U. Progress

Railroad men prefer to write annual reports almost exclusively with figures. Though he may be baffled by such things as average gross tons per freight-locomotive mile or average cars per passenger-train mile, an inquisitive stockholder may learn how many hopper-bottom gondolas he owns or what percentage of main and branch lines are laid with 131-lb. rails. As conservative as the roads themselves, official statements are perennially drab in format. Last week Union Pacific broke its tradition of severe grey covers by dressing up its annual report for 1935 with a picture of a streamlined locomotive with a bright-colored U. P. shield on its snout. Though in an enterprising industrial company such a change would cause no comment, in a railroad it was startling enough to make headlines.

What Chairman William Averell Harriman had to say to his stockholders, however, was bigger news. In his report he outlined a series of new U. P. services that mark one of the few smart steps any railroad has yet taken toward regaining lost passenger traffic. Able son of an able father, William Averell Harriman has been familiar with his heritage since he worked in U. P.'s Omaha shops during vacations from Yale. Long a director, he was made board chairman in 1932. One of the first things new Chairman Harriman realized was that railroads are susceptible to smart merchandising. What is more, he did something about it. With other Western carriers in 1933, U. P. cut passenger fares as low as 1.7-c- a mile. Shortly a U. P. streamlined Diesel flyer smashed the transcontinental record by nearly 15 hr. in a blaze of publicity.

More significant to standard U. S. railroading is the development of better service on regular trains. Having long since taken the extra-fare charge off its crack all-Pullman Los Angeles Limited, U. P. will next week begin operating The Challenger between Chicago and Los Angeles. Composed of both "tourist sleepers" (old Pullmans) and coaches, The Challenger will run as a second section of the Los Angeles Limited, make precisely the same time. Fare and Pullman on the Los Angeles Limited between Chicago and Los Angeles is $82.28. Coach fare on The Challenger between the same points will be $34.50--almost down to bus levels. Travelers on the Los Angeles Limited have at their disposal a maid, hairdresser, barber, valet, bath, buffet, radio and soda fountain.

For all Challenger passengers, coach as well as tourist, there will be a registered trained nurse, porter service, free drinking cups and free pillows day or night. Women who do not have the price of a tourist Pullman may ride in Women's De Luxe Coaches, relax in a Ladies' Lounge. On the Limited, a passenger would have a hard time eating for less than $2.50 per day.

The Challenger dining car will serve break fast for 25-c-, lunch for 30-c-, dinner for 35-c-. Between meals the diner, hitherto the private preserve of the chief steward and his waiters, may be used as a club car for games and drinks.

Commenting on results of this new-type service already in operation between Oma ha and Los Angeles, Chairman Harriman observed: "It was interesting to note that improved equipment resulted in improved passengers. We have noted instances of where passengers boarded the train in unpressed or untidy clothes but retired to change their clothes after noting the looks of the train. Male passengers went the length of shaving in the morning, so that the oldtime, overnight coach atmosphere virtually disappeared."

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