Semaphore - October 1956



October 1956 Front Cover

October 1956 Front Cover

Semaphore [seal]SERVICE WITH COURTESY OCTOBER, 1956 The Magazine of the Piedmont and Northern Railway Co. [image: aerial photo looking down on train in front of train barn] Coal For Kilowatts . . . a train arrives at Riverbend

Last edit over 1 year ago by MKMcCabe
October 1956  page 1

October 1956 page 1

Editorial Page


Leading economists of our country believe that America is entering an economic period which is best described as "People's Capitalism." In simple terms this means that people from all walks of life are, through stock ownership, fast become the true owners of American business.

At the end of 1955 there were no less than 8.6 million persons who owned shares in American corporations and the number is contantly growing. At the same time the number of individuals who own a considerable percentage of shares in these companies is constantly shrinking. Over one half of the adult shareowners are from households with incomes between $3,000 and $7,500 per year.

Ownership of American business is not only widespread among individuals but also among various institutions and organizations. For instance, colleges, labor unions, trust funds, mutual funds, pension funds, and the like control an increasing share of the nation's wealth through corporate stock ownership. An example of this can be found right at home. The Duke Endowment, donor to hundreds of colleges, hospitals, and orphanages, receives a substantial part of its income through ownership of Piedmont and Northern stock.

We believe people's capitalism is a wonderful trend in American business because it means that more and more people are sharing in our wealth and prosperity, not solely as workers but as owners too.

The Railway itself has just under a thousand stockholders living in nearly every state. What is even better than this widespread ownership is that many employees are shareowners, too, and as such have a double interest in our success.

We hope and believe that people's capitalism will continue to thrive in our free society and that all P & N employees will be able to share in its advantages. It's a mighty healthy trend in an already healthy economy.

Last edit over 1 year ago by MKMcCabe
October 1956  page 2

October 1956 page 2

KEEPING TRACK [image: drawing of train looking from behind caboose]

SUMMERS such as the one just passed, always seem to produce more than the usual number of unique railroad stories. Here are a few that made news this year.

IN LONGVIEW, TEX., crew members on a Santa Fe train discovered that they had a skunk riding the rods but agreed to leave him along and let him depart unnoticed. When the train stopped at Longview, however, and uninformed and zealous car inspector saw a bushy tail protruding from a journal box. He gave it a hard yank. The skunk department, but not unnoticed.

HEAT OF SUMMER can cause troubles to multiply, as Rock Island Engineer E. Snyder can testify. It all began on a June afternoon when Snyder's train developed a hot box near Durant, Iowa. He stopped the freight train, uncoupled the damaged car and then forgot all about the twentyfive cars behind it. He didn't discover his loss until he got into the yards at Davenport.

PRANKS are always more numerous in the summer, and railroads had their share. In Detroit, Mich., a sixteen-year-old model train enthusiast and two other teenagers spirited a diesel locomotive and a string of boxcards from under the noses of yard crews, then spent more than two hours highballing them through a maze of switching tracks.

EVEN THE COWS had a better summer on the high iron. Because cowhides stick to steel in cold weather, most railroads have continued to build cattle cars with wooden slats. However, in wooden cars the cattle bump against the slats, the wood splinters and occasionally a beefsteak gets jabbed. Besides, it's expensive to replace the wooden slats. That's why the Union Pacific put into service 300 all-steel cattle cars with slats protected on the interior by a coating of rubber.

Semaphore Volume 12 Number 11 OCTOBER, 1956

Published by the Piedmont & Northern Railway Company. Address all communications to Editor, Semaphore, P. O. Box 480, Charlotte, N. C.

EDITOR THOMAS G. LYNCH Director of Industrial Development and Public Relations


Elizabeth N. Watt Anderson
Elsie K. Walker Charlotte
Jean Wallace Gastonia
Harry T. Campbell Greenville
Louise DeShields Greenville
Evelyn Williams Greenville
Sarah Breazoale Greenwood
F. E. Furr Pinoca
H. W. Kay Spartanburg
Good Highway Planning 4
Stein, Hall Completes Plant 6
Storehouse of the Carolinas 8
United Campaigns Under Way 10
Goodrich Plans Warehouse 11
The Driver's Clinic 12
How AAR Teaches Teachers 13
Along The Line 14
THIS MONTH'S COVER. . . A tripled-headed P & N coal train arrives at Duke Power's Riverbend steam plant near Mt. Holly for a morning delivery. The locomotives are heading around the dumping shed at the huge plant in preparation for spotting the new string of cars, while the little switch engine shoves another car into the dumper. The huge mechanism turns the cars upside down as if they were toys. This photograph was made from the top of the towering plant.

OCTOBER, 1956 3

Last edit over 1 year ago by MKMcCabe
October 1956  page 3

October 1956 page 3

Good Highway Planning Can Attract New Industries And Bigger Payrolls

[Diagram with caption "The Wrong Way"]

IN a few more months the nation's gigantic multi-billion dollar highway building program will be moving into high gera and many an acre of land will be reshaped by the bulldozer blade. While these super highways are still just on paper, it is appropriate to give some careful thought to the various aspects of the program and their effect on the daily lives of millions of Americans. The major and primary effect, of course, will be that with the completion of the new roads automobiles and trucks will be able to travel between cities more safely and in less time than ever before. Certainly there is no quarrel with the desirability of that objective from the standpoint of the public interest.

Other factors in planning

But there are other areas of public interest which deserve careful consideration. For instance, what effect will the imited access throughways have on the values of property they traverse? Certainly if there is no access to the highway, the value of the property for commercial development is materially diminished and its value for residential purposes is lessened rather than increased. It stands to reason that highways of this type will certainly have smoe undesirable side effects in local communities. One of the aspects of super higway construction is of particular interest to the railroad industry--the location of these highways in reference to railroad rights-ofway. Unfortunately too little thought has been given this problem in the past, and as


Last edit about 1 year ago by emfitzgerald
October 1956  page 4

October 1956 page 4

Now that the multi-billion dollar highway building program is getting under way authorities should be giving consideration to locating these highways properly in relation to rail rights-of-way so as to create attractive industrial sites where possible.

a result, there are thousands of horrible examples of how highways should not be located. Thousands of miles of hte nation's highways are located immediately adjacent to and parallel to a rail line, thereby creat0 ing unnecessary hazards and diminishing the value of the property which both highway and railway are supposed to serve.

Sites must be created All parts of the country and especially the South have gone to great effort and expense to attract new industry, and the people involved in this effort know full well that they cannot attract new plants to their communities unless there are some attractive plant sites which can be developed to full advantage with highway, rail, and utility services. If attractive sites are not available, industry looks elsewhere for a home, and many a community has lost out on that score alone. Good industrial sites can be created by the location of new highways, but they don't just happen. Of course, factors such as terrain and existing structures sometimes make it necessary to build a highway too close to a railroad to make the intervening property attractive as a plant site. But where these factors are absent, highway planners should make every effort to keep the highways at least 1,000 feet from railroads, thereby creating sites which can be developed industrially.

Good and bad sites The ideal industrial site has frontage on a good highway, a sufficient depth to provide plenty of building room and parking

[Diagram captioned "The Right Way"]

OCTOBER, 1956 5

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