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man named Burnham, who looked more like a successful lawyer or banker than a transformer designer. Contacts with Burnham were carried on by Bredenberg and Walsh primarily although I did some work with him after the locomotives were in service in connection with establishing certain service limitations. He was a good guy but he knew very little about railroading and I'm sure the boys had to monitor his work very carefully to be sure we got an adequate design. In fact, we had some extremely embarrassing transformer troubles during the initial service period which weren't Burnham's fault but had us sweating blood for a while. These will be covered in the 1938 portion. The "pig" man was named Elge as I recall it but nothing sensational afflicted the pigs one way or another and Elge didn't figure much in this tale as I remember.

Jay Walker followed the job for the New York Office and attended all the design conference sessions during which we followed a routine similar to that used on the 0901-0910 diesel order with a running set of minutes covering all items under discussion. The New York Office Engineering Dept. representative on this job was J.J.Smith, an oldtimer I've mentioned before and who appears in my diary elsewhere. Jim had handled the New Haven work for years in a sort of "minority capacity" because it was primarily a Westinghouse railroad but he was a great character and well-liked and with a superb sense of humor. Jay would undertake to kid Jim quite a bit but usually got back all he dished out and then some. One of Jim's favorite comments to Jay was: "Johnnie, you're just like the barber's cat--full of wind and piss." Jim had handled the Interborough Rapid Transit for years too and he had a choice vocabulary as well as great anecdotes of the old days, some of which I've recorded, particularly pertaining to the early New Haven electrification days. However, on this 0361 job, Jim didn't enter the picture very much until after the locomotives were put into service. Then he came on strong and particularly on the tests we ran in September 1938.

I have saved until last, a rather unusual GE man who, up to that time, hadn't figured very much in our locomotive activities. He was Ray Patten, who was the Company stylist but devoted the bulk of his time to styling GE appliances. However, in the 1930s styling and streamlining were becoming quite the thing and this trend had finally invaded the locomotive field. In fact, earlier in the year I had put forth my own modest effort in styling the new Ford locomotives as I've related. So the 0361-0366s had to be styled. Whereas the Pennsylvania had turned to one of the most famous industrial designers for the styling of the GG-1, we put the 0361-0366s into the capable hands of Ray Patten and I had the job somehow of being the liason man between our locomotive design people and Ray. I made several trips to Ray's headquarters at Bridgeport in connection with this project and it was quite fascinating because it was a whole new bag of tricks as far as I was concerned. Moreover,

Transcription Notes:
liaison is misspelled liason in the original. 2. Reviewed.