The Bridgeport times and evening farmer., 1919-03-28

 CTS which were added to American commerce from time to time.
 In 1866 the firm of Mallory & Company was organized to operate regular lines between New York and the ports of South Carolina, Georgia and Florida; as well as to New Or leans and Galveston, Texas; and to certain Brazilian ports; the corpor- ation then being known as the New York 6 Texas Steamship Company.
 In 1S9G-on March 21-Charles Henry Mallory died, but the business continued under the management of the three sons, Henry R., Charles. Robert, associated with Captain Eli hu Spicer and William Mason. Upon the death of Captain Spicer in 1893, Henry R. Mallory was chosen to the Presidency of the Company. Under direction of the three brothers, with the addition of newer and larger steamers, the business increased to such an extent that by 1906 the Nal lory Line was considered one of the most progressive and important water transportation institutions on the At lantic Sea board.
 In 1906 the MaIlorys sold their steamship interests and the Mallory Line was merged with several other large and important steamship com panies. This consolidation in it's in ittaI stage, however, did not prove successful and it became necessary for protection of the stockholders and other financial interests to reclaim and reorganize the properties; so that the original venture existed for a period of less than eighteen months
 In 1908 the various owners and bond-hoIders formed an executive re- organization committee to continue operation Of the various steamship lines affected. Henry R. Mallory was selected as Chairman of this commit tee because of his technical knowl- edge, long experience. and remark able executive ability. Associated with MT. Mallory in this undertaking were Galen L. Stone, Henry P. Booth, Henry Hornblower, and Alexander R. Nicol. It is said by those most intimately identified with the business that the chaotic conditions and the manifold difficulties confronting the reclaimed lines at that particular time were ultimately solved by the unfailing tact, open-mindedness, and the wise, safe and conservative coun- | , naturally succeeded to the Presidency of these many reorganized interests incorporated under the name of At lantic, Gulf and West Indies Steam ship Lines and remained President of the AGWI Lines continuously until 1 June, 1915. when he retired from ac- tive service on account of i'll health, but retained dictatorship in each of the subsidiary companies until the time of his death. The magnitude of this enterprise is shown by its capi- 1 talization, which consisted of an au- 1 thorized issue of $20,000,O00 of com mon stock; S20,Oo0,0O0 of preferred i stock; and an authorized bond issue 1 of $15, 100000.
 l In 1915, at the time MT. Mallory 1 retired from active business life, fl 1 is said the various steamship proper i ties had been most successfully re- 1 habilitated and that the AGWl 1 steamers were worth more than | S10O.OOO, 900; the receipts from oper- i ations amounting to nearly $50, 900, l 900 annually.
 Starting his career within the bor- ders of a small private shipyard at ar shore, first building small steamers oi | struction, broadening and enlarging 1 the scope of their operations until his Jurisdiction extended over the present
 day floating equipment of some SOf
 vessels covering a radius of between ! ten and twelve thousand miles, hf has maintained the early traditions
 and keen initiative of his ancestors
 and no one who it's borne the name i has added more 70 its lustre thar
 Henry Rogers Mallory.
 It is interesting, at this time, te | note as a coincidence-that Charles
 Henry Mallory furnished the Fedora ] Government with thirty gunpoats ! during the Civil War; and 1nS the
 World War just closed the latges
 and most modern American stem ship, built in 1916 and bearing fhs name of Henry R. Mallory, waskthf l first American merchant steameiN ts 1 enter the transport service--and fEs