The daily morning journal and courier., 1901-07-10

The New York, New Haven anc
 Hartford Railroad company announces
 reorganization of the freight depart
 ment to take effect July 15 by which
 the division of the rail lines east and
 west of Willimantic and New London
 is abolished and officers with jurisdic-
 tlon over the freight traffic of all the
 companys rail and water lines are ap-
 pointed as follows: J. w. Williams,
 freight traffic manager; F. S. Holbrooll, general freight agent; G. l.. Winlock, assistant general freight agent; w. F. Arnold, freight claim agent. With the
 exception of the general freight agent,
 who will be at New Haven, all these officers will be located at the Terminal
 station, Boston.
 Very little of the Consolidated roads stock comes upon the market, it being
 so firmly held. Yesterday a small lot was sold at 215. The roads business is
 good By comparison with the business
 for the corresponding period year ago
 the present indications are that the
 next quarterly report of the New York
 and New Haven railroad company will
 show most satisfactory condition.
 The business for the fiscal year ending
 June 30, 1900, was the largest in the
 company's history, which was equally
 true of most of the important railroad
 systems throughout the country. Be-
 ginning with July 1900, however, the
 reaction from the commercial boom
 which had held pretty steady sway for
 the preceding twelve months or more
 caf in sn Ia
 tive difference in the total for the fiscal
 year ending June 30, of the present year. There seems to be, however, an- other upward tendency at least so far as the business of the New York and New Haven road is concerned, and while it is not and cannot be expected that the increase will be on anything like the scale that marked business conditions everywhere during the most remarkable commercial period in his tory, there seems to be satisfactory as- surance that the volume of business for the quarter ending about the middle of ugust will be all that could reason ably be expected. It will, it is believed, and especially in the freight depart ment be considerably in excess of the business for the corresponding period last year.
 The passenger business, too, is such that that department is being kept more than busy. In fact, 1t at times taxes the company's passenger rolling stock capacity, so much so that about everything on wheels is al time pressed into service. The new cars ordered by the company some time ago from the Pullman company and the Bradley twenty-seven from the for mer and twenty from the latter, it is ceived by the first of next month. Six of the Bradley cars have already arri- we'd ard all are to be put In service as fast as received. The new cars are to be all coaches and smoking care repre- the latest and best ideas and those from the Pullman company are to be all of the vestibule type. The latter are intended mostly for use on express trains 1t being the companys idea to eventually have all of it's express transi solidly vestibuled. Owing to the fre- quent station stops and the consequent delays which would ensue in receiving and discharging passengers were yes tibules used on accommodation trains, the latter type of cars are considered l for such trains itWhout stopping to think of these reasons many people have wondered why vesti- oule cars were not used on accommoda- ion trains as well as express trains.
 A New Haven dispatch to the New York Tribune says: While the New York. New Haven and Hartford rail- 'oad officials say that they are inter- | ,sted in any change in motive power | hat may be made in the Fourth ave- lue tunnel in New York city, they are 'eticent in expressing themselves on | he question It was learned to-day, in alking with several of the executives if the Consolidated road, that plans lad been in mind for some time looking o solution of the New York terminal and that 1t was not unlikely hat something will be done in the next CIV years to alleviate the trouble. ust what however, could not be earned. President John M. Hall, of he New Haven road, said this after loon that the New York Central road the terminal, and would have he decision of any change, the New Haven road only using the tracks. He aid, however, that the problem was ne that had baff1ed the interested pads repeatedly, and he intimated that ome solution would have to be found the New Haven road was to accept :, whereby there should be no delay for rains.
 "The only suggestion that seems at Il feasible as yet" said President Tall. lis that of substituting electric 1otors for steam locomotives at Mott Iaven. This however, will mean a ,ss of from six to eight minutes on { very run, as the engines will have to e detached and the motor put on. and le same thing done on the return. he public will be much more injured y these delays than by the present { ystem Nothing has been brought to { " attention as yet that IS better than l le present system" l President Hall was not certain that }
 way out of the difficulty could be { ,und. Asked as to the possibilities of I ectricity in terminal problems, he said ] ,at this question had as vet not been I ecided by experience by the New Ha- l en road although the Baltimore and C hio road had tried it in it's Baltimore ,nnel and belt tines. The New Ha- en road has been pioneer under resident Hall in the use of electricity J it's systems, and is now working out
 l