The Bridgeport evening farmer., 1912-12-23


 10 criticisms of his management:- To the Public:-
 The courtesy of the press has been extended 10 me for a. two-column staten1entg
 accept it to- define the railroad policy in New England. for I am .hiefly responsible for the policy of he New York. New Haven & Hart ford Railroad Company since be- sarne its president in 1903
 I am not among the people of New England as stranger Thirty-four road experienced have been spent working for tho upbui1ding of its Ersnsportation interests and that means the upbuiidfng of the vital business life of New. England.
 Transportation, as safe and sound as human ingenuity can make it, un- derlies all modern business progress.
 My conception of what New Eng land ought to be on the map of the ocean and rail routes of the world has been the steady growth of years
 | do not think there is a hill or valley in New England that I have not studied in Topography and resources If am an enthusiast in anything it Is in my belief in the soil. of New England, its ability, if need be to sustain a far larger population than its present 100000 inhabitants,
 
 still undevsloped water powers of New England. I believe not only in the beauty, but in the value of New EngIaud's mountains and seacoast that make it unmatched as the sum mer and vacation ground for a hundred million Americans
 Attractions of New England.
 am 8 believer in New England and in its having every possible out let developed both by land and sea. New England is a great terminal rail- road yard connecting with substan- xdaily all the railroad systems of the eoantry- It is purchaser of raw xnz&eriaIs which must come in by land or sea at competitive and the lowest freight costs. It reconverts these materials and sells them as fin t.hed products of very much lessened tonnage, but very much greater value, and this gain in value represents the genius and the labor of New Eng land Be it ever remembered that New Englands incoming and outgo- ing freight is competitive in all the markets of America. and it should be aopr duty&to make 1t so in all the u1Rrkets of the world.
 In this comp petition. the New Eng land states are at disadvantage as they lie farthest east, and, speaking generally, must haul their raw cot ton their metals and their coal from extreme distance points.
 In general the railroad rates to the seeboard are on such 9 basis that 1t pays the trunk lines of the con tiner1t better to dump their freight into New York both for export and domestic consumption, than to per init the New England lines to partf- cipate in the through rates Benefit of a United Transportation
 System.
 Eyrr7and<s railroad system must therefore forever fight in the railroad world for its own existence and the existence of industrial New England.
 This-contest can be best carried on in rny. ind grnent by a united New Eng land and a united transportation sys- tenn east of the Hudson River In union there is strength, and when New England's railroad system is all lowed to fight. both on land and sea, with the concentrated traffic of New England behind it. the situation IS very much better for all New Eng land than if her forces are divided and scattered. No greater fallacy can exist than that one can prosper at the expense of neglect of the oth- CT We should be unified, conserved and strengthened for defense.
 Next to a unified transportation system the great weapons of defense are our Canadian neighbors and our lines of transportation by water, east, south and west.
 New York Ontario & Western and
 Rutland Deals.
 It was to protect our hard coal supplies and to give a water outlet to the west that we secured the New York Ontario & Western, and the Rutland railroads It is to insure prompt delivery of freight, and. at the lowest rates, that we have maintained the steamship interests through Long Island Sound and else where which the New England lines have largely inherited from the com paratively small railroads which, now knit together make up our New Eng land system
 But the Canadian lines are conn mitted to the development of their own seaports, and have been large Iy subsidized by their own govefn- ment to that end Every dictate of loyalty and patriotism commands them to work first for that purpose Any attempt at evasion, will bring them into such dfsrepute at home that nothing you can give them could be considered compensation
 The business the Canadian lines give Boston to build up it's export business must be business that New England merchants and New Eng lands transportation system secured by their own efforts and to secure this we must both be strong, active vigorous and aggressive, and work fin cooperation 9
 I want the railroads of Canada to have clear and fair opportunity to transact business all over New Eng ! land I do not want to give a nopoly Of Canadian transportation to one city or one port or to ten rail road stations out of the 1,50O now existent in New England.
 Grand Trunk Proposal.
 When the Grand Trunk proposed to come into Providence and occupy the New Haven company's rails and terminals thus forcing us to provide