Richmond times-dispatch. [volume] (Richmond, Va.) 1914-current, 1920-12-19

Chesapeake and Ohio Railroad system,
President William j. Hartman Will
cial inspection of the road. President
Harahan has stated that &C desires to
follow up the plans for Improvement
GeeqRc s sa n order to do
this he Ia studying the sitlution. In
company with a number Of officials OF
Of inspection and will probably re-,
turn to Richmond In time TO spend
the Christmas holidays. at home.
the activities instituted by Mr..
Stevens. In apparent in the earnest
efforts of Mr.. Harahan TO familiarize
himself with the situation and With YIN
assistants.
In tribute to his ability Railway
Age prints the following sketch OF
william j. Harahan. formerly pres
iden, OF the Seaboard Air Line. was,
on December 7. elected presidtn ana
director OF the Chesapeake and ON"
and the locking Valley. succeed,nB
the late George w. stevens; Nj.
larahan IL an executive OF wide eh-
the operating and engineering de
partncnts and has held important cx-
ecutive positions with three large
railway systems. He was IT on"
eral manager OF the Illinois Ccntrai
and later. Vice president OF The Erie.
IN charge OF engineering. lie Wa3
elected prcsden, OF the Seaboard Air
Line in September. 1912. and during
the period OF Federal control. was
continued in charge OF the operation
OF the property az Federal manager.
VIII lie Operating Head.
Mr. lIarahan viii occupy "A posi-
ton on the Chesapeake and Ohio Sim
iiar to that which he held On tn.
Seaboard. 10 the extent that he Wal
be the operating head or the property
"A a he, L
In New York. In his new position,
however. he should have "a consider
a railroad manager. The Seaooard
Air Line has 1858 miles OF line AS
compared with the Chesapeake ard
Oh!o's mileage OF $50. IL is true, but
in 1919 wcr" sil.lS3.532. as compared
with operating revenues OF the lat
ter totaiing ''i,i75.oiG This is eN-
Guiding from our comparison the
Hooking Valley. which. operating $50
miles OF line, had, In 1919. operating;
revenues OF sll,G5i,5i7. This indi-
Gates great difference in traffic
density per mile OF line as between
the Seaboard and the Chesapeake and
ohio systems. but II only begins to
state the problem tina; lies before the
new operating executive. The de-
rclopmcnt OF the Chesapeake and
Ohio OF late years has been. COM
phratiyely speaking. extensive rathe.
than Intensive. The present or the
next step is to carry out the WORK
Of intensive development, Of ia
mileage.
Popular With Men.
There are two things tina; stand ou;
In Mr. Harahans career. one is his
popularity with his men aud The re.
spect that he has been able to Sc
Gurc from those who work with him.
This is the result OF pleasing DISPOSE
Won combined win the fact tha.
having worked up through the ranks,
he understands the attitude of the
a lf.N Il
get thcm TO do their best Tor the
railroad for which they work The
other point In his career has been that
ne has had TO work in recent years
under somewhat adverse conditions.
Neither the Erie nor the Seaboar,i
air Line IL rich road Ar iiara-
nan experience with them has showm
MN how TO get the mos, out OF a
railroad dollar and how 10 max. a
H I've money so n long way. The
ROAD. nat no one would deny that
th!s training should prove OF value
TO Mr.. Harahan in his now work not .
w!thstanding
The operation OF the road and the
discretion allowed him BY hiss prin-
clpa!s' whoever they may have been
VA, wns great 1; viii be borne in mind
operating head o; the road the proD-
ertE was In successive control OF no
less than three different interests. moi
cCountiag the railroad administrator.
lar with officers and men aiiL. and
ne LOYALTY which he inculcated on
nan succeeds 10 these things and
should be able to continue equally
happy conditions.
&. q. Importnnt Carrier.
The Chesapeake and Ohio is one
in the United States. on this railroad
the bituminous coal tonnage is an
P Pro frsitbiy g to 70 per cen, OF all
deTei9pment wor(: referred 10 above
MIL deal with the handling OF coai.
The Chesapeake and Ohio is now
ton period with its coal traffic. It's
coal comes from. four regions. The
R RfSar edais s,r;o OF these Is the New
quarter OF the total tonnage. This
coal Is a low volatile fuel: il moves
iarsc Propor,ioS Of fnd ano ma aRs up
cred 20 coastwise vessels nj New.
port News. 1t does not now play as
m nae aa i, on par aid he sr roads goal
considerable decrease in the ton
mage originating on the Chesapeake
ana oniG In this region and naturally
the total tonnage moved The other
three districts in the order OF their
i ana Kenisc RTe The e,d Eogar kanawha
supply high volatile coal, which has
been 6er, t ,pand in special demand for en-
wi t'"ut! ana winch OF late mas
seen considerable development for mse
as; as by,Broduet coal, The coal from
these fields supplies the better mart or
the westbound movement-to Cincin.
nat and beyond or to the lake ports
ana territory served by the Hook Ing
Valley. The interesting feature re
which particular attention should be
drawn is the increasing amount NJ
this coal moving East. "
Fitted for Export Trade.
This brings attention to the ad-
vantagcous position the Chesapenke
and Ohio Is in to handle export trade.
not only in coal. but in other com.
moditics. The newest coal picr ~
Newport News Is Of the most modern
rSPt;; hampton Roads is pre- emi-
nently the tidewater coat center
whether for export. bunker or coast.
Ohio should be able to hold its ow, n
VII, With v the Norfolk and Western and
Chesapeake and Ohio has a consider.
able number Of 1fty::five and seventy
ton cars IN use in its coal traffic TO
tidcwater. and has recently ordered
some 100-ton cars. which will no