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Trains Magazine 1956 March Union Pacific’s Newest Camelback Mackinac Islands
Trains Magazine 1956 March Union Pacifics Newest
66 Pages
Railroad news and editorial comment. By David P. Morgan.6
Whys and wherefores in the resignation of Patrick McGinnis from the New Haven.
Railroad news photos.-8
A railroad takes to the air, and the world's first Northern ends its days.
What the travel folder doesn't say. By Rosemary Entringer.16
All of the charm of Mackinac Island is not wrapped up in its scenic splendors.
8500 horsepower without cylinders. By David P. Morgan.18
What's new in the gas turbine department: Union Pacific has ordered 45 big babies.
World's fastest? By Jim Scribbins.24
The case of the train that missed its schedule but set itself a new record.
TRAINS rides a Camelback. Photographs by Philip R. Hastings
with notes by David P. Morgan.---26
Camelbacks are outlawed today, but take a ride that exists now only in memory.
Photo section.31
You won't find another like this month's centerspread for quite some time to come.
Boss of the biggest. By Peter C. Newman.42
Here's the big Scotsman who says he's going to make the Canadian National pay.
Hospital for hoppers. By David P. Morgan.50
In this hospital the doctor's instruments are air hammers and oxyacetylene torches.
When steam ruled the Cotton Belt.55
St. LouisSouthwestern's Northerns, Ten-Wheelers and 4-8-2's were good workers
PUBLIC OPINION VS. PAT MC GINNIS
PATRICK B. MC GINNIS, president of New Haven since he won a proxy fight in April 1954, was in trouble. Big trouble. He and his railroad were the butt of New Yorker cartoons, critical columns in Time, countless on-line newspaper editorials and reports, Brotherhood grumblings, investigation by state public service commissions and the I.C.C., unmeasured commuter scorn, and a rising tide of letters to the editor of TRAINS. McGinnis and/or New Haven (he had made, for better or for worse, the two synonymous) were charged with operating trains late and sometimes failing to run them at all; slashing track and equipment maintenance below safe levels; clobbering employee morale; refusing to delegate executive decisions to capable operating men; getting the road tied up in routine winter weather; running passenger trains without enough steam heat; and, in general, failing to live up to his promises as a presidential candidate. Indicative of just how much trouble Pat McGinnis was in was his decision to cancel his bid for the presidency of Boston & Maine, which was won by his friends in a proxy fight in April 1955.
When McGinnis wrested control of New England's biggest railroad away from Frederic C. Dumaine Jr. two years ago, he did it on the basis of the road's poor financial performance. Of course his razzle-dazzle fight strategy included winning discourses on the railroads' crying need for lightweight, low-slung trains, roller bearings, commuter parking lots, higher speeds, etc., but the basic argument was statistical and there security-analyst McGinnis was on home grounds. If his practical railroad experience (a fiery session with little 616-mile Norfolk Southern and a brief rendezvous on Central of Georgia) lacked depth, certainly his shrewdness as a railroad financial si,ecialist was unquestioned. When he derided New Haven's operating performance under Dumaine enough stockholders listened to put him in the road's top chair.
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