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ARTHUR D. DUBIN'S PHOTO-SPECTACULAR OF THE
BROADWAY LIMITED . . . IN FEBRUARY TRAINS

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Railroads in the Woods.
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Narrow Gauge Album. Whitehouse. 144
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Comstock Mining and Miners. 578 pgs.
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Melodrama Rides the Rails.

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Rosemary Entringer MANAGING EDITOR Marion Pagels

EDITORIAL SECRETARY David A. Strassman

ART DIRECTOR LAYOUT AND ART: George A. Gloff; J. R. Richardson; Gil Reid; A. L. Schmidt; La Verne Bleifuss; Robert Wegner; Lawrence Luser, A. C. Kalmbach

PUBLISHER

HERE'S TO YOU This holiday season seems an appropriate occasion to tell you what we've just found under our tree — from you. The circulation department tells us that TRAINS has just posted a 77.5 per cent subscription renewal average. It's regarded as the millennium in magazine circles when better than 7 out of every 10 subscribers sign up again upon receipt of their renewal notices, so you're quite correct as pleased as can be. For the essence of the 77.5 statistic is that all of us have been able to share, in word and photo, the very worth-while world of railroading. So here's to a smoky, cindery, clicketyclack holiday season; may all of your signals be "high green” throughout the New Year we're entering.

- we are

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1 THOSE who thought it was im

possible to further complicate the Eastern railroad merger picture received a surprise November 8, 1961, when New York Central and Pennsylvania jointly declared their intention to marry — just four years and seven days after their first courtship began back in 1957. No one disputed then (or will now) estimated savings of 100 million dollars a year from consolidation of the nation's two largest railroads, nor has anyone contested the acute need for such savings (both roads expect to wind up 1961 in the red). What concerned many was the fact that so huge a proposition as NYC+PRR automatically ruled out any possibility of two or more competitively balanced railroad systems in the East. By all indices of size but route-mileage and profits, NYC + PRR oversha ows any other railroad, proposed or in being, in the U.S., to say nothing of the East. Indeed, size was a publicly acknowledged reason why Central quit dating Pennsy in January 1959 and its President A. E. Perlman suggested that the Eastern Railroad Presidents Conference explore the possibilities of voluntarily creating three or four balanced systems from among its ranks. The ERPC ignored that proposal, Central couldn't find another partner, and finally the nation's No. 2 railroad found itself unable to crash the party of C&O-B&O and panicked by the "gargantuan empire" it felt Pennsy was constructing through the agency of Norfolk & Western (in which PRR has a third ownership interest).

Renewal of NYC +PRR merger proceedings resolves some present problems in the East, namely Central's stern and weighty objections to C&O control of B&O as well as N&W's bid for NKP and Wabash. But Chesapeake & Ohio's joy would surely be of brief duration. Suppose Chessie acquires control of B&O and subsequently absorbs it — what next? Every other road of consequence in the East has now been spoken for. And despite protestations of independence from both parties, Pennsy and N&W must be considered blood relatives so long as the former owns a third of the latter. Chessie, then, is not confronted with simply NYC +PRR but rather NYC +PRR+N&W + NKP + Wabash. Plus Erie-Lackawanna as well as little Pittsburgh & West Virginia, which have dropped their objections to N&W's empire building in exchange for a promise to be included in the ceremony. The only palatable alternative, it

would be to merge all Eastern railroads, which is at this date unthinkable. Either that, or have Pennsy dispose of its stock interests in both N&W and Wabash, which is also unthinkable.

Less than a month before NYC and PRR began holding hands again the man who knows more about railroad mergers than anyone else in the country issued a prediction which may turn out to be more meaningful as a result of the news. Said John W. Barriger: “I venture to predict that the next great step in mergers will be a regional plan for the East, promulgated or sponsored by the Interstate Commerce Commission. If the Commission defaults in performing this duty, then some other Governmental body will of necessity undertake it. The public interest will ultimately be served."

Barriger's enthusiasm for a master plan stems from the fact that all roads would merge simultaneously whereas what he terms the “present, piecemeal, incomplete and nationally and regionally irresponsible approach to consolidation on a 'pick and choose' basis” means that “railroads excluded from major mergers and their service areas .. become ‘orphans of the storm,' doomed to inferior status, with the only prospect of rescue from it coming from the cheerless possibility that their resulting fiscal deterioration may finally make these properties available for acquisition on a fire sale basis. ..."

Exactly. What exposes so many merger proposals to criticism is the fact that they are designed for the exclusive benefit of the participants and make little if any allowance for the fact that railroads are an interdependent industry. Earnings stem from and could not exist without the interchange of traffic which makes national freight service possible. No other region, for example, so urgently requires the financial therapy of a merger as New England, yet consolidation discussions there ended in a stalemate because relatively prosperous Bangor & Aroostook was aghast at the idea of mixing its securities with those of boundfor-bankruptcy New Haven. And yet should NH disappear, followed by B&M and Maine Central, BAR would die in a vacuum. Naturally no strong property wants to buy into the debt of Central, say, or the commuters of C&NW or the thinly trafficked Pacific extension of Milwaukee Road, and yet such "orphans of the storm" are the roads which need merger benefits most critically.

The Interstate Commerce Commission reacts rather than acts in our time and thus far it has considered only merger proposals submitted by individual carriers and has thereby defaulted on its legal right to draw up regional plans of its own design. We would prefer that the Association of American Railroads acting nationally, or such groups as the ERPC operating regionally, would face up to the inevitable and blueprint over-all merger

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© Kalmbach Publishing (n. 1961. Title reg. Pat. Off. Published monthly by Kalmbach Publishing ('o., 1027 N. ith St., Milwaukee 3, Wis., V.S.A. B Roadway 2-2060. Western Union and cable address: KALPTB Milwaukee. A. C. Kalmbach, President. Joseph C. O'Hearn, General Sales Manager, Ward Zimmer, Advertising Manager. TRAINS astimes

no responsibility for the safe return of unsolicited editorial material. Acceptable photographs are held in files and are paid for ipon publication. Second-class postage paid at Milwaukee, Wis.

Printed in l.S.A. YEARLY SI’BSCRIPTION, $6; 2 YEARS, $11; 3 YEARS, $15. For life, $60. Outside the Americas, 50 cents a year additional (for lite, $5 additional).

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a backyard Railroad completely

Com

Old time & modern engines & rolling stock, in 14", 14" 34", 1". 115" & 3" scales. See EVERY

SOUNDS OF

STEAM RAILROADING A 12" LP Recording

HOT: Burlington's hot shot, Advance CD, 33-1/3 RPM $4.95

covers the 1000-plus miles from Chicago to DenMONO

ver in 21 hours 45 minutes (pre-Zephyr limited VOL. 1

of 1935, the Aristocrat, took 25 hours 45 min0. WINSTON LINK

utes), and fastest-ever freights CN-7 and NC-8 RAILWAY PRODUCTIONS

of Illinois Central are now scheduled over 92858 EAST 34th STREET

mile Chicago-New Orleans run in 28 hours flat. NEW YORK 16, NEW YORK

EQUIPMENT : For hauling tobacco in hogsheads, FOR POSTAGE OUTSIDE U.S. AND CANADA

Southern has come up with world's biggest box

car, a 92-foot 12-inch job so long it needs sky

Just bolt 'em lights in roof at each end to illuminate re-
Live Steam

together
cesses of interior.

Illinois Central reLocomotives

cently purchased seven 60-foot postwar (Pullman New 1961 Catalog

1946) streamlined coaches from C&EI for $8050. Each car cost $60,000 total (purchase price plus overhaul) vs. an estimated $176,000 apiece for brand-new cars. Numbered 2500-2506, they're in service on City of Miami (four), City of New Orleans (two), and Green Diamond (one). HURRY

UP, I.C.C.!: There's been another train-tankincluding all accessories, plete kits, all machine work done, you just "Bolt

truck disaster. On June 21, 1961, a tractorem Together." Also available in rough form.

trailer with 6200 gallons of gasoline failed to THING FOR YOUR STEAM POWERED RR. in our 100-page catalog. Price

stop at a grade crossing in Bettendorf, Ia., and LITTLE ENGINES Box F, Lomita, Calif. was struck by a Burlington freight moving 10-15

mph with headlight on, horn blowing, and bell

ringing. Resultant fire killed engineer, fireALL NEW AMERICAN man, head brakeman, and driver. I.C.C. investi

gation of all such accidents is pending. ON UP: RAILROAD CALENDARS Although carloadings generally were off 7.6 per

cent in the first 46 weeks of 1961 vs. the same period in 1960, piggyback loadings climbed 5.5 per cent. Today 59 Class 1 roads originate TOFC traffic. CHANGING TITLES: Miracle-man William N. Deramus III, who left the Chicago Great Western to rescue ailing Katy in 1957, has now moved into the Kansas City Southern president's chair vacated by his father W. N. Deramus who retains KCS chairmanship. Charles T. Williams, formerly Katy's executive v.p., now heads the road. IN EVENT OF MERGER: Participants have promised no reduction in Empire Builder, North Coast Limited, and Zephyr passenger services "as long as public patronage warrants" in the event of Great

Northern Pacific & Burlington Lines merger. Twelve great new photos, steam or diesel. Big: ROADBLOCKS DOWN: The smoothest merger manager ger 8"x10" size. Same top quality printing that in the land, Norfolk & Western's Stuart T. Saunkeeps 78% of our customers reordering each year. Why not order several for your friends?

ders, has pacified two objectors to his proposed

N&W-NKP-Wabash consolidation by offering to acRAILROAD CALENDARS P.O. BOX 11, CINCINNATI 8, OHIO

quire Pittsburgh & West Virginia and to reach Steam Calendars @ $1.25

"some form of affiliation" with Erie-Lackawanna. Diesel Calendars @ $1.25 Both for $2.25

THE FAMOUS FADE: Claiming losses of more than $6400 a day, Chicago & North Western wants to

drop Twin Cities 400's and Chicago-Mankato We'll gladly refund your money if you're not

(Minn.) Rochester 400. Bus-level fares and completely satisfied.

$1.25 dinners haven't stemmed decline of riders.

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plans which would simultaneously allocate every railroad, no matter how small or weak, a place in the sun. Unfortunately, such statesmanship has not been exhibited in spite of such deafening alarm bells as the financial deterioration of Eastern roads in general and of New Haven in particular, so the Commission must act.

And if NYC + PRR doesn't get the regulatory body off its duff, nothing will.

Can railroading survive?

"I am one of those pessimists who believes that the railways can disappear and that they may well disappear unless railway management is able to find solutions for the many problems that now beset us." So Dr. O. M. Solandt, a Canadian National vice-president, described himself last November in a speech to the Railway Systems and Management Association, the industry's liveliest forum. He then defined his vision of railroading in the next 10 to 15 years — providing technology keeps pace:

FREIGHT TRAFFIC-It has "great potential" because no other means of transport can move so much so far so cheaply. Except pipelines. Solandt thinks it's likely the rails will lose substantial tonnage in certain commodities to pipelines as the movement of solids in pipes is perfected, but he thinks the losses will not be lethal.

PASSENGER TRAFFIC "The short-term outlook is not encouraging." Still, he sees "clear indications of a steady and rising demand for improved urban and suburban rail services, and of an increased willingness to pay for them." Also, as highways and airways grow more crowded, "some of you may live to see an active revival of the [long-distance] rail passenger business."

THE FUTURE-Solandt sees in his crystal ball a "relatively simple network of main lines carrying relatively long-haul traffic at very high density. All thin traffic branch lines and many industrial sidings will have been abandoned." Rail and highway services will be integrated with piggyback trailers or containers providing door-to-door delivery. Fundamental to such railroading will be a low-cost, thoroughly reliable freight car truck, which will mean radical changes in such components as wheels, brakes, and bearings. Next, he wants a "reliable automatic coupling that will couple the air hose and the draft gear without human intervention" as a first step toward automatic train operation. We accept automatic vertical transportation (i.e., elevators) without question, so Solandt thinks train operation with no hands is quite practical - if not imminent. Also needed: a data processing system that will permit a "central memory" to provide from one source accurate, up-to-date data on every freight car's number, type, load, origin, destination, revenue, location, shipper, and consignee. Moreover, railways should own compatible data processing systems. One result which could save "a great deal of time, money, and irritation" would be a central clearing house for all interline charges, whether for freight car service,

rental, or repair. Another benefit could be the operation of a car and locomotive pool whereby equipment could be moved, continentwise, from areas of surplus to areas of shortage; most roads today own more diesels and cars than they need simply to meet traffic peaks of short duration. As for locomotives, Solandt sees no threat to the diesel in "existing cycles of transformation of nuclear energy to heat, heat to steam, and steam to electricity or mechanical energy" but direct nuclear energy-to-electricity transformations might "radically alter the picture." Also on the horizon: direct-drive gas turbines, with either free-piston or gasturbine gas producers.

CN's man believes the threat to such technological progress lies in the industry's "pitifully small" research budget. He'd like to see the Association of American Railroads undertake "a vastly expanded research program to be paid for by the railways on some assessment basis and probably with substantial help from the Government." Sums up Solandt: "An initial budget of 10 million dollars a year would be a useful target. This is an astronomical expenditure for research when compared with past performance by the railway industry but is small in comparison to the expenditures for research now being made by some of the growth industries and by the Government. It would represent roughly one-tenth of 1 per cent of the gross revenue of railways. Many industries consider that they must spend from 1 to 5 per cent of their gross revenue on research in order to remain in business." His implication was all too clear for comfort.

RS&MA delegates received small solace from another forthright speaker, North American Car's Director of Planning Aaron J. Gellman. "The pressure to conform in railroading is all but irresistible, and I believe, has cost the carriers dearly," he declared. He points out that because all lines are interdependent and must work in concert to provide national service through interchange of traffic and equipment, "it becomes possible for a few strategically placed carriers to stifle completely certain innovations that might otherwise be incorporated in the equipment subject to such interchange. Gellman defines the attitude of these obstructionists as "automatic generalized rejection" and he cites as evidence singleaxle trucks.* "There are railroad officials," he said, "who willingly tell you that four-wheel cars simply won't work - won't stay on the rails if their axle centers are more than a relatively short distance apart. I have had the frustrating experience of listening to such people say, 'It won't work and we know it won't work because it hasn't in the past and because it violates basic design principles.' And such people persist in this even after the presentation of test results which conclusively prove that it can and does work when appropriate engineering techniques are employed." Gellman

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*North American Car imported the German-built AutoPorter last year, a 4-axle, 8-wheel, 119-foot 2-inch double-deck flat of articulated construction. The car, which utilizes single-axle trucks, is now a-testing on B&O see page 11.

8mm. MOVIES

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AND

2" x 2" COLOR SLIDES

LARGEST SELECTION OF RAILROAD SUBJECTS AVAILABLE ANYWHERE!

LOGGING RAILROADS
OF THE WEST

Photographed by Mac Owen

Here is beautifully photographed and extensive coverage of steam power on three of the important logging_railroads of the West Southwest Lumber Mills out of Flagstaff, Arizona; both the Clallam and the Grays Harbor operations of Rayonier on the Olympic Peninsula in Washington State; and the West Side Lumber Company out of Tuolumne, Calif., this latter operation just recently having been transferred to highway trucks. You'll see narrow gauge and standard gauge steam power - Shay and Heisler geared steam locomotives Mallets saddle tank jobs! Sharp curves high trestles long trains of logs rocking and rolling along through cuts and gashes in the forest! 810-276, 8mm, black and white version, $9.98 $29.98

about 300-feet, pp-21c 620-88, 16mm. silent black and white version, about 600-feet, pp-19c

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VINTAGE STEAM RAILROAD 8mm. MOVIES 810-184, THE BLOCK SIGNAL, 1926, with Jean Arthur, Ralph Lewis (800-feet on 4 reels), pp.39c 810-224, GHOST OF THE CANYON, 1920, with Helen Gibson (300-feet on 2 reels), pp-21c 810-93. THE GREAT TRAIN ROBBERY (Edison, 1903), (150-feet), pp.18c 810-181, THE HOLD-UP OF THE ROCKY MOUNTAIN vvv voi $4.98 EXPRESS (Biograph, 1906), (150-feet), pp.18c. 810-167, THE LONEDALE OPERATOR, 1911, with Blanche Sweet (150-feet), pp.18c 810-246, LUBIN'S GREAT TRAIN ROBBERY, 1904 (150-feet), pp. 18c 810-253, MElodrama rIDES THE Rails,

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1904-1911 (200-feet), pp.18c

810-106, THE OPEN TRACK, 1914, with Helen Holmes

(225-feet on 2 reels), pp.216 810-91, THE PAY TRAIN, 1914, with Helen Holmes (150-feet), pp.18c 810-213, RAIlroad raidERS OF '62 (Kalem, 1911), (150-feet), pp. 18c

GENE MILLER'S 8mm. MOVIES OF RAILROADS IN THE DAYS OF STEAM 810-231, BIG BOY AND HIS BROTHERS (275-feet on 2 reels), pp.21c 810-241, THE DAYS OF STEAM ON THE L. & N. (300-feet on 2 reels). pp-21c 810-238, FIVE MIDWESTERN railroads IN THE DAYS OF STEAM (150-feet), pp.18

810-265, HUDSONS OF THE NEW YORK CENTRAL
(200-feet), pp. 18c
810-244, ILLINOIS CENTRAL STEAM SCRAPBOOK
(200-feet), pp. 18c
810-260, SMOKE AND STEAM ON THE C. & E. I.
(150-feet), pp.18c
810-255, STEAM TRAINS OUT OF DEARBORN
(150-feet), pp-18c
810-228, TEN-WHEELER TO DUPLEX (300-feet on
2 reels), pp-21 Pennsy steam locomotives

35mm. 2" x 2" RAILROAD SLIDES 350-185, ALONG THE OVERLAND ROUTE (20 slides), pp-bc

350-176, ANTONITO TO SILVERTON ON THE NARROW GAUGE (13 slides), pp.6c 350-3, THE CALIFORNIA ZEPHYR IN FEATHER RIVER CANYON (20 350-169, CANADIAN NATIONAL STEAM LOCOMOTIVES slides), 350-218, CANADIAN pacific steam locOMOTIVES (13 slides), pp.6c 350-235, THE "CHALLENGERS" AND "BIG BOYS" OF THE UNION PACIFIC (20 slides), pp.6c 350-74, CIRCUS TRAIN LAST DAYS OF THE BIG TOP (30 slides), pp.9c 350-217, FROM DENVER TO GLENWOOD SPRINGS ON THE CALIFORNIA ZEPHYR (20 slides), pp-66. $3.29 350-64, ILLINOIS CENTRAL STEAM across THE PRAIRIES (16 slides). pp-6c 350-256, LONDON'S STATIONS AND RAILWAYS (30 slides), pp.9c

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350-187, NEW ENGLAND RAILROADS

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(20 slides), pp-66

350-188, THE NEW HAVEN (16 slides), pp-6c 350-27, NORFOLK & WESTERN (32 slides), pp.9c 350-254, RAILROADS AROUND NEW YORK CITY (40 slides). pp.9c 350-17, RAILROADS, U.S.A. (47 slides), pp.12c 350-53, RIO GRANDE NARROW GAUGE (20 slides), pp.6c 350-147, ST. LOUIS TERMINAL (20 slides). pp-6c 350-253. SIERRA RAILROAD (13 slides), pp-bc 350-257, SOUTHERN PACIFIC NARROW GAUGE (13 slides). pp-bc 350-177, STEAM LOCOMOTIVES IN COLORADO AND WYOMING (20 slides), pp-6c 350-163, STeam locomOTIVÉS ON THE ILLINOIS CENTRAL (13 slides), pp.6c 350-10, VIRGINIAN RAILROAD STEAM LOCOMOTIVES (23 slides), pp.96..

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thinks the container may well become the dominant method of moving goods, that “it is possible, even probable,” that the optimum container car will be of singleaxle configuration or articulated or both, and that those who reject such equipment out-of-hand may be “irreparably harming the entire industry by such tactics."

Gellman concedes that Government regulatory and depreciation policies have helped to stifle equipment innovations as have labor pressures (e.g., "useless running boards cannot be eliminated and some long-travel longitudinal cushioning devices cannot be freely applied because of unreasoning labor demands which can only serve to reduce still further the railroad share of the transport market and in turn bring about the elimination of even more railway labor jobs”). But he reserved his sternest criticism for management, and in particular those who employ what he termed "panoramic oversight." This malady, he explained, is "perhaps displayed most dramatically when a a railroad spokesman publicly blames all the woes of this industry of ours on external factors beyond the control of the industry and fails to recognize that in spite of all the unfair regulatory, tax, competitive, labor, and other handicaps imposed upon us – which I deplore as much as any man we have had and still retain within our own hands the means by which to press home the inherent advantages possessed by steel rails traversed by steel wheels.”

ships, and hotels, but excludes rail services. Company says nonrail services are “more manageable in terms of billing and accounting” but says the matter is "still being studied from a number of angles.” Footnote: Rival Canadian National issues travel credit cards covering rail transportation, TCA air space, hotels, excess baggage charges, sleeping and parlor car space, and meals.

fon November 8, 961, Burlington's Denver Zephyr celebrated its 25th anniversary. Since 1936 the streamliners have carried some 512 million passengers, rolled 19.8 million miles, served more than 6 million meals. Re-equipped by Budd five years ago, today's domed Denver Zephyrs have netted a 9.1 million dollar operating profit on gross revenues of 22.7 million dollars since 1956.

well in the face of mounting competition,” declares President Ernest S. Marsh of Santa Fe. In late November, Christmas season reservations were running 10 per cent ahead of December 1960 and the Super Chief was scoring a "whopping 43 per cent increase" in advance sales. In 1960 Santa Fe managed to reverse declining passenger revenues when sales climbed 1.3 per cent over those of 1959 and for the first three quarters of 1961 the business continued to hold its own. Missouri Pacific raised eyebrows just before Thanksgiving by kicking off a three-year program to rebuild its entire fleet of almost 600 passenger cars at its Sedalia (Mo.) shops and announcing plans to buy 50 new mail and express cars in 1962. “These two programs should spike rumors that the Missouri Pacific is trying to get out of the passenger business," said newly elected President Downing B. Jenks. ... President W. Thomas Rice of Atlantic Coast Line was just as emphatic when he told his passenger reps that we “are living in an age in which the average American would tell you that the railroads are not interested in passenger business . . . that they are trying to downgrade it ... but that is not true on Coast Line, and don't let anyone tell you it is. We are constantly endeavoring to serve the traveling public just as much as we are the freight shipper." Elsewhere on the passenger front:

“I'm afraid Ihra's escort days are over,” says Burlington's P.T.M. of his chief ticket-seller in Chicago, Ihra Frank. While escorting the road's week-end excursions to Colorado, Ihra met and began talking to a Rosemary Kolle of Chicago. That was on a “Trip to Paradise" tour over the last Labor Day week end. And that was followed by a December 2 wedding, with a reception at the Fred Harvey Canterbury Room in Union Station and a ride on the Kansas City Zephyr to Aurora to begin their honeymoon at the Hilton Inn.

[At year's end the A.A.R.'s statisticians were predicting a 1961 total of 19.5 billion passenger-miles for the rails whereas bus travel has recovered from a ong decline and is expected to total more than its 1960 figure of 20.4 billion passenger-miles.

(Little 465-mile Detroit, Toledo & Ironton is proposing Detroit-Frankfort (Mich.) passenger service if it acquires even smaller 294-mile Ann Arbor, presently freight only and Wabash owned.

[Effective October 29, 1961, B&O's Baltimore-St. Louis National Limited began operating through Cumberland, Md., instead of bypassing that city on the Patterson Creek Cutoff.

Strange but true: Canadian Pacific's new credit card covers its airline, steam

At the blackboard

In his monthly printed chats with his employees, onetime schoolteacher Wayne A. Johnston, now Illinois Central's president, proves himself one of the industry's more articulate spokesmen. Recently he did a little figuring about 40 years' worth of railroading, the length of time it takes an IC man to get a lifetime pass and, in Johnston's words, a “good working lifetime.” In 1920, a prosperous year, IC employed 62,750 persons with an average annual wage of $1713, paid 10714 million dollars in paychecks, and earned a bit more than 131,2 million itself. Since then commodity prices have risen by about one half. In 1960 IC employed 24,500 persons with an average annual wage of $5950, paid out 146 million dollars in paychecks, earned a bit more than 11 million itself. Thus during four decades, railroading on the IC has worked out like this: Today's company takes 39 per cent fewer people to operate, yet the over-all payroll is up because these men and women are earning almost 2142 times more (even though average prices are up by only half). Including fringe benefits (e.g., IC pays $27 a month per employee toward his retirement, $14 on unemployment taxes), the average annual wage is really $7080. And the company is earning somewhat less itself.

Of course, IC has earned as high as 26.5 million a year (in 1955) since the war but also as low as 7.4 million (in 1946). Again, in view of the high retail prices prevailing in 1920, $1713 may not be regarded as a decent wage. Still, one might draw the conclusion (which Johnston did not) that in 1960 the employee was getting his fair share of the company's gross. Indeed, if present trends continue, the road will need just 10,000 people by the year 2000 but each will receive $14,500 or so, fewer fringe benefits; IC itself will earn a bit less

Our sympathies

We hope the eyesight and hearing of I.C.C. Examiner Paul C. Albus haven't been impaired by the nearly 11 weeks' worth of public hearings over whether Santa Fe or Southern Pacific should win control of Western Pacific. Albus opened the hearings last July and wound them up in time to hurry home (on SP's City of San Francisco) to Washington, D.C., for a belated Thanksgiving dinner. During that time he heard in five western cities the testimony of 485 witnesses who introduced 320 exhibits and gave 21,2 million words of opinion on who should control WP. And now Albus is poring over 9500 pages of blue-bound transcript in order to arrive at an opinion for the Commission to approve or reject.

Now, if 1188-mile WP can generate 212 million words, will the proposed 24,000– mile Great Northern Pacific & Burlington Lines case produce 50 million words?

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NEXT MONTH: AN EXCLUSIVE FIRST-HAND FIELD REPORT ON D&RGW'S GERMAN DIESEL-HYDRAULICS

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