New Britain herald., 1930-12-05

the public highways, improved wa ter ways, oil pipe lines, high power electric lines and piping of natural gas. which will still further reduce the movement of coal over the rail- roads.
 So far as the New Haven is con- Cerned, in the recent Sound Lines case. one of our traffic experts made q careful analysis of motor trucks handling freight on the highways, which indicated a loss of freight revenue to the New Hay- CT on business of a nature which once moved over the railroad of approximately S27.0o9, 0S0 per year. The annual loss from motor coaches and privately owned auto mobiles IS difficult 10 measure but it runs into many millions of dollars.
 This very considerable loss of revenue 10 competitors on the pub lie highways IS giving me much concern, and We believe that it should also give concern 10 shippers and receivers of freight in New England. who after all must de- pend on the railroad and its affili- ated agencies for the movement of the great bulk Of raw materials used in their business. To illustrate this: the tonnage handled by the motor trucks which caused the loss Of S27,0Q0.0QQ in our freight reyc- uue amounted to about 15 per cent of the railroads entire freight traf- fife, while the S2700o.OQ0 loss in revenue is equal 10 &5 per cent of our freight revenue Of 1929. In oth- or words the 15 per cent handled hv the motor trucks represents largely the finished product of the factories, which commands higher rates, while the s per cent handled by the railroad is the raw materials without which the industries could not get along, but which moves at lower rates.
 Asks for Fair Chance
 If S5 per cent of the freight traffic Of southern New England IS handled by the railroad. and the in dustries cannot get along without this service, I would like to ask you gentlemen f it IS not essential that the railroad be maintained in such condition and operated with such efficiency as 10 perform this ser vice properly And this brings me to my main proposition, which IS, that if industry in general is de- pendent upon the railroad for movement Of lts heavy freight, we should be given q fair chance to do the other more remuneratiye busi- ness with all the agencies at our command.
 What I have said up 10 this point refers particularly to the New Haven System; like the other Amer icau railroads, it is ill most respects sub tecc to the same decreases in revenues and performance, and for the same reasons. These reasons and the policy unanimously rccon- mended by the American railroads at the New York gathering of their executives Noy -n l am now gong - outline,
 T will first give you the deClara- ton Of policy with reference to prevailing conditions and in partic- u!ar 10 the unemployment situation.
 Upon request Of the President Of the United States in the latter part of 1929, the railroads under took an extensive program Of con- struction and building Of cqgfHs ment in order 10 offset the threat of Q substantial suspension of busi- ness activities, and they have prac- tically carried out this program.
 "' In view Of the continued de pression and the consequent in- crease in unemployment the rail- roads, notwithstanding recent un- favorable earnings which may be expected 10 continue for time, and the unsatisfactory cash position Of some of them. have today by a unanimous lotc declared it 10 be their policy 10 maintain their properties in condition ncces- sary to handle effectively the traf- nc of the country, and to carry on as far as it is practicable, work which may provide employment 10 the greatest possible number Of men during the coming winter and 10 continue improvement 10 both lines and equipment,
 The railway executives continue to have faith in the fairness Of the American public and the future of American railways. and in that be lief have declared this progressive policy for the coming year.
 Traffic Picture
 Here follow the reasons and