The Bridgeport evening farmer., 1914-05-14
1. c. c. ASSISTANT
 IS MELLEN'S VIEW
tcontinued from Page 1.1

was to be-
 What was your salary as president of the New Haven 2?
 sIt was $5o,000 a. year for a time and
 afterwafd was s6o.o00 a year. MT. Mellen's examination by MT. Folk continued sharply. The former president of thea New Haven answer \ ed the running fire of questions and maintained his composure as the ex-
 animation shifted rapidly from one
 branch of the negotiations to another i While the examination proceeded MT. Grim, the personal attorney of MT.
 Mellen, gave out lengthy, typewrft- ten statement giving Mr.. Me1len's yer ksion of affairs. It reviewed at length the negotiations beginning In 1906 be- tween the New Haven and the Grand
 Trunk and the successive stages. ! MelIen's Statement
 President Menen's formal. statement,
 submitted to the commission &as as follows.
 Early in 1906, there were negotia-. lions started between the Crank Trunk and the New Haven looking to the establishment of through routes for theS interchange of passenger and. I 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 1 piring making changes necessary in the basis of the arrangement conten- plated with the Grand Trunk. For instance, at one time as shown l by the letters produced herewith, an 1 agreement would have been reached i but for an arrangement having been 1 completed as a result of the negotia- uons in progress during the same be-
 riod with Canadian Pacific railway and, as an agreement on the basis before contemplated with the Grand Trunk would place the Grand Trunk in a more favorable position than the Canadian Pacific. the text of the Cam adian Pacific negotiations prec1uded an arrangement with the Grand, Trunk on basis which, but for the l arrangement with the Canadian Pa ciffc, would have been accepted and approved by the New Haven. The situation was thoroughly ex- plained to the Grand Trunk and that company's officers were offered an ar. rangement based on the Canadian Pacificss but wanting better terms for the negotiations came to naught.
 Favored Standard Agreements
 s'It has always been my personal policy to make arrangements with connecting lines on practically a par fty so there can be feeling that the New Haven was permitting discrinn~ ination in favor of one or against an- other
 The arrangement with the. Canad- ian Pacific was beneficial one to the industries and business on the line of the New Haven system and it reduced the rates to 1nanufa cturers located on the line of the New Haven to the ex- tent of the differentia1 rates permit ted by the trunk line association ap- piled on the business by the Canadian Pacific as compared with the rates on the business handled by the trunk -9,-T- 1,% higher basis
 1sThe Canadian Paeifis 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 Haven's lines the Cana dian Paciac's differentia1s out of New York City by way of an all rail line nueh longer in mileage, but a continuous rail line.
 Brought storm of Protest.
 .'This brought about q storm of pro- test on the part of the established lines, notably the Pennsylvania and New York Central with the result that there were frequent conferences at the Trunk Line Association rooms in New York brought about for the purpose of inducing the New Haven to with draw from it's Canadian Pacific ar rangement so far as it's all rail line was concerned.
 rms, aIC0r cOQS1QefaD16 neSOI1aI1On and lapse of time. brought about a conpromise by which the New Haven did withdraw from the Canadian Pac- fife arrangement so far as it's all rail lines were concerned and substituted it's boat line between. New York and New Haven for that portion of the route in lieu of it's continuous all rail line-
 ssThis basis was held by all the part ies to correspond to the basis that had for many years existed out of New York fby the Central Vermont boat line to New London and the Grand Trunk s rail line from New London to the west and since that adjustment the Canadian Pacific's lines have main tained out of New York the same basis and rates as has the Grand Trunk by way of New London.
 Later negotiations were resumed with the Grand Trunk represented by MT. Hays, vice-president and later president of that company.
 The Grand Trunk, Of which MT. Hays was the controlling man in this l country, controlled by stock owner ship. the Central Vermont Railroad. The Central Vermont railroad con trolled by lease over long term the New London Northern railroad, reach l ing tide water at New London. Conn. l It also owned and controlled steam boat line plying between New London l and New York.
 Relations Complicated.
 'sThe relations of the Central Yer | mont with the New Haven became ex-I tremely complicated as result of the l New Haven's acquisition and control by stock ownership of the Boston & Maine Railroad for reasons which I l will relate.
 sThe Central Vermont owned no line between windsor, Vt, and Brat t1eboro, Vt, a distance of 50 miles It's line was disconnected by this break and it tfcou1d only relieve this break by lines betweeen these points. The Bos- ton & Maine road had two breaks in |