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therefore that in order to avoid a month's delay in getting Whitcomb started (we had conferred with Whitcomb on the phone to ascertain what they could do and they felt they probably could meet April if they could get the electrical in time but it would be an extremely close schedule) we would give them an advance authorization to proceed with the locomotives to be covered later by Pittsburgh Steel's order. I wired this authorization to Whitcomb and wrote a letter to Booker of Pittsburgh Steel telling him of my action. This was only businesslike and I did it rather than Mat because the job was now a Whitcomb proposition and I handled Whitcomb. Mat knew the locomotives were authorized at Whitcomb but he did not know I wrote Booker - the latter was purely routine and incidental in my opinion.
And so in a sincere effort to help Pittsburgh Steel out of a situation which was pictured to me as absolutely critical (otherwise why would four of them decend en masse on WPB?) I get into this mare's nest with Evans.

3.) In this whole Pittsburgh Steel matter, Evans' and Rehorst's letters are filled with the implication that I resorted to this scurrillious deal just to get G.E. two 65 ton electrical equipments. From a selfish standpoint, I would a damned site rather have had "Hap" take [[circled]]W[[/circled]] which which would have given G.E. a couple of extra equipments for themselves if Vulcan would return them.

4.) Evans attached a photostatic record of letters to prove it took from June 9th to October to get approval to build a fireless locomotive for Chase Brass Co. and attributes the delay as stemming