score one series one game
Hudson Division No. 1 50 10 54,299 904.98 2,839 983
Comptroller No. 1 46 14 53,224 887.06 2,921 990
Electric Division No. 1 46 14 51,805 863.41 2,733 959
Capital Expenditure Account 44 16 52,608 876.80 2,839 1,006
Vice-President 42 18 52,690 878.16 2,865 1,019
Comptroller No. 2 41 19 50,799 846.65 2,719 989
District Freight Accounts, Weehawken... . 38 22 50,016 833.60 2,691 936
Equipment Engineers 37 23 51,623 860.38 2.754 963
Railroad Y.M.C.A 37 23 50,218 836.96 2,626 944
Engineers 36 24 50,660 844.33 2,651 959
Superintendent of Telegraph 30 30 49,651 827.51 2,687 928
Purchasing Department 30 30 49,383 823.05 2,658 941
Auditor of Revenue 29 31 43,626 727.10 2,535 909
Marine Department 25 35 47,318 788.63 2,511 942
Passenger Traffic No. 1 21 39 46,011 766.85 2,661 939
Superintendent of Car Service 20 40 46,354 772.56 2,562 923
Hudson Division No. 2 19 41 43,789 729.81 2,606 918
Electric Division No. 2 16 44 45,232 753.86 2,481 918
General Auditor 12 48 45,226 753.76 2,466 898
Auditor of Coal and Coke 8 52 45.201 753.35 2,497 892
Passenger Traffic No. 2 3 57 36,900 615. 2,289 827
s / - u u
1 Elec. Div. No. 1 28.50 46
24.00 Capital Expend. Acct. ... 44
21.50 Vice-President 42
20.00 Comptroller No. 2 41
18.50 D.F.A., Weehawken 38
17.00) .--.(Equip. Eng'rs $16.25 37
15.50 ( "•=>''\ Railroad Y.M.C.A. 16.25 37
14.00 Engineers 36
12.50) ,, ,. f Supt. of Telegraph $11.75 30
11.00 j ) Purchasing Dept. 11.75 30
9.50 Auditor of Revenue 29
8.00 Marine Department 25
6.50 Passenger Traffic No. 1 21
5.00 Supt. of Car Service 20
5.00 Hudson Division No. 2. 19
5.00 Electric Division No. 2. . 16
5.00 General Auditor 12
5.00 Auditor of Coal and Coke 8
5.00 Passenger Traffic No. 2 . 3
HIGHEST TOTAL PINS FOR
THREE GAMES
515.00 Comptroller No. 1 2,921
10.00 Vice-President 2,865
5.00 ( Hudson Division No. 1. $2.50 2,839
\ Capital Expend. Acct. . . . . 2.50 2,839
INDIVIDUAL PRIZES
HIGHEST AVERAGE FOR SEASON
515.00—H. J. Zeller, Comptroller No. 1. 189.56
12.00—L. R. Brundage,
Hudson Division No. 1 189.32
10.00—B. Weir, Hud. Div. No. 1 188.41
HIGHEST TOTAL PINS FOR THREE
GAMES IN ONE NIGHT
510.00 W. C. Jarvis, Compt. No. 1 673
7.00 E. M. Spencer, Cap. Exp. Acct. . 65"8
f L. R. Brundage. Hud. Div. No. 1 652
5.00 { C. Martin., D.F.A., Weehawken . 651
I J. V. Clausen, Vice-President . 643

70
New York Central Lines Magazine for May, 1928
Splendid Record for Team in
Indianapolis
HE Big Four Athletic Association
Tof Indianapolis basketball team,
runners-up for the Lines Championship
and winners of three trophies for
the year of 1927-28, played forty
games during the past season, winning
thirty-three, losing seven, scoring
1,722 points while opponents piled
up the total of 1,106.
Howard was the leading point
maker, scoring 514 points in thirtyeight
games. This team defeated such
teams as Morgantown Odd Fellows,
state amateur champions of 1925-26;
the Rushville Independents, state
champions of 1926-27, and the United
Paperboard Company of Wabash,
Members of the Collinwood Apprentice Basketball Team who closed out a successful which is considered one of the strong­
season with a win over the Sante Fe Apprentice team on March 24. From left to est teams in the northern part of the
right, standing—D. Spidel, P. Martick, R. Busdiecker, F. Kossuth, G. Skuzinskas. state. They were defeated by the
Seated—F. Pastorius, N. Spehar, H. Dutcheot, E. Stienicke and J. Charlillo. Morgantown Odd Fellows at Morgantown,
the United Paperboard Com­
Collinwood Apprentices Lauded Power at Collinwood, B. A. Eldridge, pany of Wabash at Wabash; the
Master Mechanic of the A. T. & S. F. Hoosier Athletic Club in an overtime
for Sportsmanship
said in part:
game. This was the only game they
LTHOUGH the 1928 basketball "It was the general consensus of lost in the city league this year. They
A season has long since passed opinion that your boys were as fine lost two games to the Pennsylvania
down the echoing corridors of time, a bunch of apprentices as it has been Railroad team, which was the only
it is not too late to mention the com­ our privilege to play with in athletic team that ever defeated the Indianpliments
that have been extended to events, and the New York Central apolis quintet twice. They were de­
members of the Collinwood Appren­ should be proud of having this type feated by the Cincinnati Big Four
tices' team which closed a successful of young men in their employ, as they Athletic Association, the only Big
season a short time ago. While the are their future mechanics and super­ Four team to beat this squad in the
story of their season is not a radically visors on your road.
last three years. They won the Big
different one, the tale of their two
Four trophy, the City League trophy,
"The Cleveland apprentices played
final games, a home and home series
and by defeating the Hoosier Sham­
a good, clean game and were real rocks 38 to 36 in an overtime period
arranged with the apprentices of the sports, and while the Fort Madison game, won the Shriners' trophy which
Atchison, Topeka & Santa Fe Rail­ apprentices were victorious in this was presented to them at the Murat
way, at Collinwood, Ohio, and Fort game, there is no other team to whom temple. The team was coached by
Madison, Iowa, deserves notice. we would rather lose, had we lost the Robert Nipper, Assistant basketball
On March 10 the Collinwood boys game, than the New York Central ap­ coach of Butler University.
journeyed to their opponents' home prentices."
city for a contest which resulted in a
loss. In this game one of those rare
highlights of sportsmanship was displayed
by a generous winner, Captain
Bob Turner of the Santa _ Fe team.
During a quarter rest period one of
the Cleveland rooters took the floor,
offering oranges to the Santa Fe boys
and then to his own team. Of course
this constituted a technical foul and
the referee called it as such. Unwilling
to take advantage of the spirit
displayed by the Cleveland man, Capt.
Turner closed his eyes and heaved
wild from the free throw line. _ It was
a fine gesture and was received as
such by the entire audience.
On March 24 Collinwood got its revenge,
staging a beautiful game on
their own court and taking the bacon
with one point to spare. According
to those who witnessed the game, the
Collinwood quintet showed a complete
reversal of form to win.
The most cordial of relations was
firmly cemented by the two games between
the represented railroads. On
the visit to Fort Madison the Collinwood
boys shared the guest of honor
table with the Santa Fe team, which
was being lauded by their home folks
at a banquet attended by more than
500 people. Needless to say, on the
occasion of the game at Collinwood
the New York Central team returned In the Michigan Central Athletic Association Inter-departmental Basketball League,
the courtesy.
the Auditor of Freight Accounts Five captured the title for the season just closed.
The players, who received a token emblematic of the championship, are: K. A.
In a letter addressed to W. R. Lye, Chatterton, Don Fidler, R. Fenbert, John Draper, Jim Draper, Charles Wiggle,
District Superintendent of Motive
Floyd Kazmier, E. Graves and N. E. McKettrick (Manager).
ew York Central Lines Magazine for May, 1928 7!
est Side A . A . G o e s in F o r B o x i n g
r
ITH a smoker on April 14, at
466 Lexington Avenue, and a
dinner at the Elks Club of Union Hill,
N. J., April 21, the West Side Athletic
Association of New York City
Teddy Martin (left), winner of the
sub-novice title in the recent "Golden
Gloves" amateur boxing stag, as he
appeared with his sparring partner,
ick Stolfi, at the West Side A.A.
smoker.
has gone in strong for society doings.
The smokes were plentiful at the
first affair, and so were the "wisecrackers";
by the end of eight boxing
bouts, the smokes were smoked out
and the wise-crackers were burned
out, but everybody had a good time.
All of the gladiators were recruited
from New York Central offices, and
the fact that most of them were
matched shortly before stepping into
the ring, rather added zest and suspense
to the program. You never
knew but that you might see a good
fight. The advisory board was there
in full force and from a ringside position
gave ample suggestions and criticism
to either fighter that cared to
listen.
The star bout of the evening involved
Messrs. W. (Butch) Dutcher
and F. (Kid) Small, both barge captains
of the Marine Department. It
had been advertised as a grudge fight
of years standing. Both weighed 160
pounds under different circumstances
—Small wore an overcoat standing on
the scales and Dutcher presented an
affidavit to his weight signed by fifteen
sailors. His doctor had warned him
against standing on the scales—the
teetering was liable to nauseate him.
The ages of both were given as
forty-five, and on account of their
extreme youth, neither would be allowed
to smoke between rounds. The
referee introduced them, and both expressed
surprise and delight that the
other had the nerve to come to the
party. The gong sounded.
For the first minute, they stalked
ubout each other, getting warmed up.
"Who started this fight?" one of the
advisory board asked. Mr. Dutcher,
scowling heavily, walked over to the
ropes, leaned out of the ring and said
what he had to say. It was Mr.
Small's chance! Slipping up quietly
in spite of shouts of warning from the
crowd, he planted a neat wallop in the
place where Mr. Dutcher rests when
he has time. With a snarl of surprise
the big man turned and aimed a
savage right to Mr. Small's jaw,
which the referee dodged just in time.
Round one.
Both men came out of their corners
breathing heavily. Without noticing
what they were doing, they hit each
other simultaneously in the face. "Receive
that for the canards you have
circulated about me," shouted Butch
Dutcher in his best Billingsgate. But
ere long he was to regret that taunt.
Mr. Small closed his eyes, lowered his
head and advanced with outstretched
arms. Mr. Dutcher watched in sheer
amazement and sometimes he appeared
to be puzzling the matter.
One of Mr. Small's arms touched Mr.
Dutcher finally, and then he understood,
but too late. Mr. Small hit Mr.
Dutcher! Round two.
Both men rushed out of their corners,
passed each other, but managed
to turn around before reaching the
other side. Then, with the cheers of
their partisans ringing in their ears,
they both pressed the attack. They
exchanged rights and lefts, the referee
maintaining a fair ratio. Mr. Small
feinted and Mr. Dutcher passed out.
Somebody said that it was the humidity.
Mr. Dutcher came to himself before
the count of nine and resumed
his former upright position in answer
to the cries of the crowd for an encore.
Cries for fair play and the
stroke of the gong saved both men
from being knocked out by the referee.
No decision was given as no harm
was meant.
Other bouts of the evening were between:
Joe DeStefano and Joe De-
Faro; Mike Burke and Vic McGratton;
Nick Stolfi and Teddy Martin;
Danny Richards and Frank Steng;
Ed Ralston and C. Sewall; R. O.
Moran and Pete Connaughton; Andy
Parente and Arthur Deluca. All were
no-decision bouts. Teddy Martin was
winner in the sub-novice class of the
"Golden Glove" amateur bouts staged
by the New York Daily News recently.
Captain Dutcher, as representative
of the Marine Department, was presented
with a silver loving cup his
department won in the recent membership
drive staged by the association.
Sergeant Hickey made the presentation.
All of the boys were there, with
bells on, for the dinner and dance at
the Elks Club at Union City. Charles
Olivier as chairman of the reception
committee covered himself with honor
in keeping everything running
smoothly. Before and after the dinner,
there was dancing to the "Swanee
Seranaders," led by Basil Frey.
Sergeant Hickey presenting Captain
W. Dutcher of the Marine Department
with a loving cup which that department
won in a membership drive of
the West Side A.A.
Among the notables of the association
present were Chief J. D. Roosa,
President; Charles Duval, Vice-President;
Sergeant Hickey, Chairman of
Athletics, and John Kriete, Assistant
Chairman.
Echoes of the bowling season in New York.

72 New York Central Lines Magazine for May, 1928
ATHLETIC ASSOCIATION OFFICERS IN ALBANY, INSTALLED MARCH 29
First row, left to right—F. J. McDermott, G. R. Cole, J. Flood, G. Keegan, G. H.
Farlow, Second Vice-President; F. J. Lyons, Treasurer. Middle row—H. Aldridge,
E. H. Bowers, V. Burns, F. W. Jenkins, A. F. Stiglmeier, President; L. Tutein,
Secretary; H. Gaige. Rear row—G. Freeley, S. E. Pratt, F. Whalen, J. G. Parsons,
B. Van Derbilt, W. T. Doring, W. Steinbach.
Card Party and Dance Given by
I. H. B. at Hammond
HE card party and dance given
Tby the Indiana Harbor Belt Athletic
Association at the Granada Ballroom
at Hammond, Tuesday evening
April 17, was by far the most successful
party ever given by that Association.
There were about 1,200
members and their friends in attendance
and a most enjoyable evening
was spent at cards and dancing.
A number of entertaining diversions
were put on by members of the Association,
among them accordion solos
by Fritz Lempke, a member of the
Water Service Department at Argo.
Miss Josephine Buckley did some versatile
dancing. Exhibition ballroom
and eccentric dances were given by O.
D. Charleston with Miss Mable Hansen
as his partner. Mr. Charleston
is a locomotive engineman on the Belt,
working out of Blue Island, and when
off duty he gives dancing instructions.
Prizes for cards were awarded to
Mrs. Ed Burns of Norpaul, Ida Taussig,
Charles VanValkenberg, John
Melcher, Mrs. J. B. Clark, Carrie Delaney,
D. R. Taitt, Carl Brinckmann,
Mrs. H. Lose, Pearl Wilson, H. J.
Derner, Barney Kenny, Jr., and Miss
Charlotte Crout.
Among the guests were the Hon. A.
E. Tinkham, Mayor of Hammond;
Judge Martin A. Smith of the Criminal
Court of Lake County; Benjamin
Strong, Sheriff of Lake County; Arnold
Kunert, City Clerk of Hammond,
and John A. Gavit, New York Central
Legal Representative in the district.
A special train from Norpaul
brought over a fine crowd from the
outlying points.
Ed Kinsey, chairman, was aided by
the following committee: in charge
of cards—Myron Stansbury, Carrie
Delaney, Clare Prevo, Byron Downing
and George Blummer; dancing—
A. L. Crout, Mrs. Howard Westphal,
Ethel Buckley and Laverne Prendergast;
reception—James McGuire, Eddie
Planer and Miss Mildred Jackson;
transportation—O. A. Work.
Tennis Invitation Gomes From
Cleveland
ROM time to time considerable agi­
F tation arises from the ranks of a
certain group of employes who take
their tennis with the same seriousness
as the baseball man takes his swattag
and the golfer his elusive pellet.
The latest rumble emanates from
Cleveland, where E. R. Opperman,
elected Director of Tennis for the
Cleveland Athletic Association, forecasts
a busy season for his court
stars.
Opperman, who is located with the
Car Department at the Nottingham
Car Shop, reports that indoor court
practice during the months of April
and May is doing much to round out
the form of contestants, and inter-
The Bowling Committee, responsible for the 1927 season which culminated in the tournament at Columbus, March 24. Left
to right—W. S. Haley, Chairman, Executive Committee; C. E. Smith, Big Four; Carl H. Schneider, P. & E.; Fred T.
Scharlau, Chicago Junction-Indiana Harbor Belt; H. W. Moler, Ohio Central, Chairman; H. W. Taylor, Supervisor of Athletics,
New York Central; George H. West, Line East; C. H. Dayton, Michigan Central; William S. Baker, Special Assistant
to Vice-President, Personnel; L. C. Roush, Line West; W. J. Lamb, P. & L. E.
.Vric ) ork Central Lines Magazine for May, 1928
departmental competition will shortly
begin.
11 would seem to be well worth
while at this early stage of the game
i" (•uiid out the possibilities of a few
rontests between variously located
Uhletic Associations with a view toward
determining the tennis supremacy
of the New York Central.
This may be construed as an open
invitation for the racket wielders to
have their say. Should sufficient interest
be shown, the sport will undoubtedly
organize rapidly because of
i In- deep enthusiasm that actuates its
devotees.
I rank Wenzel, Buffalo, Turns
Professional
IT won't be long before the Buffalo
" baseball fans will be scanning the
lm\ score of the major league to see
how young Frank Wenzel is making
out.
This young man, who has played
uilh the Seneca Yard Team in the
New York Central Athletic Association
League in Buffalo for the past
two years, decided to take a chance at
' he professional game and landed a
berth with Connie Mack's Athletics.
'Frankie," as he is called by the Buffalo
fans, is considered the best
catcher around Buffalo. He is a
i lean-cut fellow with the best of
habits, weighs about 180 pounds and
can throw bases like a big leaguer,
frankie has batted over 400 the past
two seasons, and his Buffalo friends,
• ho are numbered in the hundreds,
are all pulling for him and hope to
K him in the Athletics line-up before
Die 1028 curtain rings down.
The only feminine ten-pin team in the Pittsburgh District. Left to right, front row-
Clara Phillips, Ann McCarthy, Mina Kunsman; second row—Mary Colabrese, Irene
Neely, Warren J. Lamb, Sectional Committeeman, Dena Rovesti and Margaret
Zimmerman.
Athletic Associations of the New York
Central Lines — March 1,1928
NEW YORK CENTRAL, LINE EAST
New York Central Athletic Association of
West Side and Weehawken—J. D. Roosa,
Chief of Police, President, New York City.
Rep resentatives of the P. & L. E. at the bowling finals. Front row, left to right—
Rob ert E. Pastre, Charles A. Freed, Albert Freed; back row—F. Gastner, Elmer H.
Semler, Herman C. Rider.
New York Central Athletic Association of
Manhattan—Thomas Bruder, President, Room
518, 466 Lexington Avenue, New York City.
» # #
New York Central Athletic Association of
Brewster, N. Y.—Albro Travis, Sergeant of
Police, President, Brewster, N. Y.
* * *
New York Central Athletic Association of
Albany, N. Y.—A. F. Stiglmeier, Foreman,
Locomotive Shops, President, West Albany,
N. Y.
* * *
New York Central Athletic Association of
Watertown, N. Y.—J. J. Hughes, Storekeeper,
Engine House, President, Watertown, N. Y.
* * *
New York Central Athletic Association of
Ogdensburg, N. Y.—C. J. Chalk, Passenger
Conductor, President, Ogdensburg, N. Y.
* * *
New York Central Athletic Association of
Syracuse, N. Y.—J. E. Cline, Leading Signal
Maintainer, President, Syracuse, N. Y.
New York Central-Fall Brook Association—
C. N. Bacon, Agent, President, Corning, N. Y.
New York Central Athletic Association of
Jersey Shore, Pa.—J. S. Vail, Train Master,
President, Jersey Shore, Pa.
New York Cent-al Athletic Association of
Rochester, N. Y.—E. J. Rvkenbosr, Supervisor
Bridges and Buildings, President, Rochester,
N. Y.
* # #
New York Central Athletic Association c"
Buffalo, N. Y.—Charles S. McGinley. President,
care Assistant Freight Claim Agent,
Buffalo, N. Y.
* * *
New York Central Athletic Association o'
Oswego, N. Y.—C. E. Olp. Superintendent,
Ontario Division, President, Oswego, N. Y.
* * *
NEW YORK CENTRAL, LINE WEST
New York Central Athletic Association o c
Erie Division—A. B. Hyder, Chief Dispatcher
President, Erie, Pa.
» • • '
New York Central Athletic Association oi
Ashtabula, Ohio—J. O. McGoev. Safety Agent.

At the third annual basketball tournament, which took place in the Cleveland Public Auditorium, March 10. In the front row are the sectional committeemen and other officials, 5l
and behind them, in order, the Detroit men's and Detroit and Cleveland girls' teams, the Cleveland Glee Club, and the Pittsburgh & Lake Erie and Collinwood bands. §

York Central Lines Magazine for May, 1928
Franklin Division, President, Ashtabula, Ohio.
* # #
New York Central Athletic Association of
Alliance Division—G. M. Broker, Road Foreman
of Engines, President, Minerva, Ohio.
* * »
New York Central Athletic Association of
Cleveland, Ohio—J. W. Senger, Superintendent
of Rolling Stock, President, Cleveland, Ohio,
i • i
New York Central Athletic Association of
Sandusky, Ohio—Charles F. W. Thiem, Agent,
President, Sandusky, Ohio.
* * *
New York Central Athletic Association of
Toledo, Ohio—T. W. Pleis, President, care
Assistant General Freight Agent, Toledo, Ohio.
* • • •
New York Central Athletic Association of
Adrian, Mich.—Emil Erickson, General Foreman,
Car Department, President, Adrian, Mich.
* * *
New York Central Athletic Association of
Lansing Division—G. O. Brott, Conductor,
President, Hillsdale, Mich.
* * *
New York Central Athletic Association of
Elkhart, Ind.—R. C. Salyer, General Car Foreman,
President, Elkhart, Ind.
* * *
New York Central Athletic Association of
South Bend, Ind.—W. H. Noell, General Yard
Master, President, South Bend, Ind.
* * #
New York Central Athletic Association of
Illinois Division—F. T. Miller, Chief Clerk to
Train Master, President, Kankakee, 111.
* # •it-
New York Central Athletic Association of
Chicago, 111.—C. E. Dilger, President, LaSalle
Street Station, Chicago, HI.
* * »
OHIO CENTRAL LINES
New York Central Athletic Association of
Columbus, Ohio—H. T. Wilson, Train Master,
President, Columbus, Ohio.
* » *
New York Central Athletic Association of
Bucyrus, Ohio—Bruce Sharrock, Maintenance
of Equipment Department, President, Bucyrus,
Ohio. * * *
New York Central Athletic Association of
Charleston, W. Va.—I. B. Chadwick, Superintendent,
Southern Division, President, Charleston,
W. Va. * * *
New York Central Athletic Association of
Hobson, Ohio—R. W. Nutting, Train Master,
President, Hobson, Ohio.
* * #
New York Central Athletic Association of
Toledo (O. C.)—W. L. Houghton, General
Foreman, Whitmore Shops, President, East Toledo,
Ohio. * * *
CHICAGO JUNCTION
Chicago Junction Athletic Association—S.
M. Doheny, President, care General Manager,
Chicago, 111. * * *
INDIANA HARBOR BELT
Indiana Harbor Belt Athletic Association—
W. R. Manning, Chief Special Agent, President,
Hammond, Ind.
* * *
BIG FOUR RAILWAY
Big Four Athletic Association of Cleveland,
Ohio—E. D. Greaves, President, care General
Yard Master, Linndale, Ohio.
* » *
Big Four Athletic and Social Club—F. J.
Schwab, President, care Division Freight Agent,
Columbus, Ohio. * • *
Big Four Athletic Association of Bellefontaine,
Ohio—H. A. Cooney, President, care
Motive Power Department, Big Four Railway,
Belief ontaine, Ohio.
* * »
Big Four Social and Athletic Association,
Springfield, Ohio—P. H. Eisenmenger, City
Ticket Agent, President, Springfield, Ohio.
» * #
Big Four Athletic Association of Cincinnati,
Ohio—T. G. Steinfield, President, care General
Manager's office, Cincinnati, Ohio.
* » #
Big Four Athletic Association of Indianapolis,
Ind.—M. O. Parker, President, care General
Superintendent's office, Indianapolis, Ind.
* # •
Big Four Athletic Association of Mt. Carmel,
111.—Martin Fredrich, Machinist, President, Mt.
Carmel, 111. . » *
New York Central Lines Booster and Athletic
Association of Danville, 111.—C. R. Maher,
Brakeman, President, Lyons Yards, Danville
III. * * *
Big Four Athletic Association of Mattoon,
III.—J. U. Barton, Chief Clerk to Superintendent,
President, Mattoon, 111.
New York Central Lines Magazine for May, 1928
THOSE WHO ASSISTED IN THE N.Y.C.A.A. OF TOLEDO BOXING SHOW
Left to right, front row—Kayo Grau, Chet Erskine, Jimmy Katz, Tony Lupica,
George Hart, Tommy Griffith. Kayo Morgan. Back row, standing—George Brown,
Announcer, Johnny Lewis, Lefty Farmer, Eddie Poitinger, Mickey Nelson, Billy
O'Brien Phil Meccurrio, Teddy White, George Lewis, Referee, and F. C. Stellmacher,
Chairman, Boxing Commission.
CINCINNATI NORTHERN
Cincinnati Northern Athletic Association—
Joseph Saltzgaber, Machinist, President, Van
Wert, Ohio.
. * *
PEORIA & EASTERN
P. & E. A. A. of Urbana, 111.—L. J. Wiegand.
Foreman, Car Department, President,
Urbana, 111.
* » *
P. & E. A. A. of Indianapolis, Ind.—P. P.
Ilelmick, President, care Auditor, Indianapolis,
Ind.
* * *
MICHIGAN CENTRAL
Michigan Central Athletic Association of
Canada Division—E. R. Burgess, Clerk, Engineering
Department, President, St. Thomas,
Ont.
* » *
Michigan Central Athletic Association of
Detroit. Mich.—Robert Barrie, President, Room
426, Michigan Central Station, Detroit, Mich.
. . .
Michigan Central Athletic Association of
Toledo, Ohio—E. Martin, Car Department,
President, North Toledo, Ohio.
* * »
Michigan Central Athletic Association of
Jackson, Mich.—E. F. Behan, President, care
Chief Dispatcher's office, Jackson Junction,
Mich.
* * »
Michigan Central Athletic Association of
Marshall, Mich.—N. L. Butler, Car Department,
Marshall Shops, President, Marshall,
Mich.
» * »
Michigan Central Athletic Association of
Niles, Mich.—Oliver Lee, Clerk, Locomotive
Department, President, Niles, Mich.
* . *
Michigan Central Athletic Association of
Northern Division—H. M. Hayes. President,
care Division Engineer, Bay City, Mich.
* * .
PITTSBURGH & LAKE ERIE
P. & L. E. A. A. of Ohio Division—C. H.
Clark, Signal Department, President, New
Castle Junction, Pa. * * *
P. & L. E. A. A. of Pittsburgh Division—
II. W. Loughridge, Foreman, Motive Power
Department, President, McKees Rocks, Pa.
* * *
P. & L. E. A. A. of Youghiogheny Division
—S. W. Inks, General Foreman, Motive Power
Department, President, Dickerson Run, Pa.
. . .
P. & L. E. A. A. of Monongahela Division—
Richard Simpson, Timekeeper, Car Shops,
President, Newell, Pa.
* » *
Office of Special Assistant to Vice-
I'nsident Personnel, Room, 1008,
ilni iid Central Terminal, New York
City.
L
Toledo Boxers Score Success
EATHER pushers of the New
York Central Athletic Association
of Toledo, on the night of March 29,
furnished considerable entertainment
for 600 members and guests of that
body at the third annual boxing show.
F. C. Stellmacher, who headed the
committee on arrangements, bemoaned
the fact that although he had issued
challenges to any Association west of
Buffalo which thought it could produce
box-fighters of Toledo calibre,
his efforts proved unavailing. However,
he and his stable are still of the
same mind and any aspiring railroader
spoiling for fight can make arrangements
with him by addressing
him in care of the New York Central,
Air Line Junction, Ohio.
Lefty Farmer, Switchman, Air Line Junction
Yard, fought a four-round draw with Mickey
Nelson, Terminal Athletic Club, at 140 pounds.
Chet Erskine, Switchman at Air Line Junction,
received decision over Kayo Grau from
Terminal Athletic Club, at 115 pounds.
Kayo Morgan, Terminal Athletic Club, defeated
Jimmy Katz, of the same club, in a fourround
comedy bout, at 110 pounds.
Tommy Griffith, Switchman, Air Line Junction,
fought a four-round draw with George
Hart, Terminal Athletic Club, at 140 pounds.
Eddie Poitinger, Switchman, Air Line Junction,
received a shade decision over Billy
O'Brien, Terminal Athletic Club, in a fourround
bout, at 150 pounds.
Johnny Lewis, Switchman at Air Line Junction,
received a decision over Phil Meccurrio,
Terminal Athletic Club, in a six-round semifinal
bout, at 140 pounds.
In the main event Teddy White,
New York Central Policeman, defeated
Kid Birmingham of the Terminal
Athletic Club, in a six-round
bout at 130 pounds.
The committee staging the bouts
consisted of F. C. Stellmacher, chairman;
Ira McClaren, E. C. Home,
Teddy White, E. J. Troitke and Lieut.
Runge.
The bowling team of the New York Central Athletic Association of Albany, which
captured the Line East title, was a strong contender at the Columbus finals and
rounded out a busy season by bowling regularly in the Albany City League.
Standing, from left to right, M. Loftus, Ed Lubner and J. McCorry. Front row,
John Loebig, Al Stiglmeier, M. Kantorchi and C. Hallett. Charlie Hallett, Jr., Is
the mascot behind the center pin.
75

76 New York Central Lines Magazine for May, 1928
ENTERING the ranks of the Go-Getters this month with twenty-one Traffic
J
- 1
Tips recorded, the Pittsburgh & Lake Erie Railroad is following a good
lead and setting a worthy example for other roads of the New York Central
Lines. The Rutland Railroad, which only a few months ago began using the
Traffic Tip cards which are enclosed in every Magazine, this month has a
list of eighteen. Michigan Central and Indiana Harbor Belt employes likewise
are getting new business by this method, one name from each appearing
in this month's Magazine.
Go-Getters are growing every month, and it is this interest in their Company
which is making the employes of increased value to the New York Central,
and the Railroad a greater asset to the employes.
Below are given the names of some of those who, through personal effort
in the past month, have procured new business for the road:
MOHAWK DIVISION
Fred Nue, Interchange Clerk, Utica.
D. V. Schermerhorn, Night Yard Master,
Utica.
J. W. Moiling, Freight Conductor, Utica.
R. J. Morton, General Yard Master, Utica.
J. E. Williams, Yard Conductor, Utica.
E. C. Cross, General Yard Master, Troy.
H. A. Bennett, General Foreman, West Albany
Transfer.
J. H. Miller, Checker, West Albany Transfer.
H. D. Evans, Car Inspector, Selkirk.
G. A. Hynes (3), Clerk, Rotterdam Junction.
H. B. Shannon, Assistant Foreman, West
Albany.
C. B. Van O'Linda (11), Checker, Amsterdam.
E. J. Maroney (14), Foreman, Amsterdam.
J. F. MacNulty, Rate Clerk, DFA office,
Albany.
G. Lewis, Car Department, Albany.
F. T. Shockley (2), Freight Agent, Canajoharie.
W. H. Groff (2), Chief Clerk, Freight office,
Canajoharie.
C. H. Frank (2), Rate Clerk, Freight office,
Canajoharie.
Guy C. Sheffer (4), Chief Clerk, Freight office,
Schenectady.
W. C. Davey (7), Freight Agent. Schenectady.
W. E. Dietz (11), Receiving Clerk, Freight
House, Albany.
James Casey (13), Clerk, Freight House, Albany.
J. J. Kelley (2), Receiving Clerk, Freight
House, Albany.
E. G. Harrison (2), Rate Clerk, Freight
office, Troy.
Sigmund Orner (5), Welder, Shop, West Albany.
A. J. Gehring (4), Freight Agent, Fonda.
J. H. Rogers (3), Car Foreman, Rotterdam
Junction.
W. J. Pindar (3), Yard Clerk. Selkirk.
H. C. Christiance, Car Repairman, Fonda.
R. A. Wiley. Apprentice, Rotterdam Junction.
C. Betts, Car Shops, West Albany.
J. Schmidtbauer, Car Shops, West Albany.
P. V. Whipple, Assistant Engineer Dispatcher,
Selkirk.
N. D. Hyde, Assistant Engineer, Albany.
J. W. Gilligan, Car Department, Troy.
D. Fitzgerald, Rate Clerk, Freight office, Albany.
T. Humphrey, Yard Clerk, Schenectady.
J. J. Batte. Freight Agent, St. Johnsville.
Geo. A. Robertson, Pensioned Conductor, Eastwood.
J. E. Farmer, Clerk, Freight House, Rome.
William Irish, General Foreman, Rome.
OTTAWA DIVISION
J. E. Blais (3), Agent, Embrun, Ont.
C. S. Brydges, Agent. St. Albert, Ont.
C. S. Brown (4), Yard Master, Moira, N. Y.
ADIRONDACK DIVISION
J. K. Brown (2), Superintendent, Utica. N. Y.
Frances Schiffer, Acting Ticket Agent, Saranac
Lake, N. Y.
J. A. Auger, Agent. Loon Lake, N. Y.
G. B. Shannon. Assistant Foreman, Car Department,
Malone. N. Y.
W. A. Pulling (3), Agent, Raquette Lake,
N. Y.
ST. LAWRENCE DIVISION
L. A. Smith. Operator, Remsen, N. Y.
H. J. LaRock, Chief Clerk, Freight Agent
office, Ogdensburg, N. Y.
C. W. Bowdish, Operator, Lyons Falls. N. Y.
Hattie E. Lewis (2), Stenographer, DFA
office, Watertown, N. Y.
Marcia E. Hughes, Telephone Operator, Watertown,
N. Y.
C. Hayden. Agent, Sackets Harbor. N. Y.
H. O. Lambert, Car Inspector, Huntingdon,
Que.
A. Tremblay, Agent, Valleyfield. Que.
Charlebois, Clerk, Freight office, Valleyfield,
A. E. Gaboury. Agent. Beauharnois. Que.
S. D. Popeck. Agent. Huntingdon, Que.
SYRACUSE DIVISION
F. ^W.^Shayes, Freight Agent, East Rochester,
Mrs. M. C. Quinn, Freight Agent, Montezuma,
N. Y.
C. L. Mather, Chief Clerk, Newark, N. Y.
G. B. Storms, Clerk, Palmyra, N. Y.
S. Hulchanski, Fireman, Dewitt.
B. W. Eaton, Telegraph Leverman, Fairport.
F. W. Gray, Telegraph Clerk, Syracuse.
John F. Bowers, Passenger Brakeman, Syracuse.
H. W. Tuck (2), Agent, Manlius.
R. N. Lighthall, Clerk, Accounting Bureau,
Syracuse.
Patrick Russell, Receiving Clerk, Syracuse.
John F. Nash, Clerk, Syracuse.
P. J. Considine, Clerk, Syracuse.
A. G. Osborn, Head Adjustment Clerk, DFAB,
Syracuse.
E. F. Brown, Conductor, Batavia.
E. H. Koch, Derrick Engineer, Batavia.
ERIE DIVISION
R. J. O'Brien (2), Freight Agent, Harbor
Creek, Pa.
C. J. Reed (2), Freight Agent, Falconer, N. Y.
(Valley Branch).
M. K. Leone, Freight Agent, Laona, N. Y.
(Valley Branch).
V. F. Keirnan, Freight Agent, North Warren,
Pa. (Valley Branch).
W. C. Dalrymple, Freight Agent, Warren, Pa.
(Valley Branch).
F. Schmatz, Rate Clerk to Freight Agent,
Dunkirk, N. Y. (Valley Branch).
ONTARIO DIVISION
A. C". Albright (4), Freight Agent, Model
City, N. Y.
R. J. Knapp (2), Agent, Camden, N. Y.
L. A. Seyer, Agent, Maple View, N. Y.
G. H. Graham, Operator, Ontario, N. Y.
J. D. Griggs, Telegrapher, Red Creek, N. Y.
C. L. Davis. Agent. Fulton, N. Y.
H. R. McGrath (3), Agent, Oswego, N. Y.
BUFFALO DIVISION
J. ^G. Townsend (2), Freight Agent, Harriet,
J. A. Cole, Foreman, Freight House, Suspension
Bridge, N. Y.
J. A. Sands, DFCA, Buffalo.
E. ^S.^Stevens (3), Freight Agent, Lewiston,
J. E. Hartnett, Rate Clerk, Louisiana Street
Station, Buffalo.
M. A. North, Relief Yard Master, Belt Line,
Buffalo.
F. J. Cowley, General Yard Master, Seneca
Yard.
(J. ri. Mcuonougn, westbound Clerk, Louisiana
Street, Buffalo.
H. W. Bowen, Clerk. DFA office. Buffalo.
F. O. Bernhard, Inspector, DFCA office,
Buffalo.
J. J. Dinger, Outbound Clerk, Carroll Street
Station, Buffalo.
J. C. Waterstran, Brakeman, Buffalo.
G. A. Dabell, Freight Agent, Erie Street Station,
Buffalo.
J. H. Root, DFA. Buffalo.
F. J. Lazarus, Chief Clerk to Freight Agent,
Harriet.
C. Rugg, Clerk, Carroll Street Station, Buffalo.
F. Forsyth, General Foreman, Louisiana Street,
Buffalo.
A. A. Ganley. Inspector for DFCA office.
Buffalo. Niagara Falls.
James O'Connell, Chief Engineer, West Shore,
East Buffalo.
F. E. Root, Pensioner. Springville. N. Y.
Eugene W. Frank, Draftsman, Signal Department,
Buffalo.
Otto Mayers, Sergeant of Police, Buffalo.
Charles F. Barth (2), Clerk, Information Bureau.
Buffalo.
F. J. Specht. Yard Conductor, East Buffalo.
Godfrey Cook, Pensioned Draftsman, Buffalo.
ROCHESTER DIVISION
Mildred Bauer, Clerk, Kent Street, Rochester.
Traffic" Campaign
Harold E. Caldwell, Clerk, Kent Street, Rochester.
J. H. Cleverly, Electrician, Rochester.
F. W. Consaul (2), Head Rate Clerk, Rochester.
Reed Dettman, Yard Brakeman, Rochester.
George Dye (4), Fireman, Rochester.
Fred J. Grau, Clerk, State Street, Rochester.
C. N. Hardy, Fireman, Rochester.
J. I. King (2) Retired Fireman, Rochester.
J. W. O'Hara, General Foreman, Kent Street,
Rochester.
George H. Reese, Foreman, Portland Avenue,
Rochester.
D. W. Walrath (3), Freight Agent, Rochester.
G. B. Whelehan, Information Clerk, Rochester.
S. C. Forshee (4), Signal Maintainer, Auburn,
N. Y.
W. J. Graney. Freight Agent. Geneva. N. Y.
G. W. Wilson (4), Freight Agent, Seneca
Falls, N. Y.
D. F. Sheehan, Freight Agent, Waterloo, N. Y.
J. J. Morrissey (2), Rate Clerk to Freight
Agent, Medina, N. Y.
E. O. Canham, Freight Agent, Eagle Harbor,
N. Y.
A. Foreman (2), Freight House Foreman,
Medina, N. Y.
N. M. Miller, Stenographer to Freight Agent,
Medina, N. Y.
H. J. Snyder (2), Cashier to Freight Agent,
Medina, N. Y.
G. H. Butts, Freight Agent, LeRoy, N. Y.
Sara Horner (2), Pensioned Employe, Geneva,
N. Y.
W. J. Guilfoil. Tracing Clerk, Kent Street,
Rochester.
J. P. Samson, LeRoy, N. Y.
RIVER DIVISION
E. K. Costello, Signalman. Coxsackie, N. Y.
J. A. Smith, Chief Clerk, Weehawken, N. J.
F. J. May (3). Clerk, DFAB, Weehawken.
R. M. Hays (3), Clerk, DFAB, Weehawken.
T. R. Ivers (51), Clerk, DFAB, Weehawken,
N. J.
L. C. Oettinger (6), Clerk, DFAB, Weehawken,
M. R. Cowell, Clerk, DFAB, Weehawken, N. J.
C. D. Smith, Foreman, Newburgh, N. Y.
A. Malo, Chief Eastbound Clerk, Weehawken,
HUDSON DIVISION
D. O'Connell, Agent, Poughkeepsie, N. Y.
R. S. Preston, Chief Clerk. Beacon, N. Y.
Albert Rospoksky, Car Inspector, Harmon,
N. Y.
A. McTish, Clerk, Hastings-on-Hudson, N. Y.
PENNSYLVANIA DIVISION
B. E. Bottorf, Clerk, Philipsburg, Pa.
C. J. Long, Operator, Lock Haven, Pa.
HARLEM DIVISION
G. A. Stripline, Agent, Dover Plains, N. Y.
PUTNAM DIVISION
A. Dunning, Agent, Yorktown Heights, N. Y.
NEW YORK DISTRICT
C. F. Muller (2), Clerk, AR office,.
W. E. Barnum, Clerk, AR office.
W. H. Lea (6), Clerk, AR office.
A. B. Colpitts (5), Clerk, AR office.
L. C. Wright (6), Clerk, AR office.
J. Fitting, Jr. (3), Chief Clerk, AR office.
J. S. Joseph, Traveling Auditor, AR office.
A. V. Dube (4), Clerk, AR office.
T. J. Fitzgerald, Clerk, AR office.
J. W. Savage, Clerk, AR office.
Lillian Trevorah (14), Stenographer, AR office.
-Betty Hallahan (16), Stenographer, AR office.
Louise Shreve (10), Stenographer, AR office.
E. W. Kinsley (3), Head Clerk, AR office.
Bessie Coon, Clerk, APA office.
J. H. Smith, Clerk, APA office.
Mrs. E. G. Kenny (3), Clerk, APA office.
C. S. Kelly (2), Clerk. APA office.
L. M. Reynolds (4), Head Clerk. APA office.
W. T. Ryan, Clerk, Office of Special Investigator
of Law Department.
R. E. Sugden, Clerk, Office of Terminal Engineer.
W. E. Malott, Clerk, Office of Designing Engineer.
G. Pleska. Brakeman, Grand Central Terminal.
D. Mulcahy, Arrival Clerk, Thirtv-third Street.
O. W. Bender (20), Clerk. DFAB, Sixtieth
Street.
J. Moran (2), General Foreman, Wallabout
Station.
Ed Mortimer, Assistant Chief Clerk, Westchester
Avenue Station.
J. A. Joyce (2), Assistant Agent, Westchester
Avenue Station.
W. T. Stevenson, Assistant DFCA.
A. Kinney (4). Agent, Barclay Street.
William Fricker, Agent, Consolidated Ticket
office.
W. J. O'Day. Clerk. GEFA office.
K. Beetson (Miss). Stenographer, GEFA office.
E. C. Laurie. Stenographer, EDA office.
.Vi•.(• York Central Lines Magazine for May, 1928
V. J. Gardner, Chief Clerk, Wallabout Station.
William Kuhtmann (2), Westbound Foreman,
St. John's Park.
K. W. Dean, Agent, Thirty-third Street.
C. Wilson, Chief Clerk, Pier 23 N.R.
James Ross (2), Receiving Clerk, Pier 83 N.R.
A. C. Rudolf (2), Manager Division Bureau,
General Freight office.
W. L. Rohm, General Grain Clerk.
OFF-LINE TERRITORY
J. A. McAlister, Tie Inspector, Pontotoc, Miss.
OHIO DIVISION
C. H. Neuman (2), Agent, New Winchester,
Ohio.
K. L. Cherry, Agent, Granville, Ohio.
M. Springer, Assistant Chief Clerk, Columbus,
Ohio.
H. E. Speaks, General Superintendent, Columbus,
Ohio.
A. G. Whiteleather, Agent, Dunkirk, Ohio.
C. E. Glassford, Agent, Kenton, Ohio.
V. L. France, Agent, Mt. Perry, Ohio.
J. A. White, Agent, Thornville, Ohio.
J. A. Kunc, Agent, South Zanesville, Ohio.
L. A. Millo, Brakeman, Bucyrus, Ohio.
V. H. Pyers, Agent, Lime City, Ohio.
I. J. Ryan, General Yard Master, Corning,
Ohio.
H. W. Moler, District Accountant, Columbus,
Ohio.
SOUTHERN DIVISION
A. C. Hair (2), Agent, Belle, W. Va.
W. H. Plummer (4), Agent, Rutland, Ohio.
L. D. Smith (5), Agent, Nitro, W. Va.
J. C. Day (2), Chief Clerk to Agent, Charleston,
W. Va.
W. E. Frasch, Transitman, Charleston, W. Va.
S. O. Pickens (3), Agent, Buffalo, W. Va.
Ross Thomas (3), Clerk, Agent's office, Cedar
Grove, W. Va.
J. S. Dilger, Agent, Watts Street, W. Va.
Gail Faires, Clerk, Agent's office, Glouster,
Ohio.
J. A. Shaver (3), Agent, Dunbar. W. Va.
II. B. Wolfe (2), General Warehouse Foreman,
Charleston, W. Va.
L. M. Kryder, Agent, Gauley Bridge, W. Va.
S. C. French, Rate Clerk, Agent's office,
Charleston, W. Va.
E G. Reed, Agricultural Agent, Columbus.
J. A. McLaughlin (2), Relief Agent, Charleston,
W. Va.
F. W. Dixon. Agent, Dickinson, W. Va.
C. E. Midkiff, Clerk, Yard office, Charleston,
W. Va.
W. W. Brown, Conductor, Hobson. Ohio.
T. S. Richardson, Agent, Charleston, W. Va.
S. S. Underwood. Agent. Trimble. Ohio.
L. P. Kuhn (2), Agent, Raymond City, W. Va.
W. S. Peck, Agent, West Charleston, W. Va.
C. O. Parsons (2), Agent, Boomer, W. Va.
N. Hoffman, Agent, Cannelton, W. Va.
CLEVELAND DIVISION
E. A. Ward, Clerk, DFCA. Cleveland.
W. H. Muraney, Clerk, DFCA, Cleveland.
W. F. Horner (3), Freight Claim Adjustor,
DFCA, Cleveland.
W. A. Miller, Clerk, DFA, Cleveland.
Anne Plazek, Stenographer, DFA, Cleveland.
S. A. Lytle (3), Pensioner. Cleveland.
W. G. Ryan (5), Clerk, DFA, Cleveland.
R. J. Fitzgerald, Adjustor Clerk, DFA, Cleveland.
J. H. Kwochka, Head Clerk, DFA, Cleveland.
Irwin Wolfe (3), Clerk, GRA, Cleveland.
W. H. Shaw. Clerk, GRA, Cleveland.
Mary Montgomery, Clerk. GRA, Cleveland.
H. C. Dubrau, Clerk. GRA. Cleveland.
R. J. Knechtges, Clerk, GRA, Cleveland.
Martha Dennis (2), Clerk, AFA, Cleveland.
Charles Bell, Yard Master, Cleveland.
F. L. Stevens, Claim Agent, Cleveland.
J. C. Barnes, Draftsman, Cleveland.
J. R. Hawkins (2), Rate Clerk, GRA, Cleveland.
W. M. Schad, Yard Clerk, Cleveland.
F. L. Lengs, Clerk, AFA, Cleveland.
P. J. Echle, Valuation Engineer, Cleveland.
Miss Meta Koncana, Law Department, Cleveland.
Roy I. Stine (2), Assistant Foreman, Cleveland.
. .
Grace Kelling. Stenographer, Superintendent
Telegraph, Cleveland.
Carl Hoglund, Clerk, Collinwood.
G E. Larick, Yard Conductor, Collinwood.
Frank Comerford (4), Clerk, Freight Agent,
Cleveland.
W. O. Frei, Chief Clerk, Freight Agent, Cleveland.
' , , .
H. E. Will (3), Chief Clerk, Freight Agent,
Sandusky.
C E. Baker. Freight Agent. Amherst.
A. Forbes, Yard Clerk, Elyria.
N A. Wortman (2). Freight Agent, Elmore.
Delia A. D. Starks (2), Bill Clerk, Freight Agent.
C. Clyde. W,
.
A D. Strong, Freight Agent, Clyde.
C. W. Bell, Freight Agent, Bellevue.
E. M. Knowles, Freight Agent, Oberlin.
Dave Minderman, Yard Clerk, Point Clinton.
W. H. Eastwood (2), Freight Agent, Vermilion.
M. W. Thornburg, Freight Agent, Berea.
Minnie Sunday, Clerk, Freight Agent, Bellevue.
E. E. Garner, Assistant Agent, So. Lorain.
Erwin Dunmir (2), Chief Clerk, Freight Agent,
Oak Harbor.
John Hawk, Yard Clerk, Clyde.
Carl Ketchum, Freight Agent, Wakeman.
C. E. Lowery, Freight Agent, Monroeville.
O. L. Walker, Ticket Agent, Oberlin.
E. F. Fleckner, Freight Agent, La Carne.
ALLIANCE DIVISION
R. W. Lemon, Freight Agent, Piney Fork.
H. E. Ruggles, Freight Agent, Alliance, Ohio.
ERIE DIVISION
G. D. Bovee, Freight Agent, Swanville.
George Sennett (2), Freight Agent, Painesville,
Ohio.
Kenneth Stillwell, Yard Clerk, Erie, Pa.
E. M. Alwens, Clerk, Freight Agent, Erie, Pa.
C. G. Thompson, Chief Clerk, Freight Agent,
Conneaut, Ohio.
Miss K. M. Finucane, Clerk, Freight Agent,
Erie, Pa.
C. L. Tyrell, Freight Agent, North Girard, Pa.
W. F. Pope, Clerk, Superintendent, Erie, Pa.
Frank Wenkoski, Clerk, Freight Agent, Erie.
F. C. Harrington, Train Master, Erie, Pa.
William A. Ims, Demurrage Clerk, Erie, Pa.
G. A. Cone, Freight Agent, Erie, Pa.
TOLEDO DIVISION
W. C. Prang, Clerk, DFAB, Toledo.
Mildred Bierbaum, Clerk, DFAB, Toledo.
Mollie Hackett (4), Clerk, DFAB, Toledo.
Lola C. Fisher, Clerk, DFAB, Toledo.
F. C. Holtz (2), DFA, Toledo.
Mrs. Helen Dahmen, Clerk, DFAB, Toledo.
H. W. Hanford, Clerk, DFAB, Toledo.
Caroline Tigges (3), Clerk, DFAB, Toledo.
Gertrude L. Bodie, Clerk, DFAB, Toledo.
Hazel O'Dell (105), Clerk, DFAB, Toledo.
Charles W. Baker, Operator-Clerk, Millersburg.
Marcella Kehoe, Clerk, Toledo.
W. E. Rose, Ticket Seller, Findlay, Ohio.
L. V. Lohner, Traveling Freight Agent, Toledo.
M. G. Givins, Assistant Agent, Wagon Works,
C. J. Sullivan, Assistant Agent, West Toledo.
A. J. Bendlin, Clerk, Freight House, Toledo.
R. J. Gates (3), Agent, Freight House,
Wauseon, Ohio.
Blanch Gates (8), Clerk, Freight House,
Wauseon, Ohio.
H. W. Horn, Clerk, AGFA, Detroit, Mich.
M. R. Bowerman, Clerk, AGFA, Detroit, Mich.
T. J. McCarthy, Clerk, Local Office, Toledo.
LANSING DIVISION
G. H. Deal, Agent, Freight Department,
Springport, Mich.
C. S. Brooks. Operator, Freight Department,
Pleasant Lake, Ind.
MICHIGAN DIVISION
A. V. Ives, Agent, Freight House, Shipshewana,
Ind.
P. T. Cosgrove, Chief Clerk, Freight House,
Adrian, Mich.
H. Callahan, Cashier, Adrian, Mich.
M. H. Finisy, Agent. Adrian, Mich.
Mr. Eldredge, Rate Clerk. Adrian, Mich.
W. M. Drury, Agent, Coldwater, Mich.
WESTERN DIVISION
Lloyd L. Abblett (2), c/o Agent, Gibson, Ind.
H. L. Ambre, Chief Clerk, Agent, Gibson, Ind.
Miss Loretta Bock (2), c/o Agent, Gibson,
Harold Buhring, c/o Agent, Gibson, Ind.
Walter Chapman, Air Brakeman Helper, Englewood.
111.
H. P. Clemens, Chief Clerk, WDA. Chicago.
Earl Dexter, Clerk B. Tariff Bureau, Chicago.
J. J. Edsall, Assistant Foreman, Car Shop,
Elkhart.
W. O. Ferguson (4), Manager, Taylor Street
Warehouse, Chicago.
S G. Foster, Car Clerk, South Bend.
R. W. Hart, Chief Clerk. GFA. Chicago.
A. W. Hathaway (2), Agent, Mishawaka, Ind.
C. D. Horton, Agent, South Bend.
W. L. Jones, Clerk, General Agent, South
Bend. _ .
M. F. Keane, Agent, Elyria, Ohio.
Daniel Kelleher, Yard Clerk, C. J. House No.
3, Chicago.
Samuel Langden, Clerk, Agent, Mishawaka.
J. A. Lynch, Clerk, Agent, Grade Crossings
Station, Chicago.
H. L. Mast, Rate Clerk, Agent. Elkhart.
W J May. Superintendent's office, Chicago.
J. R. Melton, Claim Clerk, Agent, Mishawaka,
Ind.
N W Morrow. Chief Clerk. Agent, Elkhart.
E. F. Nebling. Chief Clerk, Agent, LaPorte.
Katherine Orey. c o Agent, Gibson.
M. R. Roche, Chief Clerk, Agent, Chicago.
M. P. Ryan, DFAB. Chicago.
C. S. Sroda, Chief Clerk, Agent, Mishawaka,
W. M. Stewart, DFCA, Chicago.
R. C. Tobey, Clerk, DFAB, Englewood, 111.
R. M. Warte, Train Dispatcher, Elkhart.
O. W. Crapser, DPA, Chicago.
ILLINOIS DIVISION
R. B. Akers, Supervising Agent North Judson,
Ind.
John Dolezal, Clerk, North Judson, Ind.
C. E. Harrison, Ticket Agent, Morocco, Ind.
L. W. Kennedy, Agent, Dwight, 111.
C. R. Knachel, Rate Clerk, North Judson, Ind.
John Langan (2), Road Foreman of Engines,
Kankakee, 111.
C. R. Lee, Agent, Hamlet, Ind.
T. O'Heron, Rate Clerk, Kankakee, 111.
C. F. Swisher, DFA, Kankakee, 111.
FRANKLIN DIVISION
E. E. Pancost (2), Supervising Agent, Andover,
Ohio.
Frank Burns, Switchman, Youngstown.
G. P. Lindsay, File Clerk, Superintendent's
office, Youngstown.
G. F. Wolcott, Agent, Jefferson, Ohio.
C. C. Rogers, Chief Clerk, Ashtabula.
G. E. Ramsdell (2), Agent, Ashtabula.
Mary Smith, Clerk, Hubbard, Ohio.
F. W. Bennett, Clerk, Sharon, Pa.
G. R. McCormick (2), Rate Clerk, Franklin.
A. C. Cowin (2), Agent, Franklin, Pa.
R. R. Clark, Rate Clerk, DFA office, Youngstown.
R. J. Sanford (2), Chief Clerk, Franklin.
L. C. Stright, Stenographer, Franklin.
F. M. Cannon, Operator, Franklin.
Peter Wiseman, Operator, Clarks Mills, Pa.
L. F. Lynn, Agent, Raymilton, Pa.
H. C. Copeland, Receiving Clerk, Youngstown.
J. A. Taylor, Rate Clerk, Youngstown.
G. R. Bailey (2), Agent, Youngstown.
C. Scullen, Carload Clerk, Youngstown.
M. W. Ehler (2), Agent, Sutton, Pa.
C. C. Thompson (2), Agent, Limestone, Pa.
William Cooper (2), Agent, Reno. Pa.
H. E. Kane, Chief Clerk. Oil City, Pa.
V. N. Gregory, Agent, Hadley, Pa.
Frank Baldwin (5), Agent, Oil City, Pa.
W. A. Shaffer (2), District Claim Agent,
Youngstown.
C. A. A. Shakeley (2), Chief Train Dispatcher,
Youngstown.
E. C. Christy, Engineer, Youngstown.
H. G. Johnston, Clerk, DFA office, Youngstown.
A. S. Lape (2), Switchtender, Ashtabula.
Charles Rice, Stationary Engineer. Ashtabula.
H. P. Bunnell (2), Agent, Hubbard, Ohio.
R. J. Cowin (2), Agent, Sharon, Pa.
MICHIGAN CENTRAL
A. L. Brinkman, Chief Clerk to Agent, Michigan
City, Ind.
INDIANA HARBOR BELT
Eileen Coven, c/o AFA, Gibson, Ind.
RUTLAND RAILROAD
William E. Navin, Supervisor, Loss and Damage
Prevention.
Fred N. Wood, Chief Clerk, General Freight
and Passenger Agent.
Julia Costello, Stenographer-Clerk, General
Freight and Passenger Agent.
Harriet Jasmin, Stenographer, Assistant General
Freight Agent.
B. W. Flanders. Clerk. General Superintendent.
G. W. Neil, Agent, Center Rutland.
E. M. Barney, Agent, North Bennington.
B. J. White. Agent, Stephentown.
W. Daniel. Agent, Ogdensburg.
R. W. McCracken, Agent, Winthrop.
L. L. Moomey, Agent, North Lawrence.
M. A. Baldwin, Agent, Brushton.
W. C. Brady, Operator, Moira.
W. T. Ashline, Terminal Agent, Alburgh.
A. Aubertine, Agent, Mooers Forks.
B. D. Corkins, Agent. Mooers.
W. H. Smith, Agent, Rouses Point.
E. A. Prichard, Conductor.
PITTSBURGH & LAKE ERIE
J. F. McDermott, Clerk, Pittsburgh.
C. H. McConnell, Electrical Engineer, Pittsburgh.
W. A. Stone, FA, New Castle, Pa.
R. A. Gust, Cashier, Glassport, Pa.
J. J. Costella, Telegrapher, Rankin, Pa.
R. J. Runger, Pittsburgh.
Dr. G. R. Winters, Chief Surgeon, Pittsburgh.
F. W. Franz, Clerk, Pittsburgh.
Reed Brown, Clerk. Pittsburgh.
A. Joy, Pittsburgh.
T. Scheffel. Pittsburgh.
J. G. Roehm, Pittsburgh.
Rosa Wittish. Clerk, Pittsburgh.
E. M. Crawford, Draftsman, Pittsburgh.
Hamp Stephens, Car Inspector, Shaw Junction,
Pa. _
W. J. Biggard, Electrical Foreman, McKees
Rocks. Pa.
F. C. Batteiger, Train Dispatcher, Lowellville,
Ohio.
A. H. Sykes. Safetv Agent. Pittsburgh.
T. R. Thompson, McKees Rocks. Pa.
77
J. A. Ramn. Clerk, Master Car Builders' office,
McKees Rocks, Pa.
E. F. Keefe, Ticket Seller, Pittsburgh, Pa.

78 New York Central Lines Magazine for May, 1928
M
"EN who have railroaded since
the days of wooden coaches
and wood-burning engines,
together with the men and women
who have joined the ranks in more recent
years, attended the second annual
banquet of the Niagara Frontier
Chapter of the New York Central
Veterans' Association in the Statler
ballroom on the fourteenth of April.
It was a most colorful gathering of
men and women from all branches of
railroad service, and their friends.
The spacious ballroom was filled to
capacity, with tables on the stage and
in the balcony. Good-fellowship was
the keynote of the gathering and vociferous
applause greeted the pleas of
railroad officials for continued co-operation
and increased efficiency. Michael
C. Slattery, President of the Association,
presided and welcomed the
assemblage, and Dr. J. W. LeSeur
acted as toastmaster.
/• John D. Wells, Managing Editor of
the "BlirFaTo" Courter-Express, was the
principal speaker of the evening, tracing
in a serious-humorous talk the
growth of the railroad industry from
the pioneer days to the present day,
when speed with safety is the slogan.
"Railroads, curiously, span the life of
practically every man," Mr. Wells
said. "The two rigid bands of steel,
beginning way back in those halcyon
days, lead right down to here and now,
and I dare say, have far greater influence
upon the lives of men than
most of those men realize. Could we
turn back—take the back track for example—those
two lines would carry
us right back to the time and place
from which we have strayed too far.
Symbols of Advancement
"The railroad has been the greatest
factor in the upbuilding of the nation.
The railroads are the great symbols
of speed and world advancement."
In his brief talk, Mr. Wells told of
several personal experiences and of
the careful manner in which railroad
men safeguard passengers. He told
of an experience in South Bend, Ind.,
in which an old woman, upon arriving
at her destination, personally
thanked the engineman and gave him
a piece of fruit cake for safely piloting
the train through the night.
The other speakers included T. Wt vans. Vice-President of the Indiana
g
Thousand at Second Annual Dinner of
Buffalo Veterans
arbor Belt Railroad, Chicago: Nor­
man E. Mack, Democratic State Committeeman
and publisher of the Buffalo
Times; D. W. Dinan, ^General
Manager, New York Central? Buffalo
and East; David B. Fleming, Assistant
General Mariager*,~Liri'e "fest,
and Frank E. McCormack, General
Superintendent.
Mr. Evans spoke of the co-operation
which always has characterized
local employes of the New York Central
and he pointed to it as one reason
why the Niagara Frontier always
has been so successful in railroad
work. He referred to his career, start­
1
"
ing with his first position in Buffalo,
and gave some interesting facts concerning
the gigantic railroad business
of Chicago.
Mr. Dinan also pleaded for continued
co-operation as a means to increased
efficiency. He wound up his
remarks with a plea for every man
and woman to get out and register in
order to bring out a heavy vote for
the presidential election.
Besides the aforementioned, those
guests at the speakers' table included
W. A. Hamler, C. H. Hogan, W. G.
Abriel, W. O. ThonrpTon, "1. A. Ward
and E. ri. uroiy.
Too" muchITfedlf "Cannot be given to
Tom Ward, Assistant Freight Claim
Agent, who was general chairman of
the affair, assisted by R. C. Benson,
T. H. Breene, F. J. Brennan, G. F.
Burns, M. J. Crean, G. Eberhardt, C.
H. Hogan, Grace Kolb, M. Kellener,
C. S. McGinley, E. Newton, C. F.
Urtt, J. C. Pierce, F. Schaefer, W. B.
Shone, H. H. Varley, C. R. Wiseman
and Rose Wode.
Committees for the Dinner
Others who served on the Reception
Committee were: F. E. McCormack,
chairman; Nellis Andrews, J. S. Blasie,
P. Boyle, E. R. Boa, L. D. Burns,
J. F. Carney, R. L. Chandler, L. W.
Clegg, G. A. Dabell, M. Dwyer, N. J.
Evans, George Evans, A. J. Fries, T.
E. Fleming, W. A. Hamler, F. J.
Hamscher, A. G. Hentz, R. C. Hicks,
L. Howard, M. J. Kane, P. J. Keough,
G. E. Kern, A. Lawson, Mae Lyons,
W. H. Masterman, F. C. McGrath, E.
Mossey, J. Muhlbauer, M. J. Murphy,
W. H. Newman, W. J. O'Brien, 07X7
orcher, j W. S. Randolph, WK^TT
eeseman, F. S. Rice, J. H. Sneedy,
J. A. Sands, d. Lf. »auer, T. J. Sexton,
B. F. Shone. ,.T. Singer, ji. Taylor,
J. G. Townsend, C. B. Unangst, J. H.
Vosburgh and C.'H. WeBer.
Dancing followed the dinner.
Singing by the entire audience, led
by the orchestra and a song leader,
was a pleasant feature of the evening.
Some of the songs sung to special
words are given here:
SIDE BY SIDE
(To President P. E. Crowley)
Oh, we don't get a barrel of money,
Crowley may think that we're funny,
But, we'll hustle along, singing a song,
Side by side.
We don't know what's coming tomorrow,
Maybe it's trouble and sorrow
But, we'll work for the road, sharing the load,
Side by side.
Through all kinds of weather,
What if the skies should fall
Just as long as we're together,
It doesn't matter at all.
When other roads feel kind of hard-up,
We'll hit the ball about sun-up,
Just you and me, and Boss P. E.,
Side by side.
HOWDY SONG
Howdy do, Mr. McCormack, howdy do.
Howdy do, Mr. Hamler, how are you,
We are with you to a man; we'll do anything
we can,
Howdy do, Mr. Porcher, Howdy do.
How do you do. How do you do.
How do you doodle, doodle, doodle, doodle, do.
If the N.Y.C. but knew, just how much we
think of you—
How do you doodle, doodle, doodle, doodle, do.
HOGAN
(Tune: "H-a-r-r-i-g-a-n")
H-O-G-A-N, that's the way to spell Ho-gan,
Proud of all the Irish blood that's in me,
Divil a man can say a word agin me,
H-O-G-A-N, that's the man you see,
Is a name that a shame never has been connected
with,
Ho-gan, that's me.
THE CURSE OF AN ACHING HEART
(To Mike Slattery and John Walber)
You made us what we are today,
We know you're satisfied.
You got the gang together and
Right now we're nearly tied,
With divisions down the line,
For sports, events and such,
If it wasn't for Slattery and Walber,
We sure would be out of luck.
A PLEA TO DINAN FROM HIS HELP
Dinan, Dinan, give us your answer, do,
We're not whinin', it's all because of you,
Tonight you look so cheerful,
We'll just slip you an earful,
We pray this day, you'll raise our pay,
And we hope, by gosh, you do.
"SHOW ME THE WAY TO GO HOME"
The New York Central Lines,
The road without an end,
Carries you where you want to go
And brings you back again.
Wherever you may roam,
O'er land or sea or foam,
The New York Central Railroad
Will bring you swiftly home.
AMONG MY SOUVENIRS
(Dedicated to Charley Hogan's memorable race
with time on the 999)
There's nothing left for me, of a day that used
to be.
I live in memory within that good old cab.
I opened throttle wide, sped through the countryside,
.1 felt my joy and pride, I was a happy lad.
I have a token left, within my humble breast,
•And it sure does its best, to bring me consol-a-tion.
I sit alone and sigh of good old days gone by.
And up until I die, I'll have a souvenir.
Capitol Vets Plan Picnic at
Bear Mountain
•jOEAR MOUNTAIN on the Hudson
River will be the site of the picnic
of Capitol Chapter, New York Central
Veterans' Association, this summer, it
was decided at a meeting in Odd Fellows
Hall, Albany, April 16.
Five hundred members attended the
gathering, at which Mayor John B.
Thatcher was a speaker. Addresses
were also given by Assistant General
Manager D. B. Fleming, General Superintendent
F. S. Risley, General
Foreman Benson and Dr. J. W.
LeSeur.
Serious Problem
An engineer surveying the right of
way for a proposed railroad in 1870
was talking to a farmer.
"Yes," he said, "the line will run
right through your barnyard."
"Well," answered the farmer, "ye
can do it if ye want, but I'll be jiggered
if I'll git up in the night just
to open the gate every time a train
comes through."—Capper's Weekly.
New York Central Lines Magazine for May, 1928
ioto Chapter Presents Life Membership
Cards to Retired Veterans
BOUT 225 Veterans and their
friends assembled for the meeting
of Scioto Chapter of the Veterans'
Association of the New York Central
Railroad at the Elks Home, Columbus,
Ohio, Tuesday evening, April 24.
President W. A. Jex stated that the
meeting was primarily called to present
life membership cards to retired
veterans of Scioto Chapter. In this
connection he said that there were
4,308 employes on the pension rolls of
the New York Central Lines, of whom
735 were pensioned during 1927, 98
being employes of the Ohio Central
Lines. Mr. Jex presented life membership
cards to the following retired
veterans:
Charles S. Hawley, Paul Eberst, J.
F. Newcomer, J. C. Blackwood, Lemon
Meeker, Christ Dunlavy, J. C. Holmes,
Joseph Staggs, A. H. Skidmore,
George W. Funk, James Anderson,
E. A. Smith, G. P. Eichhorn, Charles
Becker, C. E. Dienst, Abraham Lucas.
It was also announced that life
membership cards would be mailed to
the following members who were unable
to be present at this meeting:
J. D. Terrell, James A. Bope, Harry
Hoselton, John O'Toole, Oren St.
Clair, Charles N. Beelman, Enoch
McDaniel, John Barrett, Harry Flegel,
Wilhelm Goehringer, P. Christman,
H. C. Billet, C. H. Baldwin, John Rayner,
D. J. Sullivan, John Younker,
William H. Murphy, Asa McAfee, J.
H. Forrest, L. M. Gruver, James K.
Clarke, W. B. Kent, William Ryan,
Charles Roberts, A. E. Wheeler, J. F.
Youse, J. L. Morgan, Jacob Edsinger,
James G. Forbes, John Hammond,
Philip S. Butts, F. A. Hamilton, Walter
P. Vetter, H. C. Sargle, Charles
Bentz, James Neely, William H. Miller,
Warner N. Evans, William A.
Giles, James Hartsell.
Dr. J. W. LeSeur, Special Representative
of President P. E. Crowley,
vas presented an honorary life membership
in the Scioto Chapter. Dr.
LeSeur acknowledged receipt of these
"ife memberships on behalf of the reired
veterans and spoke highly of the
-rvice which had been rendered by
hese veterans.
Announcement was made that the
cioto Chapter picnic will be held at
lentangy Park, Columbus, August 4.
Committees are now being appointed
to make arrangements for this annual
affair.
As a special feature of this meeting,
motion pictures were shown of the
Centralized Dispatching System put
in operation on the Ohio Central Lines
between Berwick, Ohio, and Stanley
(Toledo), July 25, 1927. This system
is the outgrowth of studies made by
signal engineers of the Ohio Central
Lines and the technical force of the
General Railway Signal Company and
is known as the Absolute Positive
Block System. The dispatcher, located
in an office thirty miles from one end
and ten miles from the other end of
this installation, operates each switch
and signal and controls all trains on
this forty-mile stretch. By this sys­
tem trains are met and passed without
stopping, since switches can be thrown
by the dispatcher admitting a train to
a siding.
Signal Supervisor Oscar Falkenstein
of Columbus, in a brief talk before
the picture was shown, pointed
out the fact that this was the first,
and to date the only system of its kind
in the world and that railroad men
from many different countries have
inspected its operation. Installations
on other roads of various extent are
now being undertaken by the General
Railway Signal Company.
Harry Haggard entertained with
songs and Edward Seifert with a
monologue.
The meeting was closed by a buffet
lunch and a general get-together.
L. D. Gibson Retires
D. GIBSON became a railroad
L• man by a coincidence but liked the
work so well that he continued with
it until his retirement
recently.
The passenger
agent at Grafton,
Ohio, watched
him as he worked
in the stone quarries
of Grafton
and offered him a
job as baggage
master.
From that day
in 1880, Mr. Gibson
stayed with
the Big Four as
L. D. Gibson baggage master,
switchman and
clerk. He is, of course, an ardent
booster of the New York Central system
on every occasion.
O. Pioneers Dine at Watertown
FROM early afternoon until late
at night, the R. W. & 0. Pioneers'
Chapter of the Veterans'
Association made merry at the annual
meeting in the Hotel Woodruff of
Watertown, N. Y., April 25. Officers
were chosen and plans for outings
made at the business meeting at 3
o'clock, and at 7:30 P.M. four hundred
places were filled at the banquet.
Afterward there was dancing.
Harry S. Rauch again will be President
of the chapter for the year 1928.
Elected with him were J. H. O'Brien
and C. D. Shaff, Vice-Presidents; J.
H. Powers, Secretary-Treasurer; R.
C. Ellsworth, Historian; Executive
Committee—E. Dillingham, W. D.
Carnes, W. J. Dempsey, F. W. Smith,
W. V. Bidwell, and J. H. Rhubart;
Nominating Committee—H. S. Ellsworth,
F. L. Wilson, W. N. Hyatt, C.
J. Finch, H. R. McGrath, H. O'Reilly
and W. S. Austin.
Efforts will be made by the Association
to secure a large delegation to
attend the joint outing of all chapters
at Erie Beach, Canada, July 19, it was
decided at the business meeting. A
letter ballot will be taken of the membership
to decide where and when the
R. W. & O. Chapter will hold its own
outing this summer.
The report of the secretary showed
a membership of 947, an increase of
* * *
DeWitt No.
79
more than 300 for the year. The activity
of officers and co-operation of
members was made responsible for the
growth, which officers hope to augment
further during the year.
Dr. J. W. LeSeur, of Batavia, who
acted as toastmaster, spoke briefly on
the value of fellowship, which he
praised as the keynote of the Veterans'
Association.
Brief remarks were made by D. B.
Fleming, Assistant General Manager;
Frank McCormack and F. S. Risley,
General Superintendents; W. O.
Thompson, Equipment Assistant; Superintendents
C. F. Moyer and C. E.
Olp; Charles H. Hogan, Engineman
of the famous 999, and W. D. Carnes,
retired Conductor.
* * *
LEADING INDIVIDUAL AVERAGES
OF SYRACUSE BOWLERS
g a a m
5 « m .g «
E « •
SYRACUSE BOWLING LEAGUE
e
s
Z
*
£ •£ Sf
- m.s
fH X" x"
«
-
H
a
g
<
Larder 63 657 237 12,496 198
Mullen 81 638 266 15,290 189
Keller 84 652 268 15,918 189
Maloney 77 648 258 14,319 187
Hinds 75 629 256 13,981 186
Deegan 69 650 230 12,610 183
Cole 72 617 258 13,199 183
Timm 6 573 205 1,083 181
Brownell 84 692 246 15,212 181
Faulds 15 569 212 2,663 178
Tallman 69 621 223 12,274 178
—FINAL STANDING OF TEAMS
6 2 » n
M ft M
u C
S o .VM .SP-S | g
H En EC HI £ J A
84 75,329 2,933 1,028 68 16 810
84 72,985 2,892 1,046 54 30 643
84 66,718 2,628 947 43 41 512
84 67,740 2,730 990 40 44 476
84 70,089 2,772 996 40 44 476
84 70,120 2,850 1,037 40 44 476
84 69,641 2,671 965 37 47 440
84 63,956 2,522 895 14 70 167

80
Metropolitan Chapter, New York City
President, J. M. WOOLDRIDGE
Secretary, G. E. V. OSBORNE, Room 534,
4CG Lexington Avenue, New York City.
Membership, 1,250.
Capitol Chapter, Albany
President, C. J. GOODWIN
Secretary-Treasurer, E. F. MCMAHON
Membership, 2,449.
DeWitt Clinton Auxiliary
Chief Director,
MRS. GEORGE H. WORTHINGTON
Corresponding Secretary,
MRS. OLIVER DANBERRY
Niagara Frontier Chapter, Buffalo
President, M. C. SLATTERY
Secretary, R. C. BENSON, Room 2,
Exchange Street Station, Buffalo.
Membership, 1,243.
N. Y. C.-Fall Brook Association,
Corning, N. Y.
President, C. N. BACON
Secretary, L. J. CUSHING
Membership, 60 Veterans.
425 Juniors.
Adirondack Chapter, Utica
President, L. H. HASSELL
Secretary-Treasurer, G. F. FUNK
Membership, 400.
Onondaga Chapter, Syracuse
President, G. A. J. DOUGHERTY
Se Tetary-Treasurer,
W. V. MCCARTHY, New York Central
Station, Syracuse, N. Y.
Gasport, N. Y. Loses Watchman
Patrick Gaughn
TTHOUT having had an accident
at his crossing during his
thirty years of service there, Patrick
H. Gaughn is now
retired by the
New York Central.
crans ssociatnons
Altogether, he
gave forty - three
years continuously
to the Railroad,
for he started, as
a section laborer
in 1885 and continued
at this
work until he was
made watchman
at the Main Street
Patrick Gaughn £ r
n g 0
h e
°?$ " *
million - dollar
highway" at" Gasport, N. Y.
Mr. Gaughn was born in Ireland
February 1, 1858, thus he reached the
age limit for New York Central service
at the end of February this year.
His record of faithful work with the
Company has been irreproachable, according
to those who know him.
Lake Shore Pioneer Chapter, Cleveland
President, J. H. CALKINS
Secretary-Treasurer, F. H. HANSON,
872 East 149th St., Cleveland, Ohio.
Membership, 4,495.
Genesee Chapter, Rochester
President, HARRY F. PIERCE
Secretary, C. A. YACKEL, New York
Central Ticket Office, Rochester, N. Y.
Scioto Chapter, Columbus
President, W. A. JEX
Secretary-Treasurer, F. S. WILSON,
Columbus.
Membership, 451.
Scioto Auxiliary
Chief Director, MRS. W. A. JEX
Corresponding Secretary,
MRS. W. R. HOPKINS
R. W. & O. Pioneer Chapter, Oswego
President, HARRY S. RAUCH
Secretary-Treasurer, J. H. POWERS,
Oswego, N. Y.
Membership, 950.
Crowley Auxiliary
President, MRS. C. F. MOYER
Corresponding Secretary,
MRS. O. V. SHEPARD, Oswego.
Beech Creek Chapter, Clearfield, Pa.
President, P. G. JOHNSON
Secretary-Treasurer, R. L. CATHCART,
Clearfield.
Membership, 442.
Michigan Central Pioneer Association
President, F. W. COWLEY
Secretary, W. A. KEAVY,
M.C.R.R. Station, Detroit, Mich.
Membership, 3,842.
A Clear Record in Safety for
Charles Thorns as He
Retires from M. C.
HARLES THOMS, Assistant
C
Wrecking Master, Michigan Cen­
tral, Detroit, on the 29th of February
took advantage of the Company's provision
for pension at the age of sixtyfive,
and retired after forty-seven
years with the Road, thirty of which
were spent in the wrecking service.
Mr. Thorns entered as a car cleaner
in 1881 with the old Toledo, Canada
Southern & Detroit, at a rate of
twelve cents an hour. In 1883 he
became a trucksmith, the job paying
thirteen cents per hour. Advancing
steadily he became car inspector, repair
track foreman, and finally assistant
wrecking master.
The boys he was immediately associated
with gave him a surprise sendoff
at the Detroit East-bound Shop at
the close of his last day in the service.
D. P. Crillman, General Car Foreman,
and his assistant, Fred Kerr, presided
over the hundred boys present. Mr.
Thorns was complimented on his long
and efficient service, particularly the
fact that, although thirty years of it
New York Central Lines Magazine for May, 192S
had been in a hazardous branch of the
work, he had an absolutely clear Safety
record, never having been injured
or caused injury to another—a mark
for present-day young railroaders to
shoot at.
To commemorate the occasion, the
boys presented Mr. Thorns with a
handsome easy chair and smoking
stand. He responded by saying:
"When I first started with the
wrecker it was all hard work, as we
had only a hand derrick, the X-918.
However, I liked the work and stayed
right on the job. Today, the wrecking
equipment is of the best. I have
always worked with the thought of
Safety, and was never injured, neither
do I know of any of my fellow workmen
being seriously injured during
all the years I was on the wrecking
outfit. We had many wrecks some
years ago, but since the "Safety First"
campaign started, together with the
many improvements installed, wrecks
have almost become a thing of tha
past.
"During my service with the Company,
I have always been accorded
the best of treatment by my superiors,
and if there is anything I can do for
the good of the service in the future,
I will be more than pleased to do so."
Flagman Writes Appreciation
for Pension
OHN F. BANKS, retired Flagman
J of Bucyrus, Ohio, writes of his appreciation
for the amount of his pension
allowance. Mr. Banks, though
retired from active service, is a consistent
booster of the Railroad he
served forty-one years. His letter to
J. J. Brinkworth, Superintendent of
the Ohio Division, reads as follows:
"I am over-pleased with and surprised
at the amount of my pension
and am not able to express to you and
the Pension Board my many heartfelt
thanks.
"I received a check in February
for $290.85, back allowance, and one
for $41.55, and I shall ever speak
praises for all officials of whatever
capacity for the interest they have
taken in my behalf.
"I want to speak also of P. B.
Holmes, Agent, and J. D. Harrod,
Train Master, of Bucyrus for the
many kind favors I received from
them. It makes me feel glad to think
that in my humble walk of life, I was
cherished in the minds of those of my
superiors in rank. And now may all
the hardships and joys be good and
the hard times be of the past. I shall
try to remember the kindness received
in times gone by and speak for the
interest and general welfare of the
New York Central Railroad Company.
"In conclusion, please accept my
many humble and sincere thanks to
all concerned for the kind consideration
given me, and with our best
wishes to all for future success, we
are ever your friend in truth and love
and in all you have been to us."
Starting as a yard brakeman at
Corning in 1887, Mr. Banks was made
a towerman at Centerburg, Ohio, in
1899, and a watchman at Bucyrus in
1903 and until his retirement, June
1, 1927. His home is at V? Whetstone
Street, Bucyrus.
New York Central Lines Magazine for May, 1928 81
Square Clubs Officers
JJOR those who are interested in the
JL organization of the New York
Central Lines Square Clubs, Inc., the
list printed below gives the name, in
order, of the president, first vice-president
and secretary, with the secretary's
address:
Grand Club—S. H. Scharschmidt, C.
F. Teepell and F. E. Wass, 382 East
199th Street, New York City.
Albany Club, No. 583—J. M. Haynes,
B. J. Smith and P. F. Doeringer, 569
Second Street, Albany, N. Y.
Ashtabula Club, No. 719—H. N. Holbrook,
W. L. Rickard and R. Weaver,
Lake and Deport Streets, Ashtabula,
Ohio.
Buffalo Club, No. 782—Arthur P.
Miller, Frank J. Freeman, and Earl
D. Nye, 594 Kensington Avenue, Buffalo,
N. Y.
Chicago Club, No. 611—W. 0. Ferguson,
T. J. Schram and W. H. Lathrop,
7325 Vincennes Avenue, Chicago,
111.
Cleveland Club, No. 586— E. M. Pugh,
F. A. Ryan and H. W. Evans, 1713
Fernway Road, Shaker Heights, Ohio.
Detroit Club, No. 613—J. W. Piper,
C. A. Riebling and F. H. Dilla, 3299
Whitney Avenue, Detroit, Mich.
Elkhart Club, No. 765—F. H. Long,
C. M. Dunivan and A. R. Minnes, 1827
Benham Avenue, Elkhart, Ind.
Jackson Club, No. 680—B. A. Horning,
B. S. Helmer and H. F. Southerland,
407 West Michigan Avenue,
Jackson, Mich.
New York Club, No. 281—J. T. Fatzinger,
J. Masset and W. S. Adams,
270 Marbledale Road, Tuckahoe, N. Y.
Rochester Club, No. 584—F. C. Vroman,
A. C. Moak and W. Puleston,
144 Melville Street, Rochester, N. Y.
Syracuse Club, No. 585—C. W. Wheeler,
E. E. Hart and L. Faulds, 321
Garfield Avenue, Syracuse, N. Y.
Toledo Club, No. 587-L. L. Lightfoot,
C. W. Greene and F. C. Steinmueller,
747 Boalt Street, Toledo,
Ohio.
Utica Club, No. 652—C. P. Palmer,
J. H. Harper and C. F. Teepell, 61
Highby Road, Utica, N. Y.
Youngstown Club—F. H. Macllvane,
H. F. Simons and R. E. Bender, 464
Sherwood Avenue, Youngstown, Ohio.
Yard Masters Meet at Banquet
^'IFTY yard masters from points on
the New York Central between
uffalo and Utica and northward to
Watertown and Oswego, held their
third annual banquet in Syracuse
March 27. E. J. Loughrey, Grand
President of Lodge 42, Yard Masters'
Association of North America, presided.
C. G. Lynch, Grand Secretary
and Treasurer, was also present.
Guests included M. E. Welch, Superintendent,
Syracuse Division; C.
A. Raymonda, Assistant Superintendent
; Thomas Leonard, General Yard
Master at Dewitt; Dan Harris, General
Yard Master at Rochester; A. B.
James B. Pollock, Traveling Auditor, was greeted with the above testimonial
when he was retired at Buffalo in March.
Lincoln, General Yard Master at Belle
Isle; John T. Howley, General Yard
Master at Syracuse; M. A. Rogers,
Terminal Train Master at Dewitt;
Philip C. Agans, Train Master, Mohawk
Division, and A. J. Zwilling,
Train Master, Syracuse Division.
"Grand Slam" Girls in Chicago
Give Bridge Party
HE Grand Slam Limited (Girls'
TBridge Club) which was organized
October 14, 1927, held its first public
card party on March 2 in the New
York Central Athletic Association club
rooms, LaSalle Street Station, Chicago.
More than one hundred persons
were present and there were tables of
bridge, five hundred and bunco. There
were prizes for high score at each
table.
A goodly sum was realized and will
be devoted to buying drapes for windows
of the club rooms.
The committee handling the party
consisted of Mrs. Allene Grant, chairman;
Misses Evangeline Carlson, May
Doolan, Irene Shantz, and Elsa Otto.
Selkirk Hostler Retired
A NOTHER faithful employe, William
A. Dabrunz, is enjoying the
fruits of long service with the New
York Central.
Mr. Dabrunz
recently retired
as Hostler in the
Selkirk Engine
House, Mohawk
Division.
Starting as a
coaler at Ravena,
N. Y., in 1883, he
was made a fire
cleaner at the
same place in
1888 and a hostler
in 1895. In 1924,
he was trans­
W. A. Dabrunz
ferred to Selkirk
where he remained until his retirement.
Mr. Dabrunz's fellow workers and
employers have praised his conscientiousness
and zeal in the performance
of duty and extended their best wishes
for long years of leisure.
Mr. Dabrunz makes his home at
Coeyman's, N. Y.

82
New York Central Lines Magazine for May, 1928
William H. Smith drove a flag-adorned locomotive for his farewell run as Engineman on the Ohio Central Lines. He is shown
here with his crew and with the flowers that were presented to him. The men are, left to right: Brakemen O. E. Heinz
and Ed Benton, Conductor Adam Conkle, Engineman Swith, and Fireman C. Love.
Patrick Kane, William Smith,
Retire Together at Corning
FTER forty-seven years of con­
A tinuous service, Patrick W. Kane,
Passenger Conductor on the Ohio Central
Lines, Bucyrus, and William H.
Smith, Engineman, Bucyrus, with
forty-five years of continuous service,
were retired on pension March 31, both
having reached the tge of seventy.
These veterans were honored with a
dinner at the Bucyrus High School on
the night of March 30, attended by a
large gathering of railroad officers
and employes.
After an enjoyable repast, served
with military precision by the Ladies'
Auxiliary of the Brotherhood of Railroad
Trainmen, a number of officers
and fellow workmen spoke of the commendable
records of the honored
guests and of the years of pleasant
association with them. Conductor L.
A. Miller officiated as toastmaster.
Among the principal speakers were Conductor Kane with Mrs. Kane in the
Superintendent J. J. Brinkworth, Di­ rear of the bunting-bedecked train
vision Master Mechanics O. P. Skeen which he handled the day of his re­
and W. A. Jex, Superintendent W. W.
tirement at Bucyrus.
Houston of the Hocking Valley Railroad,
Mayor Arthur Schuler, and Earl James Keenan Remembers
Cook, President of the Bucyrus Board
of Education.
Early Adirondack Days
Music was furnished by the New RAINS used to kill deer occa­
York Central Athletic Association Tsionally in the days when James
Band and several vocal selections F. Keenan of Albany started railroad­
were given by the Bucyrus New York ing on the Mohawk & Malone line.
Central Quartet. "Pat" and "Bill" Since then times have changed con­
were presented with appropriate gifts siderably, he mused the other day on
by their associates, also President Jex the eve of his retirement as a bag­
of the Scioto Chapter presented them
gage man on the New York Central.
with life memberships in the Veterans'
Association.
When the Adirondacks were still
Mr. Kane will make his future a wilderness, forest fires were plenti­
home at Beulah, Mich., while Mr. ful and a constant hazard for railroad
Smith will continue to make Bucyrus men. Winter brought other problems,
his home.
Mr. Keenan remembers. Once, when
he was a train baggage man, his train
was stopped by a blizzard. When the
steam gave out, the crew shoveled
snow into the tank of the locomotive.
In 1892 Mr. Keenan became a mail
handler at Albany for the New York
Central. In his retirement he will
live at 49 North Lansing Street, Albany.
Southern Division Men Show
Spirit of Co-operation
N example of New York Central
co-operation is related in a letter
telling of a landslide at Hatfield Cut,
in West Virginia.
John Chuvales, Section Foreman,
writes that four hundred tons of rock
were loosened and that a hundred tons
covered the tracks near the Hatfield
Tunnel April 7.
Engineman P. C. McCoy, arriving at
the place about 12:10 A.M., was immediately
alert to the danger and
stopped his train in time. When the
section laborers arrived to clear the
tracks they were given able assistance
from the train crew, headed by the
conductor and Fireman Bennett.
Mr. Chuvales comments: "I hear
that Henry Ford has given instructions
for his crews to assist in work
whenever the occasion demands; our
men do not have to have instructions,
and Henry's men will have to step up
to beat the New York Central men
cn the Southern Division."
Sergeant Joseph C. Dunn has been
appointed to the vacancy caused by
the death of Lieutenant F. J. Bigley
of the New York Central police. Sergeant
Dunn has been on duty on the
Mohawk Division since 1919.
New York Central Lines Magazine for May, 1928 83
Sprightly Tales from Cab and Caboose
A Series of Merry Minglings of Fact and Fable, Chiefly Along
/^"J|" NEVER see a circus train but
I get a hankering for the old
days back in the nineties when
Dan Collins and I were following the
sawdust circle together through the
West," said Slim Wiltsie, Boston &
Albany engineer, as he sat in the cab
of the 1213 at Chatham one June
morning awaiting a chance to get
through the yards on a return trip
to Hudson.
"It's like railroading, once it gets
in your blood it sticks. By the looks
of that flat that just went by loaded
with stakes and tent poles it hasn't
changed much. If I had a dollar for
every stake I drove for the Bustem
& Baleful circus I wouldn't have to
railroad another hour. Those were
the days!"
"When did you ever travel with a
circus?" asked Ed Carey, brakeman,
a bit scornfully as if doubting Slim's
word. "I'll bet you've never been
nearer a circus than I have and that
means you paid your half dollar and
took a seat on a hard blue plank,
along with several hundred other
rubes."
"Is that so?" answered Slim. "Well,
for your information I'll tell you that
I spent a couple of the happiest years
of my life traveling with the Bustem
& Baleful circus. I've been in nearly
every town of any size in every western
state, but you fellows don't have
to believe it if you don't want to. I've
got my memories."
"Tell us about it, Slim," said Ed.
"How did you come to give up circus
life for railroading? There's two sections
of the circus to go through and
by then it will be time for No. 3. Be
an hour yet before they give you the
iron. Go ahead, spin the yarn."
"I was in St. Louis at the time,"
said Slim, easing himself down on a
seat cushion and elevating his feet up
on the reverse lever. "I was broke
and so was Dan Collins, a lad of
about my own age whom I met in the
railroad yards. We were both looking
for some way to get out of town.
Bustem & Baleful's circus was leaving
town that night and we left with it,
bedded down on a section of the big
top, on a flat car. The next day we
hired out to the boss canvasman. Our
the Harlem Division but Just as Interesting to the Folks
all Along the Main Line
1\p. 4 2 — T h e ^ Fakers
By GEORGE H. W O O D I N G , Towerman, Ghent, N . Y.
(All rights reserved)
job was to kiss stake heads with an
iron sledge. We were good at it, too,
but Dan was ambitious and I followed
him like a faithful collie. In the two
years we followed that circus we had
nearly every job on the lot and we saw
quite a bit of the country. When we
finally quit, Dan was in charge of the
magic medicine tent, where they cured
everything from a corn to a case of
acute heart disease for a dollar, if
you had it, or for a quarter just before
we loaded the last train at night.
I was Dan's assistant and we made
the medicine during the forenoon
hours near a handy brook or well.
A little oil of cloves, alum, liniment
and some sweet smelling essence. It
cost about a nickel and sold for a
dollar a bottle and it was wonderful
the way Dan could dispose of it, especially
to the women. They would
be first to hand him their dollars after
he gave one of his spiels or perhaps
rubbed a few drops of the Wonder
Cure on a baby's head to remove a
rash.
"We quit the circus at Jefferson
City, Mo., one spring morning. Dan
got the idea that we should strike out
for ourselves and make some real
money. 'This tent of mine cleared
four hundred dollars last week,' said
Dan, 'and here we are working for
about thirty a month, coffee and cakes.
As long as I can find a drug store and
brook I can make this medicine and
sell it. We'll strike out through Oklahoma
and into New Mexico and maybe
next season the Atlantic seaboard.
Slim, we go fifty-fifty and your job
is to be the sick man. Let's get out
of town a bit and make a batch of
medicine, then I'll drill you in the part
you are to play.'
"Dan's idea was original and no
doubt would have been worth a couple
of hundred dollars weekly to the circus
if we had stuck with them. At
each town we visited, my role was to
precede Dan by a day or two as a sick
and ragged hobo, eliciting food, sympathy
and often medical attention. In
the evening when Dan's torchlight
and ballyhoo had attracted a crowd
I would be among them and when the
sales began to slacken 1 would do the
faint act and the Wonder Medicine
would do the rest. I'll give you an
illustration.
"It's an evening in, say, Alamosa,
Colorado. At a prominent street corner
Dan has a crowd of a couple of
hundred and is giving his usual spiel.
" 'Ladies and Gentlemen: Opportunity
knocks once at every door. She
is knocking at yours tonight. There
are none blinder than those who will
not see, none deafer than those who
will not hear. If you still have doubts
of the efficacy of the Wonder Medicine
which I have just described to
you, listen to these testimonials. Here
is a letter from a mother of ten children
who lives in Osculpupia, Arizona.
She writes:
" 4
"Dear Wonder Medicine Man:
Enclosed find two dollars. Send me
by return mail two bottles of the Wonder
Medicine. Eight of my children
were badly stung by bees and they
have a rash which resembles the hives.
Their father gave them a good licking
for knocking over the bee-hive and
some of their rashness has disappeared.
Still I do not feel safe without
your medicine in the house at all
times." Signed, Mrs. Lucy Littlewill.
" 'Here is another from a poor,
hard-working woman in Joseyville,
Alabama:
" ' "Send at once three bottles of
Wonder Medicine. Pete has used up
our bottle for his rheumatism and
now is so well he can sit in the sun
all day and I have been able to take
in four more washings. Mrs. Alice
Weakweather."
" 'Friends, are there any among you
troubled with ardemiasia, arteriagria,
arthrocile, acholia, achroma, cerebroma,
cebrosio, dermalgia, dermatrophia,
dermatosis, dumdum fever, gasterasthenia,
gastralgia, Gaucher's disease,
German measles, earache, toothache,
backache, corns, bunions, spine
or hip ailments, liver or kidney complaints,
biliousness, loss of appetite,
dandruff and falling hair or any of
the numerous ills or ailments that the
human flesh is heir to? I say to you
one and all, step right up, deposit
your dollar and go home happy; happy
in the knowledge that your troubles
will vanish with the rising of tomorrow's
sun, for the Wonder Medicine
never fails to do all and more than we
claim for it.'
"About then if the sales were slackening,
he would give me a signal, and

84 New York Central Lines Magazine for May, 1928
I would topple over in the crowd, apparently
very sick. I would be given
plenty of attention and there usually
were two or three women present
whose homes I had visited that day.
'Poor man,' they would say, 'he was
at my door this morning and I gave
him something to eat. He needs a
doctor! Then Dan would come pushing
through the crowd and after giving
me an examination would exclaim,
'Ah, a very advanced stage of gastralgia.
Here, my man, take a few
drops of this. Good. I can feel the
pulse responding. Sit over here and
in a few hours you will feel like
a new man. You have no money
to pay me? My friend, I am not asking
any pay. All I ask you to do is
to tell these good folks how much different
you feel. No, you keep the
bottle and within a week or two you
will be entirely cured. Too bad you
could not have gotten some of the
Wonder Medicine sooner.'
"Sales would be brisk after this.
Later we would meet at some appointed
place and plan for our next stop.
"It was in the little town of Wishwell,
in Oklahoma, that we ran into
our first trouble. The name of that
town was sure a misnomer for us. We
had pulled our act and had taken in
perhaps thirty dollars when suddenly
a woman in the crowd let out a yell,
'They're burglars, John, you ought to
arrest them. I wouldn't give their
medicine to a mangy cat. They were
in our town a week ago and I paid
them a dollar for a bottle of that perfumed
benzine. The next morning my
husband met them as they were leaving
town and they sold him four bottles
for fifty cents, and that was more
than it was worth. They told him a
teaspoonful in hot water would remove
his corns. He soaked his feet
for two hours that night in the mixture
and they became petrified. He
can't get his shoes on. You arrest
them, John, and; I'll appear against
them.'
"It seemed she was a visitor from
out-of-town and John, her cousin, was
the local chief of police who was perfectly
willing to give his out-of-town
relative a demonstration of his powers,
so despite our protests, within a
few moments Dan and I were securely
handcuffed together and on our way
to the village calaboose, where we
slept fitfully on a couple of hard
benches until the following morning
when we were hailed before the town's
one justice, who, being newly elected
and full of the dignity which his constituents
had so lately conferred upon
him, never gave us a chance, but immediately
sentenced us to return to
the place from whence we came,
namely, the lockup, and there to lie in
durance vile for a period of thirty
days, or at least so he said—but he
didn't know Dan Collins and Slim
Wiltsie.
"We stayed peacefully in the lockup
for a couple of days, in order, as
Dan said, 'to let the townspeople become
fully satiated with the facts of
our incarceration.' That boy Dan
could sure figure. The entire population
of the village would walk around
the lockup at least twice daily and
peer in at us through the unprotected
frame window as though we were a
couple of captured bob-cats. The
third night at about twelve, we pushed
out the window and were free. I followed
Dan to the yards of the local
junk dealer, where we picked up a bag
of selected bones, including a couple
of badly battered skulls which probably
had once been worn by some
farmer's calves. These we carried back
to our former jail, threw them inside,
touched a match to the crazy shebang,
and by the time the flames were lighting
up the countryside and the village
bucket brigade had hunted up
their water pails we were three miles
from there.
"They say scandal and bad news
will travel five miles while good news
is getting its breeches on. It sure did
in this case. At nearly every town
we visited we heard people talking of
how two doctors who had been wrongly
arrested and jailed at Wishwell
had been burned alive without a
chance. It seems there were opposing
political factions there willing and
anxious to get at each other's throats.
This did not make us mad. One paper
stated in tearful terms, 'From the position
of the bones which our reporter
viewed, indications are that these two
brave men died in each other's arms.'
Other papers were trying to trace our
relatives. There were hints of lawsuits
and suggestions that the authorities
might better pay reasonable indemnities.
Then I saw through Dan's
strategy in depositing the bones in
the lockup.
"We journeyed by easy stages to
Galveston, Texas. Here Dan had some
letterheads and envelopes printed. We
rented a typewriter which we took to
our room at the hotel, then we spent
several days in the public library,
poring into law books. Soon Dan had
our first letter typed and addressed to
the authorities of Wishwell, Oklahoma,
as from the law firm of Gettem
& Holdem, making inquiry as to the
whereabouts of one Doctor Collins, a
prominent physician and manufacturer
of medicine, who had last been
heard of traveling through their county
with his valet, and whose wife was
near collapse because of her inability
to locate her husband.
" 'A guilty conscience needs no accuser.'
We were not long in getting
a reply, in fact several of them. The
Wishwell authorities admitted their
liability and seemed anxious to settle
without due process of law. Dan led
off with a suggestion of fifty thousand
dollars, 'Which we may be able to induce
Mrs. Collins to accept, as soon
as she recovers from the great shock
she has sustained. As soon as she can
travel and her normal faculties return
to her,' Dan wrote, 'a member of
our firm will accompany her to Wishwell,
where perhaps, the matter may
be concluded. At present she is a
very sick woman and wholly unable
to discuss business in any way.'
"The Wishwell people countered
with an offer of two thousand cash
and the town's bond for eight thousand
! The very best they could do.'
"Finally Dan accepted and a date
was set for one of the firm of Gettem
& Holdem to accompany the Widow
Collins to Wishwell.
" 'Who's to go?' I asked Dan.
" 'I am,' he answered. 'What do
you suppose I have been letting my
wihskers grow for?'
" 'And who is to be the widow?' I
asked.
" 'Why, you are,' said Dan. 'I've
bought your mourning dress and veiling.
Your falsetto voice just fits in.
You will need a close shave.'
"For nearly two weeks, under Dan's
direction I rehearsed my part in our
room at the hotel. I got so that I
could sob and cry and throw hysterics
as easily as any woman that ever
lived. My first trip out on the streets
though in my newly assumed role
was nearly the cause of my undoing.
I was standing near the entrance to a
big department store watching the
crowds and hankering for a smoke
when a woman carrying a little 1
baby
asked me if I would hold the child
while she went inside to do some trading.
I of course complied, and that
kid did nothing but squawk the whole
half hour that she was gone. There
was quite a crowd around when she
returned, and then instead of thank-
,ing me, she lit into me in scandalous
fashion.
" 'You a widow and probably a
mother,' she said, 'holding a sixmonths-old
baby upside down. You
should be ashamed of yourself!' I
knew then why the kid had carried
on so.
" 'I was thinking of my husband,
ma'am,' I replied, sobbing in my best
trained manner. 'If he had lived I
could have had a child of my own.
Forgive me.'
"She was all interest and sympathy
then and wanted me to go with her to
her home but I was glad to get back
to the hotel and my pipe.
"Came the day when we journeyed
to Wishwell. Dan had arranged our
schedule so that we arrived there at
late evening. He had all he could do
to keep me out of the smoking car on
our journey, a matter that would not
attract much attention now though.
On our arrival we went at once to the
town's one hotel, where we engaged
rooms, and from there Dan telephoned
the town authorities of our arrival
and made arrangements for our meeting
on the following morning with
Squire Peasley, the town pettifogger
who, by the way, was the same justice
of the peace who had meted out to us
our thirty-day sentence. 'Mrs. Collins
has not stood the journey very
well,' Dan phoned. 'She is nervous
and upset. The negotiations must be
brief and quiet. She must not be subjected
to the ordeal of facing a curious
crowd. She must be gotten back
to the care of her own physician as
soon as possible, so I ask that you
send but one representative. We have
made reservations to leave on the 9
A.M. train.'
" 'Sprinkle plenty of the contents of
this bottle of eau de lilacs perfume
around you and don't forget to shave,'
said Dan the following morning. I
am going down to the office to type a
sort of contract. Squire Peasley will
be here about 8:30. Don't come into
the room where we are until I call
you, and then come sobbing and acting
as though you were going to faint,
and remember when you sign to sign
Minnie V. Collins not Mrs. Dan.'
"I had on about half of my femi-
New York Central Lines Magazine for May, 1928 85
nine attire some time later when I
suddenly remembered that I was to
shave, so in my petticoat and corset
1 was busy lathering up and taking
an occasional puff on my pipe when I
heard someone in Dan's room adjoining.
I supposed it was Dan until as
1 stood before the mirror with poised
razor, I caught sight of the leering
face of Squire Peasley, who, standing
on a chair in Dan's room, had projected
his head through the transom
over the door which led from my room
to Dan's. I realized from the look of
cunning and exultation on his features
that he knew that he had made
a discovery of vast importance to himself
and his town. I thought quickly
in those few seconds. I knew that he
must not know that I had seen him.
I took another puff on my pipe and
then walked over toward the door as
though to sharpen my razor on the
strop which swung from the doorknob.
Suddenly I reached up and released
the rod which controlled the
door transom, and the squire was
fast. He had only yelled one yell
before I had a towel in his mouth,
then Dan arrived and quickly took in
the situation and together we trussed
the squire up and left him comfortably
on the floor of the bathroom,
where we knew someone would stumble
upon him within an hour.
"Among the squire's effects we
found the town's bond and two thousand
dollars in cash. We took the
cash but left the bond. Dan said the
cash was a just compensation for our
false imprisonment and consequent
humiliation and I agreed, as I always
did, to what Dan said. We got out of
Wishwell on the 9 o'clock train as per
schedule, and once on the train I was
not long in shaking my widow's weeds
and getting out my pipe. Dan gave
me my thousand dollars, and at Austin,
Texas, we separated as I wanted
to come East and visit my folks.
"Dan headed for Los Angeles. I
suppose he is still selling medicine
somewhere. I got in the railroad
game and here I am. I never pick up
a razor to shave though but that I
seem to see the face of old Squire
Peasley grinning at me from over the
door transom."
"Fine if true," said Brakeman
Carey, as he slid down from the fireman's
seat box. "After a yarn like
that we should be able to make up this
half hour we have lost waiting for
the circus to pass and go into Hudson
on time. There goes the board. Give
her the gun."
Preserving Our Most Precious
Possession
By W. T. Brown, Storekeeper
Dickerson Run, Pa.
•ipO a normal human being the most
precious thing is life. Life in a
body free from deformities and not
handicapped by crippled limbs is a
glorious thing, to be desired above
everything else.
Many a man would gladly give all
his worldly possessions if he could rectify
one thoughtless mistake which
resulted in his losing an arm or a leg.
There are just two things in life which
are really worth while—life and happiness,
either of which is jeopardized
by disregarding the simple Safety
First rules which have been formulated
for our observance.
It is not such a great hardship for
a man to wear his goggles when engaged
in work which may cause injury
to his eyes. It may take just a
little longer. It is not so hard to play
safe when jacking a car. Nor does it
take such a great amount of self control
for a trainman to resist the temptation
to kick a knuckle. The little
things that come up every day can be
done safely nearly as easily as otherwise.
And it is the carefulness that
is used in doing these little things that
keeps the Safety records clean. And
what a difference it makes! To some
men it may mean the difference between
life and death or the difference
between happiness and wretchedness.
Safety and carefulness are synonymous.
The careful man is the safe
man. And he reaps far more than
anything of monetary value.
Each man has certain moral obligations
towards his fellow men. The
courts are recognizing this more every
day in holding motor drivers criminally
liable for injuries to pedestrians.
We cannot go through this life
continually disregarding the rights of
our neighbors. This applies to the
man who works beside you. The
thought that through some careless
act of yours, any man or his family
should suffer should be enough to
deter you from doing anything which
might cause injury to a fellow workman.
To do your work as safely as possible
should be a great satisfaction,
and then, if the worst should happen
and someone is injured, you can say,
"Not through any fault of mine."
The goal of the New York Central
Lines has been set high, but not too
high for the P. & L. E., as shown by
the latest comparative statement
showing that we have attained second
place in our group. One more step
and our present goal will have been
reached.

86 New York Central Lines Magazine for May, 1928
A
What the Kadi© Manufacturers Offer
i^The Freed^Eiseinan NM^60
FEW days ago a prospective
member of the Order of Radio
Fans asked the writer, "What
constitutes a good radio?"
I promptly answered, "A radio set
in order to be called good must have
selectivity, sensitivity and good tonal
quality."
This did not satisfy the questioner
and lo and behold, he popped the question
all radio men are trying to dodge,
"What is the best radio set?"
That is a hard one to answer. As
a matter of fact I would say that it is
impossible to answer it truthfully. A
better question would be, "What sets
do you consider
good that cost
around $100 (or
whatever price you
mi ght want to
spend).
But so far as the
best set in radio—•
there is no such
set. Your set,
your neighbor's set,
your best friend's
set, each is the
"best" set in radio
today. Whether it
cost $50 or $500,
it's the best set because
it's yours.
In this article
(which is the first
of a series) I am
going to give the
results of a test
given to the new
Freed - Eiseman
NR-60 electric set. This is one of the
good sets that cost $160. The photograph
shows the set with a Peerless
speaker. Freed-Eiseman is to be congratulated
on turning out such a set
as this one. Model NR-60 is a onecsntrol
receiver that has selectivity,
sensitivity and excellent tonal quality.
The cabinet is made of mahogany and
is of a very neat design that will harmonize
with almost any living room.
The power unit is contained in the
cabinet with the set and is designed so
that it does not affect the efficiency of
the receiver. Both set and power unit
are completely shielded.
The big feature of the NR-60 is a
device called an inductor (which is a
tapped variometer) that aids the set
owner in eliminating interference on
Freed-Eiseman NR-60 electric set with Peerless speaker
the low waves and is a big help when
searching for distant stations. Using
an aerial of 100 feet in length all locals
were logged, with stations in
Pittsburgh, Baltimore, Atlantic City,
Springfield and Philadelphia, while
the numerous local New York stations
were broadcasting. At 10:30 P.M.,
real distance started coming through.
Antennae of different lengths were
tried and the set still worked efficiently.
On a strip of wire ten feet in
length Nashville was logged.
The Peerless speaker used while
testing this outfit worked excellently.
No matter how much volume was
turned on, the speaker retained its
sweet and mellow qualities. Inside
this speaker is a filter which protects
the speaker. The Peerless costs $35.
CeCo tubes were used during the
period of test and are recommended by
this department. The CeCo tubes on
test have given longer life than any
other tubes tested.
An interesting experiment was tried
on the NR-60. The ground connection
used was attached to a radiator
about ten feet away from the set. Another
ground was connected to the receiver
and louder signals were received
on distant stations. Eight ground
connections were used in all, which
increased the range of the receiver.
Next month—The Steinite Electric
Set.
Laboratory
Notes
V E R Y good
cure for a motor-boatingreceiver
is to use an
Eveready Layerbilt
battery in connection
with the B
eliminator. The
B-minus of the B
battery should be
connected to the
B-m i n u s of the
eliminator. The detector
voltage
should be taken
from the B battery
and not from the
eliminator. The
Layerbilt Eveready
battery _ is
recommended because of its long life.
These batteries are constructed differently
from any other battery on the
market today. The cells instead of
being cylindrical are flat or layer
built, one on top of each other. Their
life exceeds that of most heavy duty
batteries.
There has been a question in the
minds of some radio fans as to whether
an automobile six-volt battery could
be used as a radio A battery. A
Gould automobile battery has been
connected to a radio set in the laboratory
and results have been excellent
so far. The battery has been connected
only for two weeks. See next
month's laboratory notes for further
results.
The 1928 Centrola (five or six
New York Central Lines Magazine for May, 1928
87
tubes) is quite a receiver. Distant
stations have been received on an Ail "A" Eliminator That Every Fan Can Build
;ierial forty feet in length. The July ACHAT'S the matter, Joe, why 29 Drilled Base Board.
issue will give full details on this set. W , „, 30 Metal Cover.
*
This department is only too glad
to answer questions pertaining to
your radio set, but please give full
details such as make of set, circuit
employed (if you know it), number
of tubes, kind of tubes, age of your
tubes, length of aerial, kind of wire
used on aerial, age of the aerial, kind
of batteries used and age of batteries.
Have you had the set repaired at any
time? To what is your ground connected?
Write in your troubles and
we'll try to help. Also write in your
experiences, so they can be told to
other readers.
v
SO glum.' 3 1 A c Line Attachment Cord with Plugs.
"Well, the storage battery that be- 32 Output Cord for connecting to set with
I
For The Good of Radio
T is just around this time of the
year that radio fans will start
hearing, "This is the last of the
Iodine hours for this season. The
Iodine Company, sponsors of these enjoyable
Iodine hours, will be back on
the air the second week of September.
Until then the Iodine Company (sponsors
of the Iodine hour) bid you all
farewell."
Each year this happens. Toward
the end of May and during the first
few weeks of June many sponsors of
these programs sign off until September.
And then there is so much good
entertainment that you miss half of it.
Now there is a remedy for this falling
off of these hours, and the radio
fan himself can be the doctor. Here's
the cure: Write to the stations to
which you listen and tell them that
you would like to hear the Iodine hour
during the summer months.
Get all your friends to write in to
the different stations. These letters
are always forwarded to the sponsors
of these hours. The reason, according
to the donors of these programs, that
these hours are discontinued is that
fans don't "listen in" during the hot'
weather.
In a way you can't blame the manufacturer
who supports the program
for feeling that way, as he receives
very few letters of encouragement.
It's up to the set owner, so now,
go to it! Get your pen out and write
a letter today to the sponsors of the
hours that you enjoy. Tell everybody
to write. It's for your pleasure and
also for the good of radio.
Next month a four-tube portable set
will be described. This set can be used
with 201-A tubes or the 199 type. Not
alone is this outfit good as portable,
but it can be used as set for the living
room.
Free Booklet
An interesting booklet may be obtained
from Electrad, 175 Varick
Street, New York City, free of charge
by writing and mentioning the New
York Central Lines Magazine.
This booklet gives the popular B
eliminators and power amplifiers of
today. It is called "What B Eliminator
Should I Build?"
longs to my radio went 'west' last 3 3 F 1 S 1 5 wire.
night and I have to get another bat- * * *
tery. But do you know that I hate The smaller parts come in envelopes
to buy another one. I'm tired of o n -which are printed the contents,
charging it and adding water and item number and on which parts the
having all that muss that goes with a contents are to be used.
wet 'A' battery." J} 0 not attempt to open all envelopes
"I had the same experience myself, and then pick parts at random; rather
Joe, about a month ago and I bought follow instructions and assemble each
myself an 'A' eliminator that is abso- individual sub-assembly at one time.
lutely dry, requires no water, and op- if the metal cover touches the AC
erates without the slightest hum." pi ug connector, it should be insulated
"You see, Jack, I was afraid to get by means of a piece of cardboard cut
one of those devices because I didn't to fit over the prongs of the AC conknow
how efficient they were. What nector. This is important, as if it
kind have you?" touches there may be a short circuit.
"It's a Knapp 'A' eliminator and it if the connections are made corcomes
in kit form. I assembled it in rectly you will find that your receiver
about ninety minutes and it was a i s ready for immediate operation on
cinch. First time I ever tackled any- the throw of the toggle switch. This
thing like that, but I took my time, switch also controls a "B" eliminator,
checked up all connections carefully which may be plugged into the top
and before I knew it I was finished connection. The unit works equally
with it." well with "B" batteries or an elim-
"That seems to be a good bet. Think inator.
I'll get one. But wait; you know I When tuning the set on or off use
have an eight-tube set. Will it work the switch on the Knapp "A" power,
an outfit with that many tubes?" Leave your switch on your set "on"
"Sure it will! Take down the address at all times and throw the switch of
of the firm that manufactures these the eliminator to start or stop the set.
kits. It's the Knapp Electric Cor- The resistance unit and top plate
poration, Port Chester, New York." switch are used to supply the proper
So Jack bought an "A" eliminator "A" voltage for all receivers up to
kit and upon opening it found thirty- eight tubes. If the flexible plug conthree
parts, each tagged with its item nector is placed on stud 1, then the
number for identification. The parts lowest available voltage and current
a r
e: are obtained; and in like fashion maximum
output is realized where the plug
Item Name Symbol j s inserted in post 8. For best results
1 Transformer A a re]i able voltmeter should then be
2 Rectifier Unit R tried until the voltmeter reads 6, when
Condenser
C a p a C
t y
'
. .. C-l all tube filaments of the receiver are
4 Choke Coil with 6 brass spacers L-l burning. A 6-volt supply is correct
5 Special high capacity "A" Power for all sets employing 201-A, 112 and
Condenser C-2 171 type tubes. After this adjust-
6 Choke Coil — .......1^-2 ment has been found no further volt-
7
8
Drill Base Plate (Copper"d
Drilled Top Plate (Brown Bakelite with
studs in place).
m 6 t e r
°J /"enticm to the
POWer unit IS needed.
For small sets, say those using
9 Contact Plate (with mounting bracket). three or four tubes, it may be neces-
10 Transformers
and Nuts
Mounting Screws s a ry to install a 6 or 10-ohm rheostat
. Envelope No. 1 j n t h g „ A„ m i n u g j e a (j g 0 t
1 1
"stews 0
( L " .
1 )
.-.
. MOUnt
EnvelopeNo. 2 reduce the output voltage to 6.
12 Rectifier Fastening Nuts.. Envelope No. 3
13 Nuts for fastening wire to rec- Whv Not a Tnne GnntrnlO
tifier on underneath side of V»uy i>Ol a lone control.
14
t 0
a t e
P P'
Plug for "B" Eliminator
Envelope No. 4
Envelope No. 5
» . t
WW
E bear much ree-ardine- a suit-
, , mucn regaramg a suit
t t
15
16
Nuts for holding Transformer
Top Leads Envelope No. 6
Screws and Washers for mounty
7
able volume control, but very
little about a tone control. Yet the
j a e r i g a l m o s t a s important as the
ing Choke Coil (L-l) to Top m .
Plate Envelope No. 7 former. There are times when we
17 Screws and Spacers for mount- want sharp, crisp reproduction, such
ing Transformer to Top « , i j i • i
Pl| t e Envelope No. 8
a s f o r
speeches, band and jazz selects
H & H Toggle Switch... Envelope No. 9 tions, and weak signals, while at other
19 Screws, Nuts and Washers for times we want mellow, soft, entranc-
mountmg Contact Plate to . , . , ,
Top Plate Envelope No. io m
20
21
2 2
S vocal and instrumental rendition.
Terminals EnvelopeNo.il A tone control, therefore, is necessary
Condenser Mounting Bracket to remove the higher frequencies
Screws Envelope No. 12 which are responsible for the sharp,
"str e
ew?^ (L
: 2)
. MOUntm
23
24
25
n d
lnve.opeNo.i3 f»*p/ ^ / disagreeable quall
t y o f s o m e
Bottom Plate Mounting loudspeakers. The Sim-
Screws Envelope No. 14 piest tone control comprises a volume
Nuts and Washers for Ter- control clarostat in series with a Vi
minal Posts Envelope No. 15 condenser, the combinations
Resistance Umt Envelope No. 16 being shunted across the loudspeaker
26 bwitch Post Connector. . . Envelope No. 17 - j ! m • i . ,, r
27
,
Screws for fastening metal cover XTl
V^t- Turning the knob of the clar*
to Base Board Envelope No. 18 stat serves to increase or decrease
28 Condenser Mounting Brackets. sharpness.

Which Case?
Horton—What did the judge do at
the bootlegger's trial when one of the
bottles offered in evidence was found
to contain water?
Hopper—I understand he threw the
case out of court.
The Height of Ego
"Is he self-centered?"
"Self-centered? Why, that guy
thinks 'Hail, Hail, the Gang's All
Here' is a solo!"
Private Circulation
"Dear, may I print a kiss upon your
beautiful lips?"
"Yes, if you promise not to publish
it."
Illogical
St. Peter was interviewing the fair
applicant at the Pearly Gates.
"Did you, while on earth," he asked,
"indulge in necking, petting, smoking,
drinking or dancing?"
"Never!" she retorted emphatically.
"Then why haven't you reported
here sooner? You've been a de; i one
for some time."
His Passion
Family Friend—Doesn't that young
surgeon who comes to call on Clara
ever want to take her out?
Mrs. Smith (ruefidly)—No—all he
wants is to take her tonsils out.
Drunk With Joy
Tom—Were you over at Fred's
house the other night when he put up
his home-brew?
Tim—Yes, we had a corking good
time.
A Secret
Old Man Biango—Why do you turn
out the electric light every time you
call to see my daughter?
Young Romeo—Well, she wants me
to keep the engagement dark.
Who's Who
Elsie—There's a man at the door,
Pa, who says he wants to see the boss
of the house.
Pa—Call your mother.
Ma {calling down the stairs)—Tell
Bridget.
Matter of Taste
He—My ideal of a wife is one who
can make good bread.
She—My ideal of a husband is one
who can raise the dough in the hour
of knead.
On Again—Off Again
Mike (on his deathbed)—Bridget,
me darlin', Murphy owes me $5.
Bridget—Ah, poor man, rational to
the end.
Mike—An' O'Hara owes me $3.
Bridget—Rational to the last.
Mike—O'Brien owes me $7.65.
Bridget—Shure an' it's a miracle,
rational to the last.
Mike—An' I owe Dugan $200.
Bridget—Arrah, he's ravin' again!
Oh, Johnny!
Sunday School Teacher—We should
never do in private what we would
not do in public.
Bad Boy—How about taking a
bath, teacher?
As Good as Mimeographed
First Colored Lady—Dat baby ob
yours am de puffec image of his
daddy.
Second Colored Lady—He suh am.
He am a reg'lar carbon copy.
The Quick and the Dead
Forbes—When did they close the
coffin of the deceased?
Maddox—Last night — during the
wake. Some dry agents came to raid
the house.
Sermons in Stoves
An Alabama darkey was telling a
friend of a certain church service he
had attended.
"De preacher wasn't feelin' so good
last Sunday," he said, "an' he made
de stove preach de sermon."
"Made de stove preach?"
"Yessuh; made it red hot from top
to bottom an' den he tells de sinners
to take a good look at it an' go to
thinkin'!"
Sarcasm Plus
He—The girl I marry must be one
who can take a joke.
She—That's the only kind you could
ever get!
New York Central Lines Magazine for May, 1928
Ad Valorem
"What's the matter with your wife?
She's all broken up lately."
"She got a terrible jar."
"What happened?"
"Why, she was assisting in a rummage
sale, and when she took off her
new hat, somebody sold it for thirty
cents."
They Rushed for It
"Someone shouted 'fire' in our
apartment house the other night."
"Did all the tenants rush out?"
"You bet! They rushed out and
hunted for it. We had been shivering
for a week."
One Thing and Another
Ted —- I saw a man swallow a
sword!
Sam—That's nothing, I saw a man
inhale a camel!
Somewhere Out West
He—I'm a little stiff from bowling.
She—Where did you say you were
from?
A Stuffed Date
Bob—Did you fill your date last
night?
Matt—I hope so. She ate everything
in sight.
He Tried
"How come you paid that lunch
check?" asked the wife of a man who
had luncheon with a business friend.
"I didn't intend to but when we
went to the cashier's desk he just outfumbled
me, that's all."
Not Good to Drink, Either
Frater—Isn't that hair tonic in the
green bottle?
Also—No, that's mucilage.
Frater—I guess that's why I can't
get my cap off.
Sharply Dull
A scissors grinder stopped in front
of a house. "How's business, Tony?"
asked the mistress.
"Fine!" said he, "I never saw things
so dull in all my life."
Instructions
Husband—Shall I fix that window
shade?
Wife—Yes, make it snappy.
The Wife With the Smile
"I hear that Jones, who married a
telephone girl, now has triplets."
"He might have expected she'd give
him a wrong number."
New York Central Lines Magazine for May, 1928 89
Saving Future Mepair Bills by Building a
IRusfeProof House
OU could pay the national
debt of the United States
in twenty years with the
amount that could be saved by ending
the loss caused by unnecessary
rust—replacing with copper the iron
that is used in the wrong places."
These are the words of Arthur Brisbane,
famous editor, speaking of that
insidious enemy of the home owner—
rust.
It is estimated that this destructive
force costs home owners in the United
States $575,000,000 yearly. Demon
Rust attacks softly, day by day. None
of the dramatic rush and roar of fire
warns of his coming. He waits on
roof, over porch, along the rainpipes,
at doorlock, hinge, lighting fixture,
window screen and water pipe, ready
to despoil. He necessitates the tearing
down of walls quite often, for a
roofleak or a burst water pipe is
usually hidden behind plaster. One
little rust spot in a water pipe, bursting
the pipe, can cause hundreds of
dollars worth of damage to walls, furniture,
and rugs.
But his attack can be met successfully
by the wily house builder.
Through the use of copper, brass and
bronze wherever metals are needed,
the house is rust-proofed. The home
builder, for instance, who uses the
house plan shown as New York Central
Lines Magazine Plan No. 5 may
protect his home at every corner and
in every crevice where Demon Rust
may lurk. Its sturdy, solid walls of
common brick under a roof of mottled
green and purple, rigid asbestos shingles
make it as pleasing in color effect
as in the design and layout which
have made it so popular a plan with
members of Home Owners Institute.
A copper roof will ably meet the
assaults of heat and cold, rain and
snow, and provide no spot where
Demon Rust may take hold. The immunity
of copper to chemical attack
insures a high resistance to corrosion
by air, water, and other agencies.
Types of Copper Roofing
A copper roof may be placed on
your home in one of several forms.
The batten or ribbed type, its ribs
running with the slope of the roof, is
one. Another is the standing seam
type which provides amply for the
movement of the metal due to changes
in temperature. The flat seam type
requires a soldered joint. The copper
shingle is the fourth type. These
shingles are light in weight, hence are
easily applied to the roof. Copper
Spanish tile is a rather recent development
in roofing. Still another
form of roofing is the so-called copper
clad shingle of extra heavy insulating
base with an application of a wearing
surface of copper. Like other forms
of copper, the elements do the "painting"
of these copper-clad shingles, the
soft green patina which forms naturally
being a permanent coating of
protection.
By L. Porter Moore
President, Home Owners Institute, Inc.
Wherever nails are used on the roof,
they should be of copper, for they do
not rust and allow shingles to drop
out of place as do ordinary nails. Copper
lightning-rods, properly grounded,
will protect against possible fire from
lightning. Those quaint ornaments,
weather-vanes, are often of copper.
Sixteen-ounce copper should be used
for flashing the vulnerable points of
any roof. Leaders, gutters, and rainpipes
should be of this rust-proof
metal. Where special architectural
effects are desired, wooden gutters
lined with copper, or lead-coated copper
gutters are desirable.
Rust-Proofing the Pipes
Rust-proofing within the house is
as important as on the roof where the
elements assault the house most assiduously.
The unseen hot and cold
water lines will not taint drinking
water or stain hot bath and laundry
water if brass pipe is installed.
Exposed lanterns and out-door
lights such as that on the lintel-post
which bids your guests welcome may
well be of copper.
For beautification as well as utility,
bronze, brass and copper have long
been honored metals. The beauties of
Russian samovars, Benares brass,
Turkish coffee pots, Chinese kettles
are well known to us.
Bronze (specially strengthened copper)
non-rusting screen cloth at doors
and windows will not rust and admit
insects through small rust holes, as
will ordinary screening. Brass for
exterior hardware takes a high polish
and often outlasts the house itself, as
witness the fine old knockers and
latches on Colonial houses still in existence.
Bronze, too, comes in for its
share of commendation for both exterior
and interior hardware.
How to Get Your
Specifications
S a service to home builders
A the New York Central Lines
Magazine has arranged to procure
complete working drawings and
specifications for the home shown
for any of its readers at the low
cost of $25 for the first set and $5
each for additional sets.
A choice of hundreds of other
plans is possible to readers through
the plan service of Home Owners
Institute, Inc., 441 Lexington Avenue,
New York City. A letter to
the Institute or to the editor of the
New York Central Lines Magazine
will bring a quick response.
Rust attacks within the house as
without. It pits the metal under plating
or enamel on lighting fixtures if
that metal is ferrous. Copper, bronze
and brass lighting fixtures take a variety
of finishes and hold those finishes
during long, hard service. Brass and
bronze plates are useful as decorative
concealments at electric switch and
convenience outlets.
Copper will be used in the electric
wiring.of .your house whether you specify
it or not, for-aside from the fact
that it is the best known electrical
conductor, it is rust-proof in these
wires as elsewhere.
The advantages of an entirely rustproofed
house may be had at small
extra expenditure over that for rustable
metal, an additional $300 being
the estimated cost of rust-proofing
the house featured in this article.
This investment would soon be returned
to the home builder in the savings
in repair and replacement bills
he would experience. The non-rusting
metal "stays put" because it continues
to give good service throughout the
lifetime of the house.
The five rooms of New York Central
Lines Magazine House No. 5 may
be brightened, as may any home, with
brass and copper and may be protected
in parts which would otherwise receive
attention only from Demon
Rust.
The House of the Month
This design by R. W. Rumenell, Jr.,
architect, of Courtenay, Florida, is
most unusual in architectural effect
and in interior layout. An individuality
of design is seen in the arches
at its entrance porch and the common
brick wall which connects house
and garage, giving the garden a sense
of intimacy similar to that of the
"walled-in" garden of other days.
The housewife who is tired of steps
should like the one-floor arrangement
of this bungalow type of residence.
From the entrance porch, one steps
into the large living room with fireplace
on the long center wall and windows
directly facing it. In a house
of this character, steel casement windows
are especially fitting and add
to the fire-proof qualities of the building
as well as giving that extra portion
of sunlight and air for which the
steel casement window is known.
Here as elsewhere throughout the
house, walls of hydrated lime plaster
put in a backing of woven metal lath
will be crack-proof, vermin-proof and
sound-proof, three important points
touching the pocketbook and the comfort
of the home builder.
The nearly square dining room, a
shape well liked because of the ease
with which it accommodates dining
furniture, gives easy access to the
kitchen, as it should. Here the back
of the sink under the kitchen windowis
low so that while Mother washes
the dishes she may look outside into
the sunlit yard. But unlike the sinks

Sketch, sectional drawing and floor plan. Including garage, for the English type b
ungalow described here. An outline of
specifications recommended is given on page 91
it «riv« C
h n
It tf°l \ £-, S
° l 0
\ t h
?
overT It
over it. It is of that standard height,
one yard from the floor, which is now
recognized as a normal, back-saving
a l p l a n d o e s n o t c a l 1 f o r a
? basement
n a s m u c h a
i * the house was intended
for such a climate as Florida The
home builder who lives above th-
Mason-Dixon line will certainly want
T j , , ,
Laundry tubs are shown in the
kitchen also, for the architect's origito
excavate a cellar. This mav easily
be done without changing the plan Tin
any way except that furnace hot-
water heater, and fuel supply will be
placed, of course, more conveniently
in this part of the house.
Such a basement will greatly enlarge
the living capacity of the house
also, for new red-jacketed insulated
boilers are dust-tight and so keep the
basement free of clinging ash dust.
Ntw York Central Lines Magazine for May, 1928
I ha built-in chimney-fed incinerator
burns all trash and garbage to a crisp,
thus doing away with the necessity of
tilling it in the cellar awaiting city
collectors. So with these two pieces
of equipment removing the previous
annoyances of the cellar and with
•tee! basement windows letting in a
plrntitude of air and light, the basement
has become a habitable part of
the house. Heating pipes leading to
radiators upstairs are neatly covered
with asbestos pipe covering to connerve
heat.
11 will be. noticed that the bathroom
i directly next to the kitchen in this
lningalow. This arrangement proves
to lie a real money saver in building,
[or water-lines and waste pipes are
not situated at distances necessitating
double plumbing lines. Bathtub, toilet,
and lavatory are especially designed
in units, giving this room an
affect of oneness. Inasmuch as brass
pipe, which does not rust and corrode
l lie water which passes through it, is
installed in this house, the danger of
: l,lining these plumbing fixtures is
less than formerly. As a further protection
against such stain, tub and
lavatory bowl are covered with acidresisting
enamel, a new development
In safeguarding fixtures for long life.
Both bedrooms are corner rooms
and receive an ample supply of air
through two windows diagonally
across from each other. Closets for
clothing are provided in each bedroom.
Throughout the house numerous
electric convenience and lighting outlets
show that a nationally known
electric wiring system has been installed.
As the electrical servants of
ibis modern age take over more and
more the duties of the maid-of-allwork,
outlets must be provided for
their use. The vacuum cleaner must
lie used with the same facility in bedroom
and hallway as in the living
room. Provision must be made in the
kitchen for an electric motor to beat
cakes and eggs and bread; in the
breakfast nook for auxiliary cooking
units such as toasters, percolators,
and grills; in the living room for ex-
I ra lamps beside bridge table, reading
chair, and piano. Only a wiring syslem
planned by electrical engineers
could fulfill these necessities.
Specifications Recommended
An outline of the specifications
recommended by Home Owners Institute
on this house, providing for a
basement, reads as follows:
MASONRY—Concrete footings under all
walls, as shown on drawings. All foundation
walls to be of poured concrete or concrete
block made with Portland cement. Concrete to
be mixed with waterproofing compound. Foundation
walls may be of common brick, laid in
one to three Portland cement mortar, at owner's
option. Walls of common brick, laid in
mortar above specified. All brick work shall
have at least one full header course in each six
courses. Steel basement windows of standard
sizes with cam-acting latch and double contact
weathering shall be used.
INCINERATOR—Built-in incinerator to be
installed in chimney, with receiving hopper door
located in or near the kitchen for disposal of
garbage and trash.
CARPENTRY—All framing lumber shall be
well seasoned and free from large knots, either
Douglas fir or yellow pine. California white
fine for exterior millwork and interior trim;
Mk floors: steel bridging for floor joists. In­
terior doors and built-in kitchen cabinet as required
in detailed specifications.
ROOFING—Roof of rigid asbestos shingles;
styles, thickness, colors, sizes and shapes as
specified; to be laid in accordance with manufacturer's
instructions.
METAL WORK—Gutters, rain-pipes, valleys
and flashings to be sixteen-ounce copper.
CASEMENT WINDOWS—To insure maximum
light and air, steel casement windows in
single or multiple units with transom as shown
on drawings are recommended. All corners to
be electrically welded; all muntins to be flush
on both interior and exterior faces. Malleable
iron or solid bronze hardware to be used.
Frames to be anchored with continuous angles.
Bronze screens recommended.
PLASTERING AND LATHING—Threecoat
work over metal lath is recommended. A
less expensive job may be obtained through the
use of one-half inch of plaster over flat rib
expanded metal or wood lath. Insulating lumber
or plasterboard may be used if desired by
owner.
ELECTRICAL WORK—Complete system
of electric wiring from meter to all outlets, including
panel boards, junction boxes and all
other fittings. The installation must be in accordance
with the rules and regulations of the
National Board of Fire Underwriters.
LIGHTING FIXTURES—Lighting fixtures
shall be correctly designed to harmonize with
architectural details; rustproof metals recommended
and quality of finish to be considered.
PLUMBING—A complete system and fixtures
ready to use shall be provided, as shown
on plans and in accordance with local regulations.
Brass piping for hot and cold water
lines. Gas or coal fired hot water heater.
//"^|THICH is worth more, Mr.
*^ Rentpayer, a bunch of rent
receipts showing money gone into the
landlord's pocket or a set of building
and loan mortgage payment receipts
which give you a home of your own
free and clear at the end of eleven
years?"
These words ring in my ears as I
return home from the public-speaking
contest held by young people of New
York City engaged in building and
loan work. In that contest the enthusiasm
of these members for the work
they are doing in helping the small
salaried man to possess his own home
rang true and sure.
The answer to the above question
which one young man addressed to his
audience so earnestly is being given
year after year in increasing numbers
by home builders who know of the
work of building and loan associations
in their behalf. Since that time nearly
one hundred years ago when seventeen
friends in a little town in Pennsylvania
pooled their resources in order
that one of their number might
purchase a house, thousands of home
seekers have been helped by building
and loan associations into homes of
their own.
You, too, can get this help if you
will but save and ask for it. For the
building-loan association is no closed
corporation but is rather an organization
whose very fundamental is the
assistance of its members into financial
independence—into a home of
their own. To become a member one
has only to open an account in the association,
and this anyone can do, for
with its years of growth the buildingloan
association has not grown into a
«r -t 1
91
Where sewer connections are not available use
of reinforced concrete septic tank recommended.
TILE WORK—Tile floor and wainscot in
bathroom, with built-in china accessories.
HEATING—Steam or hot water red-flash
sectional boiler, thoroughly and indestructibly
insulated—for hard or soft coal, coke, oil or
gas. All steam mains and returns, and all hot
water lines to be insulated with three-ply, crosscorrugated
asbestos pipe covering; fittings to
be insulated with three-fourth-inch asbestos cement;
all applied in accordance with manufacturer's
instructions. Thin tubular radiators
recommended; air valves where necessary.
TEMPERATURE CONTROL—Heat regulator
with eight-day or one-day clock thermostat,
limit control on boiler or furnace and
electric or spring motor.
HARDWARE—Owner shall furnish all hardware.
Exterior hardware shall be rustproof.
Hinges for entrance doors shall be of the ballbearing
or anti-friction type equipped with roller
pins. Designed hardware to be of forged iron
in Tulip or Warwick design unless otherwise
specified. Garage hardware shall be sliding and
folding type, depending on type of opening, delivered
complete in original box.
PAINTING—Strictly pure white lead and
linseed oil in proper proportion, with zinc oxide
where desired, or a good grade of ready-mixed
paint shall be used. Interior trim to receive
two good coats of flat paint and one coat of flat
enamel. Finished floors to be varnished or
waxed throughout as directed.
INSULATION—Throughout with insulating
building board or insulating quilting if preferred
; used as plaster base on second floor
ceiling operates as roof insulation.
T h e Best Lesson T a u g h t b y a B u i l d i n g a n d
L o a n A s s o c i a t i o n
By Isabella F. Henderson
snob and boosted the amounts which
make membership possible. As small
a sum as one dollar a month still procures
that coveted membership with
its eventual privilege of asking for
help in home financing. And unlike
the dues of club or organization, these
membership dues paid in monthly are
not swallowed up in "club activities"
but grow into a sizeable savings account
as the months go by. Always
accessible to the saver in case of illness
or necessity, such savings give
a sense of security impossible without
that substantial thing which mid-Victorians
called "backing." The building
and loan membership account furnishes
that "backing."
Possibly the best result, other than
the actual money it accumulates, is the
habit of thrift which membership in
the building-loan association instills
into one. For only through thrift,
only through steady month-by-month
saving, can enough capital be accumulated
to expend the large sum necessary
to acquire a home.
Home Mortgage No Disgrace
Even beyond this matter of thrift,
the building-loan teaches many another
lesson. Perhaps the most important
one it has taught during its
hundred years of operation is that
the borrowing of money for a home
is not a disgrace. Rather, it is a business
transaction similar to a purchase
of furniture or clothing. No other
agency has contributed as generously
to the cause of raising the head of the
home buyer so that he is not ashamed
or afraid to request a mortgage loan.
Another of its important lessons has
been that the actual carrying of a

92
mortgage on a home is not a disgrace.
Here again, the public has learned
that mortgages are good business
propositions and are to be regarded
as such. No longer do modern plays
use the theme of the young runaway
of the family returning just at the
moment when the auctioneer's hammer
was about to fall ... a sheaf of
bills in his hands and the words, "Save
the old home" on his lips. In this,
the twentieth century, the old home
has been saved by the building-loan
associations long before the boy left it
to seek his fortune in the great world.
Dad was able to pay off that mortgage
by his regular monthly payments to
the association. He found out long
ago that it was just as easy as paying
rent.
How Easy Is Rent Paying?
That brings back to my mind that
ardent young speaker whom I mentioned
at the first of this article. How
easy is it to pay rent? Easy enough
if you let your money slide gracefully
out of your pocket into that of another
without a qualm. But few of us are
made that way. We prefer to get
something for our money. The tabulation
given below shows exactly how
much money you are putting into the
landlord's pocket, plus the usual 6 per
cent interest in case you still are paying
rent. Few families are paying
less than $30 a month. Indeed, I do
not know where they will go in the
environs of New York and pay as little
as that. However, just for purposes
of comparison we have started our
table with that amount.
WHAT THE RENT RECEIPTS TAKE
OUT OF YOUR POCKET
Rent per
month 10 years 15 years
$30.00 $4,745.04 $8,379.27
35.00 5,535.88 9,775.82
40.00 6,326.72 11,172.78
50.00 7,908.40 13,965.46
75.00 11,862.60 20,948.19
100.00 15,816.80 27,930.92
20 years
113,242.78
15,449.91
17,657.04
22,071.30
33,106.95
44,142.60
Consider that $30 monthly rent. In
ten years it has grown to $4,745.04.
What a healthy start that would be
on a home! Perhaps you haven't
thought of spending as high as $15,000
for a home, but if you are now paying
$100 a month rent, in ten years' time
you will have spent more than $15,000.
As an actual investment in a piece of
land and a house of your own, what
would that mean to you! It would
mean a substantial asset in monetary
value, and it would mean also that
most coveted possession—your own
home. Home, where you've watched
the youngsters grow from babyhood
to boy and girlhood; home, where
you've watched the sweetheart of
your youth mature into contented and
glorious womanhood; home, where at
the end of the business day you have
come for comfort and for happiness.
"It takes a heap of living to make a
house a home!" as Edgar Guest puts
it. Start that living in your own home
early. Pile up in that secluded spot
the thousand happy memories you
want to keep for white-haired days.
He Didn't Want To Move
I am reminded of a little chap of
about eight who some years ago moved
into the house next to mine. Looking
over the board fence the summer
morning after the vans had left, I saw
him sitting digging mournfully in the
gravel with a stick, the tears rolling
down his cheeks.
" 'Smatter, Sonny?" I inquired.
Ashamed of being discovered, he manfully
put up a dirty little paw to wipe
the tears away, but at the first word
only started crying afresh and in a
louder key.
"I was growing radishes," he
sobbed. "They was growing swell."
"You can grow radishes here," I
consoled. But long and bitter experience
spoke in his next sentence . .
" 'Tain't no use," he said, "we'll only
move again." The following autumn
proved he was right . . . poor little
philosopher. You see he had put his
roots into the soil along with those
radishes; it was hard pulling them up.
Now it is my contention that that
little fellow deserved a back yard of
New York Central Lines Magazine for May, 1928
his very own where he could grow
radishes and watch them mature.
For he would put more important
things than radishes into the soil of
that back yard. He would put hope
there and eventually he would take
achievement out of that soil.
Every child will do that, given a
chance. So will every grown-up.
More important things than radishes
will grow in a home, if you give them
a chance. Character grows there, and
love. And these things grow better
in the home in which they are firmly
rooted without fear of upheaval every
spring or fall.
How can you do it? Let the building-loan
show you how. The officer
of any association will gladly talk
over your problems with you.
My thoughts return to the young
orator and his plea to Mr. Rentpayer
for a home instead of a collection of
rent receipts. Which are you piling
up?
Springtime H e l p s i n H o u s e k e e p i n g
PRING fever days are here. All
S of us feel them a little whether at
the office or at home. Naturally, this
month is an apt time to cast about for
ways of lightening the housework.
As if in answer to this desire, a visit
through Homebuilders Exhibit, located
near Grand Central Terminal in
the heart of New York City, has
shown me some new and different
items for the home, all of them laborsaving
in one way or another.
A well-designed garbage can, for
instance, saves both backbending and
much scrubbing. For homes outside
the city limits and far from gas mains,
a gas generator will save keeping the
fire going in the summer for either
cooking or hot-water supply. Many
another device aids in overcoming
spring fever through lightened work.
* * *
A Garbage Can to Save Stooping
By Jennie Moore
An ornamental garbage and trash
can for the kitchen is built to withstand
the hard wear which this
receptacle constantly
gets. A
pedal pressed by
the foot raises
the lid of the
can whenever
refuse is to be
thrown into it.
Its baked enamel
exterior is
easily kept clean
and white, and
trimmings of
red, yellow, or
green add a
touch of color
even to this
humble kitchen helper. The handle of
the can itself always remains outside
and so cannot come in contact with
waste matter.
The particular feature of this can
is that the garbage pail itself and the
container on which it rests are two
separate items, yet the cover clamps
tightly on both, preventing the
spreading of garbage odors. Such a
device saves the housewife's back from
much stooping, and takes care of one
of the objectionable items in housekeeping
in a thoroughly sanitary
manner.
* * *
Gas in the Country-
City conveniences are being found
even in remote country districts these
days of 1928. Through such systems
and appliances
as the gas
generator illustrated,
the
country home
may use gas
for cooking
and for water
heating without
danger and
with ease of operation. This gas,
which may be connected up with stove
or hot water heater even though it is
placed in a separate building 150 feet
away, is made by the use of water and
charcoal or coke only. Where city or
natural gas is not available, such a
gas system is a tremendous convenience,
particularly in the summer,
saving as it does continuous firing
during the summer heat.
* * *
Safety Flue
When the housewife who uses a coal
or wood range suddenly realizes that
her oven isn't baking right and that
soot is ruining her painted kitchen
wall, she knows it is time that the
pipe be taken down and cleaned out
. . . a despicable job which the man
of the house often bungles when he
finally gets around to it.
A safety flue device, so simple in
construction that we wonder why
someone didn't think of it sooner, consists
of a little trap door which may
be opened at will and the soot then
New York Central Lines Magazine for May, 1928
raked down into the stove pit. This
is not only a convenience but an actual
protection against possible fires which
often originate from soot-filled pipes
and chimneys.
* * *
Space Heater for Cool Spring Days
Every home owner wants to shut
down the heating equipment as early
in the spring as possible. With two or
three portable heaters for use in bedrooms
and bathroom,
and perhaps dining
room or breakfast
nook, on frosty
spring mornings the
main heating system
can be shut down,
without fear of
catching cold, at an
earlier date than is
possible in the home
without so-called
space heaters. A
small, simply-operated electric heater
that can be hung against the wall or
placed on the floor, has an adjustable
reflector that directs heat wherever it
i-; required. This portable heater may
be had in many colors and is especially
appreciated in the nursery and sick
room during the bathing hour.
Cooking While the Cook Plays
A compact little electric stove standing
just fifty-two inches high plugs
in at the floor electric socket without
extra installation
cost. .Just
as in the
larger electric
ranges, this
little cook
works automatically
while
the mistress of
the kitchen
takes a holiday.
It bakes,
boils, steams,
and fries in its
heavily insulated
ovens,
and its cost of
operation is
low, according
to its manufacturers,
who
have subjected
this new stove
to many hard
tests.
Its two ovens
provide different
degrees of
heat, the lower
one being
equipped with
an 880-watt unit which can be used
underneath for baking or transferred
Y o u r D r e a m H o r n
Some where between the covers of Volume
One—The Books of a Thousand Homes,
.imong the 500 plans shown you will find
iliat perfect brick, stucco, or wood design
in the architectural type you desire. You
will find houses of four to eight rooms.
You will find bungalows, story-and-a-half,
and two-story dwellings,
lit your new home be a model home, as it will
I'i- if you build from a plan offered in this volume.
For the Books of a Thousand Homes,
i dited by Henry Atterbury Smith, contain the
i w cnty-four master plans used by Home Owners
93
above for broiling. All cooking units
are connected with the time control
and operated according to it when the
housewife desires to run errands or
play a game of bridge during the afternoon.
Fully equipped with special pots
and pans to fit the cooking space, this
stove cooks a full meal at one time.
Another feature of the appliance is a
fresh hot water supply available for
tea, coffee, or any other uses and heated
without extra expense while cooking
is being done in the oven.
Do You Know These Points
About Home-building?
Q. What styles of small house architecture
predominate in the United
States?
A. New England Colonial, Dutch
Colonial, Spanish, Mid-Western, English.
Q. Once you have decided to build,
what should your first step be?
A. Seek expert advice from an architect.
Q. Should the home builder use a
plan to build by?
A. Yes, by all means.
Q. How can you obtain a fire-proof
roof?
A. By using clay or cement tile, asbestos
shingles, slate, zinc or copper
roofing.
Q. What size kitchen is considered
architecturally correct for proportion
and for step-saving?
A. Nine by twelve feet.
Institute in building Master Model Homes in
various metropolitan centers of thecountry. Such
demonstration houses have been opened in New
York, Chicago, San Francisco, Atlanta, Washington,
D.C., Portland, Ore., and other cities.
Select your plan from this group or from among the others
in the book. All designs are the work of eminent American
architects. Complete blueprint working drawings and
specifications are available through the Institute at low
cost. Build your house according to the suggestions as to
building materials and methods given in the back of the
book. The coupon below will bring all this to you.
I •
HOME BUILDERS DEPT.
N. Y. Central Lines Magazine
466 Lexington Avenue
New York City, N. Y.
I enclose herewith $3.00 in
cash, check or money order.
Please send me my copy of Vol. I—Books of
a Thousand Homes.
Name
Address

94 New York Central Lines Magazine for May, 1928
G-R-S Installs New Type of Car Retarder
at Mechanicville
J
UST five weeks preceding the
time the Selkirk Hump Yard
was placed in service, a similar
installation was completed at Mechanicville
on the Boston & Maine Railroad.
The general principle of operation
of the two yards are about the
same but due to several ruling factors,
the design of these yards are quite
different. As a description of the Selkirk
Yard was given in the February
issue of this Magazine, it is felt that
further information on this interesting
subject and particularly of the
new G-R-S Type B Retarder, as installed
at Selkirk, may be of interest.
Mechanicville, like Selkirk, was formerly
a rider yard. This yard was
built in 1913 and was operated as a
hump yard with riders and hand
throw switches until December 10th
of last year, when the new facilities
were completed.
The design of the Mechanicville
Yard was under the personal supervision
of Mr. George Hannauer, President
of the Boston & Maine Railroad
Mr. Hannauer is also co-inventor with
Mr. E. M. Wilcox, of the first car retarders
installed in this country.
Yard Arrangement
Mechanicville Yard departs from
the conventional hump arrangement
consisting of receiving yard, classification
yard and departure yard, in
that the departure yard is omitted.
The receiving yard lies west of the
classification yard, with a double lead
to the hump. It consists of ten tracks
having a capacity of 737 cars.
With the exception of a slight rise
which forms the "Hump," there is a
continuous down grade from the entrance
of the receiving yard to the
outgoing end of the classification yard,
so that an ordinary eight - wheel
switcher is capable to push all trains
over the hump. The classification
yard consists of thirty-six tracks having
a capacity of 1,930 cars, in addition
to which, there is a transfer
platform and yard with a capacity of
237 cars, a car repair yard with a capacity
of 240 cars, an ice house, stock
pens, and thoroughfare tracks around
both sides of the hump. Through the
design of a new type of retarder possessing
many features of superiority
over former types, greater retardation
was obtained per rail foot which made
possible a new departure in track
grouping and yard layout.
Particular attention is directed to
the hump leads using lap switches as
this arrangement has resulted in quick
traffic distribution and a very fast
yard with the minimum of retarder
footage. There are two retarder units
on the hump incline, a single retarder
unit on each of the three main ladders,
and two retarder units on each
of the six sub-ladders, making a total
of only seventeen retarder units (645
feet).
A general view of the new car retarder installation at Mechanicville, on the Boston & Maine Railroad. Looking from the top
of the Hump, Hump Signal and Conductor's office in immediate foreground; Tower A and Power House on the right of classification
yard and Tower B between tracks 11 and 12 to the left of the main leads.
New York Central Lines Magazine for May, 1928 95
The thirty-six classification tracks
are divided into six groups, each group
having a sub-lead which comes together
125 feet below the crest of the
hump. With short ladders and the
liberal use of lap switches in a concentrated
area, the length of accelerating
grade is remarkably short.
This feature, combined with the division
of the yard into six groups, thereby
securing quick separation of traffic,
has resulted in a fast switching
machine which can be operated by the
ordinary size switching crew.
Retarder
This retarder embodies many new
features of design and operation
which makes it far superior to former
types. A few of these features are:
1. Equalization of shoe pressure.
2. Toggle lever arrangement of con­
nections.
3. Non-derailment feature.
4. Protection from dragging equipment.
5. Heavier operating parts.
Equalization of shoe pressure is obtained
by a new design and method
of applying pressure to the retarder
shoes. Referring to the drawing, the
solid lines show the position of the
toggle lever, connections and mechanism
in the open position. The dotted
lines show the retarder in closed position.
Equalized shoe pressure is obtained
with the spring and lever connection
to the shoes and shoe beams. For any
one of the four closed positions of the
retarder the cross bar is moved to the
left closing the distances between the
face of the shoes. When the car
wheels pass through the retarder they
force the shoes slightly apart putting
the springs under compression which
in turn exert an equal retarding force
to both sides of the wheels. Unequal
shoe thickness or gauge receives the
same equalized shoe pressure because
the shoe and lever arrangement is
flexible and follow any side movement
of the wheels. The four different degrees
of retardation are transmitted
by the retarder mechanism through
the cross bar to the retarder shoes.
It may be well to again state that no
part of the retarder is under pressure
except when car wheels are actually
in the retarder.
One disquieting factor with retarders
of former design was the adjustment
of shoes for standard spacing of
wheels and operating with wheels
widely varying in their spacing. This
not only caused unequal wear of retarder
shoes but also subjected the
retarder, car wheels, and axles to unnecessary
strain and comnlication in
shoe adjustment. With equalized
pressure these objectionable features
have been eliminated because of the
flexible shoe movement.
Greater power has been .obtained
through the use of a unique toggle
lever arrangement of connections.
This results in a fast movement when
the retarder shoes start to close and a
slower movement with increased pressure
near the closed position. This
fast movement near the open position
gives a quick release or further retardation.
With retarders of former design it
was found when too great a pressure
was used that light cars were sometimes
lifted off the rail resulting in
many cases of a derailment of the car
in the retarder or at the end of retarder.
This resulted in damage to
retarder or switch mechanism and
sometimes to the cars and lading.
The high retarding action made
available in the New Type B Retarder
can be applied to light cars as well
as heavy ones without this danger of
possible derailment. If too great a
pressure should be used by the operator
the retarder will either immediately
stop the car or cause the
wheels to raise off the rail and ride on
the outside shoes. The proper relation
between wheels and rails is maintained
by the inside shoes so that
when the pressure is released the
wheels drop back onto the rails or if
the retarder is kept in a closed position
the wheels merely drop from the

96
Toggle lever, connection*, and method of obtaining equalized shoe pressure.
New York Central Lines Magazine for May, 1928
New York Central Lines Magazine for May, 1928 97
top of the shoes onto the rail at the
end of the retarder.
The retarder requires but one adjustment
to compensate for shoe wear.
This adjustment is made on the toggle
lever and consists of the lengthening
out on a rod as shoe wear increases.
Shoe beams, made of alloy steel, furnish
ample protection to the retarder
from low hanging column bolts or
dragging equipment. All parts are
heavier so as to withstand the shock
of continued service and with an individual
pressure oiling system the
proper lubrication and long life of
operating parts is insured.
Operation and Performance
Switch-lists of all inbound trains
are written on a Morkrum "Teletype"
machine in the yard master's office and
reproduced simultaneously in the
hump office and the two retarder control
towers. Loudspeaker telephones
connect the hump with both towers
for instant communications between
the conductors and operators. Pneumatic
tubes are being installed to facilitate
the sending of bills and train
lists from the receiving yard to the
yard office and from there to the outward
yard clerk. The yard is lighted
throughout its length by flood lights
on towers so located as to throw the
light lengthwise of the tracks.
The regular humping crew consists
of one engine on the first trick, two
engines on the second trick, and one
engine on the third trick. There is a
conductor and a helper with each engine,
who do their own cutting of cars
at the top of the hump and their own
trimming. The humping engine in
addition to the humping of cars, "cabooses
and doubles" the outgoing
trains, "switches" the transfer and
repair tracks and makes the deliveries
to the Delaware & Hudson.
The entire operation of the switches
and car retarders is controlled from
two towers, so arranged that one man
in a tower can normally handle the
work, or two men can operate in each
tower, dividing the work as peak
periods require. All trains depart
direct from the classification yard, as
there was no opportunity to provide a
departure yard. However, four leads
are provided for doubling trains together,
as the majority of trains go
out with more than one classification.
During the short time in which the
car retarder system has been in service,
freight traffic has been light;
therefore, the record of performance
does not reflect the true capacity of
the yard. Operation so far, however,
indicates a humping speed of 125 cars
per hour with one operator in each
tower, and 200 cars per hour with an
additional operator in each tower.
On Monday, January 9, Mechanicville
Yard, operating at less than 50
per cent of its capacity, handled 1,227
cars. Picking an item from the January
9 record; a seventy-two-car train
arrived at 11:33 A.M., was listed for
switching at 12:21 P.M., was "high"
at 12:40 P.M., and complete at 1:01
P.M. This performance shows an
average humping speed of 18 seconds
per car.
The operation to date has shown a
decrease in yard costs of about 40 per
cent; a decrease of 50 per cent in the
time cars are held in the receiving
yard and a material reduction in damage
to cars in humping; and it is believed
that the combined net annual
savings will be in excess of 50 per
cent of the cost of the entire work of
providing the added facilities.

BUFFALO PAYMASTER'S FORCE WHICH IS REMOVING TO NEW YORK CITY
Left to right: W. J. Matthews, E. H. Rogers, F. Barretto, V. F. Eastabrooks and
K. F. Kunkel.
Buffalo Paymaster's Force is
Banqueted on Departure
HE closing of the Paymaster's of­
Tfice of the New York Central in
Buffalo has brought expressions of regret
from a host of people. The Buffalo
force is now caring for its same
divisions from New York.
A farewell banquet was given in
Buffalo last month for P. Barretto,
Assistant Paymaster, and his staff by
F. J. Gilbert, Chief Timekeeper, and
his office force. Mr. Barretto was presented
with a traveling bag by B. M.
McDonald, Division Engineer, with
the compliments of his many Buffalo
and Niagara Falls friends. A fare-
Big Four Locomotive Fuel Performances
March, 1928
Average Monthly Temperature, 39.2, 1928, 44.9, 1927
u
i s> S« o f * a
is A- \2, i,s ii
1.1

100
The Power of the
Employes
7" J ERE are the answers to questions
i l on page 54, although, considering
the extraordinary bargain you are
getting this month, you ought to be
willing to furnish your own answers.
1. Each employe would have to rustle
$38 in new business.
2. They would have to round up
about six hundred thousand carloads.
Answers Nos. 1 and 2 should help to
convince you that the decline in traffic
has ceased to be a joke.
3. Saving in coal would amount to,
approximately, 152,745 tons, worth
about $397,000.
4. Although the railroads are spending
millions of dollars annually to
eliminate grade crossings, the number
of such crossings actually increased
—yes, increased—2,448 in the two
years 1925-6. So you see that in the
supposititious case we are considering,
the best efforts of all railroad employes
would just about hold the situation
on an even keel, so that the railroads
could eliminate grade crossings
as fast as new ones are created.
5. Capital expenditures, 1920 to 1927
inclusive, aggregated $5,978,296,000.
6. Investment per employe as of
1926 was $13,652.
7. Average net income per employe
was $681.
8. Per cent of net operating income
on investment per worker was 4.99.
9. Railroad investment in 100 years
was $24,000,000,000; investment in
motor vehicles and hard-surfaced
roads in the last twenty-five years
was $29,000,000,000.
10. While the United States has
only 9 per cent of the area and 7 per
cent of the inhabitants of all countries
having railroads, it has more than
one-third of the total railroad mileage
of the world; and our railroads
each year handle more tons of freight
than all the other railroads of the
world combined.
" A l " Bryant Given the "Once
Over" in Albany Paper
LFRED H. BRYANT, Assistant
A Station Master of the New York
Central in Albany, is the subject of
the "Once Over" column of the Albany
Times-Union, March 12. The
brief article printed beneath his picture
reads:
"Al Bryant, night assistant station
master at the Union depot, has been
in the service of the New York Central
Lines for seventeen years, and he
is thinking of writing a story, 'From
Standard
on Leading
Roads Including
New York Central System
General Office & Works : Philadelphia
Offices: New York. Chicago, St. Louis
Freight Brakeman to Station Master.'
"Mr. Bryant hails from Troy. Commendations
for courtesy while he was
a passenger conductor in 1920 gained
him the title 'The Trojan Courtier.'
Al conducts a prosperous newspaper
business in Troy to the envy of his
colleagues, who term him an aggran­
C A R S E A T S
411 Steel
New York Central Lines Magazine for May, 1928
dized newsboy, but he laughs it off,
and rakes in the shekels.
"Al's pride is the possession of what
he boasts is the best railroad watch
on the line. Approaching competition
to this time-honored possession is
his new car, in which he cavorts
around Troy."
S t a n d a r d Steel C a r
C o m p a n y "
STEEL and COMPOSITE CARS
For all classes of Service, from our Standard Designs,
or according to Specifications of Purchasers
Steel Car Underframes, Trucks
Bolsters, Brake Beams, Etc.
Capacity 50,000 Cars per A n n u m
Inquiries Solicited
O F F I C E S : N e w York, 120 Broadway
GENERAL OFFICES: Frick Bldg., Pittsburgh, Pa.
Chicago, Tribune Tower
WORKS : Butler, Pa., New Castle, Pa., Hammond, Ind.
T H E F E R R O
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Structural Steel Erectors
Railroad Bridges, Buildings, Roofs, Viaducts
Suite 1030-35 Old Colony Building
Chicago, III.
New York Central Lines Magazine for May, 1928 101
William Callanan
1LLIAM CALLANAN, Division
Freight Agent of the Boston &
Albany Railroad at Worcester,'Mass.,
passed away at
Worcester Hospital,
where he
had been a patient
for three
weeks, on Tuesday,
March 27.
He was born at
Hopkinton, Mass.,
March 22, 1870,
and after attending
the public
schools went to
William Callanan
Phillips - Exeter
Academy at Exeter,
N. H., where
he was graduated
as an honor man in 1894. He attended
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Yale University and was graduated
in 1898.
In January, 1899, he entered the
employ of the Boston & Albany Railroad
in the Foreign Freight Agent's
office, Boston, and had been continuously
in the service of the Boston &
Albany since that time. He was appointed
Eastbound Contracting Agent
for the New York Central Lines at
Boston on December 1, 1907, and had
been Division Freight Agent of the
Boston & Albany at Worcester since
April 1, 1913.
Mr. Callanan was unmarried and
is survived by his father, six brothers
and three sisters.
The funeral was held at Hopkinton,
Mass., at the Church of St. John the
Evangelist, on Thursday, March 29.
A special train ran from Boston to accommodate
his many friends. The
services were likewise attended by a
large delegation of railroad and shipping
people.
Orrin Wolber
^RRIN WOLBER, forty-four, a
New York Central engineman,died
in an ambulance on the way to the
hospital after being taken suddenly ill
during a stopover at Elmira, N. Y.,
March 23. Physicians said that death
was due to intestinal rupture.
Mr. Wolber was apparently in good
spirits when he retired the night before
in the Railroad Y.M.C.A. Early
in the morning he called for assistance
and was hurried to the hospital.
Mr. Wolber's service with the New
York Central began in 1902 when he
became a freight fireman on the Syracuse
Division. He was later promoted
to freight engineman. He is survived
by his widow, two sons and a daughter.
Alfred C. Rupp
£ER an illness of several weeks,
Alfred C. Rupp, fifty-five, New
York Central Supervisor of Tracks,
died at his home in Greenburg, Ind.,
March 22. Death resulted from
Bright's disease.
Mr. Rupp had been a supervisor of
track for the past twenty-three years
and the condition of his section between
Indianapolis and Cincinnati has
often been praised as one of the best
This Shoe
Makes
Your Tire
True
Does the work while the locomotive is in service
In Use on the New York Central Lines
WHEEL TRUING BRAKE SHOE COMPANY, Detroit, Mich.
on the Big Four Route. During his
illness, his Railroad superiors saw to
it that he was made as comfortable as
possible.
Starting in 1889 as a section hand
at Guilford, Ind., Mr. Rupp was promoted
to section foreman in 1896, and
to supervisor of tracks in 1902. He
was very active in church and civic
interests and had served as councilman-at-large
for ten years.
His widow, a sister and a brother
survive him.
Frank Moore
lpRANK MOORE, sixty-six, who for
nearly fifty years served the New
York Central, died in the Herkimer
Memorial Hospital, March 3, following
a brief illness with pneumonia.
Born at Williamsburg, Long Island,
Mr. Moore began work at an early
age, first in a grocery store, then driving
a team and firing on the Adirondack
Railroad when he was eighteen.
In 1881, he became a brakeman on the
Delaware & Hudson, and in 1884, entered
the service of the West Shore
Railroad as a yard brakeman.
In 1899, Mr. Moore was made a
yard conductor at Frankfort, N. Y.,
and finally assistant yard master there
in 1905.
Charles H. Countiss
HARLES H. COUNTISS, in serv­
C ice with the Blue Line and Michigan
Central since 1876, died on
March 19.
Mr. Countiss was born December
29, 1862, and commenced service as
office boy with the Blue Line in No-
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102 New York Central Lines Magazine for May, 1928
vember, 1876, at the age of fourteen.
Since then he has been connected with
the Blue Line and Michigan Central
in various capacities, holding the position
of City Freight Agent, Chicago,
at the time of his death.
Mr. Countiss was a loyal and faithful
employe who will be keenly missed
by his host of friends in the railroad
and commercial service, say his former
associates.
N
Nels P. Levine
ELS P. LEVINE, who was senior
rail inspector for the Inspecting
Engineer, New York Central Lines, at
the Gary Works of the Illinois
Steel Company,
passed away suddenly
from the
effect of a heart
attack as he was
entering the steel
works at seven
o'clock the morning
of January
25. He had given
forty-six consecutive
years of able
service to the
Lake Shore and
N e w Y o r k C e n
Nels P. Levine "
tral Lines.
The respect and admiration in
which he was held extended not only
through personal and railway circles,
but also into the steel and rail manufacturing
plants throughout the country,
as was evidenced by the attendance
at the funeral services of a delegation
of officials from the Illinois
Steel Company and by their beautiful
floral tribute.
Mr. Levine was born in Sweden on
April 13, 1866, and came from there
at the age of sixteen directly to Elkhart,
Ind., which has been his home
since that time. He started work for
the L. S. & M. S. in the old T-rail shop
and later became a machinist on frog
and switch work. As rail inspector at
the South Works and Gary Works of
the Illinois Steel Company, he was directly
responsible for the acceptance
of hundreds of thousands of tons of
steel rails, first for the L. S. & M. S.
and later up until the day of his death
for the New York Central Lines.
The funeral services were held at
Mr. Levine's home in Elkhart on
January 27. Three daughters, Hazel,
Helen and Thelma Levine, survive
him.
J
James M. Lyons
AMES M. LYONS, New York Central
Conductor on the New York
& Ottawa Division, died at his home
in Ottawa, March 30, two hours after
an attack of acute indigestion. Mr.
Lyons was fifty-nine, and the oldest
conductor in years of service on his
division.
He began work for the Railroad in
1890, was made a fireman two years
later and a conductor in 1917. His
widow and two brothers survive him.
Arthur Allen
//•JI3IG ARTHUR" ALLEN, who
never wore a cap and whose
iron gray hair used to stand stiffly out
from his head as he leaned from the
cab of the Empire State Express, died
March 29.
Engineman Allen made the first
south run of the Empire State Express
and remained in the cab of that
train until his retirement in 1914. He
was eighty-two years old when he
died.
Funeral services were held from
his home in Maspeth, Long Island,
with burial in the St. Michaels Cemetery.
His widow, daughter and
three sons who are in New York
Central service, survive him. Arthur
Allen is a time-keeper on the Railroad,
Robert is a pipe-fitter, and Edward,
like his father, is an engineman
on the Electric Division.
Starting as a fireman on the Boston
& Albany in 1865, Mr. Allen was
promoted to the rank of engineman
on the Hudson Division in 1872. He
was always popular, and many anecdotes
are told of his size and physical
prowess. It was said that in his prime
he found difficulty in going through
doorways, and no one is ever known
to have impugned his ability as an
engineman.
Among the legends that have grown
up around Big Arthur is one that
deals with the
time he ran his
engine off the
bridge into Spuyten
Duyvil creek,
in the early seventies.
The crew
escaped with their
lives and the story
does not indicate
who was culpable.
At any rate.
Big Arthur was
in a quandary and
was given fifteen
Arthur Allen
days by his superintendent
t o
recover the locomotive.
Edward Allen says that his father
Photograph by courtesy Hew Turk Central Railroad
Faster schedules
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Edward Walsh
immediately secured a diving suit and
went down into thirty feet of water EDWARD WALSH, age sixty-eight,
where his engine lay. First, fasten­ a porter in the Baggage Departing
a rope and then chains about the
ment at Grand
boiler, he was able to have his engine
Central Terminal,
hauled out and repaired. The time
died March 28 at
elapsed was thirty minutes.
the home of his
C. F. Smith, General Superinten­
daughter, Mrs. E.
dent of Passenger Transportation, re­
J. Greany, 2070
members another version of the story:
Belmont Avenue,
"Big Arthur was one of the largest
Bronx.
men on the railroad. He was about
He had been ill
six feet four inches and weighed about
only a few days.
270 pounds. He was well known and
Surviving him are
liked.
two daughters
"My father, William H. Smith, was
and a son.
foreman of the roundhouse at Thirti­
Mr. Walsh eneth
Street and used to tell how once
tered the service
Big Arthur lost his engine bell in the Edward Walsh of the New York
Spuyten Duyvil creek. He was told to
Central & Hudson
get the bell out and somehow he did it. River Railroad in December, 1888. He
"I don't know about the engine was a member of Metropolitan Chap­
part, but engine or bell, the point is ter Veterans' Association.
that he got what he went after. That
was Big Arthur's way."
Mr. Smith and Miles Bronson, Su­ J. Emmet Murphy
perintendent of the Electric Division, UNERAL services were held on
were among the Railroad officials to F Wednesday morning, March 21, at
send messages of sympathy to the Al­ 9:30 A.M., at St. Rose's Catholic
len family, praising highly the record Church, Cleveland, Ohio, for J. Emmet
of Big Arthur.
Murphy, who passed away after a
short illness. His sudden death was
Richard J. Williams
a great shock to his family and many
ICHARD J. WILLIAMS, a retired friends.
M veteran of the Power Department He entered the service of the Lake
at Grand Central Terminal, who, ow­ Shore Railway Company on June 1,
ing to illness, was retired on pension 1891, starting in the General Office
February 1, died at his home, 272 Gun Building as elevator boy. He worked
Hill Road, New York City, April 4. diligently from that humble beginning
up to the position of Chief Clerk to
He is survived by his widow, Mrs.
the General Auditor of the New York
Sarah Williams; one son, Ernest; a
Central Railroad. Mr. Murphy was
sister, Mrs. C. H. Young, whose hus­
also Auditor of the Lake Erie & Pittsband
is in the Treasurer's office, and
burgh Railway Company for the past
several brothers, one of whom, Charles,
ten years. Several months ago he was
is Chief Engineer of the Yale Club
appointed Special Agent to General
Building on Vanderbilt Avenue, New
Auditor, assuming additional respon­
York City.
sibilities and in this work he was mak­
Mr. Williams was born in England
ing remarkable progress, when he be­
August 21, 1860. He entered the servcame
seriously ill. Mr. Murphy was
ice of the New York Central October
held in high esteem by his superior
1, 1898, as a steamfitter. On Febru­
officers.
ary 1, 1915, he was made steamfitter
He is survived by his widow, son,
foreman, and on July 1, 1918, pipe­
George, and daughters, Marcella, Evefitter
foreman, which position he held
lyn and Jeanette.
until he was retired.
C. H. Hawthorne, who knew Mr.
Williams for more than a quarter of a Silas I. Hoffman
century, says of him: "In all those
ILAS I. HOFFMAN, recently pen­
tS
years I never heard him utter a prosioned
New York Central Agent
fane word or refuse to extend the
of St. Johnsville, N. Y., dropped dead
hand of fellowship to those in need.
in Main Street of that place March
He would go out of his way to do a
19. The cause of his death was un­
favor for those less fortunate than
known. Mrs. Hoffman had died sev­
himself."
eral months ago. Surviving the couple
are a daughter and two sons.
Dennis J. Mullane
Mr. Hoffman was one of the most
fcENNIS J. MULLANE, retired popular men on his division and on
New York Central Engineman, the occasion of his retirement, numer­
who for forty years had been in Railous testimonials and letters of best
road service, died at his home in Syra­ wishes were sent him from friends in
cuse, April 11. His widow, daughter all departments of the Railroad. He
and two grandchildren survive him. started as a clerk at Little Falls in
Starting as a section man, Mr. Mul­ 1874, and became Agent at St. Johnslane
became a brakeman in 1887, fireville in 1880.
man in 1893 and engineman in 1899
on the Mohawk Division.
George Fitzgerald
Stricken with heart disease, George
Eugene McCarthy
Fitzgerald, sixty-five, New York Cen­
Eugene McCarthy, seventy-seven, tral Watchman at Pier 95, New York
retired New York Central employe, City, died before medical attention
died at his home in DeKalb Junction, could be given him, April 15.
April 3, of heart disease.
Mr. Fitzgerald lived in Queens-
Mr. McCarthy started as a laborer borough and had been a member of
in 1874 and was with the Railroad the Astoria police force for twenty-
until his retirement, seven years ago. five years, retiring twenty years ago.

104
F
Nicholas W. Mahar
OR seven years a pensioner of the
New York Central Lines, Nicholas
W. Mahar, one of the old-time section
foreman on the Railroad, died March
5. Although seventy-seven years of
age, to the end he appeared healthy
and active.
Darryheg, Kings County, Ireland,
was his birthplace in 1851. He emigrated
to the United States with his
parents at the age of sixteen.
Two years later he began his railroad
career as a section laborer at
Rensselaer and was promoted to section
foreman at Yonkers ten years
after that. Remaining there but a
few months, he was sent to Fishkill
Landing, then in 1888 was transferred
back to Rensselaer.
In 1904 he came under the supervision
of the Mohawk Division, and
was later removed to West Albany,
where he worked until retired on pension
February 21, 1921.
Among his children are three sons
who are engaged in somewhat the
same occupation as their father.
Richard M. Mahar, with thirty-four
years of service, is supervisor of track
on the Harlem Division, with headquarters
at Pawling. Thomas Mahar,
also with a thirty-four-year record, is
assistant supervisor of track on the
fifth sub-division, with headquarters
at West Albany. Nicholas W. Mahar,
Jr., who has been working twentyone
years for the Railroad, is general
END FORTIUS
Official
L R O A D
IME BOOK
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New York Central Lines Magazine for May, 1928
inspector of automatic train stops on
the Lines East. At the time of the MEMBER
elder Mahar's death, his service with
that of his three sons totaled 140
years.
Walter H. Notley
Funeral services were held March
18 for Walter H. Notley, who died of
pneumonia in Elyria, Ohio.
Mr. Notley had been a Conductor
on the Toledo Division and entered
New York Central service in 1892.
His widow, son and several brothers
and sisters survive.
J. M. Lyons
J. M. Lyons, Conductor on the Ottawa
Division, died suddenly March
30 at Utica, N. Y.
Starting as a blacksmith's helper in
1890 at St. Regis Falls, Mr. Lyons
became successively fireman, brakeman,
freight and then passenger conductor.
He is survived by his widow.
C
F e r g u s o n & E d m o n d s o n C o .
RAILROAD CONTRACTORS
Pittsburgh, Pa.
Tugboat Saved from Fire
ONSTANT preparedness was rewarded
recently when Captain F.
VanSchaack and his crew of New
York Central Tugboat 33 saved their
vessel from gasoline flames.
The boat had gone to Bayonne for
fuel oil and had been backed into the
slip according to proper procedure.
As the boat was being made fast,
there was noticed a fine spray coming
from one of the dock pipes, with the
odor of gasoline. The captain promptly
ordered the lines thrown off tha
dock.
In the meantime the gasoline pipe
exploded and splattered gasoline all
over the starboard side of the tug.
The boat was under full control when
it proceeded out of the slip and the
fire was quickly smothered.
The personnel of the tug includes
Captain F. VanSchaack, Engineer T.
G. Murray, Deckhands John Tumulty,
Daniel Finley and B. Savage, and
Oiler T. R. Shade.
A. Reude Helps at Fire
TT is a crisis that brings out the true
worth of a Safety man, as in the
case of A. Reude, Section Foreman at
Kentland, Ind. The following letter,
written him by Superintendent E. W.
Brown, is self-explanatory:
"It has just been brought to my attention
that you and your men were
instrumental in helping to save the
depot at Ade, Ind., on February 21
when the Farmers' Co-operative Elevator
burned.
"I am writing you to express my
appreciation of your work and am
passing the information on to the
Management, as I know they will also
appreciate it."
H
^KELLOGG GROUP
Glee Club Elects
ENRY G. SMITH was elected
Manager of the Glee Club and
Orchestra of the Capitol Chapter of
the New York Central Veterans' Association
at a recent meeting in Albany.
Other officers elected were J. Don-
Ion, assistant manager and director of
the orchestra and band; H. Patterson,
secretary; J. Wylie, treasurer,
and L. Rohloff, director of the Glee
Club.
The following were chosen for the
executive board: J. G. Parsons, superintendent
of shops; A. C. Iveson, general
foreman; G. P. Fox, superintendent
of car shops; J. T. Grow, master
car builder, and C. F. Parson, general
master mechanic.
fo«yWEYES
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are Constantly Exposed to
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Gas, Smoke and Cinders.
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and perhaps Permanent
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Railroad Accessories Corporation
X
MA.N OFFICE: |=J
415 Lexington Ave., New York
FACTORY: ALBANY. N. Y. rf^'h
New York Central Lines Magazine for May, 1928
New History of the
Pennsylvania Railroad
THE GROWTH AND DEVELOPMENT
OF THE PENNSYLVANIA RAILROAD
COMPANY—1846-1926; by H. W. Schotter,
Assistant Treasurer. Ten illustrations; 518
pages. Philadelphia: the Pennsylvania Railroad
Company.
ssistant Treasurer Schotter
A has produced a model work of
reference in his history of the Pennsylvania
Railroad Company which, if
memory serves, is the third volume
published on the same subject within
the last generation. In a preface
which is a model of brevity, Mr.
Schotter explains that the preparation
of the present work was inspired by
a desire to know more about how the
company grew to its present powerful
position in the field of transportation.
As this information was not available
in condensed form or in chronological
order he was obliged to go back to the
origin of the company more than
eighty years ago and resort very
largely to its annual reports to secure
the data. He makes no reference to
any minor events which are inseparable
from the growth of every large
corporation but confines himself
strictly to a record of the more important
facts.
Research workers in future will owe
a lasting debt of gratitude to Mr.
Schotter for the manner in which he
has marshalled his facts. Every division
of his subject is isolated from
the text by a sub-head and to make all
this still more readily accessible an
index of no less than forty-five pages
has been provided.
The general arrangement is also
admirable. The history of the charter
under which the Pennsylvania
Railroad was organized and developed
is first summarized in eight pages.
Without a superfluous word the author
tells of how Philadelphia lost its commercial
and financial leadership to
New York City upon completion of
the Erie Canal and, to some extent,
to the Baltimore & Ohio Railroad,
which had been constructed as far as
Cumberland, Md., in 1842. It tells of
the disastrous attempt of the State of
Pennsylvania to construct and operate
a line of "public works" across the
State. When the fact that these "public
works" were a total failure, not
only because of heavy financial losses
to the State, but also because of their
inability to attract competitive traffic
between the West and the Atlantic
Seaboard was apparent, the Pennsylvania
Railroad Company was finally
chartered in 1846.
From this point the history is divided,
not in the usual way, but into
the administrations of its ten presidents,
beginning with Samuel
" Everything at One Place "
Complete Equipment for the
HOTEL, RESTAURANT, CLUB, HOSPITAL,
CAFE, DINING CAR, STEAMSHIP, ETC.
Including China, Glass. Silver, Linens, Furniture, Carpets and Rugs,
Kitchen and Bakery Equipment, Refrigerators, Etc.
L. BARTH & SON, Inc., Cooper Sq., New York City
Vaughan Merrick, and continuing to
the administration of W. W. Atterbury,
the present incumbent.
It is an inspiring chronicle of
achievement which is unfolded in the
pages of this volume. President Merrick
and his successor, William Chamberlain
Patterson, were prominently
identified with the industrial and
financial interests of Philadelphia.'
They were the type of men required to
give the project the necessary impetus
and encourage subscription to the
capital stock of the company. They
were followed by John Edgar Thomson,
who as Chief Engineer, located
and began construction of the road
from Harrisburg to Pittsburgh and
later as President laid the foundation
of the present Pennsylvania Railroad
System in its greatest period of expansion
from 1852 to 1874. At the
close of his administration the system
embraced a territory westward from
the Atlantic Seaboard to the Mississippi
River and from the Ohio and
Potomac Rivers on the south to the
Great Lakes on the north. This is
practically the same territory that is
served by the Pennsylvania Railroad
of today, growth and development of
the system since 1874 being largely
internal; but what a growth it has
been!
Send fori C \ C \ H O M E
105
The author is quite within the
bounds of truth in saying that the
Pennsylvania Railroad "has since continued
to be the greatest single factor
in the material prosperity of Pennsylvania.
The fact that this State leads
all others in the Union so far as industrial
and railroad developments
are concerned is to a great extent due
to the courage and foresight of those
men who planned and constructed the
Pennsylvania Railroad."
Diabolism in a Tale of Horror
THE HOUSE OF DR. EDWARDES. By
Francis Beeding. Little, Brown & Company.
$2.
'HICH is the lunatic and which is
the doctor?
In Francis Beeding's new story,
"The House of Dr. Edwardes"—the
"house" being an old chateau in an
isolated valley in Savoy, where the
doctor cares privately for the mentally
deficient—this question provides
the substance of the plot.
But it is not so much the reader
who must decide, as young Constance
Sedgwick, medical graduate, who has
been taken as an assistant at the
asylum.
Before she discovers which man is
which—and in her lack of experience
among the insane she is uncertain
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106
throughout most of the book—she is
carried through a series of harrowing
episodes. In fact, the tale is more
one of horror than of mystery, with
diabolism, the fetish of the real lunatic,
as the leading motive.
Fast Movement of Freight on
Mohawk Division
N exceptional freight train movement
last month on the Mohawk
Division has been brought to attention
by Superintendent H. Scott.
Extra 2753, with Conductor W.
Steinback and Engineman G. Wood
left DeWitt at 8:23 A.M. April 9 with
125 cars (fifteen cars of coal), tonnage
7,541.
The train passed Utica at 9:58
A.M.; Herkimer, 10:32 A.M. (took
water at Herkimer) ; Little Falls,
11:18 A.M.; St. Johnsville, 11:43
A.M., and Hoffmans at 1:17 P.M.
The train arrived in Selkirk Yard at
3:35 P.M., covering the division in
seven hours and twelve minutes and
meeting with no delay, except fifty
minutes at South Schenectady, cutting
out a car with a hot journal, and
thirty minutes at Herkimer, taking
water.
No stop was made for coal or any
purpose other than indicated above.
(Concluded from page 30)
their sons would never steal or lie—
no, yet they would commit crimes
against womanhood.
"It is due partly to the fact that
there is a, lack of moral restraint.
Young men feel that they are merely
violating a statute of the state, and
the fear of God or influence of the
church does not enter into the matter.
"The solution of the problem, as I
see it, lies in bringing the boy to realize
that his home is a real place for
him, that it will keep him from bad
company. Then, it is up to the parents
to make a pal of their boy, to see
that he will confide in them and trust
their judgment."
The speech-making was interspersed
with entertainment under the direction
of Harry M. Mills. "Cookie"
Bowers proved an inimitable imitator.
He took both parts in a duet with an
imaginary Galli-Curci and impersonated
a number of characters. He was
warmly applauded.
Several selections were sung by
Madame Aldrich, formerly with the
Metropolitan Opera and a star performer
in "The Miracle." She also was
popular and recalled for three encores.
The excellent dinner and service were
the more enjoyable for the oTchestra
music that was played throughout the
meal and afterward for the dancing
that lasted until midnight.
A novelty in the decoration of the
ballroom was a reproduction on the
speakers' stand of the rear platform
of the Twentieth Century Limited.
The platform was constructed by
Lloyd Butterfield, a clerk on the Syracuse
Division, has been used at several
Veterans' meetings and was presented
to the Metropolitan Chapter.
Mr. Wooldridge, who has been reelected
President of the Chapter, will
be assisted by the following officers:
"PRESIDENT
New York Central Lines Magazine for May, 1928
CK-
'w'.vv. 73t?odheae>
Sr.rr. YrAQK- Sv*T. G. C T-
Familiar faces at the bowlers' banquet in New York City, April 17
Truman G. Case, Vice-President; G. E.
V. Osborne, Secretary - Treasurer;
Frederick T. Slack, Historian; Executive
Committee—Mr. Wooldridge, J.
D. Laughlin, T. Picken, G. H. Wilson,
F». M. Backus, Truman G. Case, John
Denboer, J. K. Lovell and Mr. Osborne.
Great Pity
First Theorist—So many people are
unhappily married.
Second Theorist—Yes, and the pity
of it is, so many of them do not
know it.
Another Pipe Smoker The Honor Roll
John Kane,** Crosing Watchman, Little
Falls, N. Y.
J. Kenmy, Engineman, Electric Divi­
Voices Tobacco Joy
sion.
J. Kircher, SS-B, Albany, N. Y.
E. G. Kline, Patrolman, Buffalo Di­
in Flowery Verse
vision.
F. H. Lackey, Crossing Watchman,
Churchville, N. Y.
When a man writes poetry it's a
sure sign he's in love with someone—or
something. Some men are
inspired by beautiful womanhood,
some by a gorgeous sunset. Here's
a man inspired by his favorite |NE of the prime requisites of a
smoking tobacco:
successful railroad man is vigilance.
Watchfulness and alert atten­
THE B L U E TIN CAN
tion to details constitute the main fac­
F. D. Lake, Agent, Fancher, N. Y.
Joseph Layocono, Crossing Watchman,
Albion, N. Y.
J. H. Lentz, Conductor, Jersey Shore,
Pa.
R. P. Lentz, Sectionman, Pennsylvania
Division.
W. H. Leoffler,** SS-20, Fort Plains,
N. Y.
W. E. Lininger, Telegraph Operator,
Cataract, Pa.
T. Mahoney, Conductor, Belle Isle,
I've tried the brands from every
clime;
Choice mixtures with Perique;
But long—oh, long ago! I learned
The only brand to seek.
Each day our useless worries mount,
Our evenings to provoke;
But through the alchemy of fire
They vanish into smoke.
They vanish when our spirit holds
No enmity toward man,
And smoke the sunshine bottled up
In Edgeworth's Blue Tin Can.
tors in the safe operation of trains. N. Y.
One of the pleasantest things the su­ J. F. McClure, Telegraph Operator,
pervisory officers of the various com­
Dresden, N. Y.
J. R. McHenry, Yard Brakeman. Newpanies
of the system have to do is to
berry Junction, Pa.
commend employes who show in spe­ E. S. Mclnroy,* Telegraph Operator,
cific, outstanding cases that they pos­ BX Signal Station.
sess a ready eye and quick mind by F. McLaughlin, Brakeman, Selkirk,
noting impaired conditions of rails or N. Y.
equipment.
Robert McMinn,** SS-13, Amsterdam,
N. Y.
Below are given the names of the Peter Motz, Section Foreman, Wheat-
men who recently have won in this ville, N. Y.
way special commendation from their E. L. Moyer, Patrolman, Buffalo,
superiors for actions that have helped N. Y.
to prevent accidents.
J. J. Mullen, Conductor, Medina, N. Y.
So smoke away! This loyal friend
Is void of bite or sting
Line East
For He is monarch of a world James Aiello, Frankfort, N. Y.
Where Happiness is King.
Joseph Aldi, Section Laborer, Mohawk
Division.
Irving H. Walker,
Newark, N. J.
April 7, 1927
T. E. Baker,*** Agent, Barnes, N. Y.
R. S. Bates, Operator, Keenes, N. Y.
H. Becker,**** SS-13, Amsterdam,
The best way to learn what you like
about this smoking tobacco is to put it
N. Y.
F. S. Beedleson,*** Operator, Canajoharie,
N. Y.
in your pipe and F. E. Blanchard, SS-33, Oriskany,
smoke it.
N. Y.
To those who have
never tried Edge-
B. Callard,* Telegraph Operator,
Eagle Harbor, N. Y.
L. D. Carter, SS-11, Hoffmans, N. Y.
worth, we make this N. W. Cook, Conductor, Rochester
offer:
Let us send you
Yard, N. Y.
E. Curran,* Telegrapher,
N. Y.
Savannah,
free samples of L. E. Drumb, Operator, Matoon, N. Y.
,Edgeworth so
that you may
put it to the pipe
test. If you like
the samples,
you'll like Edgeworth
wherever
and whenever
you buy it, for it never changes in
quality.
Write your name and address to
Larus & Brother Company, 27 S. 21st
Clifford Dun, Crossing Watchman,
Albion, N. Y.
E. H. Engler, Telegraph Operator,
Tioga, Pa.
P. H. Fennell,* Agent, Watkins Glen,
N. Y.
J. F. Flannery, Telegraph Operator,
Lockport, N. Y.
H. E. Fleming, SS-1, Albany, N. Y.
G. Gallagher, Signal Station "X,"
Dykemans, N. Y.
G. Gamble, Conductor, Corning, N. Y.
A. B. Gardner,**** SS-24, Little Falls,
N. Y.
F. L. Graves, Telegraph Operator,
A FULL YEAR TO PAY
BMl New model "992"
Hamilton -world famous Send *m
R. R. watch. Tested 23
jewel movement, guaran­ Only $
teed to pass inspection on
any railroad; adjusted to Wear this ^^^^W
heat, cold, isochronismand Hamilton "992"—take
5 positions. Warranted 20 a full year to pay. No
year yellow gold filled; lli interest charges — no
size ease. Dustproof pend­ extras; no C. O. D; all
ant. Sturdy, rugged, de­ dealings strictly conpendably
accurate. fidential . S2 brings this
watch toyou prepaid on
10 DAYS TRIAL
Street, Richmond, Va.
Edgeworth is sold everywhere in various
sizes to suit the needs'and means
of all purchasers. Both Edgeworth Plug
Slice and Edgeworth Ready-Rubbed are
packed in small, pocket-size packages,
in handsome humidors holding a pound,
WD Signal Station.
L. K. Greene, SS-37, Greenway, N. Y.
S. H. Harter,*** SS-24, Little Falls,
N. Y.
T. M. Highland, Yard Master, Ontario
& Western, Cornwall, N. Y.
W. D. Hurd, Telegraph Operator,
Lawrenceville, Pa.
William Jacobie, Crossing Watchman,
After trial period, pay
balance in 12 equal
monthly payments of
only $4.42 each
Satisfaction Absolutely
GUARANTEED -
"Established 1895
(Free
•lust out! Catalogue of latest R. R
and dress models in Waltham, Elgin.
Hamilton. Illinois and Howard watches;
genuine diamonds, fine jewelry and
Send now for your cop*
and also in several handy in-between Little Falls, N. Y.
sizes.
Pauline Jungjohann,
TfOn your Radio—tune in on WRVA, Richmond, Va.7\ cher, N. Y.
11 —the Edgeworth Station. Wave length ioil meters. V>
IL Frequency 1180 kilocycle! 11
Operator, Fan- ROYAL WWaS"
ADDRESS DEPT. 63- E 170 BROADWAY. NY J
107

108 New York Central Lines Magazine for May, 1928
m
•
Martin Murphy, Express Truckman,
St. Johnsville, N. Y.
W. F. Naatz, SS-44, Kirkville, N. Y.
C. E. Palmer, SS-48, Syracuse Division.
O. Pellegrini,* Section Foreman, Albany,
N. Y.
J. A. Powell, Telegraph Operator,
Larrys Creek, Pa.
J. H. Prime, SS-B, Albany, N. Y.
H. J. Pudney, Brakeman, Syracuse
Division.
E. V. Putnam, Conductor, Selkirk,
N. Y.
Benjamin Quance, Crossing Watchman,
Newark, N. Y.
J. H. Rathburn, Yard Clerk, Gouverneur,
N. Y.
H.^A.^Reynolds, Operator, Middleport,
M. J. Rocklin, SS-16, Fonda, N. Y.
A. Rummel, Car Inspector, Niagara
Falls.
First B a n k & T r u s t Co.
UTICA, N. Y.
'First Since 1812 "
PIN A DOLLAR BILL TO THIS
and get this genuine leather 5-window
pass case. Holds Railroad Passes, Auto
License, Lodge Cards, etc. Masonic or
Shrine Emblem
stamped on in gold
free. Your name or
other stamping 35c M
extra per line.
Cash must accompany
order.
We carry
Everything Masonic
Send for free catalogue
No. 10-N.C,
of Books, Monitors,
Jewelry; No. 11-
N.C., of Lodge """"^•^J
Supplies.
We Have Been in Business 67 Years!
REDDING MASONIC SUPPLY CO.
200 Fifth Ave., Desk N.C. New York
Service Based on Principle
\ DHERENCE to the soundest principles of banking and of business
has given this bank an enviable place among the leading financial
institutions of the country. Its aim, throughout the years of its steady,
progressive development, has been to offer a complete, efficient banking
service. Whatever the size of your account may be, we invite you to
enjoy the advantages of a banking connection with us.
M e l l o n N a t i o n a l Bank
PITTSBURGH, PA.
F. F. Seamans, Telegraph Operator,
SS-GY.
A. E. Sheffer, Maintainer, Albany,
N. Y.
W. F. Slingerland, SS-SK, Selkirk,
N. Y.
George E. Spencer, Freight Brakeman,
Corning, N. Y.
O. Stonebraker, Brakeman, Jersey
Shore, Pa.
H. T. Thackrah, Maintainer, Albany,
N. Y.
C. A. Tracey, Conductor, Albany, N. Y.
C. G. Toles, Telegraph Operator,
SS-CH.
B. Valentine, Crossing Watchman,
Albany, N. Y.
F. G. VanDeventer, Agent, Junius,
N. Y.
C. D. VanDerwagen, Canandaigua,
N. Y.
Thomas Walsh, Crossing Watchman,
Little Falls, N. Y.
George Warner, Operator, Spencerport,
N. Y.
F. Weaver, Foreman, Albany, N. Y.
C. J. Wells, SS-4, West Albany, N. Y.
W. K. Wood, Operator, Gasport, N. Y.
F. Wyllie, Yard Brakeman, Selkirk,
N. Y.
L. H. Yandeau, Conductor, Rochester
Yard.
H. W. Zulch, SS-20, Fort Plain, N. Y.
Line West
C. F. Gardner, Patrolman, Erie, Pa.
Harry J. Knollman, Lieutenant of Police,
Erie, Pa.
A. Rheude, Section Forewian, Kentland,
Ind.
H. R. Rudd, Sergeant of Police, Erie,
Pa.
Ohio Central
G. M. Seafler, Brakeman, Charleston,
W. Va.
Big Four
W. G. Badger, Brakeman, Brightwood,
Ind.
E. B. Barker, Brakeman, Cleveland
Division.
G. W. Crume, Brakeman, Mattoon, 111.
E. W. Hogue, Conductor, Cleveland
Division.
O. O. Jellison, Engineman, Wabash,
Ind.
Joseph Larrison, Sectionman, Chicago
Division.
William Lidgett, Bridge Foreman,
Galion, Ohio.
W. A. Shook, Section Foreman, Grafton,
Ohio.
E. O. Thaxton, Brakeman, Bellefontaine,
Ohio.
H. N. Whittlesey, Brakeman, Brightwood,
Ind.
Dr. George M. Brown, of 207 North
Walnut Street, Bay City, Mich., has
been appointed Company Surgeon for
the Michigan Central Railroad Company
at that point, to succeed Dr. M.
R. Slattery, who resigned.
There is not a tool constructed
which will do useful work, which will
not cause injury also, if used improperly.
Set a good example by
being careful yourself.
—H. C. Osborne, P. & L. E.
Against Accident and Illness Use
CONTINENTAL Protection
THE SERVICE SUPREME
When you are sick or injured, in
time of trouble and distress, doctors'
bills and no wages.
CONTINENTAL SERVICE may be
depended upon.
A CONTINENTAL POLICY MEANS
PEACE OF MIND AND A PAY
CHECK WHEN EARNINGS
FROM YOUR OCCUPATION ARE
STOPPED.
CONTINENTAL representatives
may be found on every railroad division
in the United States and Canada
Continental
Casualty Company
H. G. B. ALEXANDER, President
Cfjicago
General Offices: Chicago,U.S. A.
Canadian Head Office: Toronto
T H E B A N K
THAT MAKES YOU FEEL AT HOME.
FRIENDLY ATMOSPHERE, FAIR TREATMENT.
WE MAKE IT COMFORTABLE TO BANK WITH US.
e C I T I Z E N S N A T I O N A L B A N K
CHARLESTON - . . WEST VIRGINIA
Depositary of the United Statu and New York Central Lines
New York Central Lines Magazine for May, 1928
Lodge Men, Friends, Employes
Honor R. H. Seabrandt
1T» H. SEABRANDT, General Yard
Master of the New York Central
at Cleveland, was retired on pension
March 1, after forty-six years in railroad
service.
He started his career with the old
Lake Shore at Collinwood as a section
laborer in July, 1881, and the
following winter worked at Collinwood
Engine House with a gang fueling locomotives
by hand. In 1883 he became
a laborer at Collinwood Transfer
House and served at various jobs
until August 7, 1885, when he transferred
to switch tender. September
6, 1886, he was promoted to yard
brakeman and March 2, 1888, yard
conductor. On November 1, 1893, he
T o d d Facilities
Are U n e q u a l l e d
Ft. H. Seabrandt
9HE facilities of this Organization
with its six great
was appointed assistant yard master
and November 9, 1899, was promoted
to yard master, continuing in that
capacity until December 24, 1903,
when he was appointed assistant general
yard master, working nights.
January 1, 1914, Mr. Seabrandt was
shipyards strategically located
along the coast lines of the
appointed General Yard Master at
Cleveland, which position he held until
his retirement. In September, 1917,
United States make Todd Serv
ice of the utmost importance.
as a result of a derailment, Mr. Seabrandt
was injured, necessitating amputation
of his leg.
With wide experience in
building, repair and Deisel En­
Mr. Seabrandt's retirement came at
the end of more than forty-five years
of active service, during which he
gine installation as well as the
conversion of vessels from coal
gained many friendships among both
the employes and patrons of the company
which he has faithfully served.
to oil burning equipment, Todd In the late afternoon of his last day
offers to owners and operators
of active service, shop, factory and
locomotive whistles and bells joined
a complete, painstaking and eco­ in a noisy farewell to "Dash," the
nomical service that is unsur­
name by which he was most familiarly
known.
passed throughout the World. On the evening of March 12, Lake
Shore Lodge of the Switchmen's Union
TODD SHIPYARDS CORPORATION
25 Broadway, New York
held an open meeting which, in addition
to members and families of the
local organization, was attended by
Twelve Shipways—Twenty-two floating docks the president of the union and operat­
Two graving docks
ing officials of the Cleveland Terminal
District and Cleveland Division. At
PLANTS
this meeting Mr. Seabrandt was presented
with a gold-headed cane and
Robins Dry Dock & Repair Co., Erie Basin, Brooklyn, N. Y.
Mrs. Seabrandt with a bouquet of
Tietjen & Lang Dry Dock Co., Hoboken, N. J.
roses.
Todd Dry Dock Engineering & Repair Corp.
Foot oflSrd Street, Brooklyn, N.Y.
On March 17, the esteem and friend­
Todd Oil Burners, Ltd., London, England
ship with which Mr. Seabrandt is re­
Todd Engineering, Dry Dock & Repair Co., New Orleans,La. garded, was further testified to at a
Todd Shipbuilding & Dry Dock Co., Inc., Mobile, Ala. banquet held at Hotel Cleveland, at­
Todd Dry Docks, Inc.
tended by more than 200 friends and
Harbor Island, 16th Ave., S,W., Seattle, Wash. employes representing every department
of the Railroad. W. F. Schaff,
Assistant General Manager, was the
principal speaker at this banquet,
which was presided over by W. H.
The Keystone Railroad Tool Grinder is now in use on all leading Railway Systems—
because the machine sustains every claim made for it.
Its Supremacy in. mechanical precision, wearing qualities and dependable service is
acknowledged.
You will save 80% of edged tool expense by installing this machine on every section.
K E Y S T O N E GRINDER & M F G . CO
Patentees and Manufacturers, Pittsburgh, Pa.
109
Sullivan, General Superintendent, as
toastmaster. At this gathering Mr.
Seabrandt was presented with a Masonic
ring set with a diamond, more
than a karat in size, which was the
expression of regard and friendship
of employes of the Cleveland District.
Mrs. Seabrandt was presented with a
. bouquet of American Beauty roses.
Mr. Seabrandt is succeeded as General
Yard Master by E. J. Gibbons,
formerly Chief Supervisor, Car Service.
O w n Y o u r
Home
Home ownership is made
easy through our amortization
plan which pays off
the mortgage in eleven
and one-half years on a
monthly basis like rent.
No bonus or commissions.
Lowest loan expense. Officers
advise freely on planning
and financing.
Write for Booklet "R2"
RAILROAD CO-OPERATIVE
BUILDING & LOAN
ASSOCIATION
441 Lexington Avenue
NEW YORK

110
Albany's Oldest Bank
Successful for 125 Years
N e w Y o r k State
N a t i o n a l B a n k
of Albany, N. Y.
Capital . . . $1,250,000
Surplus and Un­
divided Profits $2,650,000
New York Central Lines Depository
OFFICERS:
LEDYARD COGSWELL, Chairman of Board.
LEDYARD COGSWELL, Jr., President.
PARKER CORNING, Vice-President.
FREDERICK McDONALD, Vice-President.
J. MILTON RUSSUM, Cashier.
EDWARD M. BOICE, Assistant Cashier.
WM. R. BLEECKER, Assistant Cashier.
EDMUND W. CORRIE, Assistant Cashier.
HAROLD C. JOSLIN, Assistant Cashier.
CHESTER C. KENT, Trust Officer.
MARK H. PEET, Assistant Trust Officer.
C O L U M B U S
is a growing city. It is progressive.
Bank deposits of Columbus banks
total over $115,000,000. It will
make a good city for manufacturer,
jobber, merchant and all types of
business enterprises.
For desirable offices in the heart of
Columbus' business activity, apply at
COMMERCIAL NATIONAL BANK
9 East Long Street
TheW. S. Gilkey Printing Company
Continuous
Folded Forms
Tariffs
Railroad Forms and
Blank Books
Betts'
Gilkey-Ogden Patent
Cut-Up System of
Wheel and
Interchange Forms
Cleveland, Ohio
New York Central Lines Magazine for May, 1928
Worcester
Bank & Trust
Company
WORCESTER, MASS.
Worcester's Largest Commercial Bank
Deposits over $35,000,000
Trust Funds over $18,000,000
A D E P O T F O R D E P O S I T S
The depots on the road to success are
banks and the tickets are deposit slips.
In Youngstown this institution is the
main depot for deposits.
FIRST NATIONAL BANK
THE DOLLAR SAVINGS & TRUST CO.
Resources—Over Forty-Six Millions
YOUNGSTOWN, OHIO
It is the Dimes That You Save
that count—and quickly help
you realize your ambitions.
Not the Dimes You Spend
Dime Savers Free for the asking
Dept. D. S.
The Northern New York Trust Company
WATERTOWN, NEW YORK
E V E R Y T H I N G
FOR THE
O F F I C E
Printing Accounting Systems
Engraving Office Furniture
Lithographing Filing Equipment
Blank Books Loose Leaf Devices
Stationery Surveying Instruments
Drafting and Drawing Supplies
QREGORY^AyER & JHOAfO.
CADILLAC SQUARE DETROIT, MICH.
LANSING — BRANCHES — FLINT
New York Central Lines Magazine for May, 1928
33
CONVENIENT
OFFICES IN
HUFFALO
Is t h e r e " A G R E E N F L A G
o n y o u r i n c o m e ?
NO man really is prosperous
until he makes his money,
whether capital or salary,
work for him. He must be sure
that there is "more coming."
The easiest and surest way to
do this is through a bank
account. Every deposit works
for you . . . you take out more
than you put in!
Put out the green flags today—open an account
at the Marine. It will start building the foundation
of your financial independence.
U s e T o u r B r a i n
In spending money you should
use your intelligence. Brain is
just as necessary in helping you
save your money. Think a little
bit and you will find the savings
account to be the most secure
for your savings.
4% Interest Here
"Pointers on Saving" free booklet
Write for it
%
Farmers Deposit National Bank
Savings Department
Fifth Avenue and Wood Street
Pittsburgh, Pa.
M A R I N E
T R U S T C O M P A N Y
OF
B U F F A L O
"RESOURCES
JtiO'RE THAN
20O
^MILLION
The New
Huntington
Bank
Building
29
111
rr fcjK -^r^l
CONSIDER THE ADVANTAGES
of locating your Columbus office in Columbus'
finest general office building. Address
HUNTINGTON BANK BUILDING
Suite311-312 Columbus.Ohio

112
New York Central Lines Magazine for May, 192S
G . A . A C K E R M A N N P R I N T I N G C O .
Now Located at
350 Hudson St. W
NEW YORK W
Telephone Walker 3366
Most of the Half-Tones and
Line Engravings in this issue
WERE MADE BY THE
Consolidated Engraving Company
151-155 W. 25th St., N.Y. City . Tel., Watkins 4420-4421
Frederick A. Russell, Pres. J. Warren Russell. V.-Pres. J. Raymond Russell. Sec.
N e w t o w n Creek T o w i n g Co.
HARLEM RIVER TOWBOAT LINE, Inc.
Est. 1880 Est. 1870—Inc. 1918 Inc. 1889
Q T l Jf C Equipped with Powerful Pumps for Fire,
1
° 1
C L A S S I F I E D P R I N T I N G
PAPER MILLS AT CICERO CHICAGO, ILL.
Wrecking Purposes, and Testing Boilers
WE WILL TOW—Any Thing—Any Where—Any Time
Main Office: ONE FRONT ST.. Long Island City, N. Y.
Main Office Phone: Hunters Point 38-40-41 -42-43 Sunday Call: Stags 8492
P A R A M O U N T F U E L C O .
HILLSBORO COAL
From HILLSBORO COAL COMPANY'S MINE
CENTRAL ILLINOIS
307 N. Michigan Ave. Chicago, III.
Interstate Electric Co.
WM. H. CROWLEY, Prop.
Electrical Construction
SPRINGFIELD, MASS.
HARRY LANCASTER WILLIAM McGREW
L. & M. STONE CO.
Producers of
Crushed Lime Stone—Railroad Ballast
Quarry at PROSPECT, N. Y. General Office: UTICA, N. Y.
United Coal Sales Company
GEO. W. SWEENEY
833-834 Majestic Building Detroit, Mich.
V U L C A N IRON P R O D U C T S
BLOOM STAYB0LT IRON i
XX ENGINE BOLT IRON f
IRON FORGING BLOOMS N
BAR AND BAND IRON
727-747 West Van Buren St.
CHICAGO
Telephone Haymarket 7414
Hewitt Rubber Company
Mechanical Rubber Goods for Railroads
Factories, Buffalo, N. Y.
BLAST FURNACE SLAG
Crushed and Screened to Specification
For Railroad Ballast
Concrete • Macadam • Roofing
THE BUFFALO SLAG COMPANY
BUFFALO, N.Y.
WASSON COAL COMPANY
Producers of
Genuine Harrisburg White Ash
Sales Office: FISHER BUILDING, Chicago
WASSON-POCAHONTAS COA( CO.
69th St. & N.Y.C. Tracks—South Side Retail Distributors
D R E S S E L
RAILWAY LAMP & SIGNAL CO.
ARLINGTON, N. J.
Burdett Oxygen & Hydrogen Company
«
Pittsburgh, Pa.
J. L. Q U I M B Y & C O M P A N Y
SOLE MANUFACTURERS
QUEEN BEE L U B R I C A N T
Office: 278 Water St.. New York City
New York Central Lines Magazine for May, 192S
"le desire aueje merits"
Open Day and Night
N . Y . C . S t a t i o n
R e s t a u r a n t
Guillaume&Co.,Inc. Utica,N.Y.
J. C. TRITTEN .% Manager
If You Never Tried HYKLAS
You Cannot Know How DIFFERENT It Is
A gingery drink with a mellowness most
uncommon
Why don't you try a glass J
G i n g e r A l e Cleveland
Makes you glad you're thirsty
The
CITY ICE «° FUEL CO.
A L B A N Y D A I R Y C O M P A N Y
Perfectly Pasteurized
Milk and Cream
ALBANY, NEW YORK
'Telephone Connection
Seamen Lichtenstein & Co., Inc.
High Grade
V E G E T A B L E S and F R U I T S
345-347-349 West 14th St. NEW YORK
Telephone, Melrose 2112
C J. B R E I T E N B A C H
Bronx Model Bakery
661 EAST 161st STREET NEW YORK
JAMES GOLDSTEIN LEO LIPPMAN
PHONE, SENECA 1305
GOLDSTEIN & LIPPMAN
COMMISSION MERCHANTS
—WHOLESALE—
Butter, Eggs, Poultry, Fruits and Vegetables
172 MICHIGAN STREET BUFFALO, N.Y.
THE UNION NEWS COMPANY

jiiiiiiiiiiiiiiiiiiimnimiiiiiiuiiiiiii
DEARBORN
service is conscientious
and effective.
To succeed is our
obligation to those
who have learned to
depend upon us.
Dearborn Chemical Co.
299 Broadway, New York
310 S. Mich. Ave., Chicago
iiiiiiiiii]I!iiiiiiiiiiiiiiiiiiiiiiiiiiiii
Nine Piece Drawing Set
Worth $30.00
SPECIAL PRICE
$-^cj.oo
Send no money—pay
the postman
Your money back if you are
not satisfied
Charles Bruning Company, Inc.
102 Reade Street - New York City
TAYLOR'S
Self'Locking — Dust-Proof
JOURNAL BOX and COVER
SPECIAL METAL PEDESTALS
High Grade Heroult Electric
STEEL CASTINGS
Manufactured by
W. P. TAYLOR COMPANY
218 Ellicott Square Buffalo, N. Y.
BOLTS
FORCINGS
LAGS
New York Central Lines Magazine for May, 1928
Neelii |
NuUBqIiGo.
EST I88lINC.I902
n u t s
RIVETS
2101 Wharton St. S.S. RODS
Pittsburqh,Pa.,U.S.A.
P A I G E - J O N E S
Water Treatment for
Locomotive Boilers
WAYSIDE-TANK METHOD
(Patented July U, 1926)
Treatment at the Source.
Investment nominal and operating cost less than
softening plants.
PAIGE & JONES CHEMICAL CO., Inc.
461 Fourth Avenue New York
EIGHT WORKS]
RAMAPO-AJAX-ELLIOT
HIIXBURN, NEW YORKaL
NIAGARA FALLS. N.Y
CHICAGO, ILLINOIS
EAST ST.LOUIS. ILL.
PUEBLO, COLORADO
SUPERIOR.WISCONSIN
LOS ANGELES. C A L
NIAGARA FALLS. ONT..
Jf R A I L W A Y T R A C K M A T E R I A L
Wi^/ S w i t c h Stands, Fiogs.
J! «3T Switches, Crossings.
•'//mj Guard Rails. Clamps. Sc.
f°r steam, mine and
i S ^ - p industrial railway tracks
_ i * M A N G A N E S E W O R K A SPECIALTY
n n S f e SALES OFFICES AT ALL WORKS
7== ijijiigni>^==' ju ai„ Office, H I I X B U R N , N . Y
YOUNGSTOWN
ALL STEEL CORRUGATED FREIGHT CAR DOORS
CAMEL
FREIGHT CAR DOOR FIXTURES
Weather and Burglar Proof @> Top or Bottom Supported
Camel Sales Company
332 South Michigan Avenue CHICAQO, ILLINOIS
New York Central Lines Magazine for May, 1928
DICKSON & EDDY
WHITEHALL BUILDING, 17 Battery Place, New York
ANTHRACITE g^£\^ A • BITUMINOUS
Scranton Coal Co.
West End Coal Co.
Price-Pancoast Coal Co
Indiana and Illinois Coal
Corporation
1425 Old Colony Building
CHICAGO
Daily Capacity, 20,000 Tons
4 Mines in Indiana 5 Mines in Illinois
Located on the Big Four and C. & E. I. Railroads
E. L. FURBER & COMPANY
HIGH GRADE
Bituminous Coals
50 CONGRESS ST. BOSTON, MASS.
COLEMAN & CO., Inc.
N a y
PHI VFR y Standard
VVJL. V JLIY Bituminous Coal
Mine Capacity—One Million Tons Annually
Bankers Trust Building 25 BROADWAY
PHILADELPHIA NEW YORK
CUAL
New England Office, go Congress Street, Boston, Mass.
High Grade Steam and
Gas Coals for all
purposes
New England Coal & Coke Company
MINERS AND SHIPPERS
STEAM and GAS COALS
From the New River, Pocahontas,
Pennsylvania and Fairmont Fields
Sales Agent
New England Fuel & Transportation Company
Mines: Federal No. 1, Grant Town, West Va., on Baltim.re&Ohio
R
- R-—Capacity, 3,000 tons daily. Federal No. 3, Lowsville,
West Va., on Monongahela R. R.—Capacity, 2,000 tons daily.
GENERAL OFFICES:
250 Stuart Street, Boston, Mass.
Providence, R. I. BRANCH OFFICES Norfolk Va
Pittsburgh, Pa. New York. N. Y. Baltimore." Md.
THE
Youghiogheny & Ohio Coal Co.
1230 Hanna Bldg. Cleveland, Ohio
Miners and Shippers of
COAL
Youghiogheny Gas.
Westmoreland Gas
Pittsburgh Steam
Pittsburgh No. 8
Bergholtz-Amsterdam
The Enos Coal Mining Co.
(general Office—308 Euclid Ave. Bldg.
Cleveland, O.
Indianapolis Office—'Merchants Bank Bldg.
DAILY CAPACITY—4000 Tons
Latest Modern Equipment
Operation . . Oakland City, Ind.
Located on Big Four & Southern Railways
115

116
The Philadelphia & Cleveland
Coal Company
Reakirt Bldg. Cincinnati, Ohio
BRANCHES
C. R. P. & L. Building - Columbus, Ohio
Riley Law Building - - - Wheeling, W. Va.
Producers and Shippers of
OHIO, WEST VIRGINIA, PENNA.,
KENTUCKY STEAM AND
DOMESTIC COALS
BITUMINOUS
VICTOR
COAL
U.^PATCNTOfn
New York Central Lines Magazine for May, 1928
2nd Nai. Bank
Bide.
Toledo, O.
Canada Coal
Ltd., Toronto,
Ont., Can.
No. 1 Broadway
New York City
THE PURSGLOVE COAL
N.Y. C. Lines
Penn. R. R.
MINING COMPANY
General Office
Union Trust Building
Cleveland, Ohio
u r !
MINEs|P
« l o v e
^ W
/ Bannock, Ohio
/ V a
-
B. & O. R. R.
Monongahela R. R.
The Marcy-Buck Co., Inc.
ANTHRACITE AND
BITUMINOUS COAL
Builders' Supplies
WATERTOWN, N. Y.
Rochester and Pittsburgh Coal Company
Miners and Shippers of Celebrated
REYNOLDSVILLE BITUMINOUS COAL
A Superior Steam Coal for All Steam Producing Purposes.
Excellent for R. R. and Steamship Use
New York, N. Y.
J. N. Terrio, Sales Agent
C. R. Mabley, Jr., Sales Eng V
Philadelphia, Pa.
F. E. Clark, Sales Agent
H. B. Yorgy, Special Agent
General Sales Department
420 LEXINGTON AVE., NEW YORK
1. NOBLE SNIDER, Vice-President
Cowansh&nnock Coal & Coke Co.
Pittsburgh Gas Coal Co.
Sales Agents for/ r\ Brush Brusn Creek v,rce» Coal v-uni i»» Mining Co.
j Coal Run Mining Co.
( Tide Coal Mining Co. Cc
Buffalo. N. Y.
C. Braun, Jr., Sales Agent
Rochester, N. Y.
E. E. Morse, Sales Agent
C.K.Crofton, Sales Eng'r
Albany, N. Y.
W. D.Scofield. Sales Agent
New York Central Lines Magazine for May, 1928 117
MINER
FRICTION DRAFT GEARS « IDEAL SAFETY HAND BRAKES
SAFETY BOLSTER LOCKING CENTER PINS
REFRIGERATOR CAR DOOR FASTENERS « SIDE BEARINGS
W. H. MINER, INC.
THE ROOKERY CHICAGO
BOLTS, NUTS and WASHERS
Carriage
and Automobile Forgings
The Columbus Bolt Works Co.
COLUMBUS, OHIO
New York
Car Wheel Company
MANUFACTURERS OF
Chilled Tread Wheels
BUFFALO, N. Y.
"NYCO" Special Wheels
Every Ton is carefully
inspected before
shipment/
ST. THOMAS Brass
rr ing
parts tor
BRONZE LOCOMOTIVES
C O M P A N Y JOURNAL
^ KJ1V1 r J\ IN I BEARINGS
L I M I T E D BABBITTS
Miscellaneous
brass castings
Works and Office: for
St. Thomas, Ontario RAILROADS
G O U L D
Side Frames * Bolsters * Couplers
Open Hearth Steel Castings
The Gould Coupler Co.
New York Works: Depew Chicago
Pittsburgh Coal Comp
pitthurgh, penna.

118
New York Central Lines Magazine for May, 1928
G R A H A M BOLT & NUT COMPANY
THEY LOCK ON EVERY THREAD
UNIT NUTS
P I T T S B U R G H P E N N S Y L V A N I A
S C U L L I N S T E E L C O .
MAKERS of CAST STEEL
BOLSTERS-SIDE FRAMES—STEEL
CASTINGS-BARS and SHAPES
2050 Grand Central Terminal
NEW YORK
n. A. HEGEMAN. Jr., Preiident H. A. HEOEMAN. lit Vice-Pica, and Treat.
J. M. PRATT. Vice-Pres. in charge of Salei F. T. SARGENT, Secretary
National Railway Appliance Co.
Graybar Building, 420 Lniaglon Am.. New York City. N. T.
BRANCH OFFICES:
Munsey Bldg.. Washington. D. C. 100 Boylaton St.. Boston. Man.
Hegeman-Caatle Corporation. Railway Exchange Building. Chicago, lil.
RAILWAY SUPPLIES
Garland Ventilators
Feasible Drop Brake Statin
Flaxlinum Insulation
Anglo-American Varnish Co., Varnishes.
Enamels, etc.
Walter Tractor Snow Plows
Port Pitt Spring & Mfg. Co.'i Springs
Economy Electric Devices Co.'a
National Hand Holds
National Safety Devices Company's
Power Saving and Inspection Meters
Dunham Hopper Door Devices
Genesco Paint Oils
Tool Steel Gears and Pinions
Whistle Blowers, Gong Ringers and
Brake Hangers
Godward Gas Generators
Bell Register Pare Boxes
'Cowdrey Automotive Brake Testing Machine"
ACME QUALITY
Paint-Varnish -Lacquer
A Finish for
Every Surface
Acme White Lead and Color Works
DETROIT, MICH.
G o u l d B a t t e r y
U n f a l t e r i n g for
R a i l w a y Signal Systems
and Train Lighting
THE GOULD STORAGE BATTERY CO., Inc.
250 Park Ave., New York
Keep Your Cars in Service
By Using Buckeye Integral Box Truck Frames
The Buckeye Steel Castings Co.
COLUMBUS, OHIO
New York - Chicago - St. Paul - Louisville - London
Tuco Flexolith Plastic Flooring Material
Tuco National Treated Duck Roofing Material
Tuco Resisto Hair Felt Car Insulation
Tucork Mineral Car Insulation
Tuco National Steel Trap Doors
Tuco Universal Steel Trap Doors
Tuco Window and Door Screens—Imperial and Universal type
Tuco Deck Sash Ratchets—Eclipse type
Tuco Sash Balances—Perfection and Reliance type
Tuco Preservative for Steel Floor Plates
TUCO PRODUCTS CORPORATION
30 Church Street, New York, N.Y.
Branch Offices
Chicago, 111., Washington, D. C, San Francisco, Cal.
Montreal, Quebec
New York Central Lines Magazine for May, 1928
^ ^ J a U ^ j
BUSHINGS
T H E 0 . A . C R A N E ' S S O N S C O M P A N Y
Brooklyn Floating Docks and Shipyard
MACHINE, BOILER & BLACKSMITH SHOP
f Dock No. 1, 2500 Tons, Take 280 Ft. Vessel
CAPACITY OP DOCKS: { Dock No. 2, SS00
[ Dock No. 3, 1100 "
Brooklyn Office
Erie Basin, Breakwater, Brooklyn, N.Y.
Tel. 3000 Hamilton
Branches:
Chicago Kansas City
San Francisco
Freight Service
requires millions of wellmade,
dependable bushings
and bearings for the
job of delivering its payloads
with least delay and
at the least expense. In
supplyingthisneed Johnson
Bronze is a specialist.
Johnson Bronze Co.
New Castle, Pa.
J O H N S O N / f B R O N Z E
B U S H I N G S 66ARU BAR BRONZE
T h e Q & C C o m p a n y
90 WEST STREET
NEW YORK
PEOPLES GAS BUILDING
CHICAGO
RAILWAY EXCHANGE BLDG., ST. LOUIS
-i,i

120 New York Central Lines Magazine for May, 1928
Stapl Castinos
Q a i l r o a J s
Duquesne Steel Foundry Co.
PiTTfiBURftH.PCNWA.
K f A T H A M
Mechanical Lubricator
Made in 8, 16 and 20 pint capacities.
Two to eight feeds.
Provides proper lubrication for
long, continuous runs.
Eliminates the need of refilling
on the road.
Insures uniform lubrication
throughout -the run regardless of
the length of the run or the severity
of the service.
Solves the lubrication problem
for every steam cylinder on the
locomotive.
NATHAN MANUFACTURING CO.
250 Park Ave., New York
FARLOW DRAFT ATTACHMENTS
Security Plus
FARLOW Draft Attachments
securely harness the draft gear
and coupler to the underframe.
In addition to this they protect
the underframe as well as the entire
draft rigging against concentrated
destructive shocks.
THE SYMINGTON COMPANY
New York Chicago Baltimore
Boston Montreal
WORKS : ROCHESTER. N. Y.
LOCK NUTS HOLDING NUTS
"DS"
SQUARE OR HEXAGON
"Finger Fit" U.S. Std. Thread
Standard Safety Nut(orporation
30 Church St. New York, N. Y.
New York Central Lines Magazine for May, 1928
DESIGNERS A N D BUILDERS OF
R A I L W A Y C A R S O F A L L T Y P E S
Complete Facilities for Repairing and Rebuilding Cars
I A M T . McKEES ROCKS, PITTSBURGH (NORTH SIDE) AND KOPPEL, PA., AND
P I_i/\1N 1 . HEGEWISCH, CHICAGO, ILL.
P R E S S E D S T E E L C A R C O .
New York Pittsburgh Chicago St. Louis St. Paul
M a l l e a b l e I r o n
C a s t i n g s
RAILROAD CAR CASTINGS
A SPECIALTY
This Trade Mark
Signifies
Quality—Service—Satisfaction
Make Your Equipment Safe and Reliable
By Using a Dependable Product
Fort Pitt Malleable Iron Company
PITTSBURGH, PA.
the
Spiral
Stripe
protects you against
mistakes and substi*"' :
-"
121
O N T I M E all the time!
How many million engine miles per pipe
failure does your road average? We know
of many roads which, due to the use of
genuine wrought iron pipe, are regularly
getting as much as eighteen to twenty million
miles without train delay resulting
from pipe failures.
Railroad men who have investigated the
causes of pipe failures are coming to a better
appreciation of the advantages of Byers
Pipe for railroad service.
Byers Pipe is playing an ever more important
part in helping railroad men keep
trains moving with scheduled precision.
A. M. BYERS CO.
Established 1864 PITTSBURGH, PA.
B Y E R S P I P E
GENUINE WROUGHT IRON

122 New York Central Lines Magazine for May, 1928
D E T R O I T S E A M L E S S S T E E L T U B E S C O M P A N Y
MANUFACTURERS
Cold Drawn & Hot Rolled Boiler Locomotive & Mechanical Tubing
General Offices and Work.s: Detroit, Michigan
Sales Offices: Chicago Cleveland Cincinnati New York
Railway Supplies and Equipment
Machine and Sheet Metal Work, Machinery,
Grey Iron and Brass Castings, Patterns,
Forgings, Armature and Field Coils.
THE COLUMBIA MACHINE WORKS & M. I. CO.
271 Chestnut St., cor. Atlantic Ave.. Brooklyn, N. Y.
It Costs Less to Prevent Rust Tban to Endure It
ARISTOS "COPPERWEUT w, R E
DOES NOT RUST
MAIN OfnCE & MILLS - GlASSPORT PfNKA
Railroad Accessories Corp., New York
Swan-Finch Oil Corporation
NEW YORK
Quality Oils and Greases
James Tregarthen & Sons Co.
INCORPORATED
EAST RIVER D R Y DOCKS
Shipwrights, Caulkers and Spar Makers
Foot 6th, 7th and 8th Streets East River, N. Y.
E. C. BREWER. President H. F. BREWER. Treasurer
BREWER DRY DOCK COMPANY
(Established 1899)
GENERAL REPAIRING
Designers and Builders of Tugs, Barges, Scows and Dry Docks
MARINER'S HARBOR STATEN ISLAND, N.Y.
D I C K I N S O N • DEVICES
Cast Iron Smoke Jacks for Engine Houses.
Light Fireproof Jacks for Engine Houses.
Aeolus Roof Ventilators made of Cast Iron and Sheet Metal.
Cast Iron Chimneys for Small Buildings.
Cast Iron Exhaust Heads. Cast Iron Smoke Plates.
PAUL DICKINSON, Inc., 3356 S. Artesian Avenue, Chicago
P A T E N T S
BOOKLET FREE HIGHEST REFERENCES
PROMPTNESS ASSURED BEST RESULTS
Send drawing or model for examination and advice
WATSON E. COLEMAN, PATENT LAWYER
724 NINTH STREET, N. W. WASHINGTON, D. C.
Trap Rock Ballast
Broken Stone in Concrete sizes
JOHN S. LANE & SON, Incorporated
Quarries on N. Y. C. Lines
Westfield, Mass.
General Office
MERIDEN, CONN.
TRELFALL and McLAUGHLIN
General Contracting Co.
402 Citizens Savings Bank PITTSBURGH, PA.
Poles, Timbers
Cross Ties
Lowi-u Process
Creosoted Wood
Piling, Lumber
Paving Block
AMERICAN CREOSOTING CO., Incorporated
Federal Creosoting Co., Incorporated
LOUISVILLE, KENTUCKY
PREPARED O T A FOR
BLAST V A 1 -r RAILWAY
FURNACE W X-r X V V-» BALLAST
Concrete, Roofing and Macadam Pavement
SHIPMENTS ANYTIME—ANYWHERE
THE STANDARD SLAG CO. Y ^ t ^ 0 L ,
Established 1858
B * J o h n s o n & S o n
R A I L R O A D CROSS TIES
RICHMOND, IND.
Timber and Mills in Missouri and Arkansas
O U N E R C A R C L O S E T S
Enameled Iron Wet or Dry Closets
D U N E R C O .
101 S.,-CLINTON STREET. CHICAGO
ESTABLISHED 1895 TEL. BOWUNG GREEN 8933
J. A. RENNOLDS & BRO.
YELLOW PINE PILING
New York Office: 116 BROAD STREET
New York Central Lines Magazine for May, 1928
B U F F A L O B R A K E B E A M C O M P A N Y
B R A K E B E A M S FOR A L L C L A S S E S OF EQUIPMENT
M B Brake Pin , v D-
Brake Pins
(Self Locking)
Brake Hanger Pins
(Self Locking)
NEW YORK
Concrete Bridge and
Pile Driving
Trestle Work
Tunnel Lining
Railroad Construction
D. W . Thurston Company
General Contracting
DETROIT MICHIGAN
Locomotives
Box Cars
Gondolas
Flat Cars
Coaches
Cranes
Steam Shovels
Draglines
Dump Cars
Boilers
GENERAL EQUIPMENT CO.
INCORPORATED
342 Madison Avenue New York City
F. F E R G U S O N & S O N
FOX HILL FOUNDRY
Founders — Machinists—Pattern Makers
Propeller W h e e l s
Iron and Bronze
All sizes of tugboat wheels carried in stock
Marine castings of all descriptions
Twelfth and Ginton Sts., Hoboken, N. J.
TELEPHONES HOBOKEN. 88 and 759
Knuckle Pins
(Self Locking)
Brake Shoe Keys
(Self Locking)
DR.TS FOR BRAKE BEAMS
BUFFALO
J. E. FITZGERALD
PRESIDENT
W. E. LOVELACE
GEN. MANAGER
J. E. FITZGERALD
TREASURER
W. H. BOWKER
SECRETARY
AND ASST. TREASURER
The New England
Construction Company
Railway and
General Contractors
SPRINGFIELD, MASS. NEW LONDON, CONN.
O'Brien Brothers, Inc.
Contractors
O'Brien Brothers Towing Co., Inc.
O'Brien Brothers Shipyard Corp.
O'Brien Brothers Sand and Gravel Corp.
233 Broadway
123
New York City
The Franklin Railway Oil Company
FRANKLIN, PENNSYLVANIA
Manufacturers of the HIQHEST QRADES of
RAILWAY LUBRICATING OILS
GREASES and SIGNAL OILS
Franklin Superheat Valve Oil Franklin Valve Oil
Franklin Coach Oil Franklin Engine Oil
Franklin Car Oil Franklin Signal Oil
Franklin Driving Journal Compound
Franklin Rod Cup Grease Franklin Plastic-Huboil
Franklin Center Plate Grease
Franklin Hot Box Compound

124 New York Central Lines Magazine for May, 1928
Magnus Company
INCORPORATED
JOURNAL BEARINGS AND
BRASS AND BRONZE
ENGINE CASTINGS
NEW YORK. CHICAGO
WM. M. BALLARD, Inc.
General Contractors
SYRACUSE, N. Y.
The Ellington Miller Co.
General Contractors
Railroad Buildings
a Specialty
417 So. Dearborn St>. Chicago
NASHVILLE TIE COMPANY
NASHVILLE, TENN.
Sales Office and Storage Yard
TERRE HAUTE, IND.
Treated cross ties and switch
ties ready for quick shipment.
We make a specialty of small
lots for industrial tracks.
John Thatcher 8C Son
General Contractors
60 Park Avenue
Brooklyn, N.Y.
Dominion Construction
Company
(Incorporated)
Head Office
NILES, MICHIGAN
D.B. r rampton & Company
HARDWOOD LUMBER
Railroad, Mine and Industrial Lumber
KEENAN BUILDING
PITTSBURGH, PA.
New York Central Lines Magazine for May, 1928 125
WALSH CONSTRUCTION
COMPANY
GENERAL
CONTRACTORS
r
DAVENPORT IOWA
EDWARD JOY CO.
Established 1875
Piping Contractors
Heating Contractors
Electrical Contractors
Plumbing Contractors
Jobbers
Estimates Cheerfully Given
Warehouse and Showrooms
125-133 Market St. 301-315 E. Washington St.
SYRACUSE, N. Y.
Brown Car Wheel Works
Incorporated
Manufacturers of
CHILLED CAST IRON WHEELS
Buffalo, N. Y.
National Carbide
Lantern
Greater
Candle Power
Stronger
and better
diffused
light
Sturdy
Construction
Supplied with or without rear light
Burns
eight hours
on
eight ounces
of Carbide
with only
one filling of
water
For Car Inspection, Maintenance of Way
and Signal Departments. Adaptable for
motor car or hand use.
NATIONAL Carbide—in the RED Drum
—best and most economical for all lighting
and welding purposes.
NATIONAL CARBIDE SALES CORPORATION
342 Madison Avenue, New York, N.Y.

126 New York Central Lines Magazine for May,
STAYBOLTS FOR ANY
BOILER REQUIREMENT
F. B. C. WELDED
and
TATE THREADED
FLEXIBLE ASSEMBLAGES
&>
TELL-TALE BOLTS
a>
CROWN STAYS
RIGID BOLTS
(STRAIGHT OR REDUCED BODY)
Flannery Bolt Company
FLANNERY BLDG. PITTSBURGH, PA.
ALBANY
CAR WHEEL
COMPANY
Manufacturers of
Chilled Car Wheels
and Castings
" E M P I R E S P E C I A L "
Wheels for Electric
and
Heavy Duty Service
ALBANY NEW YORK
The Oxweld
Railroad Service Co.
"Representing
THE LINDE AIR PRODUCTS CO.
(Linde Oxygen)
oo
THE PREST-O-LITE CO., Inc.
(Prest-O-Lite Acetylene)
H
UNION CARBIDE SALES CO.
(Union Carbide and Car Inspectors' Lamps)
WW
OXWELD ACETYLENE CO.
(Oxweld Apparatus and Supplies and Carbic Lights)
WW
HAYNES STELLITE CO.
(High Abrasive Welding Rod)
oo
UNITS OF UNION CARBIDE AND CARBON CORPORATION
30 EAST 42nd STREET, NEW YORK
RAILWAY EXCHANGE BLDG., CHICAGO
The New York
Air Brake Company
Manufactures the
STANDARD
AIR-BRAKE
EQUIPMENT
And Furnishes All Types Required
for Railroad Service
GENERAL OFFICES
420 Lexington Ave. - New York City
WORKS
Watertown, New York
• .«/»nnectors Safety First Switches
Portable Hand Lamps
I .ocomotive and Shop Wiring
Fittings and Fixtures
ft< P Y L E - N A T I O N A L C O M P A N Y
1334-1358 North Kostner Ave.
CHICAGO, ILL., U.S.A.
. .iniidlan Agents: The Holden Company, Ltd.
Montreal, Winnipeg, Vancouver, Toronto
I . .1 Department: International Railway Supply Co.
30 Church Street, New York City
Hi Grand Central Terminal, New York City
III Huilders' Exchange Bldg., St. Paul, Minn.
HIS Boatmen's Bunk Bldg., St. Louis, Mo.
CLEVELAND, OHIO
WEST SHORE ORE DOCK
BUFFALO, N. Y.
3—5 ton Brown Electric Unload­
ers—7,000 ton ore storage space
T. & O. C. COAL DOCK
TOLEDO, OHIO
Dumping capacity
40,000 tons of coal daily
THE FAIR
Rail Anti-Creeper
Economical, Simple and Efficient
THE P. & M. CO.
CHICAGO
NEW YORK
127

New York Central Lines Magazine for May
THE RALSTON STEEL CAR COMPANY
COLUMBUS, OHIO
Annual Capacity 7500 New or Rebuilt Freight Cars
ow Many Brake Beam Hangers
Did You Buy Last Year
And how many are you going to buy this year ?
You can reduce replacement costs by standardizing
on SchaeferDrop Forged Brake Beam Hangers.
They are made to last the life of the car.
Schaefer Brake Beam Hangers (and other Schaefer
foundation brake gear details) are drop forged (not
welded) from high carbon, wear-resisting steel.
Every hanger is heat treated and oil quenched.
Because of the additional metal and added strength
at the bend, Schaefer Drop Forged Hangers are
strongest where other hangers are weakest.
We have some interesting data on the service of
Schaefer Drop Forged Brake Beam Hangers on
many prominent roads. Write for complete information
and illustrated bulletins.
SCHAEFER EQUIPMENT CO
General Office : Oliver Building, Pittsburgh, Penn.
Hamilton Railroad
models are now available
fitted with either the fa*
mo us Hamilton 992 movement,
21 jewels, adjusted
to five positions, or the
Hamilton 950 movement,
23 jewels, adjusted to five
positions. Your jeweler
will be glad to show you
any of these models—in
filled white, green or yellow
gold.
E NGINEER
And His Advice Is
"Get a Hamilton,"
F. L. HARRIS, ot the Norfolk and Western Railway, is speaking
to Fireman John Gauldin:
"I've carried a Hamilton for twenty-eight years—and my advice is 'get a
Hamilton.
Hamilton, to a railroad man, means considerably more than just a watch. The
name stands for those things which railroad men appreciate and which they insist
upon having—accuracy, dependability and character.
That is why most railroad men choose the Hamilton when selecting a watch
that is to travel up with them toward the spot they have picked as their permanent
berth. They know that no matter how far up the ladder they go in railroad service,
their Hamilton is always prepared to render accurate time service.
This year you will perhaps be thinking of purchasing a new watch. When you
do, ask you jeweler to show you the Hamilton 992 (21 jewels) or the Hamilton
950 (23 jewels). Either of these famous railroad movements is now available in
Hamilton model railroad cases—envelopes of sturdy, rugged beauty to fittingly protect
the "Railroad Timekeeper of America."
We shall be glad to send you a copy of the timebook and a new folder about
Hamilton Railroad models.
HAMILTON WATCH COMPANY
DEPARTMENT 43 LANCASTER, PENNA., U. S. A.
r
The Railroad Timekeeper of America"

When Day is Done
Nothing so rounds out the program, whether
it be a leisurely motor tour, or an exacting
business trip, as a comfortable night's rest
in a modern, fireproof hotel.
All United Hotels are equipped, furnished
and staffed to give the utmost in congenial
accommodations and at rates which add to,
rather than detract from, a sense of well-being.
NEW YORK CITY
PHILADELPHIA, PA.
SEATTLE, WASH.
WORCESTER, MASS.
NEWARK, N. J.
PATERSON, N. J.
TRENTON, N. J.
HARRISBURG, PA.
ALBANY, N. Y.
SYRACUSE, N. Y.
ROCHESTER, N. Y.
u it
NIAGARA FALLS, N. Y.
ERIE, PA.
AKRON, OHIO
FLINT, MICH.
KANSAS CITY, MO.
TUCSON, ARIZ.
In the United States
In Canada
The Roosevelt
The Benjamin Franklin
The Olympic
The Bancroft
The Robert Treat
The Alexander Hamilton
The Stacy-Trent
The Penn-Harris
The Ten Eyck
The Onondaga
The Rochester
The Seneca
The Niagara
The Laurence
The Portage
The Durant
The President
"El Conquistador
MONTREAL
The Mount Royal
TORONTO
King Edixard Hotel
HAMILTON
Royal Connanght
NIAGARA FALLS
The Clifton
WINDSOR
The Prince Edward
SAINT JOHN, N. B. The Admiral Beatty
* Opens November, 1928.
United Hotels Company of America
Executive Offices: 25 West 45th Street, New York
Affiliated: American Hotels Corporation
Complete information on both domestic and foreign travel
available at all United Hotels
m.
MtLtntrejife