PENN CENTRAL

POST NEWS FOR AMERICA'S LEADING RAILROAD FAMILY JANUARY 1972

How Hammermill

and Penn Central's

Problem-Solvers

created a unique

new train The diesel horn blasts against

craggy cliffs and echoes through dense forests.

To Locomotive Engineer Ka r l Ru s -sell, the Allegheny Mountain terrain is a familiar old friend.

Bu t the train is new. A n d very special.

It 's the first unit train designed to

Train arrives on newly built siding at Erie, Pa., with pulpwood for Hammermill.

serve America's pulp and paper-mak-ing industry.

It was developed specifically to provide new high levels of fast, ef-ficient transportation for Hammer-mill Paper Company's wide-ranging operations in north central Pennsyl-vania.

" I t ' s setting a new pattern of ser-vice that should prove interesting to other industries,' says Charles W. Remer, PC ' s manager of market de-velopment for paper products.

"We ' re showing how freight cars can be kept on the go with remark-ably little idle time."

Hammermill is one of America's foremost paper manufacturers. It produces fine writing paper, bond, ledger and printing paper, envelopes, and roll and folded paper products for office machines and the elec-tronics and communications indus-tries.

About three years ago, Hammer-mill began planning a big expan-sion and modernization program at Erie, Pa., where wood garnered from Pennsylvania forests is processed into pulp for paper-making.

The Hammermill officials planned a huge investment—$40 million. But they had to be sure of adequate transportation, considerably in ex-cess of what they had previously been receiving.

This was a crucial factor. They presented the problem to

Penn Central. A n d Penn Central's Problem-Solv-

Memo to Shippers: Got a specialized problem?

Anything involving schedules, rates, equipment, loading and unloading, routing,

lading protection, total distribution?

Let Penn Central's Problem-Solvers work for YOU

Call or write Jim Sullivan Asst. Vice President-Marketing Penn Central Transportation Co. Six Penn Center, Phila., Pa. 19104 (215) 594-2938

Pulpwood is trucked from forests to Port Allegany, Pa., and is loaded on new rail cars.

Conductor Sam Zuppello uses mini-radio to guide locomotive engineer in spotting cars.

ers took hold of it. "There were many sides to this

thing," says Charlie Remer. "F rank-ly, when we started, we weren't very sure we'd be able to make everything mesh.

"The first and biggest hurdle was car supply.

"We didn't have the cars that would be needed for Hammermill 's expanded operation, and we didn't have the funds to build them.

"The only solution was for Ham-mermill to supply the cars."

A series of conferences were held between Hammermill and Penn Cen-tral people, including Har ry V. Noon, P C district sales manager at Erie. It was agreed that the paper company would obtain 136 cars—high-side, extra-long (65-foot) gondolas that would have triple the capacity of the gons previously used.

Fine. But could Penn Central pro-vide schedules that would keep these cars on the move and justify Ham-mermill's investment?

This question was researched by another member of the Problem-Solver team, William W. Wulfhorst, assistant manager of freight service planning.

A slim, intense fellow who started on the Railroad as a rate clerk and has worked as a sales rep and train-

Engineer F. B. Butts backs cars into posi-tion, says, "Unit train's a real good run."

master, Bil l Wulfhorst went into the mountainous timber country to have a look. He rode freights. He checked on yard procedures. He studied how woodsmen delivered pulpwood for pickup.

There were 120 pickup points—far too many for an efficient rail opera-tion. Bil l Wulfhorst recommended that all this be concentrated into eight major loading points.

Hammermill agreed. Eight loca-tions were selected. Track and road-way improvements were made, and modern loading machinery was in-stalled.

Meanwhile, Bi l l Wulfhorst, togeth-er with Trainmaster A. G. Hopkins, at Erie, and Trainmaster J im Kerns, at Olean, N.Y., worked out an oper-ating pattern to keep the expensive new gondolas on the go.

Here's how it works: The 136 cars are divided into three

sets. While one set is moving out in a train from Erie, Pa., toward the pulpwood pickup points, the second set is at the pickup points being loaded, and the third set is at Erie being unloaded.

Each car makes a round trip of 522 miles in 30 hours.

While this was being set up, new freight rates were being negotiated by Richard W. Lynch, manager of pricing, and his assistant, J. J. Stan-ley.

The rates had to be economical enough to satisfy Hammermill, but sufficient to give Penn Central a rea-sonable profit. U p to now, pulpwood has been marginal or money-losing traffic for the Railroad.

K e y parts of the picture are new agreements with the operating unions to help keep operating costs down.

"Without these agreements, this new unit train would never have got started—our rates would have had to be too high to suit the shipper," says Robert E. Swert, P C director of

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l

Continued from Page One

labor relations. Under the agreements, engine and

train crews making interdivisional runs between Buffalo, N.Y., and Renovo, Pa., are permitted to do di-visional work en route—picking up and setting off cars and doing station switching incident to handling this traffic. In return, the crewmen are paid the rate for local freight service for the entire tour of duty, which is higher than the rate of pay for through freight service.

"This special arrangement," Mr . Swert explains, "was worked out through the cooperation of General Chairmen M. H. Nelsen and C. W. Wible, of the United Transportation Union, and W. B. Brown, of the Brotherhood of Locomotive Eng i -neers.

"The arrangement provides the necessary operating flexibility to

Diagram shows route of the unique unit train, which hauls loads in both direc-tions. Triangles represent locomotives. Squares represent blocks of cars, num-bered according to sequence of handling.

make it possible to do the job for Hammermill.

"The present schedule of one round trip per week will be doubled when the new Hammermill plant reaches full production—and that will mean work for additional crews," says Mr . Swert, who used to be a freight brakeman himself.

"The foresight of these general chairmen thus makes possible a money-making operation for the Railroad, and more jobs for their members."

Every Thursday morning, an en-gineer, such as Howard Voss, moves out of Erie with the train (designated UHP-2 ) .

He 's hauling an average of 30 empties plus 12 cars loaded with bales of pulp processed in the Erie plant.

Traveling via Buffalo, then south into timber country, the train drops off empties at points where they can be moved to the forest collection points, and at the same time cars loaded with pulpwood are picked up. The carloads of pulp from Erie are delivered to Lock Haven, where Hammermill has a big paper mill.

Returning from Lock Haven is U H P - 1 , with carloads of pulpwood, some of which has been ground up into chips at two locations equipped with such machinery. The train scoots north to Buffalo, then west to Erie. There the wood and chips are scooped out into big stockpiles that must be continuously replenished to keep the Hammermill pulp plant in constant operation.

"This is railroading at its most ef-ficient," says James R. Sullivan, P C assistant vice president-marketing.

" I t ' s the kind of tailor-made job we're ready to design for other ship-pers with specialized needs."

Agent Richard A. Ruggles, Port Allegany, is responsible for preparing a movement waybill for each car in the unit train.

ulation to for-hire truck trans-portation of certain farm products now exempt from regulation; and require the fil-ing of reports and publication of rates for dry bulk commodities by all carriers.

• Speed up decisions on re-quests for discontinuance of money-losing branch lines.

• Restore the tax credit for investment in new equipment, thus, for example, making it financially easier to buy needed locomotives and cars.

Railroaders and other inter-ested citizens who want to ex-press support for this vital pro-posal are urged to act promptly.

• Write to the two U.S. Sen-ators from your state, asking support for S.2362; and

• Write to the Representa-tive (Congressman) from your Congressional district, asking support for HR.11207.

Wood chips delivered by PC people are put in pile, ready for use by the mill.

The Big Change Car supply has always been a

sore point, writes Jack Martin, of Mart in Brothers Mi l l and Foundry Supply Company, at Benton Harbor, Michigan.

Although the company is lo-cated on the Penn Central, it had to obtain freight cars from other railroads, which conse-quently were given the ship-ments, he points out.

But things are different now. "For the first time in many

years we finally have an agent here who is most cooperative," Mr . Mart in writes.

"M r . Paul Dwyer is using ev-ery effort he knows to help us in getting cars. This man is do-ing an excellent job.

"We could see why Penn Central went so far down hill. Now, with good management and the will to do the right thing for the customer, this should bring Penn Central back where it should be as a railroad.

"With the man you have here today and the train crew, who have always bent over backwards to cooperate, we will do our part to help bring Penn Central back as the No. 1 railroad."

O n Comet, on Cupid, on Donner . . . "

W h a t ' s S.T.A.? It 's the Surface Transpor-

tation Ac t—a proposed new law being considered by Con-gress to promote the health of railroads, truck lines and barge lines.

These three types of carriers have long been rivals for freight traffic—and still are.

But they've submerged their differences to urge support for this Act, which would help them meet their problems and pro-vide the improved transporta-tion America needs.

Support is growing. J. J. Cox, general chairman

of the Brotherhood of Locomo-tive Engineers on the Penn Central, reported:

" W e will endorse the act by writing to our respective people in legislature for passage of the a c t "

Ted Nalikowski, secretary-treasurer of Teamsters Union Local No. 84, which represents some Penn Central people, wrote to his members:

" W e have checked the ob-jectives of the bill through our Leg is lat ive Department in Washington, D.C., and find it will be helpful to the railroads and to the railroads' employees.

" I t will help to preserve

S.T.A.—the railroads' hope for a better deal America's surface transporta-tion.

"Permit us to urge your sup-port by writing in your own words to your Senators and Representatives to vote in fa-vor of the Surface Transporta-tion Act."

The Act was introduced in the U.S. Senate by Senator Vance Hartke, Democrat of I n -diana.

It's identified at S.2362. The same measure was in-

troduced in the House of Rep-resentatives by Congressman Brock Adams, Democrat from the State of Washington, and is identified as HR.11207.

If passed by Congress, this Act would:

• Require the Interstate Commerce Commission to set up machinery for acting more promptly on new rates to en-able the carriers to meet in-creases in costs.

• Prohibit the States and local communities from unfair-ly taxing transportation prop-erty more heavily than other types of property.

• Require that 5 percent of all Federal funds given to States for highways be used to improve safety measures at grade crossings.

• Set up a new Federal agency to grant loans or loan guarantees to hard-pressed transportation companies that cannot obtain needed financing elsewhere.

• Extend governmental reg-

2

Flexi-Flo keeps on growing

If you're a shipper of dry or liquid bulk commodities . . .

A n d you want to ship your pro-duct free of contamination . . .

A n d you want to use railroad for the economical long haul, and truck for fast highway movement from terminal to the user . . . .

Flexi-Flo is the answer. More and more shippers are dis-

covering this answer. The combined tonnage of chem-

icals, foods and cement moving the Flexi-Flo way increased 32 percent during the first nine months of 1971.

" Even more significant is the fact that volume in the chemicals-and-foods group has more than doubled since 1968," said Paul Funkhouser, PC ' s senior vice president-sales and marketing.

"Flexi-Flo is an efficient transpor-

tation mode as well as an attractive cost-cutting method—the ideal com-bination."

I n Flexi-Flo, products are shipped in a closed system. The railroad car is loaded at the shipper's dock, then hauled by Penn Central crews to a P C Flexi-Flo terminal. There the commodity is pumped by a contami-nation-free transfer system into a tank or hopper truck, for highway delivery to the consignee.

D r y cement is the biggest single item in this traffic. But more than 100 other commodities have moved by this method. For example:

Starch, sugar, rice, salt, silica sand, plastic pellets and resins . . . .

Corn syrup, alcohol, vegetable oil, plasticizers, petroleum oils, waxes....

Major customers utilizing the ser-vice include most of America's lead-

ing cement, chemical and food com-panies, such as C P C International Inc., which recently received—con-taminat ion-free—its 50-mil l ionth pound of bulk commodities through the Flexi-Flo terminal at North Ber-gen, N.J.

"This service," according to J. J. Clement, general manager distribu-tion-transportation for C P C , "per-mits us to react quickly within the marketplace, while continuing to control costs and improve service."

Penn Central operates 12 Flexi-Flo terminals at:

Boston, Mass.; Framingham, Mass.; Hartford, Conn.; North Bergen, N. J.; Syracuse, N. Y.; Rochester, N. Y.; Buffalo, N. Y.; Cleveland, Ohio; Detroit, Mich.; Indianapolis, Ind.; Louisville, Ky., and Chicago.

Studying plan for new Flexi-Flo terminal at Philadelphia: W. J. Maslowski, sales manager; J. M. Munro, manager, market development; G. P. Turner, director of Flexi-Flo terminals. Others in the recent-ly expanded staff are R. J. Hunt, asst. manager, market development; J. E. Bow-en, asst. manager, Chicago; and T. E. Mil-holland, asst. manager at Philadelphia.

Car is unloaded into a bulk truck at one of Penn Central's 12 Flexi-Flo terminals. Plans are underway to expand the service to include a number of additional cities.

On the Labor Scene Brotherhood of Railroad Sig-

nalmen and the railroads have reached an agreement that fol-lows the pattern of earlier set-tlements with other national railroad unions.

A n agreement previously negotiated with the railroads has now been ratified by four shopcraft unions, bargaining as a unit: Machinists, Electrical Workers, Carmen, and Boiler-makers & Blacksmiths.

Eighteen unions have filed demands with the railroads for increased life, health and hos-pital insurance coverage, to begin when the present policy expires March 1.

Amtrak has taken direct control of information, reserva-tions and ticket sales at Chicago. It has signed an agree-ment recognizing the Brother-hood of Railway Clerks as bar-gaining agent for these em-ployes. The agreement also covers any future clerical, of-fice, tower, telegraph and sta-tion jobs that might come under direct Amtrak control.

Negotiations between the railroads and the Sheet Metal

Workers on wages and rules re-sumed at Washington under auspices of the National Media-tion Board.

Mediation in the national wages and rules dispute involv-ing the Firemen & Oilers was recessed by the National Media-tion Board, and, by agreement of the parties, was scheduled to be resumed this month.

"Jim's a railroad signalman. That's the only way we can communicate."

MESSAGE FROM THE I. C C.

Make sure the car

W hen freight cars are unloaded, they must be unloaded com-pletely.

That's the word from the Inter-state Commerce Commission.

It 's an important message. It ap-plies to all railroads and all receivers of carload freight. It requires urgent attention.

The I.C.C. has interpreted Un i -form Freight Classification Rules to mean that receivers of freight are obliged to unload the cars com-pletely of all dunnage, debris, or other foreign matter.

They're to return the cars to the railroad in condition for loading by another shipper.

A l l railroads have been told not to accept empty cars that haven't been completely cleared out by the cus-tomer. Such cars are to be left on the customer's siding on demurrage. This means the customer is assessed a daily charge until he has com-pletely emptied the car.

S Y S T E M OFF ICES O p e r a t i o n s

Fredericks, F. W . Executive Assistant to V ice President

E n g i n e e r i n g A d a m s , J. E., Jr.

Asst. Production Engineer-Track, N e w York Beamer, C . N . Supervisor-Field Equipment Bodnar , A . V . C l ea rance Engineer G o t t s a b e n d , W . J. Superintendent-

Ma i n te nance of W a y S h o p , C a n t o n Joscelyn, E. J. Project E n g i n e e r - C & S , Buffalo K a l b , F. C . Super in tendent -

Ma in tenance Equipment K e a n , E. L. Equipment Engineer Krueger, E. E. Asst. Circuit Eng ineer Kuczborski , J. S . Circuit Des i gner -C&S O r d a s , D. L.

Asst. Production Engineer-Track, C a n t o n Ripley, R. B. Systems Ana ly s t

F inance & Accoun t i ng Col l ins, T. J., Jr. Mgr . -S ta te & Local Taxes Cos tanzo , D. C . Asst. V ice President-Taxes D a n g l o , J. J.

Asst. Manager -Prac t i ces & Qua l i t y Control D i a m o n d , W . C .

M a n a g e r - A c c o u n t i n g Opera t i on s Control Fink, G . B. M a n a g e r -

Account ing Operat ions -Centra l , Pittsburgh Freudinger, J., Jr. M a n a g e r - F e d e r a l Taxes Hast ings, S . D.

M a n a g e r - A c c o u n t i n g Operat ions-East Herska, J. F.

M a n a g e r - S t a t i o n Audits & Administrat ion Jacks, G . J. M a n a g e r - A c c o u n t i n g

Opera t ions -Wes t , Detroit O 'B r ien T. J., Jr.

Director-Corporate Tax Administrat ion Pelz, F. G .

M a n a g e r - C o r p o r a t e & Contract Audits Rhodes, L , Jr.

Asst. Manage r -F re i gh t Billing Procedures Robinson, T. F. M a n a g e r - S y s t e m s Audits Tarpey, J. P. M a n a g e r - F r e i g h t Billing W a l s h , G . C . M a n a g e r - S p e c i a l Audi t s Wh i t i ng , G . A., Jr. M a n a g e r - C a s h Statistics W o o d l e e , J. A . M a n a g e r - T a x P lann ing

L a b o r R e l a t i o n s & P e r s o n n e l Dutrow, S . D.

Super intendent-Labor Relations, C h i c a g o W i n g e r , D. J. Examiner, Detroit

O p e r a t i n g A d m i n i s t r a t i o n A d a m s , R. H. Cap i t a l Proiects Ana ly s t Baetz, W . J.

M a n a g e r - O p e r a t i o n s P lann ing , Pittsburgh Costel lo, R. J.

Sr . Opera t i on s P lann ing Engineer

P a s s e n g e r Serv i ce Long, R. A . Equipment P lanning

Supervisor-D.S.&P.C. Service, N e w York Mi l lar , W . L. Director-Customer Services Ulrich, D. E.

D i rector -Passenger Terminal O p e r a t i o n Woodru f f , J. R.

Manager -Admin i s t ra t ion -Passenger

S a l e s & M a r k e t i n g Adel izz i , J. C . Administrative Assistant Becker, J. W . Asst. M a n a g e r -

M a r k e t Deve lopment-Consumer Products

is all cleared out " W e are required by the I.C.C. to

abide by this interpretation," stated Charles R. Lucas, director of freight car utilization.

" O u r employes who place cars for freight receivers are the ones who see firsthand the empties that are being released to the Railroad. When they become aware of cars that haven't been completely emptied, they must not remove them. The cars must stay there until the re-ceiver finishes the job.

" I n effect, the I.C.C. is saying that dunnage and debris are part of the load and must be unloaded. It also says that freight receivers must not put trash into the emptied cars."

A railroad can be prosecuted un-der the Elkins Act for failing to en-force the interpretation. The re-ceiver also can be prosecuted.

The I.C.C. is sending out investi-gators to check on violations.

Freight agents all over Penn Cen-tral have given freight receivers a

Conductor W. E. Odenkirk will pull this empty car—after it's all cleared out. This is at Central Storage & Transfer Company of Harrisburg, which receives about 20 cars of Frigidaire appliances daily. "They're very conscientious about clearing out cars,' he says.

written statement on the I.C.C.'s announcement on the receiver's and the railroad's responsibilities.

The information is being relayed to P C yardmasters and crews.

If empty cars are not pulled, the conductor notes this on his returned switch list. When the car control clerk gets this list, he is to notify the customer that the car was not picked up and why. The clerk also notes this information with a special "condi-tion code" to be key-punched into the car's record card.

Then the customer must call the

Bock, L. L. Asst. District Sa le s M a n a g e r , St. Louis

C r u m , D. L. Division Sa le s M a n a g e r , Buffalo Funds, W . F.

M a n a g e r - M a r k e t Development-Auto Parts M a c K a v a n a g h , K. L.

M a n a g e r - M a r k e t Development-Chemica ls M a l a n , F. L.

Asst. M a n a g e r - M a r k e t Deve lopment -Gra in M c C o n n e l , S. F.

Manager - Indus t r i a l Development, Baltimore N y d e g g e r , J. A .

Asst. Manage r -Au tomot i ve Services W e l d o n , R. H.

Asst. District Sa le s M a n a g e r , A t lanta W i l s on , T. S., Jr.

District Sa les M a n a g e r , A t lanta

Feeley, E. J. S p a i n , W . M .

Secur i ty Capta in-Pol ice, N e w York

Capta in-Pol ice

V i ce Pres ident -S ta f f C a r e y , W . L., Jr. P lanning Ana ly s t Scott, T. M .

Asst. Manager -Transpor ta t i on Research Templeton, J. V . P lanning Ana ly s t

S y s t e m s D e v e l o p m e n t Bocher, H. W . Project M a n a g e r (Profitability) Courtney, J. J. Systems Ana ly s t Divack, J. M . M a n a g e r - S y s t e m D a t a Center D ixon, J. F., Jr. Asst. M a n a g e r - l i n p u t / Output Fink, C . E. Computer Ana ly s t Friel, P. J.

Asst. M a n a g e r - D a t a Preparat ion & Control Lerro, J. M . Sr. Opera t i on s Ana ly s t L ingerman, E. W . Assistant Computer Ana ly s t McBr ide , R. J. Computer Coord ina to r M e h o k , J. A .

Asst. M a n a g e r - C o m p u t e r Opera t i on s Rand , R. A . Business Systems Consultant Toth, D. M . Project M a n a g e r (Materials) W a l k e r , N . A . Business Systems Consul tant W e s t o n , R. C .

Assoc iate Computer Ana lys t , A l t o o n a

T r a n s p o r t a t i o n - S y s t e m Brown, W . E. Superv is ing A g e n t , C h i c a g o Holmes, J. E.

Asst. M a n a g e r - U n i t Train O p e r a t i o n Huston, R. M .

Supervisor- industrial C a r Contro l , C h i c a g o Kleinhans, J. P. A g e n t , Chester, Pa . Lansa lone, J. P.

S u p e r v i s o r - H o p p e r C a r Distribution McBreen , B. P. Asst. M a n a g e r - D e m u r r a g e M c G o u g h , J. M .

Supervisor-Unit Train O p e r a t i o n Norr is, J. R.

Asst. Superv is ing A g e n t , Balt imore Rager , R. E. A g e n t , Lans ing, M i c h . Ricker, V . K.

Asst. Superv is ing A g e n t , N e w York Shinault , E. O .

Asst. Superv is ing A g e n t , Ind ianapo l i s Smith, E. T. M a n a g e r - H o p p e r C a r Distribution Smothers, C . E.

Asst. Superv is ing Agen t , C h i c a g o

List, A . F. Trus tees

Reorgan izat ion Attorney

C E N T R A L R E G I O N Rut ledge, R. A . Super intendent-Operat ions

A l l e g h e n y D i v i s i o n Bort, R. M .

Asst. Supervisor-Track, Hunt ingdon, Pa . Briner, R. F. R o a d Foreman, Cresson, Pa . C o o k , G . L.

Asst. Supervisor-Track, C learf ie ld, Pa . Hatton, R. E. Asst. Superintendent, A l toona M u l l i g a n , R. G . R o a d Foreman, A l t oona Qu inn , T. C.

Genera l Foreman, C o n e m a u g h , Pa. Smith, O . P., Jr.

G e n e r a l Foreman, Lewistown, Pa . S u n d e r l a n d ^ S . E.

Superv i sor -Track, Cresson, Pa .

P i t t s b u r g h D i v i s i o n Bressler, G . F. Asst. Super intendent Brown, D. K. Terminal Superintendent, C o n w a y C i r a , J. L.

Asst. Terminal Superintendent, C o n w a y G u l a , S . J. Terminal Trainmaster, C o n w a y Jones, F. H. Division Super intendent O l s o n , W . A .

Supervisor-Track, Mart ins Ferry, O . Thompson, N . F., Jr.

Asst. Mas ter Mechan i c , C o n w a y

V a l l e y D i v i s i o n Hunter, J. R., Jr. G e n e r a l Foreman,

Lord stow n, O . M i c h a e l a n g e l o , R. P. Supervisor-Track,

W h e a t l a n d , Pa . Morr i s , A . R. Supervisor-Track, A l l iance, O . Sawyer , M . E. Asst. G e n e r a l Foreman,

A sh tabu l a S m a l l w o o d , T. W . Asst. Division Engineer,

Youngs town Vitale, J. J. Asst. Supervisor-Track, Ni les, O .

E A S T E R N R E G I O N Brodt, P. M . Reg ion Mechan i ca l

Superv i sor -Fre ight C a r s Y o u n g , W . C . Asst. Super intendent-

Operat ions-Freight

C h e s a p e a k e D i v i s i o n Biles, W . W . Supervisor-Track, De lmar , Del. Decker, R. D. Supervisor-Track, W a s h i n g t o n G e a r h a r t , R. J. Asst. G e n e r a l Foreman-Car ,

Balt imore Holt, D. R. Asst. Trainmaster, Balt imore

H a r r i s b u r g D i v i s i o n Robinson, G . E. Trainmaster-

Genera l Foreman, Hager s town, M d . Rossman, E. M . Asst. G e n e r a l Foreman-

C a r , S . Phila.

N e w J e r s e y D i v i s i o n DeSheers , W . L. Trainmaster,

Greenvi l le, N J . Fleischmann, I. Asst. Trainmaster,

S . A m b o y , N.J. Frank, J. J. Terminal Superintendent,

Morrisvi l le, Pa . Ka lmykov, C . D.

Asst. Supervisor-Track, Morrisvi l le, Pa . Leck ie -Ewing, M . B. Supervisor-Track,

Kearny,. N J . Mat thews , J. J. Supervisor-

O p e r a t i n g Rules, N e w York Watk in s , D. E. Supervisor-Track, N e w York Y o u n g , A . R. Trainmaster, Morrisvi l le, Pa .

Railroad after he empties the car. The car is picked up on the next regularly scheduled switching as-signment.

"Prompt clear-out of cars has an important plus—it helps improve car supply, because the cars can be put back into service immediately for other shippers who need them," Mr . Lucas points out.

"Thus, compliance by everybody will benefit everybody—our cus-tomers and ourselves, as well as the general public which depends on good freight service."

Recent Appointments M E T R O P O L I T A N R E G I O N

Barat i , A . Asst. Supervisor-Track, Br idgeport, C o n n .

Botti, J. J . Reg iona l Sa fe ty Supervisor, N e w York

Gunther, J. J. R o a d Foreman, N e w York Jacobs, D. W . Project Engineer, N e w York Kendrick, S., Jr. Asst. Trainmaster,

N e w York Sumner, D. A . Trainmaster, C ro ton -Harmon

N O R T H E A S T E R N R E G I O N Eng l eman , R. E. G e n e r a l Foreman-

Locomotive, N e w H a v e n Mal lette, A . J. Asst. S h o p M a n a g e r ,

N e w Haven Sembra t , H. Eng ineer -Shop Equipment,

N e w H a v e n

Buf fa lo D i v i s i o n Fowler, D. J. Terminal Trainmaster, Buffalo G i g l i a , S . C . Terminal Trainmaster,

Rochester Perry, G . A . Asst. Supervisor-

Train O p e r a t i o n , Buffalo

M o h a w k - H u d s o n D i v i s i o n Andrews , D. E. R o a d Foreman, Selkirk, N.Y. Devine, W . T., Jr. R o a d Foreman,

Selkirk, N.Y. Ha l l o ran , M . D. R o a d Foreman, Selkirk, N.Y.

N O R T H E R N R E G I O N Det ro i t D i v i s i o n

Denault , R. H. Asst. Trainmaster, Detroit Efthimion, G . B. Terminal Trainmaster,

Detroit Pyson, R. S. Division Eng ineer Sau l sberry, D. H. Asst. Trainmaster, Detroit W i l l i amson , G . E. Division Superintendent

P H I L A D E L P H I A C O M M U T E R A R E A Blumstein, B. S . IndustriaJ Engineer H a l l a h a n , M . J. Supervisor-Budgets & Costs Stra in, E. F. M a n a g e r - S u b u r b a n Account ing

S O U T H E R N R E G I O N C inc innat i D i v i s i o n

Ste inbacher, R. J. Asst. Division Engineer, Cincinnat i

S o u t h w e s t D i v i s i o n Hax ton , A . M . Supervisor-Track, Paris, Ill. Me f fo rd , R. W . Division Engineer,

Ind ianapo l i s S tan ley, S. I. Supervisor-Track, Terre Haute Sturgis, R. L. 1 G e n e r a l F o r e m a n -

Locomotive, Rose Lake, Ill.

W E S T E R N R E G I O N C h i c a g o D i v i s i o n

Beard , J. R. Asst. Division Engineer S h a w , R. A . Division Superintendent

C l e v e l a n d D i v i s i o n Ford, P. E. Asst. Super intendent G r a t z , C . E. Division Super intendent

Ft. W a y n e D i v i s i o n Kerbs, G . J. Division Engineer Spence , C . R. Division Super intendent

To l edo D i v i s i o n M a a s , G . L. Division Super intendent M c Q u e s t i o n , R. A . Supervisor-

C r e w Ass ignments

4

Amtrak aims for more passengers

An accelerated campaign is under-way to w in more customers for intercity rail service.

The National Railroad Passenger Corporation (Amtrak) is introduc-ing more trains, more through ser-vice, better connections, and con-venient new arrival and departure times.

Amtrak has bought 1200 of the best passenger cars on America's railroads and is putting them into service.

Passenger representatives have been assigned to ride trains, help passengers, and check on quality of service. New uniforms have been de-signed. A new nationwide timetable has been issued. Ad s are telling the advantages of rail travel.

The timetable issued on Novem-ber 14 has introduced major service improvements. Many involve trains operated by Penn Central people.

Metroliner service between New York and Washington has been in-creased from 9 daily round-trips to 12. Two of the runs each way are non-stop. A l l trains are scheduled to make the trip in less than 3 hours.

I n addition to the Metroliners, conventional trains have been in-creased from 9 to 10 round-trips.

Metroliner service has been ex-tended into Connecticut. Passengers now can board a morning Metroliner at New Haven, Bridgeport, and Stam-ford, Conn., and Rye, N.Y., and ride non-stop from New Yo r k to Wash-ington, arriving in time for morning business conferences. There's a re-turn trip terminating at New Haven in t h e l a t e a f t ernoon

Dr. Robert T. Smith of U.S. Department of Transportation addresses gathering at opening of the new Metropark station.

Girls of J.F. Kennedy High, Iselin, N.J., decorate the premiere of the new station.

Schedules have been simplified as follows (with a few exceptions):

Washington to New York, every hour on the hour, from 5 A.M. to 8 P.M.

New Yo rk to Washington, 30 min-utes after the hour, from 6:30 A.M. to 9:30 P.M.

New Yo rk to Boston, 10 minutes after the hour, from 7:10 A.M. to 7:10 P.M.

Florida service is improved with the new winter schedule, starting December 17. The Silver Meteor and Champion, which formerly started at New York, now provide through service between Boston and Florida. The Florida Special, an extra-fare luxury train, is making its fastest-ever run between New Yo rk and M iami—23 hours, 45 min-utes.

New England service has been expanded. Two trains have been add-ed to the previous 9 round-trips between Boston and New York. Schedules have been speeded by up to 30 minutes.

M a n y of the schedules will enable riders to make across-the-platform connections at New Y o r k with Metroliners.

There are now 6 southbound and 7 northbound trains providing through service daily between Boston and Washington. Formerly there were 3 each way.

Two Metroliners attend the debut of park-and-ride station in Woodbridge Township, N J .

Connecticut Valley service has been increased, with 3 trains operat-ing between Springfield, Mass., and New York. Two of these now con-tinue to Washington.

A new Metropark station has been opened in Woodbridge Town-ship, N.J. It 's at the intersection of the Garden State Parkway and Route 27—fifteen miles west of Newark. It provides convenient ac-cess for suburbanites to the Metro-liner and other trains.

The cost was $2.6 million, shared by U. S. Department of Transporta-tion and the State of New Jersey.

Speakers include Governor Thomas J. Mes-kill, Connecticut, and John C. Kohl (left) New Jersey transportation commissioner.

Amtrak asks more funds Officials of the National Rai l-road Passenger Corporation are asking Congress for $170 mil-lion more to help meet Amtrak deficits for the next year and a half.

They forecast an operating loss of $152 million for the year ending June, 1972; and a $124 million loss for the year ending June, 1973.

When Amtrak was established last year, Congress specified that one of its goals was to operate at a profit.

A t that time, to get Amtrak started, Congress granted it $40 million. It also authorized Amtrak to borrow $100 million in Government-guaranteed loans.

I n addition, railroads agreeing to Amtrak ' s takeover of their passenger service are required to pay an "entrance fee" in re-turn for being relieved of money-losing operations. Amtrak is slated to receive about $186 mil-

lion from this source (including $52.4 million from Penn Central).

A l l the fares collected on the intercity trains belong to A m -trak, and Amtrak, in turn, pays the railroads for certain of their costs in providing the service.

Penn Central contends it is not receiving adequate payment. The Trustees point out that freight represents less than one third of the train miles operated in the Northeast Corridor, and there-fore passenger service should be paid a reasonable share of main-tenance-of-way and other com-mon costs, which Amtrak is not now paying. The Trustees are asking such compensation for Penn Central.

The Amtrak network current-ly has 1300 trains running week-ly over nearly 21,000 miles of track. The trains serve more than 340 cities and towns, in-cluding all cities with more than a million population.

A shipper writes: "Vastly improved service..." A n important time of the

year for the Heekin Can Company at Cincinnati, Ohio, is when it ships out carloads of cans to cherry packers.

P C people came through this time with a "fine job, despite the grain season and the tight railroad situation due to strikes," wrote R.C. Bachelder, Traffic Department Manager for Heekin Can, a subsidiary of

Diamond International Corp. He voiced special praise for: • The crews and yardmas-

ters at Undercliff Yard, work-ing under Trainmaster Robert J. Band.

• Gilbert J. Witte, car dis-tributor.

• Thomas Henges, D I C C S clerk at Riverside Yard.

"Without the efforts of these men," Mr . Bachelder wrote,

"we would not have been able to supply our customers' needs and, thus, survive in the market."

He added: " I would also like to com-

pliment Penn Central for their vastly improved service, both within the Cincinnati Terminal and also over the road.

"Certainly a year ago at this time, many people had already

buried the Penn Central. How ever, the immense turn-around has proved them to be false prophets.

"W i th this improved service and excellent attitude and co-operation of Penn Central em-ployees, I am sure that your management will accomplish their task of making Penn Cen-tral a profitable and vibrant operation."

R.C. Bachelder, Heekin Can; M.R. Taylor, PC sales rep; Trainmaster RJ. Band.

PC crew: K.C. Elkins, S.S. Sloan, O.E. Nemen, E.L Hammons, R.A. Masterson.

G J . Witte's job is to see that shippers get cars for loading when they need them.

T.D. Henges keeps shipper informed of arrival of his inbound loads in the yard.

5

OPEN LINE FINANCIAL REPORT—In a statement to the Federal Court in charge of the Railroad's reorgan-ization, the Trustees reported a net loss of $220, 915,005 for the first 10 months of 1971. This com-pared with the net loss of $252,875,627 for the similar period of 1970.

The figures are on a fully accrued basis—that is, they make provision for certain rents, taxes and interest payments that were due but deferred by order of the Court.

The Trustees pointed out that the coal and dock strikes and the generally sluggish economy seri-ously affected freight volume. For the month of October, 1971, the Company's net loss was $25,-377,398 (compared with $19,184,562 in October, 1970). The strikes reduced freight revenues by approximately $18 million during October, 1971.

NEW COMMUTER CARS—U. S. Department of Transportation has granted an added $20 million to help buy 214 new high-speed cars for commuter service. The Southeastern Pennsylvania Trans-portation Authority will receive 144 cars for Phila-delphia-area service; and New Jersey Department of Transportation will get 70 cars for North Jersey service.

The Federal Government is providing two-thirds of the cost, and one third will be contributed by state and local authorities and the Penn Central and Reading railroads (for the Philadel-phia area cars).

OK FOR HOPEWELL-New York's Department of Transportation has given PC the green light for freight operations on the 12 1/2 -mile branch between Beacon and Hopewell Junction, N.Y. Some residents had protested. The department, at the same time, ordered the Railroad to install de-tection devices for dragging equipment and hot journals, and to take other safety measures.

TRUSTEES REPORT BY FEB. 15—Federal Judge John P. Fullam has extended until April 1, 1972, the deadline for completion by the Trustees of a plan for reorganizing the Company. However, the Judge also specified he wants a preliminary report by February 15, in which the Trustees will provide the following information:

(1) A report on progress in solving the problems that stand in the way of making the Company viable (self-sustaining). (2) The Trustees' predic-tion as to further progress toward viability. (3) The probable feasibility of a successful reor-ganization. (4) Recommendations as to various courses that might be taken if it appears unlikely that the Company can be reorganized on a finan-cially self-sustaining basis.

WANTED: MORE BRICKS—PC's Sales Depart-ment is out to win a larger share of the structural-brick traffic, and at the same time to reduce dam-age to these shipments.

Brick products are traditionally high-damage items. For that reason, Penn Central has had a policy of excluding the first 5 percent of a ship-ment in computing damage claims. This reduced the claim cost bill, but also helped cause a decline in brick traffic.

The Railroad has now eliminated this "5 per-cent deductible" provision, but is not ignoring the damage problem. With the use of computers, par-ticular attention will be given to those areas which are spotlighted as habitual high-claim producers. Meanwhile, PC representatives are encouraging shippers to use loading methods that will greatly reduce the possibility of damage. Extra banding on the brick packs, pre-testing of dunnage bags and use of shrink-film for wrapping the packs are being discussed.

A program for better equipment for shipping brick has also been started. Emphasis will be on increased payloads in 70-ton, 50-foot boxcars. Ul-timately the Railroad is looking toward bulkhead flatcars for use in brick traffic.

PC COMPANY MEETING PUT OFF—A meet-ing of the stockholders of Penn Central Company had been called for November 29, but was ad-journed by order of Federal Judge Joseph S. Lord, who decided that further information must be furnished to the stockholders. He issued his order in a suit by two stockholders, who con-tended that insufficient information had been sup-plied to permit the stockholders to consider a plan to refinance a $55 million debt which the Com-pany must repay to a group of European lenders.

Penn Central Company is the parent company, and the stockholders own the stock of that com-pany. Penn Central Company, in turn, owns the stock of Penn Central Transportation Company.

ROLLING CLASSROOM—A dining car has been converted into a classroom, with 15 seats, a lounge for discussion groups, and a 25-foot laboratory section. Its purpose is to train PC electricians who maintain the Metroliners. The course runs for 13 weeks, 2 hours a week. After graduating its first class at Wilmington, Del., the classroom will roll to New York, Philadelphia and Washington. The U. S. Department of Transportation is financ-ing the program.

METRO AND TURBO—The Government's high-speed ground transportation program, started in 1966, has sponsored the Metroliner and Turbo-Train operations on the Penn Central. The pro-gram was scheduled to end in 1971. The U. S. Department of Transportation is asking Congress to make it permanent. Under Secretary James M. Beggs said the current research will be "the basis for the surface transportation systems of the 1980's and 1990's."

ANOTHER BANKRUPTCY—The Reading Rail-way, which operates 1210 miles of track in East-ern Pennsylvania, filed for reorganization under the Federal Bankruptcy Act on November 23.

This is the fifth major railroad to go down in the past four years. The others are: Jersey Central, in 1967; and, in 1970, Boston & Maine, Penn Cen-tral, and Lehigh Valley.

Auditors of the Interstate Commerce Com-mission are checking other railroads in marginal financial condition to determine if any of them also are moving toward possible petition for reorganization under the Bankruptcy Act.

SALE OF REAL ESTATE—The Trustees have announced their intention to sell six properties in Manhattan for a total price of $59,548,462. Final sale is subject to approval of the U.S. Dis-trict Court in charge of the reorganization of Penn Central Transportation Company. Bids on 15 other properties were reviewed but rejected by the Trustees.

TRACK SAFETY—The first Federal safety stan-dards for railroad tracks have been issued by the U. S. Department of Transportation. "These rep-resent a long step forward in achieving our goals of safer movement of people and goods over the rails," said Transportation Secretary John A. Volpe. The standards went into effect for new track on December 1, 1971, and will apply to all track by October 16, 1973.

PROBLEMS . . . AND SOLUTION—John A. Volpe, U. S. Secretary of Transportation, listed three important problems facing the railroads: "Inability to secure on reasonable terms an ade-quate supply of freight cars and other rolling stock; lack of a national system for controlling the distribution and utilization of freight cars; and unfair taxes on the property of railroads and other surface common carriers by state and local gov-ernments."

Help in these problems, he said, would come from two Senate bills, S.2841 and S.2842. He urged a favorable vote by the Senate.

AWARD—At the annual convention of the Asso-ciation of Railroad Editors, the top award for "overall excellence in employe communications" was given to the Penn Central Post. The judging was done by an outside group, the Northwest In-dustrial Editors Association.

COMMENT The helicopter police patrol against vandal-

ism was discussed in a letter from Theodore W. Sheehan, secretary-treasurer of Division 145, Brotherhood of Locomotive Engineers. It was addressed to Joseph F. Spreng, general superintendent of the Metropolitan Region (who used to be a locomotive engineer himself).

"At the last meeting of the B.L.E. Div. 145, it was brought out that vandalism on the Rail-road is still the major factor to be considered. The Locomotive Engineers are always the chief targets, whereby the men get bombed with rocks or other particles of trash. Not to mention the broken windows in the train.

"With this in mind, we looked for help from management. We wrote to you some time ago about these conditions. We were happy to see you experimenting with helicopters to help al-leviate the problem.

"We would like to go on record as saying that we have the highest regard for these men in the sky. They have on many occasions come to our assistance by following our trains. They fly low, and their presence helps keep the would-be attackers in check.

"It is with pleasure that I write this letter telling you how much the Engineers appreci-ate this assistance. These men in the helicop-ters give us assurance that something is being done. We hope they are around for a long time."

"Five of my friends and I have written to Congress and Senate members about the need for the ASTRO program. We have received good responses. It was my pleasure, and that of my friends, to do our part to help the rail-roads. The article in the Penn Central Post that brought the ASTRO program to my at-tension was very informative."—Carol A. Breen, ticket agent, Penn Station, New York.

"I have written my Senators as follows: "A host of things has militated against

America's railroads. Outmoded and inequita-ble regulatory restraints have chained and weakened and made emaciated the once mighty transportation giant.

"Yet a strong, prosperous America needs a healthy, vigorous rail industry, dependent not on handouts but on creative and enlightened help, to enable it to help itself.

"We citizens call upon you, our representa-tives in Congress, to support and introduce legislation inspired by the ASTRO program.

"Who needs America's railroads? Every man, woman and child in the nation."—R. L. Spatz, Jr., Purchases and Materials Dept.

Some of the ASTRO goals are included in the Surface Transportation Act, now being con-sidered in Congress. Employes can help by writing their Senators and Congressmen about it. See article, Page 2.—J.S.

"Thank you for reminding me that my sub-scription to Penn Central Post expired. En-closed is $2.00. Please put my name back on your mailing list. I don't want to miss out on a great magazine."—John Sillman, Tri-State College, Angola, Ind.

"I was given a few old copies of your Penn Central Post by the PC tower operator in Bradford, Ohio, and was wondering if I could get a subscription.

"I find it very informative. I am not an em-ployee of the PC RR as yet. I'm only 15 years old. I would, of course, be more than happy to pay the subscription price."—Alan Lewis, Dayton, Ohio.

The Post is available to non-employes at a charge of $2 for two years, six issues per year.

"My uncle worked for the N.Y.C. out of Rochester, N.Y., for many years. He is now retired and gives me his Penn Central Posts after he is finished with them. I enjoy them very much and also collect them.

"I have epilepsy and cannot work, so I col-lect old timetables, rule books, e tc I would be happy to receive such items from employes who no longer need them. I'd be happy to pay the postage."—Richard L. Crandall, Concord Road, Springville, N.Y. 14141.

6

PC PEOPLE

A S B I G A S L I F E : A n article in a recent issue of Life magazine told about Penn Central's efforts to emerge from bankruptcy under the leadership of President William H. Moore. The main photo, taken by a Life photographer, showed Mr. Moore talking with F loyd F. Lumpkins, a yard conductor at the Washington Terminal Company, a P C affiliate.

Later Conductor Lumpkins wrote to Mr . Moore: "The amazing feature is that out of all the pictures taken, you selected one of the most average of employes for the honor of receiving world-wide publicity." He also said he was "elated" to learn that Mr . Moore grew up in a Kentucky coal town. Conductor Lumpkins came from a West Virginia coal town, across the river from Kentucky.

Another photo used with the article showed Mr . Moore with Earl H. Militzer, extra passenger brakeman on the Pittsburgh Division.

S C H O L A R S H I P A T N E W Y O R K : Phillip J. Wanderman, patrolman in P C ' s Metropolitan Region, has been awarded a New Yo rk State War Service Scholarship. A P C man since 1967, after three years with the Army, he has been attending John Jay University on his own time two days a week. The scholar-ship, which he won in a three-hour examination in competition with

other veterans will help him con-

him against a wall and taking his wallet. Finally he managed to escape amid a shower of rocks.

The trainmaster took him to the hospital, where the girl was also being treated. She and Mr. Maselli gave a description of the assailants. Police later arrested two suspects, and Mr . Maselli identified them.

LOST CASH A T C L E V E L A N D , O H I O : Ticket Seller Stanley Senkovis and P C Patrolman Jack R. Hinkel found a purse under a bench in the Cleveland Union Terminal waiting room. Patrolman Hinkel examined the contents. There was an envelope with 39 $100 bills and another envelope of various denominations. Total: $5,280.

Some papers in the purse gave the address of a Brooklyn women. Con-tacted by phone, she said the purse belonged to her sister. The description she gave, passed on to a reporter of the Cleveland Plain Dealer, led to locating the owner at a nearby church.

F I S T I C U F F F A M E A T C H I -C A G O : Louis N. Rigoni, who re-tired in 1963 as a New Yo r k Central police officer, has been elected to the Sports Hall of Fame established in the Roseland-Pullman area of Chicago. He was honored by sports fans at a recent dinner. Mr . Rigoni was a professional prizefighter, a top contender in the middleweight class under the ring name of Reb Russell. He rang up a notable rec-ord—95 wins in 96 bouts. Now 77 years old, he keeps in shape with daily workouts. He 's also boxing coach for youngsters at Palmer Park in Chicago's South Side.

R E S C U E A T G L E N R I D D L E , PA.: Stephen Wolff, a 3-year-old adventurer, followed some older boys to the railroad tracks to see the trains go by. Soon he found himself alone, and didn't know the way home. He wandered up the tracks, then sat down on a rail to rest.

Along came a commuter train. Engineer George Bowman stopped it just in time. Conductor Abe Huff and Trainman Charlie Johnson took the lad aboard and comforted him till they could deposit him at the nearest station. Police located the parents. Later the crew checked to make sure the boy was all right.

Stephen's father, Donald G. Wolff, Jr., wrote: " I shudder to think what the outcome might have been had the engineer been doing anything else but paying very strict attention to that track in front of him. Thank God that the Penn Central is made up of more than engines, cars and computers —that there are real people who care and take pride in their jobs."

tinue toward a bachelor of arts de-gree in Criminal Justice. He hopes eventually to go to law school. S u -perintendent of Police Donald M . Gibson wrote to Patrolman Wan -derman: " Y o u r achievement is a credit to you and this entire de-partment."

C O U R A G E A T R I C H M O N D , IND. : A freight train from Indianapolis stopped to set off some cars. Flagman Ralph A. Maselli, on the rear plat-form of the caboose, heard screams. He saw a girl being attacked by two young toughs. He yelled to distract them, and ran over to help.

Instantly the hoodlums turned on him. One, flashing a knife, slashed Brakeman Maselli 's arm. The diversion enabled the girl to escape. But half a dozen other youths joined the attack on Brakeman Maselli, pinning

C O N S C I E N C E A T C H E S W I C K , PA.: Bi l l Collins, gang foreman, main-tenance of equipment, found a scrawled note and two $1 bills in an en-velope stuck in a P C telephone box at Cheswick, near Pittsburgh. The note said: "Enclosed is $2.00 for a Battery taken from your Box some years ago." A guilty conscience never fades away.

Amtrak issues pass regulations In compliance with new orders of the National

Railroad Passenger Corporation, the following regulations are now in effect for Amtrak inter-city trains.

1. Only active full-time employes on the Penn Central payroll prior to M a y 1, 1971 (when A m -trak took over intercity service) may use Penn Central annual passes on Amtrak trains operated on Penn Central lines.

• The passes are good for free transportation for personal or duty travel. But full rate will be charged for accommodations (roomettes, etc.) in sleeping cars or seats in parlor cars.

• When boarding train, employe must have a filled-out Pass Exchange Check (A.D. 6293) to give to conductor.

• Amtrak annual passes will be issued to these employes at a later date.

2. For other than the above employes, half-rates are available as detailed in the following paragraphs. Half-rate means half the regular coach fare, and is good for coach or first-class transportation.

3. Active full-time employes hired on or after M a y 1, 1971, are eligible for half-rate for personal travel. For each trip, the employe will fill out a G-74 form obtainable from his supervisor. After processing (allow approximately one week) the employe will receive a half-rate order. This is to

be taken to a ticket office, and a ticket is to be purchased before boarding the train.

4. Dependents of employes are eligible for half-rate travel on Amtrak intercity trains, using the same procedure as in Section 3 above. A depen-dent is defined as the unemployed spouse, child or parent of the employe; classified as a legal de-pendent under Federal Income Tax rules; living in the same household (except for a full-time student living at school); and having income of not more than $60 per month from any source.

5. Retired employes and their dependents are eligible for half-rate travel on Amtrak intercity trains. A half-rate order will be issued on request. The order is to be taken to a ticket office, and a ticket is to be purchased before boarding the train.

6. Widows (of employes or retirees), if unmar-ried and not employed, are granted the half-rate privilege for a period after the husband's death equal to his years of continuous railroad service. This privilege includes the deceased employe's children under 19 years of age.

7. Reservations for sleeping-car accommoda-tions or parlor-car seats are on a space-available basis, and may be made only within 24 hours of train departure time. Ful l rate will be charged for these accommodations, even though the trans-portation is covered by a pass or half-rate ticket.

8. For travel on other railroads in Amtrak ' s nationwide system, half-rates are available to ac-tive employes with more than one year's service, to their dependents, and to retired employes and dependents.

9. Passes and half-rate tickets are not good on Metroliners or TurboTrains.

10. For Penn Central trains not included in Amtrak, such as local commuter trains, Penn Cen-tral annual passes will be honored, but red or black line restrictions will be continued.

• There is one exception: Penn Central passes are no longer valid on the West End com-muter line between Grand Central Terminal, N.Y., and New Haven, Conn., and connecting branches. This line is now operated by Penn Central under contract with State Author-ities, and special passes will be issued to active employes who work or reside on this line or must frequently ride it in connection with their duties. Other employes and retirees may obtain trip passes and reduced fare com-mutation tickets.

11. Penn Central 1969-70-71 annual passes have been extended to December 31, 1972. They will be honored only as authorized in Section 10 above, and as authorized in Section 1 for active employes until they receive Amtrak annual passes.

7

PENN CEA/TPAL

POST 6 P E N N C E N T E R P L A Z A P H I L A D E L P H I A . P A . 1 9 1 0 4 (Advertisement)

Free Checking Accounts. Low Cost Loans. Special Savings. For Penn Central Employees Only. Industrial Valley Bank is the fast-est growing bank in Southeastern Pennsylvania. Our assets total over $500 million. And we're still growing. Right now we'd like to tell you about something else that's growing: a unique plan for Penn Central employees. It's a group of exclusive checking, sav-ing and loan services which are available only to employees of Penn Central. No matter where you live.

Here they are:

1-The Special Savings Account. O v e r twenty t h o u s a n d Penn Central employees are already enjoying the savings benefits through IVB's payroll deduction plan because: IVB's Special Sav-ings Account pays you the high-est interest permitted by law. Your savings are insured by the Federal Deposit Insurance Cor-poration (FDIC) up to $20,000. Your deposit is already made by payroll deduction when you re-ceive your paycheck. You can withdraw quickly, conveniently, by mail or in person; anytime. And, once you've opened your Special Savings Account, you're

entitled to enjoy still another unique service:

The Free Checking Account. No matter where your home is, all Penn Central employees are en-titled to IVB's Free Checking Ac-count. It costs you nothing. No service charges. No handling charges. No minimum balance. No limit on the number of checks you write. Deposits may be made through payroll deductions, in person or, through the mail. When you use the mail, IVB pays postage both ways.

2.The Low Cost Banking Loan. This special low cost Banking Loan plan enables you to borrow more money at lower rates for longer periods of time. It's fast. It's easy. And it's painless: pay-ments are deducted from your paycheck automatically.

IVB's Complete Banking Pro-gram. It's all yours if you want it. Thousands of your fellow rail-roaders are already taking ad-vantage of this unique banking plan through IVB. You should, too!

I am interested in receiving further information about: • The Special Savings Account. • The Special Savings Account with

the Free Checking Account. • The Low Cost Banking Loan.

N A M E

A D D R E S S .

C I T Y . S T A T E . . Z I P .

This program has been developed with the knowledge and approval of Penn Central Railroad.

Industrial Valley Bank and Trust Company BOX #13152, PHILADELPHIA, PA. 19101 M e m b e r F D I C