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NEXT MONTH AN ELECTRICAL ENGINEER ARGUES
FOR CATENARY; WE EXAMINE A C&NW 4-6-0 AND
LOOK AT MORE N DEM STEAM...
STEAM... IN APRIL
IN APRIL TRAINS

|___.

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have painted the picture for them, but except for the brief appearance of Senator Smathers of Florida in sponsoring the Transportation Act of 1958, there is no leadership, or apparent desire to lead. It may soon be too late.”

Rosemary Entringer MANAGING EDITO Marion Pagels

EDITORIAL SECRETA David A. Strassman

ART DIRECT LAYOUT AND ART: George A. Gloff; J. F Richardson; Gil Reid; A. L. Schmidt; La Vern Bleifuss; Robert Wegner; Lawrence Luse A. C. Kalmbach

PUBLISH

on

ONLY YESTERDAY SPEAKING of Electro-Motive's origin freight diesel (as we do on pages 42-47 I can clearly recall the first FT's I sa maybe because of their low numbers. T units belonged to Baltimore & Ohio, whi originally numbered its 5400 h.p. jobs 3, 5, 7, 9, and 11. My first FT cab ri took place in 1948, on a 2700 h.p. tande heading a Boston & Maine symbol freig from Mechanicville, N. Y., to Boston. V picked up a 2-8-0 helper out of Deerfiel Mass., to East Gardner, which was ji as well because the booster unit cut o on the grade and without the Consol surely would have stalled. Seems li only yesterday that the revolutionary was new, yet in reality a couple of decades have passed by since.

I TWO contradictory, thoroughly

alarming statements appeared back in the financial pages of the January 18, 1962, New York Herald-Tribune in a story by Fred B. Stauffer. The report centered about two speakers who had appeared at a national transportation institute the previous day at the Hotel Commodore in New York. President Jervis Langdon Jr. of Baltimore & Ohio told the audience that the railroads must halt traffic erosion to other carriers and urged withdrawal of minimum-rate controls to enable them to do so. “If the railroads are not successful in this direction,” predicted Langdon, “there is no hope, no matter how successful they are in consolidating and co-ordinating their operations, eliminating duplicating facilities and services, and otherwise putting their houses in order. It would merely be a question of time before the debacle."

Langdon went on to disagree with those who say railroading is indispensable, and said that if the country is completely unmindful of expense it can live without the rails, in peace or war.

The other speaker was Representative Oren Harris (Dem., Ark.), chairman of the House Com ittee on Interstate and Foreign Commerce. He told the same group that he does not believe a transportation crisis exists any more in 1962 than in the recent past, and simply said that some recent disturbing earnings trends must be cured to insure a healthy common carrier industry.

We would think that both Jervis Langdon Jr. and Oren Harris are honest, sincere gentlemen and that neither would intentionally play the role of scaremonger or, conversely, declare there's no fire where there's smoke. Yet according to the Trib, the railroad president says that the rails are surely doomed without ratemaking freedom and the Congressman says that no transport crisis exists. Are

to understand, then, that either: (1) Congress discredits the reams of impartial, publicly sponsored research which bears out the railroad dilemma; or (2) Government has decided that the rails, no matter what their productivity and economy, are expendable?

What other conclusions can be drawn from the Trib news item?

At the B&O annual stockholders meeting in Baltimore November 20 Jervis Langdon pondered the heaviest net income deficit in his road's 135-year history on the one hand and Government's “persistent desire to protect barge and truck operations, no matter how highly subsidized or uneconomic, from rail competition” on the other. Said he, "The alarming thing is that no one in Washington seems to care. At least a dozen reports

J.F.K. joins the ranks

Presidents Franklin D. Roosevelt, Harry S. Truman, and Dwight D. Eisenhower all asked Congress to impose usercharges airways and/or inland waterways to reimburse the Federal Government in part for the construction, operation, and maintenance of such transport facilities. Now President John F. Kennedy, who earlier requested (and was rebuffed on) higher fuel taxes on heavy trucks, has joined his predecessors. As outlined in his fiscal 1963 budget, the President wants: (1) a 5 per cent tax on airline tickets and freight waybills; and (2) a 2-cents-a-gallon tax on all fuels used in commercial air transport, including jet fuels. So that the C.A.B. will have time to see what fare adjustments might be necessary as a result of these user-charges, he asks a January 1, 1963, effective date, meanwhile continuing the present 10 per cent excise tax on tickets and the 2-cents-a-gallon tax on aviation gasoline until year's end. “Users of the airways are not yet paying an adequate share of the costs,” says Kennedy. “As airline traffic and earnings improve, airline passengers and shippers and other beneficiaries should be expected to pay their share of the heavy direct and indirect costs of providing these services, now borne largely by the general taxpayers.”

As for inland waterways, the President wants a 2-cents-a-gallon tax on all fuels used in transportation in order to “recoup a small part of the current Federal outlays” for construction, maintaining, and operating these channels.

Simultaneously, the President asked for repeal of the 10 per cent excise tax on passenger fares of railroads, bus lines, and domestic water carriers.

Now it's up to Congress.

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© Kalmbach Publishing Co. 1962. Title reg. Pat Published monthly by Kalmbach Publishing Co., N. ith St., Milwaukee 3, Wis., C.S.A. Bros 2-2060. Western Union and cable address: KAI Milwaukee. A. C. Kalmbach, President. Jose O'Hearn, General Sales Manager. Ward Zimmer vertising Manager. TRAINS assumes no respons for the safe return of unsolicited clitorial ma Acceptable photographs are held in files and are for upon publication. Second-class postage pa Milwaukee, Wis.

Printed in YEARLY SUBSCRIPTION, $6; 2 YEARS. $ YEARS, $15. For life, $60 Outside the Am 50 cents a year additional (for lite, $) additi

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1 ONE of the most storied as well as

profitable railroads in the country goes by the long-winded corporate title of Cincinnati, New Orleans & Texas Pacific; reaches neither the Crescent City nor the Lone Star State, much less the West Coast; operates trains 337 miles between Cincinnati and Chattanooga but owns no track of its own; leases its route from the City of Cincinnati, and is itself controlled by the Southern Railway. The city constructed the line in 1880, leased it to the CNO&TP in 1881. The last revision of the contract leased the Cincinnati Southern, as the municipality calls it, to CNO&TP for 99 years dating from 1928. This railroad has been a rewarding one for all concerned. Operating as a bridge line between South and Middle West, the CNO&TP receives 90 per cent of its traffic from connections, hurries it along with as many as four SD24's and a minimum of terminal delay and expense, and manages to produce 12 per cent of parent Southern's gross with only 4.5 per cent of its route-mileage.

In recent years, though, CNO&TP has been bothered by its wasp-waisted “Rathole Division” from Danville, Ky., to Oakdale, Tenn., wherein lie 11 of the line's 13 tunnels — tunnels so tight as to render impossible conventional piggybacking as well as passage of trilevel auto flats. Soon, however, earth-movers will revamp CNO&TP's hour-glass figure in a 35-million-dollar rebuilding job financed by a new issue of bonds by the city which the railway will repay in the form of increased rents. Of the 13 tunnels, 9 will be bypassed entirely by line relocations; 3 will be replaced by new and larger bores; and 1 will be enlarged on its present site. Almost 25 miles of brand-new railroad will be laid, curves will be eased out by 50 per cent or better, and grades which now hit 1.14 per cent — will be reduced.

When the big job is done, Southern's vital bridge line will be able to accommodate any load on flanged wheels — and be able to move it faster.

The size of the work may be gauged by the fact that Burlington's Kansas City Short-Cut cost 16 million dollars and Southern Pacific's Great Salt Lake fill project was budgeted at 49 million dollars.

The CNO&TP has been and is being – revamped so much since steam that hoggers who wore gas masks in its tunnels and operated 2-8-2's (with smoke ducts) because 2-10-2's got inhumanely hot would hardly know the property. The Rathole Division will soon exist in name only when the bulldozers and dynamiters have had their way. I

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tee Mannesman Tube of Sault Ste. Marie, Ont., a charge of $10.05 per ton of pipe and tubing shipped to Chicago and beyond, compared with the regular tariff of $12.18 a ton, if it gave the road 90 per cent or more of the total business involved. The tariff assures Mannesman of yearround service and adequate equipment - and participating carriers are promised the full tariff rate if tonnage moved in a year falls below 90 per cent of total tonnage shipped. Of the 11-man I.C.C., 5 members found the rate unlawful in principle; 5 did not; and the 11th man based his opinion on the fact that Soo had not shown justification of the 90-per-cent guarantee. Soo says it can show sufficient justification, plans to appeal the case promptly.

man James M. Symes and Central Presi- The Brotherhoods declared that “the giant dent Alfred E. Perlman termed creation railroads now proposing merger are alof the Pennsylvania New York Central ready too large for competent manageTransportation Company, as it would be ment" and urged the 87th Congress to known, “an economic necessity."

prevent the industry from “consolidating Because of the sheer size of the pro- itself out of existence." The unionists reposed union (and also because the an- minded Central's Perlman that last June nouncement was released on a slow news he had explained the breakup of the 1957 day), NYC +PRR made front-page news- attempt at NYC+PRR to the National paper headlines, occupied several minutes Press Club by saying, “I didn't think it of TV's Huntley-Brinkley Report, and was in the public interest for the two fascinated the news weeklies. Such a largest railroads, plus all the railroads the grand consolidation would mean a 20,000- Pennsylvania controlled, to become one mile system with assets of 5.4 billion system.” dollars as well as 120,932 employees, 4807 (Michael J. Quill, whose Transport locomotive units, and 256,575 freight and Workers Union represents 15,000 NYC passenger cars. The boards of both roads and PRR employees (TWU struck Pennsy agreed to the following stock exchange: for 12 days in 1960), demanded “in writ1310 shares of common in the new com- ing immediately" a promise that the pany for each 1 share of NYC stock, and 1 merger would not eliminate any jobs or share in the new company for each 1 retirement rights, and threatened to set a share of PRR stock. There are present- strike date unless he got such “ironclad ly 6,521,838 shares of NYC and 13,167,754 protection." shares of PRR common stock outstanding. Senator Kefauver (Dem., Tenn.), The consolidated road would have a total chairman of the Senate Antitrust Subof 21,646,144 common shares, 39.2 per cent committee, called NYC+PRR a “giant of them owned by former NYC stock- step” toward rail monopoly, urged the holders and 60.8 per cent by former PRR Department of Justice to intervene imowners. The new board would consist of mediately, and asked the I.C.C. to defer 11 members from NYC's existing slate of action on all rail merger cases until a nadirectors and 14 from Pennsy's. Pennsy tional policy can be worked out. He even directors would nominate a board chair- speculated that “perhaps there lies behind man to be chief executive officer and a this extraordinary merger proposal a deboard vice chairman; Central would nom- sire to press the Commission into an inate another board vice chairman and a over-all merger study.” president who would be chief adminis- (The Wall Street Journal opined in its trative officer. The corporation would be news columns that the I.C.C. would give domiciled in the State of Pennsylvania. the merger a highball within a year to

NYC+PRR sparked this reaction and 18 months, despite expected objections comment:

from the Justice Department (which is {New York Central withdrew its op- opposing all 14 other major merger cases), position to Chesapeake & Ohio control of union, and affected on-line communities. Baltimore & Ohio, and also asked the The trade press Railway Age more conI.C.C. for permission to drop out as a servatively pegged the lead time to a participant in hearings involving PRR decision at “probably at least two years,” control of Lehigh Valley as well as the regardless of outcome. proposed merger of N&W-NKP-Wabash.

SOn the day NYC +PRR nounced Norfolk & Western President Very important Stuart T. Saunders resigned as a Pennsy So far as railroad survival goes, the director. Pennsy owns 33.8 per cent of

dry-as-dust rate items buried in the fiN&W which, in turn, is deep in I.C.C.

nancial pages are more important than hearings on its bid to merge with Nickel

the mergers now making the front page. Plate and Wabash into a 7400-mile sys- For instance: tem. To offset almost inevitable Com- Contract rates — reduced rates in exmission objections to its N&W holdings, change for a guarantee of 80 per cent of Pennsy could sell the stock or place it in the shipper's business — got a setback trusteeship. At press time PRR was mak- when the Supreme Court upheld a rejecing it plain that it had no intention of tion by the I.C.C. of an Eastern test case. selling its shares in the wealthy coal

New York Central wanted to sign such an hauler; meanwhile, a high Erie-Lacka- agreement covering rugs moving from wanna executive declared that he was

Amsterdam, N. Y., to Chicago but the

Commission said that its effect would be unable to "conceive that Pennsy ownership of N&W stock will be permitted” by

to destroy competition and that “during

the term of the contract ... the shipper's the I.C.C.

vested interest in the reduced rate would (Boston & Maine's Pat McGinnis ad

discourage or prevent acceptance of an vised the press that his road would "def

offer of superior transportation service at initely intervene” in the proceedings on

an equivalent or lower rate, nullifying grounds that both B&M and New Haven

any inherent advantages of other transshould be included in one of the three portation agencies as a competitive facmerger proposals which now involve 37

tor.” Eastern roads. He also noted that both [Another contract or "guaranteed rate" Delaware & Hudson and Monon have also case got voted down by the I.C.C. but been left out in the cold to date.

may get a reprieve. Soo Line filed a rate {“Catastrophic" was the adjective in April 1959 (which didn't become efpicked by 24 standard railway labor or- fective until April 23, 1960, because of ganizations to describe the big merger. barge and truck objections) to guaran

was

an

2.9 per

Passenger points

The American passenger train made a quiet run from the old year into the new, leaving just these news items in its wake:

Although the matter was discussed, 39.8-mile California Western is not buying Western Pacific's two up-for-sale Budd RDC-2's. Much beloved "Skunk” railcars (billed as such in the Official Guide) will be on the Fort Bragg-Willits (Calif.) scenic run as usual in 1962.

Chesapeake & Ohio has become the first Eastern road to offer a "go now pay later" (i.e., 10 per cent down, up to 24 months to pay) plan. Plan covers extra fares, reserved seats, meal coupons, and travel and baggage insurance in addition to rail transportation and Pullman space, and includes any trip in the U.S., Canada, and Mexico which originates on C&0. Minimum amount is $60 and passenger signing must be 21 or over.

(Erie-Lackawanna's creative selling of passenger service (e.g., bargain package tours for theater groups, school parties, and sports events) enabled the road to boost passenger revenues

- which average 16 million dollars a year cent in 1960 over those of 1959. Last year's total was a mere 0.75 per cent below that of 1960 and was virtually all accounted for by a dip in year-end commutation riding. In December 1960 heavy snows forced many drivers off the road and into E-L commute trains, and the road ran many second sections to accommodate these “snowbirds.” Last December, though, the weather stayed fair and passenger revenues dipped $127,000. However, the road figures that it more than saved enough in snow removal expenses to offset the loss.

Good news from Northern Pacific: passenger revenues for the period January 1 to October 31, 1961, were up a big 11.4 per cent over the same period in 1960. NP's best salesmen are its Buddbuilt Slumbercoaches; these cars represent less than 4 per cent of the road's passenger-carrying equipment but contribute 11.8 per cent of its passenger revenues.

Missouri Pacific has been allowed to discontinue a round-trip schedule between St. Louis and Pacific, Mo., 34 miles, which achieved fame of sorts as the only

Continued on page 15

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