Daily Kennebec journal. [microfilm reel] (Augusta, Me.) 1870-1975, 1914-05-15
MELLEN TESTiFiES
CONTINUED from Page One)

tons started between the 1raHu
| Trunk and the New Haven looking to
establishment of through routes Tor
the interchange of passenger and
| freight traffic.
These negotiations were more or
| less continuous and while at various
| times approaching an agreement,
| something with other connections OF
the New Haven was continually trans
| piring making changes necessary In
the basis of the arrangement contem-
plated with the Grand Trunk.
For instance, at one time as shown
by the letters produced herewith, an
agreement would have been reached
| but for an arrangement having been
| completed as a result of the negotia-
tions in progress during the same pc
riod with the Canadian Pacific Rail-
| way and as an agreement on the ba-
sis before contemplated with the
Grand Trunk would have left the
Grand Trunk in a more favorable po-
sition than the Canadian Pacific, the
completion of the Canadian Pacific ne
gotiations precluded an arrangement
with the Grand Trunk on basis
| which but for the arrangement with
the Canadian Pacific, would have been
accepted and approved by the New
Haven.
1.-The situation was thoroughly ex-
planned to the Grand Trunk and that
company's officials were offered an
arrangement based upon the Canadi-
an Pacific's, but wanting better terms
the negotiations came to nought
1T has always been my personal
| policy to make arrangements with
connecting lines on practically par
ity SO there can be no feeling that the
New Haven was permitting discrimi-
nation in favor of or against another.
THE arrangement with the Canadi-
an Pacific was a very beneficial one
to the industries and business on the
line of the New Haven system and it
reduced the rates to the manufactur-
/ ers located on the line of the New
Haven to the extent of the differential
rates permitted by the Trunk Line
Association applied to the business by
! the Canadian Pacific
The Canadian Pacific arrangement
! put the Canadian Pacific over the line
of the New Haven into and out of
/ New York City and thereby applied
to the New Ravens lines the Cana
dian Pacifics differentials out. of New
1 York City by way of an all-rail line,
much longer in mileage but a contin-
uous rail line.
This brought about a storm of pro-
test on the part of the established
lines, notably the Pennsylvania and
| New York Central. This, after con-
siderable negotiations and lapse of
time, brought about compromise by
which the New Haven withdrew from
the Canadian Pacific arrangement SO
| far as its all-rail lines We're concern
ed and substituted its boat line be-
! tween New York and New Haven for
that portion of the route and the
matter was adjusted on this basis
Later negotiations were resumed
with the Grand Trunk represented by
Mr.. Hays, vice president and later
! president of that company.
The Grand Trunk, controlled by
stock ownership the Central Vermont
! Railroad. The Central Vermont Rail-
road controlled by lease over long
term the New London Northern Rail-
road, reaching tidewater at New Lon
! don, Conn. It also owned and controll-
ed a steamboat line plying between
/ New London and New York.
The relations of the Central Yer
mont with the New Haven became ex-
tremely complicated as a result of the
/ New Ravens acquisition and control
| by stock ownership of the Boston &
Maine railroad for reasons which I
will relate
The Central Vermont owned no
| line between Windsor, VT, and Brat
| tleboro, VT, distance of so miles. It's
/ line was disconnected by this break
/ and it could only relieve the break by
/ the use of the Boston & Names con-
/ trolled lines between those points.
| "The Boston & Maine railroad had
! two breaks in its lines which We're in
! turn controlled by the Central Yer
mont; one between South Vernon and
Brattleboro, VT, distance of 10 miles,
i and one between Windsor and White
River Junction, VT, distance of II
miles.
There had been for years mutual
arrangement between the Central Yer
mont and the Boston & Maine cover
| ing the uses of their respective rails
/ for the purpose of piecing out and
completing their respective systems of
transportation These arrangements
! were more or less temporary in their
character, liable to termination by
either party upon short notice and pro-
ductive of a great deal "apprehen-
sion and annoyance and danger to the
continuous operation of both systems.
| To give an example:
1.-THE trains of the Boston & Maine
railroad between the White Mountains
| and New York, upon arriving at White
River Junction, had to get authority to
run in each instance over the IA miles
of the Central Vermont between White
River Junction and Windsor, tickets
had to be provided, accountings had to
be made, and tolls paid to the Central
Vermont for the use of these IA miles
On arriving at Windsor the trains
went over the Boston & Maine line
to Brattleboro. Here again they had
to get orders and pay tolls, separate
tickets had to be provided and separ-
ate accountings for the 10 miles OF
road until they reached their own rails
again at South Vernon, VT.
ION the other hand, Central Yer