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S i n c e 1 9 8 5 . T h e l e a d e r in v i n t a g e r a i l v i d e o Q u a l i t y F il m b y A m e r ic a 's g r e a t e s t r a il cinematographers . F il m t r a n s f e r s b y l e a d in g s t u d io s s u c h a s D is n e y /MGM. ACCURATE MATCHING OF AUDIO WITH PICTURE. TASTEFUL MUSIC WHERE APPROPRIATE. * " R e s e a r c h e d s c r ip t s f o r r e l ia b l e n a r r a t i o n , w N a r r a t io n b y C B S N e w s v e t e r a n R a l p h E. M o r s e . This month's recommended viewing:

DoiialdJ. -Krofid's Steam & Diesel on the I{ NEW YORK CENTRAL Three videos of the Ohio Division from . s5, Jan., 1955 - Feb., 1956 + diesels to 1968! SYSTEM yty •y Item 028 VOL. 1: Steam action with Hudsons, Mohawks ■ * and more centered around Bellefontaine, OH. _.y Item 029 VOL. 2: More steam with occasional diesels + ICRR & C&IM in 1955! Mostly NYC! I Item 029 VOL. 3: 1956 action with the last of steam plus ; 5 § ! diesels as they took over. IT"! cr

r ‘ Vol. 1 classic B&W,Vol. 2 classic B&W, some color, Vol. 3 mostly color All from high quality 16mm film with NYC audio.

EACH N Y C TAPE JUST ^ 3 9 .9 5 / order by item number ADD $ 4.00 P&H FOR 1 TAPE, $ 1.00 FOR EACH ADD'L FL & PA ORDERS ADD 6% SALES TA) Visa/MC orders call toll free 1 (800) 783-3886 mail orders enclose check or money order and mail to: Dept V, Herron r a il v id e o , 2016 N. V illa g e Av e ., Ta m p a , FL 33612 write h r free eeteleg!fax

Quality. The difference is on the screen. LIBRARY OF CONGRESS, FSA-OWI COLLECTION, LC-USW361-583 DLC

The U.S. government's efforts during World War II to portray the Ameri­ sion-era photography unit of the Farm Security Administration. OWI produced can way of life in a positive manner left us with an unusual, creative col­ many black and white photographs, but only 965 color photos, focusing on lection of railroad images. Although the black and white views are seen factories, railroads, aviation training, and World War II mobilization. frequently, the color photographs rarely have been reproduced. In its first The OWI initially used the photographs in publications such as V ictory year, V intage Rails will highlight the color work, exposed only a few years magazine, distributed overseas in several languages, to explain the role of after Kodachrome’s debut in 1936. The photograph, by Jack Delano, of railroading in wartime. “A transportation system that has long been one Chicago & North Western locomotives in the roundhouse at Proviso Yard of the great achievements of our modern industrial civilization has taken near Chicago is an example. its important place in the war effort,” the magazine said. The Images were made in 1942-43 by Office of War Information photogra­ Now, the photographs have assumed added importance as a record phers, who in late 1942 had been transferred from the well-known, Depres­ of American workers at work at an intense, busy time. JG LS

N o . 1: Fall 1 9 9 5 P r em ier Issue

Features

20 Electrifying Pennsy’s Northeast Corridor By W illiam D. M iddleton The railroad finds a locomotive, the GG1, to match its great electrification. Lionel’s GG1, page 25; GG1 lives on, page 75.

20 RICHARD J. SOLOMON 32 Thomas Viaduct Photography by James P. G allagher / Text by John P. H a n k e y After 160 years, B&O’s monument to itself stands tall.

38 Photo Album Photography from the best years of steam and diesel. 32 JOHN P. HANKEY 46 SP’s Peninsula Commute Text and Photography by Fred M atthews The great era of the “Peninsula Parade” comes in the late 1940s and early 1950s. 50 Summit Operator: Morse Code to Computers By Chard W alker Recollections of a Santa Fe train order operator in Cajon Pass. 46 FRED MATTHEWS 58 The Dramatic Industrial Art of Walter Greene This painter stands with the best realist artists of his times. 60 The Death of Speed By Ed King ‘My own experience included one notable ride on the northbound Wabash Bluebird.” 58 TIMOTHY C. TRUSCOTT COLLECTION CHARD WALKER

Above: Santa Fe train No. 124, led by a trio of F7s, approaches the west yard limits at Summit, California, on June 15,1952. To learn more about Chard Walker and his experiences working as a train order operator in Cajon Pass, turn to page 50.

Cover: Peninsula commutes await the afternoon rush at Third and Townsend depot in San Francisco. See page 46. Photo by Fred Matthews.

D epartments 66 Executive Suite Former president of the Toledo, Peoria & Western, Robert E. McMillan talks about his years as a railroad officer. 7 Operator’s Desk Our goal: A rewarding trip for readers. 69 Railroad Collectibles Ralph D. Pierce’s Union Pacific placemats start an 8 Guest Speaker interest in railroad artifacts. A welcome from a vintage railroader. 72 Vintage Marketplace 12 Readers Recall Brian Jennison reviews products and services. Railroad experiences from Albuquerque to New Haven to St. Joseph. 78 Swap Meet Classified advertisers list bargains for railroad 18 Time-Tables enthusiasts. In 1946, railroads looked optimistically toward peacetime growth. 82 Terminal Ad

V intage Rails (ISSN 1084-4767) is published quarterly by Pentrex, Inc., 2652 E . Walnut, Pasadena, CA 91107. Application to mail at second-class rates is pending at Pasadena, CA and additional mailing offices. POSTMASTER: Send address changes to: V intage Rails, P.O. Box 16897, North Hollywood, CA 91615-6897. SUBSCRIPTION RATES: $14.95 (U.S.) for 4 issues. Outside U.S. $19.95 for 4 issues. Single copy $5 postpaid from Pasadena office (subject to change without notice). CHANGE OF ADDRESS: The Post Office does not regularly forward 2nd Class Mail and VINTAGE R ails is not responsible for copies not forwarded or destroyed by the Post Office. Replacement copies/P.O. notifi­ cations will be billed. Please allow us at least four weeks for any address change. ADVERTISING RATES: Contact V intage Rails, P.O. Box 94911, Pasadena, CA 91109; (800) 410-0444. MAGAZINE SUBSCRIPTION SERVICE: For all subscription problems and inquiries call: (800) 210-2211 or outside U.S. (818) 793-3400. “PULLING FOR SILVERTON” The famous Narrow Gauge steam train from Durango to Silverton, Colorado is shown crossing Mineral Creek after coming up out of the Animas River Canyon and before pulling into Silverton.

A VERY LIMITED EDITION PRINT Image size: 22” X 2T h” Only 250 Signed and Numbered: $135. Published from an original Oil Painting

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"Being There" in prints from the paintings of Paul Krapf O p e r a t o r ’s D e sk

V intage Rails is a trademark of Pentrex, Inc.

Our Goal: P u b l is h e r : Michael W. Clayton O p e r a t io n s M a n a g e r : Don Gulbrandsen

A Rewarding Trip for Readers EDrrOR: John Gruber A ss o c ia t e E d it o r : Brian Solomon

E d it o r ia l A ss ist a n c e : Carl Swanson, Paul Hammond We want to tell readers trackside, and are eager for more informa­ tion. We also will bring a new perspective C ontributing E d it o r s : Ted Benson, Fred Matthews, William D. Middleton, about what was going on for those who will be seeing these busy Steve Patterson, Richard Steinheimer decades for the first time. We want to tell A r t D ir e c t o r : Katie Danneman readers about what was going on at the at the front, inside, and P r o d u c t io n A s s ist a n c e : Tom Danneman, front, inside, and rear of the train, but also Dean Sauvola rear of the train ... to to stretch the definition of railroading and its activities to its fullest, embracing passen­ ADVERTISING stretch the definition gers, people, signals, track, depots, promo­ tions, and advertising. A d v e r t is in g M a n a g e r : Patty Montbriand, Pasadena, California We will present the ideas with the help of railroading and its A d v e r t is in g P r o d u c t io n : Richard Gruber, of writers, photographers, painters, and Waukesha, Wisconsin activities to its fullest, railroaders who share our fascination with the era. At the same time, we will be asking EDITORIAL embracing passengers, for insights from our readers, whether en­ V intage Rails welcomes material from readers. thusiasts, workers, or managers. We hope Send articles, photographs (black and white or color), artwork, columns (up to 500 words for they will offer their perspectives of what people, signals, track, Readers Recall, for example), letters to the editor, was fun and important about railroading. and correspondence to the Pentrex office in depots, and advertising. For me, having grown up in the Mid­ Waukesha, except for Vintage Marketplace re­ west, vintage railroading means Ten-Wheel­ views. Before beginning work on longer articles ers (page 39) and passenger trains such as or photo stories, we suggest a query to the editor. VINTAGE R ails does not assume responsibility for aunching V in ta g e R ails has been a the Sioux and Varsity on the Milwaukee safe return of material. Payment is made upon challenge and, at the same time, a Road. For others, it’s mainline activity on publication. Addresses and numbers for VINTAGE Lpleasing, stimulating, once-in-a-life- the Atlantic or Pacific coasts or short lines R a i l s are: time experience. With the publication, in the South. VR will not try to be all things U .S . P o s t a l Ser v ic e : we’re breaking new ground, providing spe­ to all people, but it will offer something for P.O. Box 379, Waukesha, WI 53187-0379. cial opportunities for reader participation. everyone interested in railroading. UPS, F e d e r a l E x p r es s, o r sim ila r c o u r ie r : You’ll see the first examples in “Readers The V in ta g e R ails staff conceived the 223 Wisconsin Avenue, Waukesha, WI 53186. Recall.” Most gratifying, as word of the magazine as a brand new publication cap­

magazine spreads, is the response from peo­ turing the best of American railroading’s P h o n e : 414-542-4900

ple all across the country. Beginning in the most colorful era. To better focus on these Fa x : 414-542-7595 next issue, a letters column will share the critical times in the life of the industry, we comments and suggestions of our readers. have asked three writers, in Issue Two, to A d v e r t is in g Sales: 800-410-0444 When planning started several months give their views on such topics as: What E m a il : ago for V in ta g e R ails, we set down goals makes these 40 or 50 years so memo­ pentrex@aol. com for the magazine. rable? What common themes tie together [email protected] In a new and dramatic way, we will the activities of the era? bring to our readers insights into railroad­ We also want to hear from our readers. Vintage Marketplace reviews books, videos, ing in transition—steam to diesel, stream­ We welcome your comments about the prints, reproductions, and rail-related items liner to Amtrak, box car to piggyback. The Premier Issue as well as suggestions for fu­ that are currently and generally available. focus in photographs, art, and words will ture issues. What can VR contribute to an Items, which become the property of Pentrex, be on the 1930s to 1970s. We are produc­ understanding of how railroading went should be went to Vintage Marketplace, d o Brian Jennison, P. O. Box 3519, Reno, NV ing a high quality publication to reflect all about its business of moving people and 89505-3519. aspects of railroading in this important era goods during the era? A glance through in the U.S., and to show how railroading the magazine will show many places for related to American life and times. readers to contribute. It’s our goal to be­ In particular, the magazine is directed to come the most reader-friendly rail-oriented people who grew up during the era—the publication. Working together, turning the © 1995 Pentrex, Inc. All rights reserved. folks who are looking for an understanding pages of V in ta g e R ails will become a re­ Pentrex is a trademark of Pentrex, Inc. Reproduction in whole or in part without of what was happening on the railroad warding experience for all of us. permission is prohibited. scene, have fond memories of standing at John Gruber, editor

Fall 1995 7 G u e s t S p e a k e r

Magazine Subscription Service: Address all correspondence regarding subscriptions (including new orders and renewals) to: Welcome

V in t a g e R a ils P.O. Box 16897 North Hollywood, CA 91615-6897 Ed King, who penned or stock) cars, and they might be riding For all subscription problems on cast-iron wheels in Andrews or Vul­ and inquiries call: this welcome, is a can or National Type B trucks; ( 800) 210-2211 vintage railroader ♦ When those original diesel usurpers outside the U.S. (818) 793-3400 themselves were wonderfully varied himself. A widely and considered to be worthy colorful bearers of the company’s image; published author, he Next Issue... ♦ When many trains still moved under Dick Steinheimer consistently exhausts has worked in the the authority of train orders (“flim­ my feelings. I am sure he will do as sies”) instead of CTC or the new track much to-and for-you. David P. railroad industry for warrants, on lines often protected by Morgan, Introduction to B ackw o od s those beautiful semaphore signals; Railroads of the West, 1963. almost 40 years. ♦ When trains of orange-and-yellow cars used real ice to cool loads of fruit and produce on their way from farm to W elcome to Issue Number 1 of market; V in t a g e R a ils, the magazine for those among us of all ages— ♦ When cabooses still put the exclama­ yes, even those railroad enthusiasts of re­ tion point to the freight train’s passing; cent birth or entrance into our avoca­ tion—-who agree that things are not as ♦ When the small-town agent was still good as they used to be. (We will not let the handler of the company’s business the fact that they may indeed never have and the guardian of its local interests, been that good diminish our enjoyment of reporting the passage of its trains and the “used to be.”) giving a reassuring highball to the oc­ In VR’s pages we will take an affec­ cupants of those cabooses; tionate but not always reverent look back ALAN STEINHEIMER PHOTO at railroading’s recent past, with empha­ ♦ When a section foreman took his eight sis on the decades of the 1940s, 1950s, Richard Steinheimer has enthralled or ten laborers out each day with their patrons of the rail photographic arts for half and 1960s. spike mauls, track wrenches, claw a century. Turning a teenage passion for rail­ Twenty-twenty hindsight provides us bars, and pride to maintain and patrol roading into a vibrant career, Steinheimer with the certainty that these were among the company’s tracks; has created a body of work without peer. The the most interesting decades in the long acknowledged “dean” of Western rail photog­ history of the railroad industry: ♦ When railroaders looked the part, be­ raphers, he continues to approach the indus­ ing proud to wear the Kromer caps, try with an enthusiasm and curiosity that ♦ When most doomed flags had not yet denim jackets, coveralls, high top belies his 50 years behind the camera. fallen; boots, and bandannas (and, yes, carry­ In the Winter 1 9 9 6 issue of Vintage Rails, ing lanterns instead of walkie-talkie ra­ Stein’s many contributions to railroading’s ♦ When “Norfolk Southern” meant vest- dios) that told all and sundry what visual document are explored by Ted pocket Berkshires crossing Albemarle they did for a living; Benson, co-author of Steinheimer’s G row ing Sound on a pile of sticks, and the Up With Trains II (1 9 8 4 ), and unabashed words “Conrail” and “Amtrak” hadn’t ♦ When most rail passengers still moved practitioner of the “Steinheimer School” of been coined; about the country in heavy cars riding photojournalism. on six-wheeled trucks and painted in Trace the creative roots of America’s ♦ When diesels had not yet conquered that dark, reassuring colors, sleeping at best-loved railroad photographer, share his most captivating of man’s creations, the night in a berth made up by a liveried successes and failures, and gain a fresh steam locomotive; porter—everything calculated to put appreciation for railroad photography “done forth the essence of safety, dignity, and honest and true” in the recollections of Dick ♦ When outside-braced or double-sheath­ Steinheimer, his family, and friends in the ed wood bodies and/or fishbelly under­ next issue of Vintage Rails. frames could be found on “house” (box Continued on page 11

8 Vintage R ails VIGNETTES of the SCHRADER'S 1996 Railroad Gift Catalog

Now available, Schrader's "Newest" Railroad Gift Catalog. You are sure to find enjoyment while you browse through the 88 pages, all in color, featuring DT&I over 800 top quality items. Designed for you, the collector, modeler, and hobbiest. Our unique items The last 25 years of the are perfect for your home, office, or business. Detroit, Toledo & Ironton from Please send $ 1.00 for a catalog to: Pennford to Bloom Junction. Schrader Enterprises, Inc. Including Delta, Sugar St., Quincy, 230 South Abbe Rd. Dept. PT Springfield & Jackson. Fairview, Michigan 48621 1956-1981 • VHS • 70 min. Color with Sound & Narration

CJXBSdOLfLBJOLkJS._ cuudL UTuLo NEW BOOK! Chesapeake and Ohio In The Coal Fields by Thomas W. Dixon, Jr. Hardbound, 112 pages, 250photos, maps, drawings, printed on heavy 100 pound enamel paper, color covers This interesting volume tells the story of the heart of the C&O, the coal country between Hinton, West Virginia, and Russell, Kentucky. Each chap­ ter treats a particular coal field, with historical background, and opera­ tional information. Photos show mines, tipples, locomotives, cars, yards, and engine terminals and overall operations, arranged in geographical order. Emphasis of the book is the period 1940-1960. These great photos show all aspects of C&O coal operations in the great era of King Coal. Ideal for the historian, railfan or modeler. Superbly done. $22.95 plus $3-00 S/H The new 1996 Chessie Calendar is ready! This calendar's theme is World War II. We have used each of the famous and evocative calendar images from the war years in the calendars since 1992; now we put them all together and combine them with other war-period ads to make a great keep-sake calendar. As usual, all color, with 12 different original images. Chessie, Peake and the Kittens all appear in these great paintings.. .the whole family pulling together during the great patriotic era of 1941-1946. $8.95 plus $2.50 S/H gaiEE mi i i m i . amawffifi-' i—n1- niiminiiroi m /mun C&O Calendar Also Ready to Ship Our usual full-color calendar is ready for next year. This year we begin using a central unifying theme in each calendar. This year it is on post-World War H passenger service, with 13 great photos of C&O passenger trains in brilliant color, taken across the system. You'll see E8s galore, RDCs, Gas- Electrics, and even Greenbrier type 4-8-4 steamers. Volume I - South Bend Substation $7.95 plus $2.50 S/H Hayford to Battle Creek Volume II - Flint Substation Finally Available! Battle Creek to Port Huron Chesapeake & Ohio Dining Car Recipes $3500 each, both for only $60°° Hardbound, 160 pages,, printed on heavy 100 pound enamel paper, covers with B&Wphotos. P For the first time in almost 50 years, the complete 1947 railroad issti e Add $200 per order-shipping. cookbook, attractively reset featuring vintage photos and train logos. Ohio residents add 6% sales tox. $18.95 plus $4.00 S/H Available direct or ot your dealer.

O rder From: C&O H istorical Society (Department VR) PH 1-800-645-5813 P.O. Box 79 • C lifton Forge, VA 24422 FAX (614)389-6091 Visa or Mastercard Orders Only Call 1-800-453-COHS (9am-5pm, Mon-Fri) CLEAR BLOCK or Fax Credit Card Orders Anytime to (540) 863-9159 PRODUCTIONS, INC. Virginia Residents Add 4.5% State Sales Tax • Foreign Orders Postage Extra P.O. BOX 52*7 Maximum Shipping and Handling For Single Order is $7.00 MARION, OH 4330 1-0527

Fall 1995 9 RAILS ‘N’ SHAFTS P.O. Box 300, Laurys Station, PA 18059 (610) 261-0133 Fax (610) 262-7962 Specializing in Books and Videos on Transportation and Industrial Subjects

All Aboard Amtrak, Schaeffer ...... $39.95 Milwaukee Road Steam, Tigges ...... $45.59 V2 ...... $39795 Appalachian Coal Mines & RR, Dixon . $12.95 MoPac in Color, C o llia s...... $39.95 Pictorial Album ...... $47.95 Argent Lumber: Swamp Rat, Ferrell . . $31.95 MoPac Diesels, EuDaly...... $47.95 Rail Transit Phila: PTC Years, ACL: Diesel Years, C a llo w a y...... $39.95 Vible, E is n e r ...... $26.49 B&O E Units, Nuckles, D ix o n ...... $12.95 SUMMER STORE HOURS (Reading Color Guide, Bossier ...... $37.95 B&O (New York to Cumberland) Vol 1, Sat August 5 10-4 (Reading Diesels (Vol 1): First Salomon, Oroszi, Ori ...... $35.49 Sat September 2 10-4 Generation, W o o d la n d ...... $43.95 B&O (Cumberland to Chicago) Vol 2, Sat September 30 10-4 |Reading Railroad: History of a Coal Salomon, Oroszi, Ori ...... $35.49 Sat October 28 10-4 Age Empire (Vol 2) 20th Century, B&O East End: Neck of the Bottle, Sat November 25 10-4 H o lto n ...... $54.95 Hollis, R o b e r ts ...... $39.95 or by appointment Red Electrics, Dill, G rande ...... $31.95 B&O Sand Patch, R o b erts...... $39.95 RF&P: Capital Cities Route, Griffin . . . $23.95 Complete selection of in-print books and vid­ Burlington Color VI, H o ic k ...... $39.95 RF&P: Linking North and South, eos. Extensive selection of out-of-print By Streamliner: NY to Florida, Welsh . $31.95 Kaplan, Mellander ...... $33.59 Cabooses of B&O, H u b le r ...... $39.95 books, timetables, reports, et. Rio Grande: Scenic Line, Sanders .... $47.95 Chessie: The Railroad Kitten, Dixon . . . $9.95 Directions: 1\2 mile west of Route 145 at Hi- Rio G rande Southern Story: CB&Q Color Guide, Spoor ...... $37.95 Way Restaurant on Rising Sun Road in Laurys I Vol 1: Over the Bridges Ridgway to CB&Q in Color (Vol 1), Spoor...... $38.95 S tation. Telluride, Collman ...... $51.95 Classic Freight Cars Always buying railroad and mining collec­ Vol 2: Telluride, Pandora and the Vol 4: Hoppers, Henderson .... $19.25 tions, large or small, paper or hardware. Try Mines Above, C o llm a n ...... $51.95 Vol 5: NE MOW, Henderson . . . $19.95 us first for satisfaction. Vol 3: Vance Jet to Ophir, Collman $51.95 Vol 6: Gons & Flats, Henderson . $19.95 Vol 4: O phir Loop to Rico, Collman $51.95 Vol 7: More 40 Foot Box C ars . . $19.95 New Haven RR: Final Decades, Hartley . $39.95 Rock Island Color Pictorial (VI), Mare . $39.95 Confessions Brooklyn Trolley Dodger . $19.95 NYC Color G uide ...... $37.95 Rock Island in Color (VI), Staner .... $38.95 Conrail Commodities, T a y lo r ...... $39.95 NYC Color Photography Nowak (V 1) . $34.95 Rock Island in Color (V2), Marvel .... $38.95 Conrail Motive Power Review (Vol 2 or 3)f/ow ak ...... $37.95 Santa Fe in Color (V 1,2,3,4), Stagner . . $38.95 11986-199U. W ithers...... $38.49 NYC Steam (Vol 1) ...... $38.95 Seaboard Coast Line. Nuckles ...... $15.95 * * * STOP AND SEE US * * * We will have a complete selection of titles and videos on display at the Lehigh Valley Chapter NRHS Show at Dieruff High School, Allentown, PA, on Sunday, September 24,1995,10 AM to 4 PM. Contemporary Diesel Spotters ...... $15.95 NYO&W Diesels, M ohowski...... $23.95 Southern in Color (Vol 1), D&H in Color (Vol 1), Sweetland . . . $34.95 Next Station V1 3 ...... $15.95 Cheney, Sweetland ...... $37.95 D&H in Color (Vol 2), Plant ...... $37.95 NKP Story, R e h o r ...... $59.95 Southern Pacific in Oregon Pictorial, Diesel Builders V3: Baldwin, Kirkland . $47.95 N&W/VGN Color, R e i d ...... $27.25 Austin, Dill ...... $39.95 Diesels on CSXT and Predecessors, Norfolk Southern Motive Power 1982-1994, Southern Pacific in Color, Sweetland . . $37.95 Nuckles, D ix o n ...... $15.95 W ith e rs...... $31.95 Tehachapi, Schmollinger...... $35.95 Dixie Line: NC&StL, C a stn e r...... $21.75 (softbound)...... $23.95 T rain W atcher’s Guide to North Erie in Color, Sw eetland...... $35.95 Northern NE C a r s ...... $37.95 Trail of Blue Comet Northern Pacific V1 Color, S h in e $39.95 by Baer, Coxey and Schopp Union Pacific Steam in Color Pcnnsy Diesel Years (V 1,2,3,4), Yanosey $34.95 Illustrated story ol CNJ Southern Division $55.95 by Lloyd Stagner Pennsy Diesel Years (V 5), Yanosey . . . $38.95 All color look at late UP steam $34.95 BN/SF 1994 Annual by Robert DelGrosso Pennsy Steam: 2nd Look, Carlelon .... $30.49 BN Annual with coverage of SF merger. $35.95 When Eastern Michigan Rode the Rails (V4) Pennsy Steam A toT, C a rlelo n ...... $29.95 by Jack Schramm, Henning Santa Fe Color Guide Pennsy Steam Years (Vol 1), Sweetland . $34.95 Last of six volumes on Michigan trolley lines $4 7.25 by Lloyd Stager PRR: Hudson to Horseshoe,Volkmer . . . $38.95 SF freight and equipment color guide $35.95 Erie Railroad Story, C a rlelo n ...... $31.95 Pennsylvania Railroad: the 40s and 50s, Erie Lackawanna: Death of RR, Grant . $39.95 B a ll...... $39.95 American Railroads, Drury .... $13.75 Erie-Lackawanna in Color: Pennsylvania Railroad: Elmira Branch Two Feet to the Lakes, J o n e s ...... $39.95 Vol 1: The West End, DeYoung . $35.95 C a lo ro so...... $23.95 U Boats, M cD onnell...... $39.95 Vol 2: New York State, DeYoung $35.95 Piggybacks and Containers, DeBoer . . .$38.49 Union Pacific Color Guide to Freight Vol 3: the East End, DeYoung . . $38.95 Public Service of New Jersey, Hamm . . .$43.49 and Passenger E q u ip m e n t $37.95 Guide Tourist Railroads 1995, Drury . . .$15.25 Pullman Standard Color Guide...... $36.95 UP Official Color Photography (Vol 1) . $37.95 GN Color Guide, H ic k c o x ...... $37.95 Railroad Atlas: V irginian Rails, R e isw e b e r...... $38.49 GN Color Pictorial (Vol 1), Shine . . . $39.95 Vol 1: Northeast U S A ...... $17.60 W arbonnets, Pope, Lynn ...... $37.95 GN Color Pictorial (Vol 2), Shine . . . $39.95 Vol 2: C alifornia/N evada...... $17.60 Western Maryland in Color ...... $37.95 GN Equipment Piet (VI) Box/Stock Cars $39.95 Vol 3: C olorado/U tah...... $17.60 Western Maryland: Fireballs & Black GN Pictorial (Vol 3), Strauss ...... $39.95 Railroads of Vermont, Jones: Diamonds,Cook, Zimmermann . . . $39.95 GN Pictorial (Vol 4), Strauss ...... $39.95 VI ...... $39.95 A U D IO C D ’S Great Road, D ills...... $47.95 From Safety Valves to Ribbon Rails . . . $13.49 Green Mountain Rails, T o n e s . $51.95 HBHHI Riding in an Open V estibule ...... $13.49 IC: Monday Mornin Rails, Boyd .... $39.95 VISA Impossible Challenge, H arw ood...... $49.95 VIDEOS Interstate Railroad, W o lfe ...... $33.59 Atlanta Steam Celebration (Pent) .... $22.49 Heartland, McDonald ...... $39.95 Colorado Steam Mecca (F rog) ...... $15.95 JC/LV Color Guide, B ossier.... $37.95 Telephone Orders Accepted Conrail Hot Spots East (Pentrex) .... $29.95 Jersey Central in Color, Brennan .... $35.95 CompuServe 73162,1034 CSX: Southern WV Coal (Pentrex) . . . $29.95 Jersey Central in Color V2, Brennan . . $38.95 Prodigy TJVK81A D & S Narrow Gauge ( P e n t ) ...... $14.95 Jersey Central Story, Carlelon ...... $30.49 Eastern Kentucky Coal (Pentrex) .... $29.95 Lackawanna in Color, Sweetland .... $35.95 TO ORDER: For postage and handling, please add to the order Historic Hot Spots: SF (Pent)...... $28.95 Lake Shore & Michigan Southern, total, $2.50 for one, $3.50 for two, and $4.50 for three or more Historic Hot Spots: CA (P e n t) ...... $28.95 McLellan, W a rr ic k ...... $31.95 books and/or videos. For foreign orders, please add $3.50 for Into Alleghenies (VI, 3) (Pentrex) .... $31.95 Lehigh & New England: Color the first and $2.50 for each additional bode or video for postage, Into Alleghenies (V2) (Pentrex)...... $15.95 Retrospect, L i l ly ...... $37.95 and remit in US $. Pennsylvania residents, please add 6% sales Last of the Giants (Pentrex) ...... $14.95 Lehigh Valley RR, A rc h e r...... $35.95 lax. Avoid delays in order shipment and recheck addition and Last of the Giant (V 2,3) (Pentrex) .... $29.95 Lehigh Valley: New York Division add correct postage. Incorrect orders will be returned. Prices LV: Penobscot Mountain (RailTapc) . . $27.95 B e d n a r ...... $41.95 subject to change without notice. Rush delivery, please ask. Milwaukee’s Mighty Electrics (WB) . . . $31.95 Memories N&W Power, Carlelon .... $27.95 Make checks and money orders payable to RAILS ‘N’ SHAFTS. Rails Along the Lehigh (RailTape) .... $31.95 The Milwaukee Road, H y d e ...... $51.95 Catalog sent with all orders, or send SASE. Sale ends last day >>onTTa£azine£Overmo^^ Reading in Transition (DIW )...... $27.95 ♦ When a hog could cross the country G u e s t Spea k er without changing cars, but you couldn’t VIGNETTES of the —and you still can’t, except through Continued from page 8 New Orleans.

propriety—and took meals in a diner We’re not going to be narrow-minded COIKEPAIVY which was used to manifest yet another about the time frame. Indeed, we will prob­ example of company pride; ably go back into the Depression 1930s and forward as far as the 1970s at times. ♦ When Uncle Sam entrusted his mail to Climb aboard and we’ll punch your the rails and, using highly skilled clerks ticket for a ride backward with us to a Reading riding right behind the passenger en­ gentler time. It’s going to be an interest­ gines on their RPO cars, gave us far ing, comfortable, and at times surprising . lines > better postal service than that which trip. 0 we enjoy (?) today;

♦ When the Railway Express Agency was The Original Slideseller a going concern, using its own messen­ The films of Charles W. Houser, Sr. gers riding on cars usually placed in pas­ Original slides sold on approval from 1948-1963 • VHS • 60 min. senger trains behind those RPO cars to the late 1950s to the present. Sfeam & Diesel • Color/B & W give their own version of good service; Reasonable, quantity discounts, good Allentown, Lansdale, Gordon, selection. State your requests, East Penn Junction, Rutherford see before you buy! ♦ When many top rail managers were Sound/Narration and Music. still interested in making money by The Limited Cost Auction. $3500 providing efficient transportation in­ Write For Details. stead of manipulating financial details,

and knew from personal knowledge Dan Pope how that transportation was “manu­ 5703 Shady Hill Lane, Arlington, TX 76016 factured,” and some of them were even VOLUME 2 successful at it; The Original Slideseller buys collections!

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Send to STEAMSCENES BLAINE, W A 98230 CLEAR BLOCK 2254 LAWSON AVE. PAXTON VILLA, BAKERS HILL, COLEFORD PROOUCTIONS, INC. W. VANCOUVER, B.C. V7V 2E4 GLOUCESTER GL16 7NS ENGLAND P.O. BOX 527 MARION, OH 433D1-D527

F a l l 1995 11 R e a d e r s R e c a l l

Memories From Along the Lines

DON MELSHA On March 7,1959, Don Melsha and I found 9900, the Pioneer Zephyr, at St. Joseph, Missouri, on the St. Joe-Wymore-Lincoln run.

NRHS Motorcar Trip passed out old “flimsy” train orders to stuff diesel-electric museum. We pulled in with in our ears as protection from the roar of Motor No. 9845 and trailer on Track 1 of y dawn on Saturday (March 7, 1959) the diesel engine in the small combination the huge, old station. Next to us on Track Bthe snowstorm had passed and we cab-engine compartment. He said he was 2 was motor-baggage-U.S. Mail No. 9767 had a bright cold day for our round trip glad to have us aboard that day as the extra pulling coach Silver Pendulum, an early on the daily-except-Sunday Chicago, trailer provided additional momentum to experiment in low-center-of-gravity de­ Burlington & Quincy motorcar to St. punch through the cuts that were filled sign. Operating as Train 4, this two-car Joseph, carded as trains 30-31. with up to three feet of dry, powdery snow. consist ran to Brookfield, Missouri, pro­ To accommodate the group of Iowa Hitting one of those cuts at 45-50 mph viding a connection to train 36, the east- Chapter-NRHS members and friends, the with the blunt nose of the old motorcar as­ bound Kansas City Zephyr to Chicago. CB&Q added a former motorcar converted sisted by the linear thrust of the trailer was The piece de resistance was on Track 4: to a baggage-coach and the division passen­ an experience none of us would forget. At the Pioneer Zephyr trainset, operating as ger agent, Cliff Harkness from Burlington, times, all three front windows were cov­ Train No. 11, the day local to Lincoln via accompanied us, passing out current Burling­ ered with snow and although it was per­ Tecumseh. There was time to make a trip ton Route timetables and brochures. Re­ haps less than half a minute before the to Table Rock on the PZ equipment and member, this was 1959 and the Burlington windshield wipers could do their job, it we filled the observation room for the was still promoting its fine passenger service. seemed forever before we regained forward short ride. No. 12, the returning local to A brisk wind from the west filled cuts on visibility. The diesel roar and heat in the St. Joseph, was pulled by No. 9912, the the north-south 104-mile line from Creston, small cab compounded the experience. shovel-nose motorcar now preserved at Iowa, to St. Joseph, Missouri. The friend­ Mid-morning at St. Joseph, six days a the Museum of Transportation in St. ly engineer allowed members of our group week in 1959, provided what could now Louis. Numbers 11 and 12 would soon be to join him, two at a time, in the cab and be considered the nucleus of a vintage discontinued and both of these vintage

12 V intage R ails VIGNETTES of the inissoiiB X P A CIFXC 1955-1980

Follow the MO-PAC from the Chicago area to St. Louis and R. M. BILLINGS St. Joe Union Station held some interesting power in its day. Number 9845, Creston-St. Joe motor; No. Kansas City. Also includes views 9767, St. Joe-Brookfield motor; and No. 9900, Pioneer Zephyr, St. Joe-Lincoln (via Wymore). of neighboring roads Frisco, MKT-ATSF and Amtrak. units would be retired from active service. The “Firsts” Color with Sound & Narration The Pioneer Zephyr trainset made its last VHS • 53 min. • S3000 run with a railfan special from Lincoln on t was on the old Orange Blossom Spe­ March 20, 1960, arranged by the late Icial, as a 12-year-old in 1936, that I had Charles E. Able, then general passenger my first of many long-distance train rides, ALSO AVAILABLE IN agent for the CB&Q in Chicago. had my first meal in a “deluxe” diner, Returning to Creston that evening, we and spent my first night in an open sec­ CLEAR BLOCK'S pored over the O f f ic ia l G u id e in the dim tion sleeper. "VIGNETTES" SERIES light aboard the motorcar looking for our My father, a local physician, was re­ next branchline trip. It turned out to be a covering from a severe sinus infection and Reading memorable sleeper and mixed train out­ to recuperate took his family to St. Peters­ (1948-63)...... $3500 ing, but that’s another story. burg for two months. We left Columbia R. M. Billings, (Pennsylvania) on a bitter cold February Baltimore & Ohio Moline, Illinois morning on a steam-powered Pennsy local (1953-57)...... S3500

Chesapeake & Ohio (1952-72)...... S3500

Erie Lackwanna Vol. I “There isn’t a train I wouldn’t take...” (1960-70)...... S3000 Edna St. Vincent M illay Erie Lackwanna Vol. II ...and take them we did. Trains to work. (1970-76)...... $3000 Trains to war. Trains to return home. Take them again through the beautiful Detroit, Toledo & Ironton pen and ink drawings of H.L. Scott, III. (1956-81)...... $400C Railroad Art by Scotty™ is lovingly crafted in perfect detail — from the sun ...AND COMING SOON! glinting off of a brand new business-like Central Railroad o f New Jersey diesel to the aging narrow gauge work horse running through tall grass and long shadows. I Add $200 per order-shipping. To receive a free catalog or Ohio residents add 6% sales tax. discuss your custom piece, please call Available direct or at your dealer. • Limited edition prints are embossed with Scotty’s signature PH 1-800-645-5813 to ensure authenticity. 800-571-5701. • Choose from nearly 200 images. Railroad Art by Scotty™ is displayed FAX (614)389-6091 • Custom framing options include for sale at T he T rain Store route maps, railroad pins and clocks. ■Ml CLEAR BLOCK PRODUCTIONS, INC. • Unique gifts for family, friends and Durango, CO • Silverton, CO • Leavenworth, WA business associates. P.O. BOX 52V Collectors of originals, please ask for Scotty or Kate when calling. MARION, OH 43301-0527

Fall 1995 13 We’d Like To Hand You One of The Oldest Lines In Iowa.

JOHN D. DENNEY JR. Atlantic Coast Line No. 1743 leaving the ACL station in St. Petersburg in March 1936.

to York where we boarded a Harrisburg- passed by in the darkness. The next morn­ Washington train powered by the usual ing in the diner at breakfast I discovered K4. My father had quite an interest in grits and also found it was a two-syllable trains and before we boarded the Orange word south of Washington, but my biggest Blossom on the lower level of Washing­ culture shock came when a Pullman porter ton’s Union Station, we paused to admire opened one of the Dutch doors at West Sa­ the big Richmond, Fredericksburg &c Po­ vannah or Thalmann and I felt those warm he Crandic Route-Over the tomac steamer with the “Capitol Cities southern breezes for the first time. I also re­ Years will stop you in your Route” logo on its tender which was the member sitting in one of the lounge chairs tracks. It’s an hour-long, full color video that chronicles the history head-end power for the Orange Blossom. in the rear solarium car, watching the track rof the Cedar Rapids and Iowa City The evening, I recall the hot corn sticks disappear behind us, and the Miami cars Railway, better known as The Crandic. and fried chicken and gravy in the Sea­ being switched out at Wildwood. Through original photos and film board Air Line dining car. I was already a Through the efforts of one my father’s footage, we’ll give you a behind-the- budding railfan and I believe I spent most medical school classmates who had his scenes view, tracing the development of of the night raising the shade and watching practice in St. Petersburg, we rented a mod­ this intemrban passenger railway service from my berth as the southern pine lands est bungalow-type home a short distance into what is today: one of the premier short line railroads in the country. We’ve Pulled Out All The Stops. In this video, you’ll see how 200 men with mules and slip scoops laid down the 27 miles of Crandic track. You’ll experience the peak of passenger service in the 1920’s—the sights and sounds of a ride in an actual rail car. Also included is a complete electric and diesel equipment roster! Super Chief on Raton -1951 To Catch The Crandic, by Gil Bennett. 7 5 0 signed & num bered. Full color, Follow This Route. 18" x 24" $20 plus $4 shipping. To get your hands on this 66-minute video of The Crandic Route-Over the Super Chief 1936-1971 from original by Rod Aszman. Years, send a check or money order for 750 signed & numbered. $29.95 plus $3 handling to: Crandic Full color, 24" x 34" $75 plus $4 shipping. Railway, 2330 12th Street SW, Cedar Rapids, Iowa 52404. Iowa residents BOTH PRINTS $90 plus $4 SHIPPING. please add 5% sales tax.

Send 3-stamp SSAE for HUGE LIST of over 200 other RR prints. $2995 Send Check, M O , Visa, MC info to:

Trackside Prints and Hobbies Your Ticket To Ride: At your request, we’ll ^ r i i l c K S I D H ^ PRINTS AND HOBBIES send you FREE, an original, pre-1953 Crandic Box 690503 • Houston, TX 77269-0503 Route ticket (while supplies last) with your video. Ask (Texans: Please add 8% sales tax.) for our list o f additional railroad memorabilia!

14 Vintage R ails from the Seaboard station, a plain, frame building at, I believe, Ninth Avenue South. The Seaboard dead-ended right on the FIRST - CLASS RAILROAD PINS street; trains backed into the yards after dis­ The BEST in railroad pins — charging passengers. The Atlantic Coast RR heralds, name-trains, Line, although it had a similar dead-end op­ manufacturer's logos, eration, had a more elaborate Spanish-style signs, builder's plates, station closer to downtown St. Petersburg. and m ore. Once I recall waiting at the ACL tracks as Custom pin service for — the Gulf Coast Limited backed down to the railroads, tourist railways, station to load for its northbound trip. historical societies, clubs, museums and conventions. I am sure the trip started me out as a railfan. I took a couple of train pictures in See your dealer or order direct — $5.00 each plus $1.00 per order for St. Pete as well as of trolleys. Fifty-nine Postage tv Handling. NO credit cards. Send SASE for updated listing. years and many train rides and pictures later, I still have wonderful memories of SUNDANCE MARKETING, INC. TO BOX 4957 PORTLAND, OR 97208 that ride on the Orange Blossom. John D. D enney Jr., Columbia, Pennsylvania

The Lure of Santa Fe s a teenager living in northwestern New York Central’s Great Steel Fleet by Geoffrey H. Doughty New Jersey in 1949, I was firmly A 112 Pages, Hardbound hooked on the lure of trains. Our house 200 B&W and Color Illustrations was within a couple of hundred yards of the Jersey Central and if the wind was just Story of the principal NYC passenger trains after receipt of the massive new car orders in 1948 and the following right, I could hear whistles of the Lehigh years. Background on each name train, consists, and Valley several miles to the west. The New complete car rosters. Great photos from many sources. York Central and Pennsylvania along with Sidebars illuminate numerous aspects of NYC’s passen­ the Lackawanna and Erie were also not ger service in these years. Only $22.95 + $4 S/H that far away. It was a great time to grow (Order by November 30 and pay only $19-95 + $4 up. There was only one ingredient missing S/H.) Delivery expected October/November) from this recipe: the Santa Fe! I never knew Illinois Central Streamliners 1936-1946 what the attraction was over all the eastern 112 Pages, Hardbound lines. Maybe it was the Warbonnet Fs and 230 B&W and Color Photos PAs or the fascination of the American All the great IC lightweight trains including the Panama Southwest. One thing was for certain, I had Limited, Green Diamond, City of Miami. to see the Santa Fe up close and in person! Only $19 95 + $4 S /H I managed to save enough money doing odd jobs during 1948 and 1949 to afford a Norfolk Southern Diesel roundtrip coach ticket to Chicago on New Locomotives York Central No. 1, the Pacemaker. Why 112 Pages, Hardbound 150 B&W and Color illustrations, mechanical and paint­ Chicago? Because the Chicago Railroad ing/lettering diagrams, roster and background history of Fair was in progress and Chicago was the each NS class from 1982 to present. nearest location of the Santa Fe! My trip Bargain Priced at Only $19-95 + $4 S /H was an unforgettable five days in early September 1949. The displays at the Rail­ Seaboard Coast Line Railroad road Fair were great as were the overnight 112 Pages, Hardbound trips on NYC No. 1 and No. 2. However, Over 200 B&W and Color 1967-1982, includes Family Lines the high spot of the trip for this fourteen- and Seaboard System. Cars, locomotives, rosters, maps, oper­ year-old was a personally guided tour by a ating photos system-wide. Santa Fe PR man of the brand new Super Only $19.95 + $4 S/H C hief prior to boarding passengers at Dearborn Street Station. We walked Richmond, Fredericksburg & Potomac Railroad through the entire train from the observa­ The Capitol Cities Route tion car to the head end including all four 210 Pages, Hardbound 350 B&W and Color Illustrations F3 units (33L,A,B,C). I was in Utopia! Complete history plus cars trains and locomotives. Another major saving program began Only $28.95 + $4 S /H immediately after returning home to reali­ Virginia residents add 4.5% tax, Foreign orders add $4.00 per book. ty and high school. It was almost two Send for the complete list of fine quality railroad books available fromTLC. Maximum Shipping and Handling charge per order is $7! years before my next encounter with the Santa Fe. In August 1951, I spent three TLC Publishing, Department VR weeks touring the country on Greyhound Route 4, Box 1 5 4 • Lynchburg, VA 24503-9711 buses (I couldn’t afford the trip by rail).

Fall 1995 15 JOHN LUCAS Santa Fe 4-8-4 No. 2 9 2 8 with the California Limited pauses for a crew change and servicing in Albuquerque on its way west on August 23, 1951.

The Greyhound from Oklahoma City de­ some; there were PAs, F3s and F7s, and well as a Railway Express Agency trailer posited me in Albuquerque in the middle even some 2900-class 4-8-4 Northerns. truck and freight house. Then there is the of the night. A very nice widowed school Another saving program began at the end Santa Fe reefer on track one in the left teacher took me under her wing and invit­ of this trip. On the way home I decided foreground. The station is about five cars ed me to stay at her house while in town. that I would attend college at the Univer­ behind the engine with the Fred Harvey After an early breakfast, I took a city bus sity of New Mexico in Albuquerque! Alverado Hotel just beyond. Departure to downtown to the railroad station where I The view of the station platform and the west and Los Angeles is only minutes would spend nearly every daylight hour the California Limited with 4-8-4 No. away as the conductor walks up to the en­ for the next two days. If Dearborn Street 2928 has many features one does not find gine to talk with the engineer. Station was Utopia, this had to be Heav­ in the 1990s. There is the TCL (less than John C. Lucas, en! The fleet of passenger trains was awe­ carload) freight ramp on the far left as Los Alamos, New Mexico

“Highball” tor, Julius S. Wachowiak, stepped off the STEAM *V caboose at East Winona. ERA When I was dispatching for the Green As you might guess, the engineer fin­ Bay & Western in the early 1960s, I ished reading the message and “away he CLASSICS set up a close meet near Whitehall, Wis­ went,” leaving his conductor behind on Black & White 8” x 10” photos from original nega­ consin. To avoid delaying No. 1, the priori­ the platform. Jules got on the telephone, tives circa 1935. Available are: 20th Century ty westbound freight train, the eastbound rather upset. I told him to relax, we’d Hudson, NYC Pacific, CNJ “Blue Comet,” CNJ way freight (No. 4) had to get through Camelback, PRR K-4#3768, PRR GG1 #4849, RDG arrange for the section foreman to drive “Crusader,” B&O “Royal Blue,” Southern PS4, C&O East W inona quickly. Since there were only him to Whitehall, where the local police #471, SP “C.P. Huntington," NY Trolley, LV Diesel, a couple of empties there, I telegraphed a would hold the train for us. We made the More to come! Shipped postpaid in 3-ring plastic sleeve. $6.95 each; any 3 $18.95. NJ Residents add message to the operator, “highball East meet on time. But it took weeks for the 6% sales tax. ALLOW 4 WEEKS DELIVERY. Winona.” Unfortunately, the message went conductor to calm down. JSW was talk­ Send Check/M.O. to: to the head end of the train, rather than the ing pretty loud for quite a while. rear. The engineer unfolded and started JeroId Bruley, VINTAGE VIEWS 8 DEER TRAIL, FLEMINGTON, NJ 08822 looking at the message while the conduc­ Pickerel, Wisconsin

16 Vintage R ails ^ j O R E A l A Briefly Blossoming Rose

n 1958 it was not easy to be a fan of the N ew Haven Railroad. The com­ pany was teetering to­ wards its second bank­ ruptcy, and despite the introduction of flashy new paint schemes, mainte­ nance had been drastically Pacific RailHIm slashed during the 1954- J.W. SWANBERG 55 McGinnis administration. Successor Once in a while, though, an exception Bigger, bolder Charles Alpert was a lawyer with no rail­ came along. Consider this view of New and better-you road background and may have meant Haven FA1 No. 0425, heading up a stan­ best source for well, but he just didn’t have the railroading dard A-B-B-A consist through Danbury, great photos savvy to make the right decisions. This re­ Connecticut, for Maybrook on November and in-depth sulted in the decline of a once-almost-over­ 1,1958. At first glance, all you see is a shiny news from maintained property into an ever deepen­ red-and-black FA and a Virginian box car— today's ing mire of little or no maintenance at all. the following three units look more like Western Especially affected by this lack of main­ part of the yard mud. For just this moment, railroads. tenance were the New Haven’s 50 Alco FA 0425 is as bright as a new penny. $30 for 12 and FB units. True, some of them received Out West on the Santa Fe in this same issues. an intricate red-white-black McGinnis liv­ year of 1958, matched sets of polished F- (One year) ery, but most soldiered on in the earlier units move tonnage, while equally clean #IPRN12 green and gold, once elegant but now a covered wagons haul the freight on rail­ dusty ghost of former polished days. Pas­ roads as diverse as the Frisco, the South­ senger power was at least washed now and ern Pacific, the New York Central ... the journal then, but the FAs were at the bottom of the list goes on and on. list, expected to grind back and forth forev­ But we are in Danbury, Connecticut, in Exciting news and A Rocket Reborn * er over the 125-mile route between New 1958, and New Haven 0425 is truly an ex­ features on British *------* Haven and Maybrook, New York, with ception in the just-painted shiny (albeit sim­ everything from 130-car consists for New Haven’s western plified) colors, a briefly blossoming rose. yesterday's gateway. The FAs became so dusty and And that makes her a welcome sight indeed. classic passenger dirty that they began to blend with the ele­ J. W. Swanberg, trains to today's Amtrak i mental mold of dirt, ties, ballast, and weeds Branford, Connecticut Essa streamliners I "WrMKmg-s ' over which they ran. o streamlined Era and commuter trains. $30 for 12 issues. (One year) #IPTJ12

Locomotive M a k Preservation IIIT-SMKTS The award-winni magazine of T-SHIRTS $11.95 America's SWEATS $18.95 railroading Child’s T’s $9.95 history and the Add $1.00 tor XXL sizes artifacts, peop] 4223S * CHILD’S SWEATS! $15.95 and places keeping this J-BAR RAIL history alive today. BOUTIQUE $21.50 for 6 issues. (One year) #ILRP( 910 N. Salem St. • Rockton, IL 61072 815-624-4015 • FAX 815-624-2652 To Order, call Toll-Free: Add $5.00 S&H • Allow 2-4 weeks delivery. 1- 800 - 210-2211 Dealer inquires invited FAX 818-793-3797 or write: Ask us about our many other designs Pentrex Circulation Departmer P.O. Box 94911, Pasadena, CA 91109 VISA HHH Subscribe Today!

M A G 5 T im e -T a b l e s

Looking Back, Moving Ahead in 1946

JUNE-SEPTEMBER, 1946

Optimism and New Equipment a busy industry ruled by steam locomo­ tives and passenger schedules: 1,133 com­ hile the Great Northern waited for panies operated 239,869 miles of road. Of W new equipment for its Em pire 45,511 locomotives in service, 39,592 or Builder, railroads across the country in 88 percent were steam. The Class I line- 1946 looked optimistically toward peace­ haul railways carried 790,130,000 revenue time growth. passengers, and originated 1,366,617,000 The Builder left Chicago daily at 11:15 revenue tons of freight. Further, the rail­ p.m. on the Burlington Route, switching roads transmitted train orders by telegraph to GN tracks at St. Paul and arriving in on 71,572 miles of track. Semaphores pro­ Seattle two and a half days later at 8 a.m. tected 30,121 miles of road, accounting with sleeping cars, tourist sleeping cars, for 43 percent of the automatic signals. coaches, diner, and observation-lounge. By year’s-end, GN’s full-color advertising “Highballing” Once More in F o r t u n e and other magazines pro­ moted the again improved train, accom­ he popular picture magazine, L i f e , modating 307 passengers. “The first Tfeatured the Rock Island in a photo­ modern, sleeping car-coach train built graphic essay subtitled “Midwestern rail­ since the war, the new Empire Builders road system is ‘highballing’ once more.” inaugurate the first streamliner service The line was well on its way to complet­ between Chicago and the Pacific North­ ing a 100-mile, $12 million track reloca­ west on a daily 45-hour schedule,” GN tion program on its Golden State route be­ said proudly. tween Muscatine, Iowa, and Kansas City. The new equipment went into ser­ vice February 23, 1947. GN owned Building Up the Monon four 12-car train-sets, the Burlington owned the fifth. While the Burlington ohn W. Barriger became president of advertised “Way of the Zephyrs” on Jthe Monon as the company emerged the front of its 1946 timetable, the from 13 years of bankruptcy; a new board back (reproduced here) was reserved of directors promised to build up the for steam power and the “Everywhere Monon, “giving the people of Indiana up- West” slogan. Burlington’s train to the to-date, modern railroad service.” Pacific coast, the Exposition Flyer, op­ erated with the Rio Grande and West­ A First in Railroad Radio ern Pacific. lthough many railroads had been ex­ History and Celebrations A perimenting with radio, the Denver & Rio Grande Western walked away with or two companies, the Pennsylva­ the first railroad radio authorization. The Fnia and Lehigh Valley, April was a Federal Communications Commission on time for centennial celebrations. R a i l ­ February 27 approved thirty-two new w a y A g e , praising the Pennsy for hir­ mobile units. ing an engineering firm to prepare a Prevent Waste, Please Keep This Folder history of its property, remarked: “It New Types of Motive Power JOHN GRUBER C0UECTI0N is strange, in such a country as this— known throughout the world for its eco­ hile Union Pacific put the first Fair- nomic and industrial preeminence—that W banks-Morse diesel road locomo­ so much more attention is usually devoted tive in service and Ingalls Shipbuilding to political history than to business and in­ Corporation built its first 1,500 h.p. “all­ dustry history.” purpose” diesel, Charles Kerr Jr., a con­ The Interstate Commerce Commission sulting transportation engineer for West- collected a vast array of statistics, showing inghouse, predicted new types of motive

18 Vintage R ails war order, 20 streamlined passenger coaches for North Western’s 400 fleet. “It is strange, in such a The six-car Pere Marquettes, inaugurated August 10, were the first new streamlin­ country as this—known ers to consist entirely of equipment built since the war. The first new post-war throughout the world streamliners in the Southeast went into service November 17, the Humming Bird for its economic on the Louisville & Nashville and the Rock Island included smiting employees in a plea G eorgian on the L&N and Nashville, and industrial for post-World \Nar II courtesy. Chattanooga & St. Louis. Forty-six rail­ roads had 2,598 passenger cars on order, preeminence—that so 192 of them from company shops. coal burning steam-turbine-electric will In a 12-page booklet, Two Y e a r s o f much more attention enter service. And, in the not too distant G r a c e , the Rock Island cautioned that future, the gas-turbine locomotive is cer­ top-notch service and equipment and cour­ is usually devoted tain to appear.” New York Central test­ tesy are essential to convince customers ed a Niagara type, No. 5500, with pop­ that “they should stay with the railroads to political history pet-type valves. But, on the B&O, three when other forms of transportation are diesel freight locomotives from GM’s ready to offer stiff competition.” than to business and Electro-Motive Division set a record And finally, Chesapeake & Ohio and when they completed 1,058,000 miles Nickel Plate again mounted a newspaper industry history.” without a breakdown. ad campaign calling for coast-to-coast Among the many passenger train de­ trains through Chicago and St. Louis. Railway Age velopments: A retired Norfolk & Western When the “Chinese Wall” was cracked at section man, Leonard A. Scott of Dry Chicago with through sleeping cars, the Branch, Virginia, won $500 for suggest­ C&O described the situation at St. Louis power would rapidly come into use. “In ing the name Powhatan Arrow for as a “holdover from stagecoach days.” 1944, the geared steam turbine made its N&W ’s train that began operating April Railroads did insist on their independence appearance and promises to open new 28 between Norfolk and Cincinnati. Pull­ in these days of steam and speed. JG fields for steam power. Soon the first man-Standard completed its first post­ o

KEN ZURN Chicago & North Western's Minnesota 400, train 418, pulled by a company-streamlined Pacific, steams along near Onalaska, Wisconsin, in 1946.

Fall 1995 19 Electrifying

B y W i l l i a m D. M i d d l e t o n

n January 28,1935, U.S. Secretary of the Interior Harold L. Ickes, Pennsylvania O Railroad Vice President Martin W. Clement, and more than a hundred other notables gathered at Washington Union Station to board a nine-car special train headed by electric locomotive No. 4800, the prototype for the railroad’s celebrated GG1 class.

AFTER SUITABLE SPEECHES WERE oneering years of electric traction. The made, the train departed on a round trip to railroad’s experimental electrification of its Philadelphia to celebrate the completion of seven-mile branch between Burlington and the Pennsylvania’s ambitious New York- Mt. Holly, New Jersey, which operated Washington electrification project. Regular from 1895 until 1901, was among the first passenger service with electric motive pow­ such projects ever carried out by a steam er began on February 10, and by early railroad. In 1905 and 1906 two PRR sub­ April all through passenger trains between sidiaries, the Long Island Rail Road and New York, Philadelphia, and Washington the West Jersey & Seashore Railroad, were being pulled by electric locomotives. completed extensive electrifications for There was much yet to be done before suburban services. And in 1910, the Penn­ the Pennsylvania’s great electrification sylvania opened an electrification as part program would be complete. Several ma­ of its massive New York tunnel and termi­ jor freight lines were still to be nal project that ranked as one of completed, and the rail­ the most significant mainline road’s electrification of its applications of electric trac­ main line west to Harrisburg tion yet completed. would not open until early All of this early PRR electrifi­ 1938. But clearly the January cation employed low-voltage 1935 completion of electrifica­ d.c. systems, but from an early tion on what was to become date the railroad was interested in known as the Northeast Corri­ the developing technology for sin­ dor, North America’s pre-eminent gle-phase a.c. electrification, which rail passenger line, was a key milestone in promised much greater efficiencies for Pennsylvania Railroad electrification. long-distance installations. Between 1905 The Pennsylvania’s involvement in elec­ and 1908 the railroad carried out an ex­ trification went all the way back to the pi­ tensive test program on LIRR and West

In June 1963, Pennsylvania Railroad GG1 4917 leads the Seaboard Air Line Silver Meteor streamliner southbound across the Raritan River at New Brunswick, New Jersey. The Raymond Loewy-styled GG1 was one of the most recognizable locomotives in America and symbolic of the Pennsy Electrification and high speed modern railroading.

RICHARD J. SOLOMON 20 V in ta g e R ails Fall 1995 21 Jersey & Seashore tracks to develop a lo­ comotive for its New York terminal elec­ The project, announced trification. Two experimental B+B loco­ motives built at the Pennsylvania’s Juniata on October 13,1928, Shops in Altoona, Pennsylvania, were third rail d.c. units, but a third experimen­ would encompass some tal unit completed by Baldwin-Westing- house in 1907 was designed for 11,000 325 route-miles, and volt, 25 Hz, single-phase a.c. operation. Although the 70-ton, 2-B locomotive gave 1,300 track-miles, of a good account of itself in tests on a five- mile section of a.c. catenary installed on electrification ... and the Long Island, the Pennsylvania stayed with its plans for a third rail d.c. electrifi­ would require a fleet cation at New York. But only a few years later, when the of 365 new electric company undertook its next electrification project, the Pennsylvania shifted to the use locomotives operating of an 11,000 volt, 25 Hz, single-phase a.c. system. The immediate project was an more than 500 daily electrification of the railroad’s congested Paoli and Chestnut Hill suburban lines in passenger trains with Philadelphia, authorized in 1913. The same third rail d.c. system already in use in electric power. New York and on the West Jersey & Seashore would have been suitable for these new projects. But by this time the “Universal” locomotives built by the rail­ railroad was already considering mainline road’s Juniata Shops at Altoona and fitted electrification, and the system chosen for with Westinghouse electrical equipment, the new suburban electrification would was delivered early in 1924. have to be suitable for this as well. The su­ By this time the Pennsylvania’s interest perior characteristics of single-phase a.c. in mainline electrification had shifted from for long distance electrification had been its route across the Pennsylvania moun­ convincingly demonstrated on the New tains to the eastern main lines between Haven’s New York-New Haven electrifica­ New York and Washington, which by this tion, and the same system was adopted by time were carrying what was perhaps the the Pennsylvania. densest rail freight and passenger traffic in Paoli line suburban services were con­ America. Despite the availability of a mul- verted to electric operation by 1915, and the Chestnut Hill line was electrified by CHARLES B. CHANEY, SMITHSONIAN INSTITUTION early 1918. Philadelphia suburban electri­ fication continued through 1930, most importantly on the New York-Philadel- phia-Washington main line northward to Trenton, New Jersey, and southward to Wilmington, Delaware. The Pennsylvania’s interest in the ap­ plication of electric motive power to its long-distance operations dated as far back as at least 1908, when studies of mainline electrification between Philadel­ phia and Pittsburgh were made. By 1913, the company’s annual report told stock­ holders that electrification of 35 miles of mainline across the Allegheny Mountains between Altoona and Conemaugh, Penn­ sylvania, was under consideration. The kind of motive power that would have been used for such a mountain instal­ lation was previewed by an enormous 258- On January 28,1935, Pennsylvania Railroad GG1 4800-known as “rivets" because its distinctive car- ton experimental Class FF1, 1-C+C-l sin- body was riveted rather than welded-led the first northbound electrically powered passenger train gle-phase a.c. electric locomotive that through the Hoffman Street Tunnel in Baltimore, Maryland. “Rivets” is wearing an early version of the began test operation under the Paoli line Raymond Loewy striping; later versions of the paint scheme featured tighter spacing between the five catenary in 1917. A second a.c. test unit, pin stripes. In the mid-1950s, Pennsy simplified the scheme by switching to a single broad pin-stripe and one of three experimental 1-D-l Class L5 a large keystone on the side of the locomotive.

22 V in ta g e R ails CHARLES B. CHANEY, SMFTHS0NIAN INSTITUTION

Pennsylvania Railroad had a great variety of elec­ tiple-track main line, with at least four tious program was expanded with the an­ tric locomotives, including the utilitarian P5 tracks all the way from New York to nouncement that PRR electrification class, which were not as glamorous or as Wilmington, Delaware, the railroad antici­ would go all the way to Washington, with powerful as the GG1, but served the railroad pated that continuing traffic growth would an electrified connection to the Potomac faithfully for many years. The class locomotive, require the development of still greater ca­ Yard in Alexandria, Virginia, for freight P5 No. 4700, is preserved at the Museum of pacity through either the construction of traffic. The total cost of this expanded Transportation in St. Louis, Missouri. On April 24, additional tracks, or electrification. program was estimated at $175 million. 1937, P5 4735 leads an eight-car New York Following studies of the motive power Some 60 freight trains and 830 passenger Express across the Schuylkill River at Fairmont needs for future traffic growth in this trains, it was estimated, would operate Park in Philadelphia. Eastern corridor, the Pennsylvania’s board daily over this great electrification. of directors approved what would be the The overhead distribution system de­ largest single electrification program yet veloped for the electrification typically In addition to the electrification itself, undertaken anywhere in the world. The employed a compound catenary distribu­ the Pennsylvania carried out a number of project, announced by PRR President tion system supported by a cross-catenary other major improvements along the New William Wallace Atterbury on October support system carried on steel H-section York-Washington line. A new station was 13, 1928, would encompass some 325 poles, which also carried transmission placed under construction at Newark, New route-miles, and 1,300 track-miles, of and signal power lines. Electric power Jersey, while both a new Suburban Station electrification, and it would require a fleet purchased from utility companies was de­ and a 30th Street through station were of 365 new electric freight and passenger livered to the system at four locations, built at Philadelphia. Extensive grade cross­ locomotives. More than 500 daily passen­ where transformer stations stepped the ing elimination work was completed, and ger trains would be operated with electric power supply up to 132,000 volts for new tunnels were built at Baltimore. Many power. Estimated to cost $100 million, the transmission to substations at intervals of miles of track were reballasted and relaid project was planned for completion over a eight to ten miles along the line, where it with the Pennsylvania’s new 152-pound period of six to seven years. was stepped down to the trolley wire rail section in preparation for the higher Scarcely a year later even this ambi­ voltage of 11,000 volts. speeds that electrification would bring.

Fall 1995 23 RICHARDJ. SOLOMON

Many of Pennsy's suburban branch lines were By the time the project reached its burg, was authorized by the railroad’s electrified for commuter service. On June 8, peak in mid-1934, the railroad had 76 board of directors early in 1937 and was 1959, a set of MP54 electric multiple units work trains and 12,000 men employed completed the following year. bound for South Amboy cross Henderson Street near Journal Square in Jersey City, New Jersey. on the project, and it was estimated that Operation of this great new electrifica­ They are on Pennsy’s route from the ferry termi­ as many more men were engaged in the tion required an entirely new fleet of electric nal at Exchange Place, the original main line manufacture of equipment and supplies locomotives. In typical Pennsylvania Rail­ before Penn Station in Manhattan was built. for the work. road fashion, the company set out to devel­ The completed electrification was op and test its own locomotive designs, and placed in operation in several stages. The here there were some serious missteps. original New York terminal d.c. electrifi­ Initially, the railroad’s motive power The railroad pressed ahead with this cation between Sunnyside Yard in Queens department developed standard designs massive project despite the growing nation­ and Manhattan Transfer was converted to for three types of box cab electric loco­ al depression, even electing early in 1931 to a.c. operation early in 1932, while multi­ motives. The 01 was a 2-B-2 unit de­ accelerate the project, completing in two- ple unit local train service began operating signed for light passenger service, the P5 and-a-half years work that had originally as far south as New Brunswick, New Jer­ was a 2-C-2 heavy passenger unit, and been planned for a four-year period. sey, later in the year. Through trains began the L6 was a 1-D-l freight locomotive. Through 1931 the railroad was able to fi­ operating with electric power between Eight O l units built at Altoona in 1930 nance the project itself. After that, a $27.5 New York and Wilmington in January and 1931 were the first of the standardized million Reconstruction Finance Corpora­ 1933, while the entire route to Washing­ units to enter service. These proved to be tion loan in 1932 and an $80 million Pub­ ton was under electric operation by early lic Works Administration loan in 1934 1935. Electrification of several freight helped to keep the work moving ahead. lines, and of the main line west to Harris­ Text continued on page 26

24 Vintage Rails Lionel’s 0 Gauge GG1: A Beauty of a Beast

“A perfectly created train, hailed by real railroad men as one of the finest models in the world. Twenty-wheeled, 1474” Electric-type loco has die-cast body and real HORN and can be adjusted to take current from overhead wires through pantographs, which raise and lower.”

By A l l a n W. M i l l e r

W ithout additional fanfare, hoopla, or detail, America’s most gard because it was powered by a single motor, later deemed in­ prestigious toy train manufacturer—the Lionel Corpora­ adequate for the engine’s substantial weight. Subsequent releas­ tion of New York City—thus premiered its first one-quarter es all featured dual motors driving 12 wheels, further enhanced inch (O gauge) model of a GG1 electric locomotive on pages 14 by the addition of Magnetraction, Lionel’s patented process for and 15 of its 1947 consumer catalog. achieving even greater tractive effort through magnetized loco­ Lionel, which had been offering toy trains to a receptive public motive wheels and axles that help them better grip the tinplated- since the turn of the century, had not produced an electric-type lo­ steel running rails. comotive model since 1933—one year before the prototype GG1 Today, Lionel’s earliest model of the GG1, the under-powered began sparking the overhead wires on the Pennsylvania Railroad. 2332, commands collector prices in excess of $1,000 for a unit in In the period before and immediately after World War II, only excellent or better condition. A mint-in-the-box example, rarely steam locomotive models were featured in the extensive Lionel found after all these years, merits a substantial premium. Others lineup. Reportedly, the firm’s founder, Joshua Lionel Cowen, har­ of the four models released in the postwar period (ranging from bored a special fondness for steam power and was reluctant to tri­ 1945 to 1969, when the original Lionel Corporation still made fle with the tried and proven success of his existing product line. the trains) are also valued at around $1,000 or more, depending Nevertheless, the forces for modernization in Lionel’s design, engi­ on model, decoration, mechanical or cosmetic variations, and neering, and marketing departments eventually prevailed, and the condition. A determining factor in the value of postwar models is addition of a GG1 to the catalog signaled an appropriate and the condition of the striping, which is frequently found to be bro­ well-received departure from the usual assortment of iron horses. ken, faded, or otherwise deteriorated. Because excellent repro­ Lionel’s GG1 was a popular seller nearly from the start—so ductions of Lionel’s postwar GGls have been made by others much so that a GG1, in a variety of paint schemes and/or road from time to time, novices are strongly advised to seek the ser­ names, has appeared in the toy maker’s catalog off-and-on for vices of an expert collector before making any purchase. nearly 50 years. Despite a 13-year gap in Lionel’s GG1 produc­ Modern era GGls from Lionel—including the six different tion from the early-1960s to the mid-1970s, the locomotive has models made to date by Model Products Corporation and Fundi- never lost favor with toy train collectors and operators. mensions (both subsidiaries of General Mills) from 1970 to 1986, Lionel’s rendition of the GG1 provides an excellent example and subsequently by the existing Lionel Trains, Inc.—are equally of the toy maker’s craftsmanship and engineering skill. Although desirable and generally more affordable. Perhaps the most prized foreshortened to allow it to negotiate the tight curves of toy model in this category is the striking Brunswick green, five-stripe train track, the model nevertheless retains the sleek, streamlined 8150, produced in 1981, valued at about $800 in new condition. look of the Raymond Loewy-styled prototype. Configured at the The long tradition of Lionel’s popular GG1 continues in factory to operate normally on Lionel’s conventional three-rail spring 1996 when the latest addition to the fleet—a Brunswick track, all of the firm’s GG1 models can also easily be con­ green single-stripe model—makes its debut. It’s sure to verted to draw their current through pantographs from f L j be a hot seller! overhead lines—just like the prototype. w R l Prototype GG1 locomotives plied the rails of eastern From the standpoint of operation, most Lionel GGls JJ seaboard and mid-Atlantic states for a half century. Run- will out-perform just about any of the other steam, diesel, f l ning along the gleaming three-rail networks of countless toy or electric models, including the latest contemporary offer­ '/ train layouts, Lionel’s models of this distinctive engine are ings. Only the initial model, No. 2332, is lacking in this re destined to surpass this most admirable record.

F a l l 1995 25 never fitted with electrical equipment, and box cab configuration for high speed op­ P e n n sy E lectrification were finally scrapped without ever having eration was made clear by a January 1934 Continued from page 24 pulled a train. grade crossing collision on the New York The primary reason for this L6 debacle Division that cost the lives of a P5 engine too light for versatile passenger use, and was a chain of events in the development crew. This was remedied by a redesign of had some tracking problems as well, and of the Pennsylvania’s third standardized the last 28 P5a units to a streamlined cen­ the design was never repeated. Only three design, the P5 heavy passenger unit. Based ter cab arrangement that afforded better prototype L6 freight locomotives ever en­ upon promising results with two proto­ collision protection to the crew. Other tered service. Another 29 completed by the type P5s completed at Altoona in 1931, problems were not so easily remedied. Lima Locomotive Works in 1934 were the Pennsylvania had placed orders with While the P5a proved powerful enough

WILLIAM D. MIDDLETON

The GGl's longevity was a testimony to its design. Baldwin-Westinghouse, General Electric, to maintain schedules with trains of eight As a class they performed for nearly fifty years. and the railroad’s own Altoona shops for to ten cars, double-heading was required Several of the durable motors are seen at the Ivy 90 P5a units that were intended to be the to keep heavier trains on time. Tracking City terminal in Washington, D.C., on November basic passenger locomotives for the elec­ qualities of the locomotive were not en­ 11, 1967. trified lines. These powerful 90 mph units tirely satisfactory, and the railroad was were delivered during 1932-1935. obliged to defer a planned post-electrifica- But soon after the P5a’s began han­ tion acceleration of its passenger sched­ dling through passenger trains in 1933, ules. Even worse, cracks began to develop some serious shortcomings in the design in the P5a driving axles, and the passenger began to appear. The unsuitability of the train speed limit was dropped to 70 mph

26 Vintage Rails until a solution to the problem could be found. The axle problem was soon reme­ died with redesigned, heavier axles, but other problems with the P5a were not so easily fixed. In 1933, the Pennsylvania set up a spe­ cial high-speed test track near Claymont, Delaware, with impact-recording ties and locomotive-mounted recording equipment to measure lateral forces against axles and wheel flanges. Data from tests at Clay­ mont helped the Pennsylvania modify equalization of P5a trucks in a way that improved tracking qualities to a satisfac­ tory level. But far more important to the future of Pennsylvania Railroad electrifi­ cation were the results of a continued test­ ing program at Claymont during 1933-34 aimed at developing an electric locomo­ tive with better riding qualities. First, the railroad tested one of the New Haven’s new EP3a locomotives, built by General Electric in 1931. The EP3a dif­ fered from typical Pennsylvania practice in two important respects. First of all, the New Haven design spread an equivalent weight and h.p. over a greater number of WILLIAM D. MIDDLETON axles than any of the Pennsylvania de­ A New York-bound streamliner from Florida pounds a grade crossing at Seabrook, Maryland, on April 6, 1963. The Pennsy often deployed grade crossing tenders at busy crossings. signs, which typically concentrated a max­ imum weight and h.p. on each axle. And unlike the rigid frame designs typical of Pennsylvania practice, the New Haven nonpowered axles, three driving axles order for the L6 freight locomotive. unit employed an articulated frame, with joined with three more driving axles, and The GGl’s enormous power proved a 2-C+C-2 wheel arrangement. two nonpowered axles. The means a sufficient to keep trains of more than 20 Regeared for a 120 mph maximum separate truck, the “+” articulated trucks.] cars on time under even the most demand­ speed, the EP3a showed both superior As it turned out, the Pennsylvania had ing schedules, and the new locomotives tracking qualities and a reduced impact found a locomotive to match its great made possible greatly accelerated sched­ on the track structure from that of the electrification. During 1934 the GG1 was ules on the New York-Washington line. Pennsylvania’s modified P5a design. tested at Claymont alongside a prototype The time of the crack Congressional Lim­ Much impressed with these results, the R1 unit built by Baldwin-Westinghouse ited, for example, was cut from 4 hours 15 Pennsylvania ordered a prototype Class that reflected a more typical PRR design minutes to only 3 hours 35 minutes, repre­ GG1 locomotive from the Baldwin Loco­ approach, with a high axle load, rigid senting an average speed of better than 60 motive Works, with electrical equipment frame, 2-D-2 wheel arrangement. The mph despite six intermediate stops. from General Electric. Delivered in Sep­ GG1 proved much superior to the R1 in The enormous increase in capacity af­ tember 1934, GG1 No. 4899 (subse­ tracking qualities, and it imposed much forded by electrification proved vital to quently renumbered 4800 when series lower lateral forces on the rails. In some the Pennsylvania in meeting the traffic de­ production began) was a remarkable ma­ tests, the GG1 reached a maximum speed mands of World War II. Systemwide, the chine. Carried on two articulated cast of 115 mph, and proved capable of accel­ Pennsylvania’s passenger traffic quadru­ steel frames, the GG1 employed the same erating a test train from a stop to 100 pled from 1939 to 1944, and the growth 2-C+C-2 wheel arrangement as the New mph in as little as 64.5 seconds. on its eastern lines was even greater. Haven’s EP3a. It was 79 feet 6 inches long Orders were soon placed for another In the years following World War II between coupler faces, and weighed 230 57 GGls, all of which were delivered by electrification and the GGls assured the tons. A dozen a.c. traction motors gave August 1935. Still more GGls were deliv­ Northeast Corridor a continuing place as the GG1 a continuous rating of 4,620 h.p. ered between 1937 and 1943, bringing North America’s preeminent high-speed at a maximum speed of 100 mph, and it the Pennsylvania’s GG1 fleet to a total of passenger rail line. To cite just one exam­ was capable of a short term output of 139 units. Differences between the proto­ ple, at the time of Donald M. Steffee’s an­ 8,500 h.p. The GGl’s streamlined car type and production GGls were minor, nual speed survey for 1948, published in body, with a sort of long-hooded steeple the most visible reflecting the contribu­ the April 1949 R a il r o a d magazine, the cab arrangement, was similar to that of tions of industrial designer Raymond Pennsylvania’s electrified lines operated a the modified P5a design. Loewy, who suggested the use of an arc- daily total of more than 17,000 miles at [When classifying electric locomotives, welded body in place of the awkward riv­ average start-to-stop speeds of 60 mph or railroads count axles rather than wheels. eted body of the prototype. more, representing some 12 percent of all Numbers indicate nonpowered axles, let­ With the advent of the GG1, the Penn­ North American mile-a-minute or better ters indicate powered ones. For example, sylvania began regearing its P5a locomo­ timings. And with a start-to-stop average the GG1, designated 2-C + C-2, had two tives for freight service, and cancelled its speed of 71.2 mph between North Philadel-

F a l l 1995 27 The great majority of the GGls were painted in Pennsy’s Brunswick green, a color that appeared black in many photographs. A few of the locomo­ tives such as No. 4907 received Tuscan red paint, a color used on much of Pennsy’s passen­ ger equipment. Color photographs of the red GGls are very scarce, making this action view at New Brunswick, New Jersey, in June 1963 partic­ ularly rare.

phia and Newark, the Pennsylvania’s Con­ gressional was the fastest electrically pow­ ered train in North America. Twenty years later, when Steffee completed his 1967 survey for the June 1968 T r a in s magazine, regeared GGls were marking up an 85.5 mph start-to-stop average for the Afternoon Congressional betw een Baltimore and Wilmington that repre­ sented the fastest schedule anywhere in North America. Even this wasn’t good enough for the Pennsylvania, and in the mid-1960s the railroad, together with the Federal Gov­ ernment, embarked on a $55 million pro­ ject to develop a new high-speed train ser­ vice between New York and Washington, with an ultimate goal of 150 mph opera­ tion. During 1966-67 high-speed tests were conducted with a four-car Budd- built multiple-unit test train on a section of upgraded track between Trenton and New Brunswick, New Jersey. These tests culminated with a high-speed run on May 24, 1967, in which the test train reached a top speed of 156 mph. Even before the tests were completed, the Pennsylvania had placed a $20 million order with the Budd Company for a 50- car fleet of Metroliner high-speed m.u. cars that were to be capable of 160 mph operation. Unfortunately, as it turned out, the railroad began production of the full 50-car order without the careful proto­ type testing that was its normal practice. As a result, the introduction of the new trains was much-delayed as the railroad and its suppliers struggled to overcome a variety of problems with the equipment. The start-up of high-speed service in Janu­ ary 1969 was nearly two years behind schedule, and many of the train’s perfor­ mance and reliability problems were never fully resolved. Even so, the Metroliners set a new stan­ dard for high speed service in the North­ east Corridor. In early testing, one of the

RICHARD J. SOLOMON

28 V in ta g e R ails Fall 1995 29 AP FA

The Pennsy corridor was a thoroughfare for both trains hit a top speed of 164 mph, and National Railroad Passenger Corporation freight and passenger trains. In 1955 a passen­ when the train finally entered service one established in 1971, was operating 14 dai­ ger train overtakes a freight on the double-track early non-stop schedule covered the 226- ly Metroliner round trips. Susquehanna River Bridge at Havre de Grace, mile run between New York and Washing­ In addition to new trains, the 1965 Maryland. This bridge clogged traffic on Pennsy’s ton in just 2 hours 30 minutes, fully 50 High Speed Ground Transportation Re­ primarily four-track raceway. minutes faster than the best schedule ever search and Development Act that initiat­ operated with a GG1 locomotive. By the ed the Metroliner program also provided end of the first year, Penn Central, which for an upgrade of the Northeast Corridor had succeeded the Pennsylvania in 1968, fixed plant. Completed prior to the was operating six daily Metroliner round Metroliner start-up in 1969, this work in­ trips, and by May 1972 Amtrak, the new cluded a substantial mileage of continu­

30 V in ta g e R ails m

tion. For the New York-Washington seg­ mph maximum speed, has been confined ment the goals were 120 mph operation ever since to service on heavy through and a running time of 2 hours 40 min­ trains in the corridor. utes between the two cities. Amtrak’s next effort at finding a new As NECIP managers encountered the locomotive was a winner. In 1976, a realities of rebuilding the corridor’s obso­ leased Swedish State Railways 6,000 h.p. / lete and deteriorated infrastructure while ASEA Rc4 unit went into trial service in / maintaining an intense high-speed traffic, the corridor, followed early the next year i>. ~fk 0 t~ \ the original budget for the project began to by a leased French National Railways ( f - m grow and the schedule to lengthen, while 7,725 h.p. Alsthom-Atlantique unit. The M the planned scope of work was cut back. French locomotive was sent home after Work on the NECIP began in earnest in only 90 days of test operation, but the 1977, but it was not until the mid-1980s Swedish unit proved to be just what Am­ that the bulk of the work was completed, trak was looking for. By the end of 1977 by which time the project budget had in­ Amtrak had ordered the first eight units of creased to $2.5 billion. Despite the dele­ tion or postponement of several impor­ tant items of work, Amtrak now had a substantially rebuilt physical plant for its most important route that was fully capable of supporting an intense level of high speed train operation. Throughout the length of the 226- mile corridor, track had been thor­ oughly rebuilt with continuous weld­ ed rail and concrete ties, and a number of curves had been realigned. Bridges and tunnels had been rehabil­ itated, and the last highway grade crossings eliminated over the entire route. Train control and signalling systems had been improved, and in­ RICHARD J. SOLOMON terlocking plants had been rehabili­ From the cab of a GG1, an engineer converses tated or reconfigured. Almost every prin­ with his conductor before departing Pennsylvania cipal station, from Washington to Boston, Station in New York. had been handsomely renovated and re­ stored, and new stations had been built at several key locations. an AEM7 fleet that has since reached a to­ Even before the Northeast Corridor in­ tal of 52 locomotives. Built by GM’s Elec­ frastructure upgrade was well started, Am­ tro-Motive Division under license from trak had begun a search for a new genera­ ASEA, the AEM7 was a 5,800 h.p., 125 tion of electric motive power that would mph version of the Swedish builder’s light­ replace the aging GG1 fleet, and that could weight B-B design that had been built by meet the high-speed objectives of the up­ the hundreds for the Swedish and other graded corridor. While capable of the high European systems since 1965. speeds envisioned for the corridor, Am- With the bulk of the Northeast Corri­ trak’s inherited Metroliner m.u.’s never did dor work complete, and the AEM7 fleet prove capable of meeting all of their origi­ on hand, Amtrak was able to significantly nal speed and performance objectives, and accelerate its best New York-Washington the carrier decided instead on a more con­ timings. In 1980, Metroliner schedules ventional locomotive hauled approach for had required anywhere from 3 hours 47 its future high-speed trains. minutes to 4 hours for the 226-mile jour­

JAMES P. GALLAGHER Amtrak’s first venture in new electric ney. By 1982 the introduction of a few motive power proved disappointing. In AEM7-powered Express Metroliner sched­ ous welded rail, reballasting, and resur­ 1972 Amtrak ordered 26 General Electric ules with only a few stops dropped the best facing to permit the planned higher E60 locomotives that were a 6,000 h.p., running times to less than 3 hours for the speeds. Over the next several years this 120 mph passenger version of a box-cab, first time, and by 1983 virtually all relatively modest effort grew into the thyristor rectifier freight locomotive devel­ Metroliners were scheduled between the massive, federally funded Northeast Cor­ oped for the Black Mesa & Lake Powell two terminals in just under 3 hours, with ridor Improvement Program (NECIP). As Railroad, a new Arizona coal line. High­ express schedules in as little as 2 hours 49 originally authorized in Congress in speed tracking problems with the big C-C minutes. By 1989 there was a non-stop 1976, the NECIP was a $1.75 billion electrics prevented them from ever attain­ Express Metroliner operating on a 2 hour program designed to upgrade the entire ing their intended 120 mph maximum corridor from Washington to Boston for speed. A substantial part of the E60 fleet increased capacity and high-speed opera­ was sold, and the balance, held to a 90 Continued on page 75

Fall 1995 31

A f t e r 160 Y e a rs , B&O’s M o n u m e n t t o It se l f St a n d s T a ll

A few miles southwest of Baltimore City, the a greater clear span for the flood-prone Patapsco River and required fewer spans. Patapsco River leaves the rocky valley it has As construction progressed, Latrobe suffered great anxiety and a variety of followed for many miles and meets tidewater at the stress-related ailments. Despite his detailed plans and careful measurements, contrac­ colonial port town of Elkridge. The old and new tors made mistakes that forced Latrobe to spend much time at the site correcting the coexist here in a kind of uneasy equilibrium, and errors of well-intentioned, but ignorant, workmen. The public regarded the work to motorists speeding by on U.S. 1 or Interstate 95, with a mixture of awe and apprehension. For reasons of aesthetics, cost, and route the area hardly is worth a second glance. alignment, the Thomas Viaduct had to fol­ low a 472 degree curve across the valley. It was to be the first curved viaduct in the W l hat they may not know is surprisingly, it remains one of the best country, and some people believed that it f that tucked away in that known, most often photographed railroad would not stand. rugged valley is one of the structures in the world. After almost two years’ work, the most picturesque and his­ When the B&O finally secured permis­ B&O picked the patriotic holiday of July toric railroad bridges in the sion to build a lateral main line to Wash­ 4, 1835, as the “official” date of its com­ United States. To local folks, it is just “the ington, D.C., in 1833, its sense of itself as pletion. The entire Washington Branch viadock.” To CSXT, the present owner, it a great public work remained strong. If opened for business a month later. While is Bridge 10A on the Capital Subdivision. the Patapsco Valley was to be crossed, it named in honor of Philip E. Thomas, the To the B&O Railroad, it was the Thomas would be done so with a suitably grand B&O’s president, the viaduct actually Viaduct. For 160 years, the weathered bridge. The engineer in charge of its de­ was a monument to the railroad itself. granite bridge has carried freight and pas­ sign and construction was Benjamin Latrobe, Thomas, McCartney, and the senger trains and commemorated the aes­ Henry Latrobe, son of the famous Eng­ usual host of railroad dignitaries were on thetic sensibilities and raw courage of the lish/American architect of the same name. hand. Whiskey flowed, and the crowd builders of the early B&O. Latrobe was only 26 years old when he held its breath as the first locomotives Generations of writers, photographers, started work on the viaduct, but he was a (“Grasshopper” 0-4-0s built at the com­ and travelers have marveled at the grace­ superb draftsman and well educated in pany’s shops at Mt. Clare) crept across ful lines and monumental size of the classical architecture. John McCartney of the high bridge. Even then the B&O was viaduct without fully understanding that Ohio, a hard-drinking Irish contractor, aware of the value of high drama and the railroad intended it to be a monument won the job of translating Latrobe’s vision public spectacle. in the truest sense of the word. There was into the reality of cut and dressed stone. The finished bridge was a little more nothing casual or unintentional about the Inspiration for the Thomas Viaduct than 700 feet long and 26 feet wide, ris­ form of this massive Roman bridge. From came from the civil engineering works of ing more than six stories above the val­ the beginning, the B&O endowed the ancient Rome, which the early B&O ad­ ley floor. It carried one track initially, re­ Thomas Viaduct with special meaning, re­ mired. Its prototype most likely was the ceiving a second track during the Civil garding it as a symbol of the importance Sankey Viaduct in Great Britain. The two War. Like all masonry arch bridges, the and permanence of “the rail road.” Not bridges were of roughly the same dimen­ single course of arch stones in each span sions, although the English bridge was of supported the entire weight of the bridge red brick. Latrobe chose blue Patapsco and its traffic. The inside of the bridge granite for the Thomas Viaduct, finished was structurally unimportant. As was in the rough style known as “ashlar” ma­ customary, the builder filled it with soil, B&O’s premier train, the Capitol Limited, curves sonry. Rather than the typical round arch, rocks, rubble—almost anything at hand eastbound across the Thomas Viaduct on August he designed a two-centered, or elliptical, to raise the roadbed to the proper level. 25,1952. Three matched diesels and a mostly arch that retained Roman aesthetics but Both sides carried an ornate cast iron heavyweight consist bespeak a continuing sense would have been more typical of Renais­ railing designed by Latrobe. He had of tradition. sance bridges. The elliptical arch allowed wanted a stone parapet, but the sudden-

Fall 1995 33 34 V in ta g e R ails ly cost-conscious B&O tried instead to Locomotive No. 5056 leads a commuter train for save a little money. Sections of the origi­ Baltimore over the viaduct on September 30, nal railing survive to this day on the 1952, not long before B&O's Baltimore Division dieselized completely. The view shows the origi­ bridge’s south side. nal 1835 cast iron railing especially well. Viewed from either end, the gently curved structure seems massive yet grace­ ful. From the valley floor, the arches ap­ pear delicate and perfectly proportioned. Engaged columns rise from the tops of the That is not to say that the bridge was piers to define each of the spans and lead unimportant. The company was immensely the eye up to a decorative capstone an­ proud of the Thomas Viaduct. It represent­ choring the ornate railing. From the first, ed a ceremonial entrance to the Baltimore Benjamin Latrobe was aware of the aes­ area from the south, just as the earlier Car­ thetic aspects of the viaduct. With great rollton Viaduct was planned as a ceremoni­ skill and exquisite taste, he reconciled the al entrance to the city from the west. needs of an operating railroad using heavy The railroad established a tradition of (for its day) steam locomotives with the photographing trains at the site. One of the company’s desire for a beautiful work of earliest images dates from 1873 and shows public architecture. Up close, it is impres­ Mt. Clare’s latest creation—a 2-8-0— sive for its solidity and rustic, rough-hewn posed beside one of the original Grasshop­ stone work. From a distance, the valley per locomotives at the bridge’s east end in frames the seven 58-foot arches and front of the recently completed Viaduct makes it seem as though the bridge has Hotel, a combined hotel, station, and eat­ been there since the beginning of time. ing house. Perhaps because the viaduct The Thomas Viaduct superbly fulfilled was just eight miles and a little more than all of the railroad’s expectations. Latrobe twice that many minutes from headquar­ and the B&O immediately commissioned ters in Baltimore, it became a popular lo­ a striking lithograph of the Thomas cation for formal photographs. In the late Viaduct, which spread its fame through­ 1890s, hired cinematographers made early out the U.S. and Europe. As a country, moving pictures of the Royal Blue charg­ America was anxious to prove that it, too, ing across the viaduct towards Washing­ could exhibit refined taste and create pub­ ton. In 1900, B&O posed the experimen­ lic works of sublime beauty. The English tal streamliner Adams Windsplitter on the lithographer Thomas Bartlett created a se­ bridge for official photos. It seemed that ries of small prints of the viaduct. Wood­ every new locomotive, train, or notable cuts, engravings, sketches, and flowery de­ anniversary required a set of photos taken scriptions of the bridge’s profound beauty on or near the viaduct. filled guidebooks and company publica­ Early in the 20th century, the railroad tions. Trains would stop to allow passen­ had proposed abandoning the Thomas gers to view the scene. Excursionists came Viaduct in favor of a much shorter “Relay from near and far to stay at the old Relay Cut-Off” beginning at Halethorpe and re­ Flouse hotel so that they could experience joining the Washington Branch west of the beauty of the valley and its wonderful Elkridge. In effect, B&O would build a viaduct firsthand. short-cut across the low valley floor to Through the 19th century, B&O deter­ connect both ends of the giant horseshoe mined that there was essentially no limit curve, eliminating the viaduct, many de­ to the size of locomotives the bridge grees of curvature, and the high crossing of could safely carry. Latrobe knew that it the valley. With floods no longer the threat would handle the six-ton Grasshoppers; that they once were, a lower bridge of steel the 13-ton Norris 4-2-Os of the late in the flood plain was a possibility. The 1830s posed no problem. As the science railroad acquired the right of way for the of civil engineering advanced and the cut-off, but never had the money to build true strength of stone arches could be cal­ it. Sentiment, too, probably played a role. culated reliably, the railroad settled into Because it was a monumental bridge, the comfortable routine of being able to and perhaps because the country was be­ ignore the bridge. As the Romans had ginning to rouse from the depths of the demonstrated, a well-built stone bridge is Great Depression, B&O in 1935 made exceedingly durable and needs almost no quite an anniversary out of the Thomas maintenance. There was nothing but the Viaduct’s centennial. Apparently, the railing to paint; nothing major to rust or viaduct’s century mark also prompted the rot. And as it was the equivalent of a railroad to take a good look at its struc­ modern ballasted-deck bridge, only ordi­ ture, and the bridge engineers did not like nary track maintenance was needed. For what they found. Through the years, rain more than a century, the Thomas Viaduct and snow falling on the tracks above and stood virtually untouched. flowing through the rubble filling the

Fall 1995 35 111 I

The crisp morning tight dramatically shows off the moved a substantial portion of the origi­ the fact that the gutters and drains looked steam and smoke as a commuter train crosses nal bridge fill, and installed a new system as if they could have been major structural the viaduct in October 1952. Morning sun brings of concrete gutters and drains. They di­ additions. Over the years, the misappre­ out highlights on the south side, afternoon sun rected the inevitable water seepage to hension evolved into inherited wisdom. on the north. drain pipes still visible in the center of “Yes, the viadock is really a fraud. The each arch, preventing the damaging railroad opened it up and filled it with freeze-thaw action at the arch courses. As concrete. It’s nothing but a big block of an added measure, the railroad forced cement now, not like it was.” bridge had eroded the clay that lined the grout (a kind of liquid cement) into the Throughout the postwar era, the B&O inside of the arches. Water was seeping spaces between the stones of the arches continued to use the Thomas Viaduct as through the spaces between the voussoirs and piers hoping to further slow the water its premier photo location. Demolition of (arch stones), causing constant drips. damage. The excess grout squeezing from the long-vacant Viaduct Hotel in 1950 Worse, that same water froze in winter thousands of joints gave the viaduct its somewhat changed the visual environ­ and caused the stones to shift and crack. later “whitewashed” appearance. ment, as did the addition of a particularly The freeze-thaw cycle has immense power Naturally, any project of that scope ugly set of high tension electrical transmis­ to ruin even a substantial bridge such as and complexity attracted attention, espe­ sion towers near the viaduct. Neverthe­ the Thomas Viaduct. Finally, the railroad cially as it involved a bridge widely re­ less, both professional and amateur artists had to repair the stone bridge designed to garded as historic and part of Maryland’s still flocked to the bridge, especially in last a thousand years. patrimony. Thousands of passengers daily good weather or when a special train of The B&O Maintenance-of-Way De­ saw the work from passing trains, and some sort was due. partment of the 1930s had tools and tech­ many formed the mistaken opinion that Retired B&O company photographer niques undreamt of by Benjamin Henry the B&O was building a new bridge in­ Howard King recalls that “we used it Latrobe. In 1937 and 1938, the railroad side the old. That was understandable, from day one. It was one of the show took one track at a time out of service, re­ given the amount of concrete poured and places of the railroad. You could shoot

36 V in ta g e R ails trains from down below, up top at either and sites of national importance, the Na­ end, and you always had good light. The tional Park Service registered the Thomas curve and two tracks made the viaduct an Viaduct (along with the B&O’s Carrollton ideal location to shoot equipment.” King Viaduct and Mt. Clare Shop complex) as a was one of the last company photogra­ National Historic Landmark—one of the phers to pose trains at the viaduct, and his highest levels of recognition possible. That shots of new GP30s with a Tofcee train would not have precluded the railroad (B&O’s designation for trailers on flat from doing what it wished with the cars) on the 1835 stone structure elo­ viaduct, but it was formal acknowledg­ quently sum up the B&O of the 1960s. ment of what the B&O Railroad had been In 1964, as part of expanded efforts by maintaining for almost a century and a the United States Department of the Interi­ half: that the Thomas Viaduct was very or to identify and protect historic structures much a public monument and historic in its powerful forces of water and wind. own right. The railroad (by then con­ Through the late 1960s, the State of trolled by the C&O Railway) had much Maryland proposed a series of interstate less interest in history, and it refused to ac­ highways and connecting bridges that

Below: By 1954, steam is history on the viaduct cept the official plaque marking the would have destroyed the Thomas and Budd Rail Diesel Cars have taken over the viaduct as a national landmark. Yet the Viaduct and the communities of Relay commuter runs. The photograph shows train No. most serious threat to the bridge was not and Elkridge, or at best crossed the val­ 154 for Baltimore in the afternoon sun on the corporate policy or the financial health of ley directly over the viaduct. In either north side of the viaduct. Top speed on the struc­ the railroad industry. It was a combina­ ture is limited to 3 5 mph, more because of the tion of the compulsive arrogance of the curves than the bridge. highway interests, and the even more Continued on page 76

F all 1995 37 Ph o t o A lbu m By late winter 1955 only five of Denver & Rio Grande Western’s big-boilered M67 4-8-2s were still running, and they would be gone by October 1955. Thirty of them had been construct- ed-ten equipped with trailing-truck boosters-by Alco during 1922-23. During their last ac­ tive months they hauled the two-car local train between Denver and Craig and worked as rear-end helpers on diesel-powered freights between Tabernash or Denver and the Moffat Tunnel. This one was the 1527, photographed at Leyden, silhouetted against the snow-cov­ ered foothills of the mountains west of Denver. The engineer's arm, resting on the backhead throttle, can be discerned through the cab window. Right: In the classic pose of the passenger crew­ man awaiting departure time, once repeated thousands of times daily, this Boston & Maine brakeman stands ready to assist passengers at Bellows Falls, Vermont.

RICHARD J. SOLOMON

JOHN GRUBER Still capably performing the tasks for which it had been built more than forty years earlier, Milwaukee Road’s erstwhile compound 4-6-0 No. 1036 works the Sauk Prairie Branch local freight along the Wiscon­ sin River at Prairie du Sac, Wisconsin, in 1950. ROBERT LE MASSENA

F all 1995 39 mm

JIM SHAJGHNESSY In April 1948, a three-unit set of EMD FTs heads a Boston & Maine westbound freight through the junc­ tion at JV Tower in Johnsonville, New York. The handsome red-and-yellow 4211 and friends are headed for the big yard at Mechanicville.

Richmond, Fredericksburg & Potomac light Pacific No. 253 works a southbound local freight on Franco­ nia Hill south of Alexandria, Virginia, in 1942. The 4-6-2's lacy Walschaerts valve gear is reminiscent of Baltimore & Ohio or Pennsylvania Railroad practice, both of which had fingers in RF&P’s affairs at one time or another.

HOMER R. HILL

40 V in ta g e R ails GEORGE C. COREY On November 2,1955, Nickel Plate class S 2-8-4 No. 712 works empty hoppers up the Georgetown Branch atAdena, Ohio, deep in the coal fields served by the former Wheeling & Lake Erie Railroad. One of AIKP's original 1934 Alco Berk- shires, classy 712 is now old enough to vote, and in consist and territory alike is far from the high-speed manifest freight service for which it had been designed and built.

F all 1995 41 w m

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- -•* ROBERT HALE/M. D. MCCARTER COLLECTION Norfolk & Western's Class A 26-6-4 does its stuff with a time freight on the Scioto Division, its engineer enjoying the ride, a light trail of smoke behind the stack. This classic Robert Hale pan shot does not exaggerate the pace.

Union Pacific’s three-cylinder 4-12-2s were the largest but not the heaviest non­ articulated locomotives in the world. The overfire jet equipped 9004, built in 1926 by Alco’s Brooks Works, pulls a solid string of reefers at Elkhorn, Nebraska, in May of 1954. Prominent in the photo in front of the cylinders is the Gresley valve gear arrangement used to drive the valve for the inside cylinder.

WILLIAM W. KRATVILLE

44 V in ta g e R ails TED BENSON COLLECTION

Al Moreno, a 55-year veteran Sierra Railroad con­ ductor, relaxes on his homeward ride on December 27,1968, two years before his retirement. His hands are a study: how many grab irons and hand rails must they have held onto in 55 years, how many anglecocks opened and closed, switches thrown, uncoupling levers manipulated, air hoses coupled, wheel reports and time returns complet­ ed, pairs of sturdy work gloves worn out? The answers would astound. TED BENSON

Fall 1995 45 ’ s P e n i n s

T e x t a n d P h o t o g r a p h y B y F r e d M a t t h e w s

I he 46.9-mile Peninsula commuter line from San Francisco to San Jose, operated for most of its 130-year history by Southern Pacific, has a splendid past, a busy present, and probably an even more impressive future. But for many, its great era was the dozen years after World War II when it saw a heroic last stand of heavy, frequent steam passenger operation. Frequent suburban service developed on the San Francisco Subdivision of SP’s Coast Division after 1906. It was impelled by the direct, high-speed Bayshore Cutoff, and a major flow of city folk to new mid­ dle-class suburbs that was intensified by the destruction of housing during the earthquake and fire. By the mid-1920s, the entire line was double track and pro­ tected by SP’s signature search-light sig­ nals, closely spaced to accommodate fre­ quent service. In 1928 a mix of heavy 4-6-Os and light Pacifies led 22 local round trips each weekday, with eight southbound depar­ tures between 4:20 and 6:20 p.m. There were also eight longer-distance round trips to Coast Division points, two of which served as peninsula locals. The hourly midday trains were trimmed during the Depression—indeed, they didn’t return un­ til the 1990s—so that the 25 local round trips in the 1943 schedule were much more concentrated in the peaks, with twelve southbound from 4:20 to 6:20 p.m. The great era of the “Peninsula Pa­ rade” came in the late 1940s and early 1950s before a freeway reached down­ town San Francisco. Returning veterans poured south to build up the peninsula’s open spaces, and SP responded to the concentration of demand by rescheduling the southbound peak with trains every three minutes from 5:14 p.m. to 5:35, followed by cleanup trains at 5:45 and 6—a total of fourteen trains from 4:20 to 6:20. And they were long—eleven or twelve cars with the 1926 suburban

46 V in ta g e R ails i l a C o m m u t e

Left: On a very clear September 14, 1956, after­ noon, SP 4442, a class GS-3 Northern, leads San Jose-bound commute No. 146 out of Third and Townsend depot in San Francisco. In 1937 South­ ern Pacific received fourteen Lima-built GS-3s. The better known GS-4s, also products of Lima, were built in 1941.

Above: In addition to the locomotive number, Southern Pacific displayed the train number on the front its locomotives. On November 21,1953, GS-3 4418 leads No. 114, the San Jose-bound midday commute, past the “Palo Alto,’’ the tail tree for which the California town is known. Also of note is the Harriman-era truss bridge; many such single-track bridges were found on Southern Pacific and Union Pacific lines, but very few were of the double-track variety pictured here.

Fall 1995 47 Southern Pacific had two Class P-7 Pacifies, built for subsidiary Arizona Eastern. Both locomotives were transferred to SP in the 1920s and spent most of their careers in Peninsula commute service. While SP owned more than one hundred Pacifies, these two were the only Pacifies to come from Lima. SP 2476, seen passing a grove of eucalyptus in Burlingame, is San Francisco-bound on a pristine June 1953 morning.

Everything does not always flow smoothly. A San Jose-bound commute-“commuter trains" ran on Eastern railroads-waits for a clear signal at Potrero Tower at Mission Bay in San Francisco.

48 V in ta g e R ails coaches, up to fifteen or sixteen with the Because the parade’s component trains shorter 1910-era Harriman coaches bumped were riding their leaders’ yellow blocks at from mainline service. around 50 mph, the trains did not have By 1953, the leader of the parade, 5:14 tight timings—No. 136’s thirty-two min­ train No. 130 (running nonstop to Califor­ utes for the 25.4 miles to Redwood City nia Avenue 31.8 miles in 38 minutes was above average. What is striking, and start/stop) consisted of a pair of Geeps worth noting, is that this intensive service pulling new gallery cars. But the rest re­ ran for more than a decade, rain and mained in steam until late in 1956—mostly shine, without train stop and without ac­ behind heavy Pacifies until around 1950, cident. The most impressive sight during then hauled by the workhorse 4-8-2s sup­ the last few years was a 4-8-4 on the local plemented from 1954 by three major types portion of its run, blasting out of (say) of 4-8-4s: the original GS-ls of 1930, the Broadway to Millbrae, one and one-half fam ous D aylight locomotives built be­ miles north, to pick up and restart just tween 1936 and 1941, and for about a three minutes later. year the eleven GS-7/GS-8s from the Cot­ The passenger train revival of the ton Belt with their wailing whistles con­ 1990s, led by a consortium of county trasting with the steamboat chimes of the transit agencies, has changed the old pa­ Daylights. Until the very end, a single Pa­ rade, since patronage now is more dis­ cific turn remained: one of the two P-7s persed, more local, and features far more built by Lima in 1917 hauled the round reverse commuting. But some of the great trip for the wandering Los Gatos Branch, groves of eucalyptus and oak remain as a which left the main at California Avenue. backdrop for photos. 0

4s the evening fog comes in, a long string of Harriman-era coaches bound for San Jose skirt San Francisco Bay. The targe Bethlehem Steel Works in South San Francisco-a town that declares itself as an industrial city-can be seen in the distance.

Fall 1 9 9 5 49 W':‘ L;W - ' ■ B y C h a r d W a l k e r

I t has been said that the only thing constant is change. Now, as I look back on a career with the Santa Fe Railway that started in 1947 and ended when I retired in 1983, I must agree that more changes in railroading took place than I ever could have imagined.

WHEN I BEGAN WORKING as a tram order operator at Summit and Victorville in the Cajon Pass area, such operators were known as telegraphers and had to know how to send and receive messages and telegrams in the dots and dashes of Morse key, although we regularly used a telephone for working with the train dis­ patcher. The Morse was only used as a backup if the phones failed. However, Western Union telegrams were still sent and received by telegraph. In just a few years the telegraph equipment was re­ moved from the stations and the opera­ tors were then called “telephoners” (pro­ nounced ta-LEFF-o-ners). The operator’s primary job was to record each train’s arrival, passing, or de­ parture time on his train record sheet and advise the dispatcher (often abbreviated DS) of the time that each event took place. The DS then entered this information on his large “train sheet” that covered every train movement at each station on that particular section of railroad, in this case

Santa Fe Extra 17C East is being held at Summit on October 23,1966, a few months before the station closed. The train order signal is in “stop" position. Inset: Chard Walker sits at the opera­ tor’s desk in 1953; telegraph sounder is at the left, semaphore lever at right.

F all 199 5 51 Walker took advantage of every opportunity to photograph operations. Here, Santa Fe locomotive 3757 moves a westbound Christmas mail special through the yard in Victorville on December 23, 1949.

52 V in ta g e R ails between San Bernardino and Barstow, for trieved after the train had passed. This was each day starting at midnight and ending the origin of the term “hooping up orders.” At about the the following midnight, when a new train At about the time I started work as an time I started work sheet was started. operator in 1947, these hoops were being Each train order operator advised the replaced by stiff Y-shaped wooden forks as an operator dispatcher whenever an approaching with a slot across the top end of the sticks at train “hit the block” and caused a small the top of the Y. A small steel clip at the cen­ in 1947, these light (that was normally lit) to go out ter of the Y and the notches at the top of the when the train was still several miles triangle held a string that had been cut to hoops were away. This allowed enough time for the the proper length and its ends tied with a DS to issue any orders or other instruc­ slip knot that held the folded orders. The being replaced tions, which the operator copied on an operator would hold the stick up and the “ALL CAP” (upper case letters only) train crew member would snag the string by stiff Y-shaped typewriter. The operator repeated back to holding the orders with his arm while the the DS what he had copied and then pre­ operator continued to hold onto the stick. wooden forks pared the orders for delivery to the train Later on, we used so-called “high-speed crew as the train passed his office. staffs” which held spring-loaded forks that with a slot across Identical carbon copies of each order, held the string, which in turn held the pa­ message or clearance card were delivered to perwork. With this method, the operator the top end ...

CHARD WALKER

Left: Aico PA No. 75 at the head of train No. 124 rounds Sullivan's Curve in Cajon Pass on May 22, 1950. Walker helped named the curve for Herb Sullivan, a rancher from Placentia in Orange County who took many photos at this location from the 1920s to the early 1940s. Above: Sum­ mit depot at sunset, showing its newer lower quadrant semaphore train order signal on Janu­ ary 18, 1965.

CHARD WALKER the crew of each locomotive on a train, and could prepare the orders, place them in the blade horizontal and displaying a red light. two copies of everything were delivered to string on the forks, then hang the forks on A train could not pass a “red board” with­ the caboose, one for the conductor and one the mast (staff) before the train reached out picking up a clearance card plus any for the flagman. Operators delivered orders the depot rather than having to stand be­ orders or messages that were listed on the to the crew members on a moving train by side the track and hold up each set of or­ clearance card. If the crewman on the train holding up a cane or bamboo hoop shaped ders to the crew as they passed the office. missed picking up the clearance card, the like the number 9 with a long tail. A wire As the crews snagged the strings holding train would have to stop and the crewman clip held the papers, which were folded to­ the orders, the fork sticks snapped to a would have to walk back to the depot to gether to a size of about eight inches long vertical position out of the way. get what he had missed. by three-quarters of an inch wide. Each train order depot had a train order But if there were no orders or messages The crewman on the train held out his signal in front of it that indicated to the to be delivered to an approaching train, arm and snagged the hoop, and the opera­ crew on an approaching train whether or the signal would be placed in the “clear” tor let go of the hoop at the same instant. not they were to receive an order. The sig­ position with the blade vertical if it was The crewman removed the paper and threw nal was usually a semaphore that would an upper quadrant signal or pointing down the hoop, which the operator re- normally be in the “stop” position with the downward at an angle if it was a lower

F all 1 9 9 5 53 54 V in ta g e R ails Like occupations in law enforcement and firefighting, no two days in a train order operator’s life were ever the same, and it would be difficult to define any one day as being typical.

quadrant signal, and a green light was dis­ played. In later years some of the train or­ der signals were changed from semaphore to color light type. Each DS and operator worked an eight-hour shift which was referred to as a “trick.” First trick was usually 8 a.m. to 4 p.m., second trick 4 p.m. to midnight, and third trick midnight to 8 a.m. If we had to flag a train at night, we used lanterns. In the early 1950s, battery-powered lanterns replaced kerosene lamps. From San Bernardino terminal to Barstow terminal all intermediate train or­ der offices were open continuously, twenty- four hours a day, seven days a week, as were the terminals. When I started working in 1947, open offices were located at Ono, Cajon, Summit, Victorville, and Lenwood. Summit station, as its name implied, was at the top of the Cajon Pass grade, and helper locomotives were cut off the trains they had helped from San Bernardi­ no (eastward) or Victorville (westward). An important part of the operators’ job at Summit was to “clear” helpers upon the dispatchers’ instructions to proceed either east to Victorville (or rarely, all the way to Barstow) or west to San Bernardino. Each helper was cleared as an extra train that originated at Summit, and would be iden­ tified as “Extra 1234 East” or “Extra 4321 West,” the numerals being the loco­ motive’s road number. Like occupations in law enforcement and firefighting, no two days in a train or­ der operator’s life were ever the same, and

Walker lived in the Descanso, the only former railway funeral streetcar known to exist, from 1947 to 1955. The former Los Angeles Railway yellow car stands out in this dramatic view of snow at Summit in 1952. ROBERT HALE/M. D. MCCARTER COLLECTION F all 1995 55 it would be difficult to define any one day track” would advise the UP dispatcher of a few glorious weeks. as being typical. Of course some days were the UP trains’ times at their stations and As it worked out, 1952 was the last busier than others but none were dull, at the operators at Summit would ask the UP year Santa Fe used steam on freights and least to a train enthusiast like me. The DS which way to send UP helpers after helpers during the spud rush. However, number of trains could vary by the day of they finished assisting their trains up the Santa Fe continued to use a few 4-8-4s in­ the week as well as by the season of the grade. But the Santa Fe DS actually con­ frequently for about another year on over­ year. Just as a matter of interest, the total trolled all train movements. flow sections of mail or passenger trains. number of trains through Summit on April To railfans, the month of June was The UP had completely dieselized its oper­ 1, 1947, a date picked at random, were: most interesting in the late 1940s and early ations over Cajon in 1948, but brought 22 passenger trains, 36 freight trains, and 1950s because the annual “spud rush” several steam engines back in 1950 and 35 helpers departing “light” without cars, (shipments of potatoes out of the San 1951 for helper service and road power for a grand total of 93 trains. This includ­ Joaquin Valley to Eastern markets) re­ for its local freight train between San ed both Santa Fe and Union Pacific trains, quired the Santa Fe to use most of its Bernardino and Oro Grande. as UP has trackage rights over the Santa Fe freight diesels for this expedited service, The UP ran several of its gas turbine lo­ between Daggett and Riverside. and steam engines took over the handling comotives over Cajon on different occa­ Operators at stations along this “joint of freight trains and helpers over Cajon for sions between 1949 and 1962. But other

4 Santa Fe eastbound freight, Extra 220 East, is east of the Alray tunnels. The San Gabriel Mountains are in the distance.

CHARD WALKER 56 V in ta g e R ails changes besides the arrival of newer and torville until that job was abolished in early then still-newer diesels were taking place as 1983.1 still had five more months to work 1952 was the last year the years passed. Two-way radios were in­ before retiring, so I went back to Barstow stalled on locomotives and in cabooses, and and operated a computer in the bowlmas- Santa Fe used steam later in the train order offices, and one by ter’s tower in the new hump yard. That was one various train order stations closed. quite a change, from Morse code to com­ on freights and Summit was closed in early 1967. Vic­ puters over a span of almost 36 years! And torville remained open as a freight office what changes! Today, railroads don’t use helpers during the until 1983. Many of the busier stations train orders any more, so they don’t need were equipped with teletype machines, train order operators. A whole new set of spud rush ... UP had and later computers took over all kinds of operating rules has been adopted that has functions formerly performed by humans. new-fangled methods of operating trains completely dieselized Southern Pacific built a new main line such as “track warrants” and/or “direct between Palmdale and West Colton in train control” wherever CTC isn’t used. its operations over 1966-67 that parallels the Santa Fe be­ But we have fond memories of being a tween Summit (Hiland on the SP) and De- part of railroading that is now history. Cajon in 1948

MARGARET WALKER ‘UNION Above: Union Pacific's Utahn, with No. 60 3 and helper 7019 in the lead, is at the west yard limits at Summit on June 26, 1950. The company phone booth in the far left and the cross over connecting the two main tracks were removed in the early 1950s.

Left: For many years, Union Pacific traditionally dis­ played American flags on its passenger locomotives on Independence Day. Here, on July 4 ,1 9 6 5 , Sum­ mit agent Fred Zickler hoops up train orders for Sec­ ond 2 0 6 to the crew in No. 911. Walker also deco­ rated the train order signal at Summit with flags.

vore (Dike on the SP). Some of my favorite memories include liv­ mit in spring 1949; frequent rides in ca­ In 1972, Santa Fe built a three-mile ing in Pacific Railroad Society’s club car booses and engine cabs while still a bache­ line change through the Summit area that Descanso—the only former funeral street­ lor; after Margaret and I were married, a lowered the grade 50 feet, eliminated sev­ car known to exist—which was located at couple of hurried drives to the hospital in eral curves, and reduced maximum curva­ Summit for almost 27 years before being San Bernardino when our daughters Judy ture from ten degrees to six degrees be­ moved to the Orange Empire Railway Mu­ and Joy were born; the summer day in tween Summit and Cajon. seum in Perris in 1967 when the Summit de­ 1964 when Summit was threatened by a Concurrent with this line change was pot was closed. I lived in this car from 1947 fast-moving wind-driven brush fire and we the installation of CTC (Centralized Traf­ until Margaret Sheely and I were married in sat up most of that night watching the fire fic Control) between San Bernardino and 1955 and the Santa Fe moved in a “compa­ burn Cleghorn Mountain south of Summit. Barstow so that the DS could operate ny” house for us to live in and that we occu­ In later years, when Margaret and Judy trains in either direction over either track. pied until Summit was closed. and Joy and I looked back at the years After Summit was closed, I worked at Other memories include the big snow when we lived at Summit, we all agreed the West Tower in Barstow for more than (about three feet) in early 1949; the big that those years were among the happiest eight years, then as a billing clerk at Vic- fifty-four-car wreck one-mile west of Sum­ times of our lives. 0

F all 1 9 9 5 57 The Dramatic Industrial A

i

HI*1"' m u 11

HALL OF HISTORY FOUNDATION, SCHENECTADY, NEW YORK

58 V in ta g e R ails of Walter Greene

Throughout the first decades of the 20th century, Walter Greene turned out top quality art as calendars and posters assumed a growing role in the advertising programs of U.S. companies.

HALL OF HISTORY FOUNDATION, SCHENECTADY, NEW YORK

reene (1870-1956), who had rank favorably with the best that England Despite his accomplishments, Greene re­ managed General Electric’s art or the Continent has to offer.” His use of ceived little attention from the world of department since 1903, broad­ colors, clouds, and foliage was reminiscent fine arts. His last brief listing in an art bi­ ened his efforts in the early of the Hudson Valley school of painting of ography was for 1915. 1920s, producing paintings for the 19 th century. After nearly four decades of dramatic, G both GE and the New York Central Rail­Greene’s painting of a NYC Class T colorful industrial art, he retired Decem­ road. Recognition quickly followed. electric locomotive appeared on the cover ber 31, 1940. Through the NYC and GE He provided nearly all the monthly of American Flyer toy train catalogs from work, Greene stands with the best realist paintings for GE’s popular annual calen­ 1925 to 1927. A painting of the USS artists of his times. His paintings still have dar. When Greene received GE’s Coffin Saratoga, presented in 1928 to Curtis D. the ability to transport the viewer to a Award in 1928, the M o n o g r a m , a com ­ Wilbur, U.S. Secretary of the Navy, was time when dynamos and steam locomo­ pany newsletter, reported: “He is ac­ reproduced on a Navy recruiting poster. tives powered the nation. knowledged to be outstanding in the field Greene attended the Massachusetts John Gruber with Phil Hamilton of industrial art, and these paintings State Normal School’s Academy of Art in would if assembled in one place, consti­ Boston. He got his first job with the F o r f u r t h e r r e a d in g : A Greene con­ tute a unique gallery depicting the appli­ Forbes Lithographing Co. as a commer­ temporary, Grif Teller, is covered in cations of electricity.” The calendar, ini­ cial artist, then studied art in France and C r o ss r o a d s o f C o m m e r c e (Great East­ tially conceived for 1925 as a one-year Italy for two years. ern Publishing, 1992). Teller did most of project, grew such that for 1929 GE He settled in Schenectady in 1900 and a the paintings for the Pennsylvania Rail­ printed 100,000 copies. The GG1 from year later went back to Paris. He returned road calendars, published for the years January 1936 (reproduced on the facing to GE in 1903 to head its art department. 1925 to 1958. O page) is an example. Although a 37-year veteran of GE, Greene perhaps is best known for his New York Central calendars and posters. NYC started its calendar program in 1921. William Harnden Foster (1885-1941) painted the famous As the “Centuries” Pass in the N ight for 1924. Then, in 1925, Greene took over and produced seven cal­ endars until NYC suspended production during the Depression.The railroad’s cal­ endars, with a single painting for the year and a removable date pad for each month, included views of the Twentieth Century Lim ited in morning, in winter, in the Hud­ son and Mohawk valleys, and at stations. At the same time, a prominent New York trade journal, Prin ters’ In k M o n t h ­ ly, in 1928 praised NYC as a pioneer in railroad poster advertising. The magazine described Greene’s Storm King, in the Heart of the Hudson Highlands as an “ide­ alized pastoral of a sturdy, round-shoul­ dered mountain, the river, the glimpse of a speeding train, and the foreground details of greensward and autumn-tinted trees” that “fully justifies the high aims of the ad­ ARTHUR DUBIN COLLECTION vertiser and in any poster contest would Walter L. Greene’s “Morning on the Mohawk” for New York Central’s 1931 calendar.

Fall 1 9 9 5 59 T h e D e a t h

Speed— the essence o f the excitem ent o f railroading.

60 V intage Rails Pentrex Proudly Presents! B y E d K i n g

. . . Tm going to run h er3til she leaves the rail, or m ake it on time with the Southbound Mail... Ballad o f Casey Jones T | he railroad represented the first the Milwaukee’s Hiawatha 4-4-2s, and all giant step—there had been many the others whose feats are less remarked but small ones before—in the human just as remarkable. quest for movement and communi­ cations at ever higher speeds. Since walking the dog. . . we can’t construct an operating museum vast enough to allow us to adequately H iaw atha was synonymous with l.lfj r demonstrate this most dramatic facet of speed. Milwaukee Road calendars gave railroading’s heritage, a tremendous the clear impression of fast running. And, amount of the frustration that besets us is rail artist Gil Reid painted the north­ “The G reatest R ailroad caused by the necessity to give the impres­ bound Afternoon Hiawatha passing Ron- M ovie Ever P roduced” sion of speed in word and photograph, an dout, Illinois, at a speed commensurate extremely difficult task—conveying the with the famous company rule requiring romance of this manifestation of the most Now you can own the captivating weapon in the ever-escalating Cecil B. DeMille classic. war on distance and time. Every railroad had its It's the story of the struggle to build the first highballin’ ... speed-related lore— transcontinental rail­ road, and it's packed A very large part of railroad lore and Santa Fe’s huge with fantastic railroad­ history has been given over to the glorifi­ ing action. Everyone cation of speed: Northerns holding should have a copy at From James McCague’s fictional Jem this incredible low Gandee “three miles down the hill in a three-figure speeds with price! minute and twenty-seven seconds—that • Was $29.95 © n l : / _ fast enough for y,’ McQueen?” (McCague, the F a s t M a il and the The Big Ivy, Crown Publishers, 1955) to • Now From Pentrt-x ri r the very real wreck of April 29, 1900, C h ie f; Rock Island commemorated by the Ballad of Casey • New Digital Remastering Jones quoted in part above; 4-8-2s blistering across • Special Feature - Includes From Speed Rankin, taking the fiction­ Original Theatrical Trailer al village of Flat Creek apart with a light Illinois with the • 2 Hours 16 Minutes in SP Quality Mikado on E. S. Dellinger’s Ozark Lines to the celebrated Charlie Hogan who ran Golden State ... Cecil B. D eM illes's UNION PACIFIC, star­ an 86-inch-drivered NYC 4-4-0 112.5 ring Barbara Stanwyck, Joel McCrea, Rob­ mph before the turn of the last century; ert Preston, Brian Donlevy, and the Union From Harold Titus’ fictional Erickson, passenger trains to reduce to 100 mph Pacific Railroad. Black & white, not rated. “a hogger from away back, that Erickson” over the Elgin, Joliet & Eastern crossing Two Honrs 16 Minutes #UPM0VIE $14.95 who with his NYC-styled “1900-series 2-8- at that point. The condition of the inter­ 2” (an H10, maybe?) “could roll them until locking—the operator in that old wooden they whimpered, then, and he w ould (au­ tower had to manually return the HPs Check or Money Order Visa/MasterCard thor’s italics)” (Titus, A Little Action; clear semaphore signal to stop position— Discover/American Express page 49, Frank P. Donovan and Robert S. and Milwaukee’s jointed 112-pound rail Please add $4.00 shipping per order, plus $ 1.00 for each Henry, Headlights and Markers, Creative laid on its famous cinder, gravel, and glo­ additional tape. Canadian customers add $5.00 ship­ Age Press, 1946), to the Pennsylvania’s Jer­ rified dirt roadbed would give a modern- ping per order, plus $1.00 for each additional tape. All other foreign customers add $ 10.00 per tape. California ry McCarthy, whose dash with the Pennsyl­ day FRA engineering inspector the vapors. residents please add 8.25% sales tax. vania Special just after the century’s turn in­ Of course, back then track maintenance spired McCague’s story of a record run, and manpower—gandy dancers—came cheap, Order Line: the uncommemorated nerveless Caseys and like other railroads the Milwaukee 800-950-9333 who pegged the 128 mph speedometers on could afford to have the track inspected 24 Hours A Day FAX 818-793-3797 daily for loose and low joints and other conditions so as to make it safe for the H i’s to accelerate away from their 100 Max Gundlach (1863-1957) painted a fast-paced mph Rondout speed restriction—a mind- Hiawatha moving out of Chicago for the Milwau­ boggling thought. kee Road’s 1937 calendar. Gundlach also did Every railroad had its speed-related P.O. Box 94911, Pasadena, CA 91109 work for Union Pacific and Santa Fe. lore—Santa Fe’s huge Northerns holding CALL OR WRITE FOR FREE CATALOG MAG5 stop (automatic brake applications for signals less restricting than clear, or high green); speeds in excess of 99 mph also required cab signals. Some railroads went the ICC one better, setting passen­ ger limits at 78 mph for ABS territory. These limits were taken very seriously by some roads who used the speedometer’s overspeed trip to enforce the limits. Oth­ er roads let the gear ratios of the diesels, or the fact that steam locomotives had no gear-imposed limits, be the determining factor, figuring that if the ICC caught them they’d pay their fines with smiles on their faces. But these limits were the beginning of the end of the fun.

HAROLD STIRTON PHOTO, JIM NEUBAUER COLLECTION Wabashin’ ’em ... Rock Island 4-8-2 pauses at Englewood (Illinois) station on April 13, 1941, before a memorable run. My own experience included one no­ table ride on the northbound ex-Wabash Blue Bird shortly after the 1964 consoli­ three-figure speeds with the Fast M ail swearing they saw daylight beneath the dation with the Nickel Plate and Norfolk and the Chief-, Rock Island 4-8-2s blister­ wheels; the Burlington giving new mean­ & Western. The assistant master mechan­ ing across Illinois with the G olden State-, ing to the term “quicksilver” by splitting ic, like me an ex-N&W man, and I were Pennsylvania running its eighty-inch dri- America apart at 100 plus with the riding the cushions of the dome car from vered Pacifies and Atlantics and maybe Zephyrs—these are just a measly few of Decatur to Chicago behind one of De­ most of all, the T1 4-4-4-4s, just as fast the more outstanding examples. catur Shops’ three newly refurbished E8s. as the wheels would roll, which was very North of Forrest, Illinois, although the fast indeed; Illinois Central embarrassing scorching the ballast... ride was still quite smooth, the country would-be pacers along U.S. Highway 45 seemed to be passing by at a high rate, so in eastern Illinois with those almost In the years after World War II the In­ the assistant MM put his stopwatch into mouth-watering chocolate-and-orange E- terstate Commerce Commission imposed use. We seemed to be alternating the units; tower operators leaving their posts speed limits on the railroads: 59 mph for miles—one in thirty-two seconds, the to stand at a safe distance to watch the nonsignaled territory; 79 mph for territo­ next in thirty-three; this works out to one Atlantic Coast Line’s purple-and-silver ry with automatic block signals and 99 hundred and five and some change, or 27 C ham pions groove the Virginian Rail­ mph for territory with automatic block mph over the Wabash’s—and N&W ’s— way’s diamonds at Jarratt, Virginia, and signals and some form of automatic train limit. Being new on the division, both of

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62 V in ta g e R ails walkin’ em’ on across there. . .

We have speed today, but it isn’t the same. Sure, Amtrak runs 125 mph in the Northeast Corridor, and 90 some other places; some railroads dare to operate inter- modal trains at 70 mph—but we’re talking about a different kind of speed today, a sanitized, unromantic speed. Certainly this is not speed to match the pace of the fearless old time hogger, hurtling through the dark, strain­ ing to pick up the weak glimmer of kerosene-illuminated order boards in all kinds of weather in a pre-electric world, concerned about water and steam and schedule, trusting in the benevo­ lence of the Gods of the High Iron, the rulebook and timetable and other people doing their own jobs properly; or even the diesel engineer of the 1960s, whose first priority was getting over the road (deep down inside the more en­ Gainesville Midland decapods 209 and 203, running fast on light rail, head down the line into the setting Georgia sun. lightened members of manage­ ment realized that fact) and whose faith in his own judgement us kept our mouths shut, realizing that ties for mishaps in which excessive speed and abilities and his attitude of “damn the such running was normal practice for might be a factor have grown at an expo­ trainmaster and his radar machine” led that territory, and that a general crack­ nential rate. Railroads simply cannot af­ him to do some fast running himself. The down would probably come later—it did. ford to wink at rules violations that might sense of urgency, of the railroad’s con­ And it took ten more years and a Metro- result in tremendous financial setbacks, so sciousness that the world would look with liner to get me any faster on rails, and the rules and their compliance—including en­ much disfavor upon it and all its owners, ride wasn’t nearly as smooth. forcement of speed limits—are a very managers, and employees if its trains are large part of 1990s management. late, is long gone. raw doggin’ it... High speed was relative. For any of you who think that only speeds of 90 plus are fast, I submit to you that a Gainesville Midland 2-10-0 running 50 mph on GM’s 55- and 65-pound rail laid on cinders was fast; three GP9s on a westbound time freight on Norfolk & Western’s Bristol Line in 1959 covering the 80 mountain­ ous miles from Radford, Virginia, to Glade Spring in 87 minutes was fast; get­ ting a passenger extra from Cincinnati to Portsmouth, Ohio, on N&W’s crooked Cincinnati District in time to make a con­ $8.95 each + nection at Portsmouth, and doing it 20 min­ Erie Lackawanna $2.00 p o stage utes faster than the eastbound Powhatan ($4.00 is the max. Arrow was fast. shipping charge on multiple orders. New York residents gettin’ ’em up in the wind . . . add sales tax. The speed that we discuss here, like SSAE for catalog many other facets of railroading, has gone Dealer Inquiries to that great romantic railroad in the sky. ERIE LACKAWANNA RR invited! Philadelphia Rapid Transit As our world has gotten more crowded and our people more litigious, the liabili­ Weekend Chief Publ. Co. 4 Russell Drive Mineola, NY 11501

Far i 10nS burnin’ the wind . . . GREAT MIDWEST But as far as resurrecting the romantic past is concerned, we have to be content TRAIN SHOW with the Grand Canyon Railway’s 40 mph running, and Union Pacific’s “track Chicago Area - Over 500 Tables - 4 Separate Buildings! speed” excursion runs. We can still look at some fast machinery—we’ve preserved 1995 Show Dates 10:00am to 4:00pm Admission one of Burlington’s Z ep h yr E5 diesels; Adults, $5.00 Southern Pacific D aylight Northerns, Septem ber 10 Kids under 12, FREE! some of the Pennsy’s 80-inch-drivered DuPage County Parking, FREE! O ctober 8 speedsters and several of Santa Fe’s vaunt­ Fairgrounds Show Information ed high-drivered 4-8-4s dot the landscape 12 GATS Limited N ovem ber County Farm & Manchester P. O. Box 1745 but, regrettably, nothing remains except Wheaton, Illinois Lombard, IL 60148 words and photographs to remind us of D ecem ber 10 (2 blocks North of Roosevelt Road) 708/834-0653 the seven-foot-drivered Hudsons or H i­ aw atha Atlantics that promised, and could deliver, 120-mph speeds. Of the au­ AT YOUR FINGERTIPS AND CFAX or Phone: (416) 694-682C \ thentic notables preserved, there is Charlie IN YOUR FM! Hogan’s 999—it’s in Chicago’s Museum Image quality equal to M o n tr e a l the original slides of Science and Industry—but it now has Alan Miller & E le c tric s Vince Porreca Present the 69-inch drivers applied at a rebuild­ RomRAIL™ The Final Days ing instead of those original 86-inchers. CLASSIC RAILROAD IMAGES It is, thus, an emasculated speedster— ON COMPACT DISCS FOR $2 9 .9 5 DOS WINDOWS / MAC / Tape covers the final days of Montreal's vintage electric with 69-inch drivers it would strain to PHOTO CD/3D0/CDI commuter trains to Deux-Montagnes. Includes 1914 Box COVERED WAGON ROUND-UP (VoU)-Comprehensive visual Cabs, Steeple Cabs, and M.U.S. Many runbys plus cab rides make eighty. The Pennsy 7002 now mas­ history of EMD’s classic Diesel. Spans 6 decades, 350 images, through Mt Royal tunnel. Color, Live Sound, Narration, 75 querading as Jerry McCarthy’s record- amazing variety of F-Units $64.95 (now shipping) minutes plus previews. Duty Paid to USA Free Catalogue. AMTRAK SILVER ANNIVERSARY- About 250 roster and action VHS HQ Two Hours of Steam and Rail Delight Pal setter is an imposter though it does pur­ views. Evolution of passenger motive power. The early days to latest Postage/Handling Cheques payable to: Genesis units $55.95 (in production) Add $3 per order. vey the essence of the machine. MILWAUKEE ROAD MEMORIES - About 250 images, wide variety of Ontario residents motive power. Includes famous electrics. Nostalgic look at the add 8% sales tax. Video Classics “Route of the Hiawathas" $59.95 (in production) Canadian residents 84 Willow Ave„ #37 gettin’ up and walkin’ RomRAIL™ PO Box 22 Boulder, CO 80306-0022 add 7% GST. Toronto, Canada M4E 3K2 Please add $1.50 shipping per title ■ CO Res. Add Sales Tax Satisfaction Guaranteed or Money Refunded around with ’em . . . No matter how hard we try, our most loving and meticulous restoration and preservation of these locomotives cannot TED ROSE even begin to evoke for the imagination the impression such a machine gave in sight and sound as it bore down, in full earth-shaking, earsplitting, heart-stop­ ping, sphincter-tightening cry, on the trackside observer.

hell battin’ it... Our hats go off to those stalwart souls among us who dedicate their precious time, energies, and money to the preserva­ tion of railroad artifacts for the enlighten­ ment and education of future generations; they must surmount tremendous obstacles in dealing with the sheer size and intricacy of railroad hardware. As difficult as their jobs are, though, they are easy compared to that of reconstructing the feel of rail­ roading. After all, many of us are not rail- Mixed 5 ^-Watercolor Exhibition fans because we liked Pullman cars, or October 20-November 12 steam locomotives, or interlocking tow­ ers. or dining car china; we are railfans because we got close to the property and ZAPLIN-LAMPERT GALLERY were captivated by the total ambience— 651 Canyon Road Santa Fe, New Mexico 87501 the dynamics—of the darn thing. The rail­ Tel 505 982-6100 Fax 505 988-2142 road was a living organism, and that’s w hat it’s all about. Original watercolors only; not available as reproductions. No, it isn’t the same. 0

Rd VTMTArm R ATI c TU-E:

Its ciem m nt

lentrex takes you behind the scenes at Santa Fe's shops in San Bernardino, Barstow, and Winslow during the 1950s to witness the complete servicing of early freight and passenger diesels. You'll see Santa Fe's diesel repair crews checking all the mechanical elements inside the lo­ comotives, such as valves, lifters, pistons, and connecting rods, and removing rocker arm assemblies, injectors, heads, and pis­ ton assemblies for repair or replacement. Watch as generators, auxiliary genera tors, steam generators, and high voltage relays and reversers are checked out and traction motors are inspected and serviced. Then enjoy a demonstration of dynamic braking, complete with animated diagrams and live action. This video shows you dozens of scenes that few have witnessed. It's the complete procedure for servicing a fleet of active diesels on a busy railroad! In color, with authentic audio and narration. 25 Minutes #SFDIESEL $9.95 Lim ited Time Special Offer Offer Expires December 31,1995 Check or Money Order Visa/MasterCard Discover/American Express

Please add $4.00 shipping per order, plus $1.00 for each additional item. Canadian customers add $5.00 shipping per order, plus $1.00 for each additional item. All other International customers add $10.00 per item. California residents please add 8.25% sales tax Order Line: 800- 950-9333 24 Hours A Day FAX 818-793-3797

MAG5

P.O. Box 94911, Pasadena, CA 91109-4911

CALL OR W RITE FOR FREE CATALOG E x e c u t iv e S u it e

McMillan: “Those Were Great Days”

A s a railroad officer for more than in economics and a minor in railway civil 30 years, Robert E. McMillan engineering, he went to work for the made his share of tough decisions. Chicago & Eastern Illinois at Danville in But for the retired president of the 1949. He climbed the ladder, moving to Toledo, Peoria & Western, who proudly the general office in the McCormick Build­ wears his Scottish kilt twice a year, the ing on South Michigan Avenue and then to fondest memories of railroading go back a new building at Chicago Heights. to his childhood, when on summer nights, A series of “family moves” led to the he and his grandmother watched the Chicago & Western Indiana, 1962-66, mainline passenger trains from the Illinois general manager and later president; Central commuter train platform at 72nd Kansas City Terminal, 1966-67, president JOHN GRUBER Street on Chicago’s south side. Robert E. McMillan, as TP&W president, hosts a and general manager; Santa Fe, 1968-77, “You had a big parade in both direc­ trip for the Lexington Group in Transportation assistant vice president of operations; and tions. Going south, you had the IC plus History in 1983. TP&W, 1977-83, president. Big Four and Michigan Central passenger (The C&EI owned one-fifth of the trains, since the New York Central affili­ Western Indiana. Santa Fe had an equity ates still used the IC’s Central Station at rail, watched over by a section gang position in the Western Indiana by virtue 12th Street. The parade coming in to every four miles.” of a 999-year lease, and a representative Chicago would include the Twilight Limit­ McMillan got his first railroad job on the Western Indiana’s board. Santa Fe ed from Detroit with the Thunder Bay, an when he was 14 in summer 1941, just be­ had one-twelfth interest in the Kansas City open-ended observation car, on the rear.” fore World War II, working as a section la­ Terminal, and 50 percent ownership of the In addition, the childhood memories borer for the Illinois Central at South Wa­ TP&W when McMillan moved to Peoria.) include “freight trains all over the place, ter Street in Chicago for 43 cents an hour. “I was on the TP&W until Dec. 31, the pall of black smoke over downtown “There was really no choice for me as 1983, when the TP&W became the Peo­ Chicago, and passenger trains running to where I went to work. My grandfather, ria District of the Santa Fe’s Illinois Divi­ at 100-110 mph on 90 pound jointed C. E. M cM illan Sr., w ent into train service sion. Rather than move back to Chicago, on the IC in 1896. He was on the maiden which I was asked to do, we (McMillan run of the Green Diamond M ay 17,1936. and his wife, Penny) decided to take early "UNION PACIFIC'S CENTRAL DIVISION My dad took me down and we saw the retirement. The Southern Pacific merger green worm crawl through the interlocker was boiling, and the Santa Fe folks want­ HUB, MARYSVILLE KANSAS" at Weldon Tower in Chicago. Mother ed me to get involved in that. But I had

BREAKS NEW GROUND IN TOTAL worked for the IC when they were mar­ had enough of office politics and moving, COVERAGE OF A MAJOR U.P. FAC ILITY ------ried, and, when dad died, she went back and stayed in Peoria.” to work for the IC until she was 65.” Management decisions about people MARYSVILLE WAS ONE OF the UP s most colorful and busy Division Points and continues McMillan continued summers with the and passenger trains were tough, for dif­ today to be a hotspot of activity. This book is a IC, shifting to office boy in the chief engi­ ferent reasons. 256-page 9” x 11” format on enamel-coated neer’s office, until graduating from high “It is never easy to make decisions

paper, containing 374 photographs, including school and going into the Navy in 1944. 43 in color. It contains a w ealth of information that negatively affect the lives of the peo­ about many aspects of railroading, including While at the University of Illinois, he ple working on the railroad. When I went sections devoted to history, operations, facilities worked summers as an IC steam locomo­ to the Western Indiana in 1962 I found and specials. tive fireman. He never fired a fast passen­ very little had been done to discontinue A 110-PAGE 11” X 17” SPIRAL-BOUND ger train, although one his first student unnecessary labor. For example, we had format “Facilities Supplement" is included, trips on the road in 1947 was on a 2600- crossing watchmen up and down the rail­ containing 91 pages of blueprints of most major structures, with 65 photographs. class Mountain. “It is 100 miles from road at Dearborn Station, out at Kensing­ Markham to Champaign Yard, and we ton and Dolton, and other places. They Availability: Due to limited printing, this two-book set is available O N L Y from the publishers at $86.00 plus went down there, start to stop without were up in towers, ringing bells when a $4.00 S/H. Orders may be placed with: taking coal or water, in 100 minutes on train was coming, pumping the gates MS-1, the overnight merchandise train to down, 24 hours a day, 7 days a week. We Blue River Press e c Green River Express Memphis. That’s running! We weren’t go­ very quickly obtained approval to discon- 810 North 11th St. 1263 Semor Drive Marysville, Kansas Decatur, Illinois ing 100 mph, but I can assure you we 66508-1207 62521-3937 were going more than 60 miles an hour.” Kansas residents add 4.9% sales tax Illinois residents add 6.25% sales tax When he finished college with a major Continued on page 68

RR VTMTAnE R ATT C Ep E^iQ B Q C^3G^3q Order Your Rail Series Collector Cards Today! Qwest Communications (formerly Southern Pacific Telecommunications) is offering a lim ited edition series of prepaid calling cards featuring classic Southern Pacific trains. Call 1-800-899-7780 (Ext. 1472) to order your Rail Series cards today! Easy To Use! Qwest Rail Series prepaid calling cards are convenient and easy to use! You can use your classic Rail Series cards from any touch tone phone in the United States. And call anywhere in the U.S. AND to most of the world! Hunting for change to make a long distance call is a thing of the past! Start with a fixed amount of calling time and receive notice of time remaining each time you place a call.

Five Limited Edition Rail Series of Four Cards Each painstakingly reproduced from the Southern Pacific photo archives

Classic Streamliners Series, Pre-war (2 s h o w n ) ■ Sunset Limited on Louisiana (30) ■ Sunset Limited on San Gorgonio Pass (60) * Coast Daylight at Secate (90) ■ City of San Francisco at the Great Salt Lake (120) Classic Streamliners Series, Post-war ■ San Joaquin Daylight (30) ■ San Francisco Overland in the Sierra Nevada (60) ■ The Lark in Santa Susana Pass (90) ■ EMD Freight Diesels at Taylor Pass (120) Golden Spike Series * Tehachapi Loop (30) * Rounding Cape Horn (60) * Sacramento Station 1887 (90) ■ Wedding of the Rails at Promontory (120) Poster Series (classic SP rail posters) 1 Unit = 1 Domestic Minute ■ Faster Overland Limited poster) 30) ■ The Sunset Limited poster (60) International calling rates vary by country. ■ The San Francisco Opera poster (90) ■ The Orient This Summer poster (120) )ne collector series of four cards (300 units) is $100 Pacific Daylight Series (2 s h o w n ) All 20 collector cards (1500 units) for only $395 ■ The End of an Era (30) ■ San Joaquin Daylight on Cuesta Grande (60) CALL TODAY ■ The Daylight Restored (90) ■ The Coast Daylight near Santa Barbara (120) Collect All 20 During 1- 8 0 0 - 899-7780 Ext. 1472 This Limited Time Offer! “This was just a small example of what kind of deficiency in traffic,” he said. San­ E x e c u t iv e Su it e existed on all the railroads with passenger ta Fe, which in 1981 became the sole service. The regulatory people and the labor owner of TP&W, merged the company in­ Continued from page 66 organizations opposed discontinuing trains, to its Illinois Division on December 31, so politically we couldn’t take them off, and 1983. tinue them, or in most cases, to install au­ as a result of that, we have Amtrak. “Because we were wholly owned by tomatic protection which is much more re­ “I was very much involved with the op­ Santa Fe, we didn’t take any role in op­ liable,” McMillan, pausing to find exactly erating and legal departments. In my judg­ posing the Staggers Act or the closing of the right words, said. ment, what tipped the Santa Fe into joining the Logansport gateway. Almost every­ “An old section foreman on the Western Amtrak was the fact that we were going to body but TP&W was better off.” Indiana called me ‘Mac the Knife.’ I carried have to replace all the equipment on the Is most of the fun gone from railroad­ that with me for a long time, unfortunately. Super Chief and El Capitan within two to ing? Definite not, McMillan quickly re­ “The Kansas City Terminal operated three years. The Super Chief took five sets sponds: “Railroads now are stronger and 13 towers, staffed 24 hours a day, 7 days of equipment, and the El Cap and San in better physical condition than they ever a week, passing trains from one tower to Francisco Chief also took five sets. The re­ have been.” the next. It was terribly expensive. So in placement cost was so incredibly high that His regret is what has happened to the my 14 months at the Terminal, we got the we decided to go with Amtrak. It was not passenger train business. “Most people board to approve the installation of a cen­ an easy decision for the decision makers. can’t comprehend the fact that every little tralized dispatching system, and got it “The handwriting was on the wall. If town used to have a local passenger train, pretty well started before I left. That sys­ you were going to run a business in a busi­ at least one, if not more.” tem allowed the Terminal to discontinue ness like way, we had to get out of the His family had an annual pass. When he all the jobs at the outlying towers.” passenger business.” traveled, he rode passenger trains. He easily At the Santa Fe, McMillan participated At the TP&W, the challenges were dif­ names the places and locomotive numbers. in the railroad’s decision to join Amtrak. ferent. Since 1926, the railroad had built “The first time I rode a steam locomo­ “Santa Fe didn’t want to join Amtrak, up heavy overhead traffic between the tive on the main line, I was a kid about 16 but we wanted to cut off the money losers Pennsylvania on the east and Santa Fe on working for the IC. I was going to visit an and concentrate on the winners.” the west. The TP&W purchased fifty-five aunt and uncle at Fort Knox, Kentucky. I McMillan expressed pride in the Santa additional miles of track in 1976 to main­ got a permit to ride the engine from Cen­ Fe trains. “Most realize the Santa Fe tain its connection on the east at Logans- tral City to Fort Knox. The 2420 was the worked long and hard at the passenger port, Indiana, and completed rehabilita­ engine. That was an experience.” business,” he continued. tion of the route in 1979. “Just before I went into the Navy in “We tried to take off money losers, such “As good as the Staggers Act was for fall 1944,1 had a permit to ride the engine as Chicago-Kansas City and Kansas City- the industry, it really put us on our knees. on the Planter, an old Yazoo & Mississip­ Tulsa trains. The Super Chief connection, In 1977, TP&W had 95,000 carloads of pi Valley (IC) passenger train from Vicks­ La Junta to Denver, had a baggage car and overhead traffic. A year after Staggers, in burg to New Orleans, 235 miles with one coach. Its average passenger load was one 1981, Conrail canceled the Logansport crew. I had another unforgettable experi­ to two people and it had an engineer, fire­ routes and rates. We had 1,500 cars left. ence with engine 1103.” man, conductor, and two brakemen. You can’t trim costs and make up for that “Those were great days.” JG 0

ATSF, BN & MRL COMING NOVEMBER, 1995-IN FULL COLOR LOCOMOTIVE DIRECTORY 1995

Single line rosters of locomotives owned and on long term lease by each railroad as of May 31, 1995. Lists basic, technical and performance data for each model/number B Y T H E E L series. 170 b&w halftone photos, 140 pgs., Perfect bound. This reference prepares the railfan for the ATSF- THIRD AVENUE AND ITS EL AT MID-CENTURY BN merger as more units are being interchanged and MRL motive power, at least half previous BN units. $22.95 BY LAWRENCE STELTER BURLINGTON NORTHERN: "SELDOM HAVE I SEEN A COLLECTION OF IMAGES THAT IS SO RAILROAD GIANT COMPREHENSIVE AND REALISTIC, " j o e f r a n k l i n "k i n g o f n o s t a l g i a " OF THE PACIFIC NORTHWEST

Describes all mountain passes, scenic line segments, OVER 160 COLOR PHOTOS AND HUMAN INTER­ yards and depots, notable tunnels, bridges and other land­ EST STORIES THAT CAPTURE THE THIRD AVE. EL marks found along the BN and MRL mainlines and BN AND THE NEIGHBORHOODS IT TRAVERSED. FAR branch lines from MT to CA. Data, historic capsules and AND AWAY THE MOST VISUALLY BEAUTIFUL dates, terrain descriptions, timetables and maps. 225 COLLECTION OF PHOTOGRAPHS EVER PUB­ halftone b&w photos, 208 pages, Perfect bound. This guide is a necessity for anyone planning an informed trip LISHED DEALING WITH A TRANSIT SUBJECT. into the Pacific Northwest $26.95 128 PAGES HARD-COVERED 0 0 0 Other books authored by Robert C. Del Grosso: BNSF AFTER NOVEMBER 1,1995 Annual 1994 $44.95, The BN Railroad In 1993 $32.95, BN Caboose Book $26.95 $ 3 8 .9 5 III IMMEDIATE DELIVERY GUARANTEED III PLUS &$3.50 SHIPPING & HANDLING AND 8.25% SALES TAX FOR N.Y. RESIDENTS Prices include 4th Class P&H • Buy more than 1 book & deduct $5 off the price of each book ordered. H & M PRODUCTIONS => Dealer Inquiries W elcom e <= PRE-PUBLICATION OFFER • • • $33.00 AND NO SHIPPING CHARGE 193-07 45th AVE Great Northern Pacific Publications NY RESIDENTS MUST PAY SALES TAX FLUSHING, NY 11358 Route 4, Box 627A, Bonners Ferry, ID 83805 Dealer enquires welcome

68 V in ta g e R ails R a il r o a d C ollectibles

Thanks, Grandpa

B y R a l p h D . P i e r c e

[n 1961 my grand­ the first of many railroad artifacts that I consuming but if you can spend the time, saved. My collecting habit and passion what others have not thrown away can parents traveled from had begun. give tremendous enjoyment when discov­ ered many years later. Wisconsin to the state of What, When, and Where Railroads offer many items to collect: matchbooks, decks of playing cards, Washington to visit their Those first beautiful placemats from the lanterns, postcards, buttons, maps, time­ West helped start my interest in railroading. tables, photos, china, switch keys, builders son, my uncle, in the When I got a driver’s license at sixteen, I plates, uniforms, linen, switch locks, calen­ was able to go to rural auctions, not usually dars, tickets, spikes, date nails, books, rule National Guard and of interest to the rest of the family, including books, stock certificates, models, adver­ farm, household, and business sales. tisements, builders photos, menus, clocks, see the Seattle World’s Wisconsin has been home for immi­ furniture, telegraph items, validators, pa­ grants since homesteading began—frugal per weights, flatware, serving pieces, and Fair and its space needle. hardworking people who found value and more. The variety of memorabilia almost worth in many items used by others. As boggles the mind. I was only ten, and my railroads abandoned, merged, or updat­ In this column, we are going to try to ed—those are not just recent happen­ younger brother and I ings—they sold or eliminated equipment and surplus items. These Wisconsinites anxiously wondered, found many uses for tools, furniture, rolling stock, metal, and wood at their what will grandpa farms, businesses, and homes. So when farm auctions or the like come about, bring us? many items are hidden among the boxes and barrels of tools and merchandise. My first C&NW long-neck oil can came from can’t remember what kind of presents a farm sale as did wrenches and tools, I ID we got, but I do recall that the trip was buckets and brooms, and timetables and by train. When grandpa came back, he tickets, all with railroad initials. The auc­ • RARE/AUTHENTIC/BY LIMA • 53 PAGE BUILDERS CATALOG brought us full-color placemats showing tions were like holidays and the boxes of • 49 PHOTOS WITH SPECS streamliners on the Union Pacific Rail­ items like Christmas packages. What • 24 CLASSIC STEAM LOCOMOTIVES $ 3 0 9 5 road. For years and years the paper place­ might be found buried in the next box? unnraboKS P.O. BOX 528453 mats were kept carefully in the dresser Would there be a timetable or ticket in the (POSTAGE PAID, drawer with my special things. These were shoe box of papers? Auctions are time r V CHICAGO. IL 60652 U.S. FUNDS)

xheDRESSEL RAILWAY LAMP & SIGNAL COMPANY

1926 CATALOG OF VINTAGE RAILWAY LIGHTING EQUIPMENT

ORIGINAL SLIDES ANNOTATED REPRINT BY DAVID DREIMILLER Illustrated, 26 pages bi-monthly. Rare slides some going back to the 1950s or even ‘40s. A high-quality, unabridged reprint of the original Dressel sales Reasonably priced according to quality. Not catalog. Features over 200 information-packed pages covering an an auction. Sample Issue s2 (refundable) to: array of railroad lighting equipment from the height of the steam H i r a m era. Hundreds of vintage illustrations including oil-burning and ■ P r e s s ANDY ROMANO electric signal lamps and interior car and station lighting. 16907 AVENIDA DE SANTA YNEZ P.O. Box 1926 ISBN 0-9625579-1-9 Soft cover, 5-1/2" X 8-1/2", 216 pg. Hiram, Ohio 44234-1926 PACIFIC PALISADES, C A 9 0 2 7 2 Only $21.95 plus $3.25 shipping; Ohio residents include $1.37 tax (216) 569-7251

Fall 1 9 9 5 69 whet your appetite for railroadiana and collecting. We aren’t going to be the defin­ itive authority on each and every type of railroadiana. Rather, we will explore items produced for railroads that you might find interesting. We will listen and learn from other ded­ icated collectors and bring to you interest­ ing points and information about their col­ lections. We will give you details to help keep collectibles in good shape, such as “keep them out of the sun.” We will also talk about shows, sales, dealers, and places where you can look for collectibles. Collecting and preserving are noble causes when approached in noble ways. Items should be bought, sold, traded, and swapped with people and dealers in rep­ utable ways. An operating company, a railroad, is a private business and its in­ ventory and materials are its property. Reputable collectors do not trespass or scavenge. This harms collecting in the long run, for not only are we collecting for our enjoyment, but in a way, we are Our two mo/t popular video/: $19.9 Tfan/it Gloria fRundi preserving railroad history.

TROUEV; The Cor/ Thai BuiU Our Cilia/ ec 36 E. 27tfi /t.. Dept. R All of us have had different ways of /UBUJRV: Empire Beneath flew Vork/ /treet/ B altim ore. fRD 21218 getting bit by the bug of railroad memo­ mnnv moRE r v r iir b ie rabilia collecting. Most, like me, can not FREE CATALOG f f l W ' 800-428-7003 tell just when or where it happened, and RcW S3 /hipping G* Handling par order I A M J 24-hr order line Vl/fl, IB/C, check or money order V'SsGSS some readers may be getting bitten for fBD odd /ole/ lox, UP/ ond Conodo odd $5 / FREE REUJ/IETTER/ the first time. Not only is the collecting fun and enjoyable but has turned most of R. I. Rocky Mountain Rocket #630 E-6 us, to some extent, into amateur histori­ 17 k 14 [b&wi By Randy Rolffs ans. For whatever reason we obtained a Signed & Numbered $25.00 railroad item, most of the time it has Burlington Pioneer Zephyr made us want for more items, more in­ 14 x 23 (b&w) By Randy Rolffs Signed & formation, more knowledge. We not only are saving and collecting but learning Grand Island Crossing 23 x 16 (color) By Robert West and retaining history and information. Artist Proofs (1-80) $80.00 Signed & Numbered $40.00 What we collect has a story and that sto­ Burlington Thunder (color) ry is a part of railroading. 23 x 16 By Robert West Artist Proofs (1-80) The more items that are saved, the Signed & Numbered $40.00 Print only more information that will exist about R.R. Fields of Dreams I the railroad industry. So keep on saving, x 15 By Richard Schultz & Numbered Color Print $25.00 keep on collecting, keep on finding new interests, for through your help we are AT&SF Departure Time Alma, Kansas 1953 18 x 24 By M.E. Raulerson preserving a great institution, the Ameri­ Signed & Numbered Color Print $35.00 can railroad. R.R. Fields of Dreams II Thanks again to grandpa, for it is usu­ 13 x 15 By Richard Schultz Signed & Numbered Color Print $25.00 ally through relatives that we get started in most things. Streamliners through the Milwaukee Winter Memories Butte, Montana 15 1/2 x 22 By Bruce Friesch West become railroading through life. Color Print $30.00 In the next issue we will look at post­ cards, a long time railroad collectible. We AT&SF Returning to Burlingame 1943 18 x 24 By M.E. Raulerson will look at depots, streamliners, railway Signed & Numbered Color Print $35.00 post office cancellations, the right of ways, and other subjects. Postcard col­ A Busy Afternoon at Wheaton, Illinois U.P. City of Los Angeles on the C&NW lecting can be for everyone, young and 9 x 12 By Russ Porter Color Print $25.00 old. Cards range in price from very inex­ JELSMA GRAPHICS 1800 494 3513 Have Prints Of: pensive to worthwhile investments, so (904) 221-3513 2238 W inding Creek Lane U? CB&Q, M&StL, C&NW, ME they can be for the novice or the serious Add $4.95 Shipping & Handling Jacksonville, FL 32246-4136 E-L, CR, RI, GN, B&O, Others or be a way for young people to get into One o f America’s leading distributors o f quality railroad art. railroadiana collecting. Send For Free Brochure o

70 Vintage Rails GREAT AM ERICAN

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Our Shows Feature Participants W anted ♦ 200-600 tables of train related ♦ We have a layout contest that merchandise for sale from local pays up to $400.00 for an dealers, national dealers, and operating layout. collectors. ♦ Selling space starts at $22.00. ♦ See operating layouts at ♦ Please contact us today to America’s largest touring show. receive a free packet of ♦ Free workshops on a variety of information for selling or layout model railroad topics. space.

CINCINNATI SAN FRANCISCO WICHITA MEMPHIS EL PASO ATLANTA August 26 & 27, 1995 September 9 & 10, 1995 September 16 & 17, September 23 & 24, 1995 September 30 & October 7 & 8, 1995 Cincinnati Convention Cow Palace 1995 Memphis Cook October 1, 1995 Georgia International Center Geneva and Santos, Century II Convention Center El Paso Convention Ctr. Conv. & Trade Center 6th and Elm Streets, Daly City, California 225 West Douglas, 255 North Main Street, One Civic Center Plaza, 1902 Sullivan Road, Cincinnati, Ohio Wichita, Kansas Memphis, Tennessee El Paso, Texas College Park, Georgia COSTA MESA ORLANDO INDIANAPOLIS CHARLOTTE SAN DIEGO RICHMOND October 7 & 8, 1995 October 14 & 15, 1995 October 14 & 15, 1995 October 21 & 22, 1995 October 21 & 22, 1995 October 28 & 29, 1995 Orange County Central Florida Fair Indiana State Charlotte Del Mar Fairgrounds Richmond Centre Fairgrounds 4603 West Colonial Drive, Fairgrounds Merchandise Mart 2260 Jimmy Durante 400 East Marshall Street, 88 Fair Drive, Orlando, Florida 1202 East 38th Street, 800 Briar Creek Road Boulevard, Richmond, Virginia Costa Mesa, California Indianapolis, Indiana Charlotte, North Carolina Del Mar, California

SAINT PAUL SEATTLE NEW YORK LOUISVILLE LONG BEACH DALLAS October 28 & 29, 1995 October 28 & 29, 1995 November 4 & 5, 1995 November 4 & 5, 1995 November 11 & 12, 1995 November 11 & 12,1995 Saint Paul Civic Center Western Washington Yonkers Raceway Commonwealth Long Beach Dallas Convention 143 West 4th Street, Fairgrounds Central Avenue and Convention Center Convention Center Center Saint Paul, Minnesota 9th & Meridian, Yonkers Avenue, 221 4th Avenue, 300 East Ocean Boulevard, 650 South Griffin, Puyallup, Washington Yonkers, New York Louisville, Kentucky Long Beach, California Dallas, Texas CLEVELAND OKLAHOM A CITY TAMPA SAINT LOUIS OAKLAND MIAMI November 18 & 19, 1995 November 18 & 19, 1995 November 25 & 26,1995 November 25 & 26,1995 November 25 & 26, 1995 December 2 & 3,1995 Cleveland Convention Myriad Convention Florida Expo Park Gateway Center Alameda County Dade Co. Youth Center Center Gate 2, Martin Luther One Gateway Drive, Fairgrounds Fairgrounds 500 Lakeside Avenue, One Myriad Gardens, King Boulevard, Collinsville, Illinois 4501 Pleasanton Avenue, 10901 SW 24th Street, Cleveland, Ohio Oklahoma City, Oklahoma Tampa, Florida Pleasanton, California Miami, Florida OMAHA TUCSON SAN ANTONIO SAN JOSE DES MOINES PORTLAND December 2 & 3,1995 December 2 & 3,1995 December9& 10,1995 December 9 & 10,1995 December 16 & 17,1995 December 16 & 17,1995 Omaha Civic Tucson Convention Henry B. Gonzalez Santa Clara County Veterans Memorial Portland Exposition Auditorium Center Convention Center Fairgrounds Auditorium Center 1804 Capitol Avenue, 260 South Church, 200 East Market Street, 344 Tully Road, 833 Fifth Avenue, 2060 North Marine Blvd., Omaha, Nebraska Tucson, Arizona San Antonio, Texas San Jose, California Des Moines, Iowa Portland, Oregon 1996 Dates 1996 Dates 1996 Dates PHILADELPHIA HOUSTON BAKERSFIELD ROCHESTER SAINT LOUIS NEW YORK January 6 & 7, 1996 January 6 & 7,1996 January 6 & 7,1996 January 13 & 14,1996 January 13 & 14, 1996 January 20 & 21, 1996 Fort Washington George R. Brown Kern County Dome Center Cervantes Convention Yonkers Raceway Expo Center Convention Center Fairgrounds (Monroe Co. Fairgrounds) Center Central Ave. & Yonkers 1100 Virginia Drive, U.S. 59 & Walker Avenue, 1142 South P Street 2695 East Henrietta Road Washington Ave. & 8th Street Ave. Fort Washington, Pennsylvania Houston, Texas Bakersfield, California Henrietta, New York Saint Louis, Missouri Yonkers, New York KANSAS CITY SPRINGFIELD MOBILE WINSTON-SALEM SAINT PAUL TUCSON January 20 & 21, 1996 January 27 & 28, 1996 January 27 & 28, 1996 February 3 & 4, 1996 February 3 & 4, 1996 February 3 & 4, 1996 American Royal Springfield Greater Gulf Dixie Classic Saint Paul Pima County Complex Civic Center State Fairgrounds Fairgrounds Civic Center Fairgrounds 1800 Genessee (next to Kemper Arena), 1277 Main Street, 1035 Cody Road, 2825 University Parkway, 143 West Fourth Street, 11300 S. Houghton Road, Kansas City, Missouri Springfield, Massachusetts Mobile, Alabama Winston-Salem, North Carolinia Saint Paul, Minnesota Tucson, Arizona

Show Hours: 11:00am to 5:00pm, Saturday and Sunday Admission: $5.00 for adults, kids under 12 are FREE, admission is good for both days! GREAT AMERICAN TRAIN SHOW information contact: 708/834-0652 P.O. Box 1745, Lombard, IL 60148 V in t a g e M a r k e t p l a c e

From Mountain Division to Southern California

B y B r i a n J e n n i s o n

or publications for review; we will list one fabulous sequence after another. The everything received even if space limita­ colors are true and incredibly vivid, and tions do not permit a full review. Items be­ the action is non-stop, with scheduled come the property of Pentrex Publishing. freights, extras, locals, the daily passen­ ger train, and light helpers keeping the Videos photographer busy all day. The Maine Central’s line from Port­ N e w E n g l a n d G l o r y V o l u m e O n e : land, Maine, to St. Johnsbury, Vermont, M o u n t a in D iv is io n . Herron Rail Ser­ hasn’t seen regular freight service since vices, 2016 N. Village Ave., Tampa, Fla. early September 1983, but the most scenic 33612; 800-783-3886; 77 mms; $59.95 section, between Intervale and Fabyans, plus $4 shipping; Florida and Pennsylva­ New Hampshire, has been restored by the T " ¥ 7 " T elcome to Vintage Marketplace! nia residents add 6 percent sales tax. An­ Conway Scenic Railroad, and will see pas­ 1 X I Each issue, we’ll be reviewing sev- other gem from the late 1940s and early senger service beginning this September. V V eral products and services which we 1950s, this tape features 16mm film shot Given the renewed interest in this, “the think might appeal to readers of V i n t a g e by Stanley Y. Whitney, from the collec­ most Western of Eastern places,” Herron R a ils . To be included, the products or ser­ tion of James T. Ickes, and is produced Rail Services’ Mountain Division tape, al­ vices must be currently and generally under special arrangement with the though produced in 1990, is again most available. Books, videos, prints, reproduc­ Boston & Maine Railroad Historical So­ timely. Those with an interest in New tions of china patterns, and other rail-re­ ciety. The tape opens with some stun­ England railroading will want this tape. lated items are fair game. We solicit sug­ ning footage of a steam-powered Maine gestions for items to be reviewed, and will Central freight climbing up the 2.5 per­ R a ilfan n ing So u t h e r n C alifornia in th e publish guest reviews as space permits. cent grade of Crawford Notch in New 1950s. Pentrex, P.O. Box 94911, Pasadena, Manufacturers and publishers are encour­ Hampshire’s White Mountains, com­ Calif. 91109; 800-950-9333; 80 mms; aged to submit samples of their products plete with pushers, and continues with $39.95 plus $4 shipping; California resi-

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DIESELS, TOO! OUR SPECIALTY IS TRAINS. ONLY TRAINS. MODELS, BOOKS, VIDEOS AND MUCH MORE. C&NW Freight F-Unit Litho Large 201/2''x 131/2" four-color, varnished LET US BRING RAILROADING image printed with a wide border depicting HOME TO YOU. the Chicago & North Western's classic freight F-units. Produced from color separ­ DROP IN OR CALL. OPEN 7 DAYS. ations made from the original painting and printed on heavy weight coated stock. Sin ce 1 951 Shipped rolled in a tube via 1st class mail. LIMITED TO 500 IMPRESSIONS. THE ORIGINAL | 2 4 9 0 E. Colorado Blvd. Plus $2.50 shipping and hand­ $ 1 C 9 5 ling for each order. Illinois resi- Pasadena, CA 9 1 1 0 7 ■ v eaieach dents must add 8’/2% sales tax. ’ i ^ h i s i ph: 8 1 8 -7 96 -7 79 1 GRAPHIC COMPOSITION, INC. FX: 8 1 8 -7 9 6 -7 5 6 6 SUITE G-3 4240 W. DEMPSTER STREET SKOKIE, IL 60076-2008

72 Vintage Rails dents add 8.25 percent sales tax. VHS only. Consistent with the V intage Rails em pha­ STEAM BENEATH THE RED STAR sis on railroading in the 1940s, 1950s, and Photographs and Text reveal the fascinating 1960s, this recent Pentrex video release Steam Locomotives of Thirteen covers action in the Los Angeles Basin be­ tween 1949 and 1955. The tape features Communist Countries during the Cold War. Following World War II, when the Pentrex’s usual high standards of reproduc­ Iron Curtain isolated Communist tion. Original 16mm film is computer-en­ countries from the West, the opportunities hanced and color-corrected, and there are for railway photography were severely also some nice black and white stills by restricted. East Bloc regimes considered Richard Steinheimer. Stein is interviewed, railroad operations to be strategically vital as are Stan Kistler, Chard Walker, and Don and usually banned picture-taking. If any Sims. Their insights into railroading in L.A. visitor who violated the rules was caught, “back in the days” are fascinating. his film might be confiscated; sometimes, The “Big T hree” (SP, Santa Fe, and UP) he went to prison. By 1970, the situation are featured. Locations include LAUPT, had eased somewhat, and more railway Mission Tower, Glendale, Burbank Junc­ photographers applied for visas in order tion, and Cajon Pass, with lesser coverage to record the last steam operations on the of Soledad Canyon, the Tehachapis, and rail systems of the Soviet Union, its Beaumont Hill. Steam and colorful early satellites and other Marxist countries. Quotes from early reviews: diesels are about equally represented; both STEAM BENEATH THE RED passenger and freight trains are included. “One of the more original motive power pictorials... STAR, one of the first Cold War nostalgia Almost as interesting as the vintage loco­ Almost as enjoyable as the variety of scenes of locomo­ books, is illustrated with 88 color and 368 tives are the tales of railfanning in these (Communist) black-and-white photographs, many motives are the great shots of 1950s era nations... Not only does this book open adoorto seldom- freight cars . . . iron oxide red is the order seen steam, it honors the photographers who braved obtained at great personal risk and under of the day. If you like “Warbonnets” and difficult and dangerous circumstances...to preserve trying circumstances. It is an album of “W idows,” this tape is for you! images of railroading that might otherwise have been photographs, complemented by inform­ lost to history.” -RAILFAN AND RAILROAD ative text and captions relating a few of the photographers' mind-blowing Literature “Well-acquainted with Russia and its satellite states, thanks to their daring forays...in search of thousands of adventures, as well as the relevant information for each picture. Featuring R ailroads o f N evada a n d E a st e r n C ali­ steam locomotives. Authors Ziel and Huxtable were among the most active of the ‘ steam spies ’. The text.. .and the work of those who dared to photograph f o r n ia . V o l u m e T w o : T h e So u t h e r n the extended photo captions make for entertaining, steam in Communist countries - some as R o a d s. David F. Myrick; reprint, with re­ informative reading. Most interesting are the anecdotes early as 1952, STEAM BENEATH THE visions, 1992; 492 pp; University of Neva­ recounting the authors’ and others’ brushes with the RED STAR shows a variety of unusual da Press, Reno, Nev. 89557-0076; 702- authorities. The machines...are fascinating in their and often impressive steam locomotives 784-6573. Originally published by Howell- diversity. Veteran TRAINS readers may feel some deja in parts of the world where, even in North in 1963, this long out-of-print vu when they see this fine book: the Soviet P36 4-8-4 on translation, the warning was clear: work has reappeared in a magnificent the cover looms as impressive as she did on the magazine’s July 1971 page 1.” -TRAINS "Photography of military installations, industrial sites and railways is strictly “Is finally now in STEAM BENEATH THE RED STAR we learning the truth of how Western railway forbidden." The Story of the spies photographed top-secret socialist steam locomo­ STEAM BENEATH THE RED S a n ta Fe tives. Is, I think, major reason for the collapse of whole STAR, By Ron Ziel and Nils Huxtable Soviet system. I am embarrassed at being so fooled by by Glann D. Bradley Introduction by A.E. Durrant • Hard Cover these steam spies. Is unanswered, why we did not just 256 pages • 88 Color, 368 black-and- L ast printed in 1920, this rare book shoot them!” -Colonel Sy Beria, KGB (retired) has provided the historical founda­ white photographs • Printed end-sheets tion for hundreds of subsequent Full-color dust jacket. One chapter for volumes on the Santa Fe railroad. The first each country in the former Soviet Bloc: edition, however, did not contain Bradley’s SOVIET UNION, HUNGARY, PO­ entire manuscript (7 chapters omitted), but LAND, EAST GERMANY, CZECHO­ now available in this special limited edi­ SLOVAKIA, RUMANIA, BULGARIA. tion is his complete original work. The Other Communist countries featured: missing chapters have been reunited with YUGOSLAVIA, ALBANIA, NORTH the 1920 edition and an expanded and up­ KOREA, VIETNAM, CHINA, CUBA. dated Appendix of statistics and corporate material add to this history of the Santa Fe STEAM BENEATH THE RED making it a more interesting dramatic and STAR: $59.95,plus$3.50shipping (N.Y. well-rounded story of a railroad at its apex residents add sales tax). Numbered and of expansion. This classic is a must for all autographed by both authors. serious students of Santa Fe history. 435 To order the book, send check or m.o. pages are bound in a hardbound book with to: Sunrise Special Ltd. Publishing, Box dustjacket including photos, many that have never been published before. 433 V, Bridgehampton, New York 11932 USA. (Canada, add $2.00, Overseas Price: $24.95 shipping included. surface, add $3.00 to above shipping Omni Publications charges.) Or order directly toll-free: Box 900566 1-800-298-5101. Send SASE for latest Palmdale, CA 93590 intgodttetionTSu-flfE-.-Durrant^ books brochure.

F a il 1 9 9 5 73 reprinted edition that covers 25 railroads black and white photographs and maps, The Diesel Builders. Volume Three: B ald­ of southern Nevada and eastern Califor­ the book covers the rich panoply of rail­ w in L o c o m o t iv e W o r k s . John F. K irk­ nia, plus a consideration of the streetcar roading in the Silver State and neighbor­ land; Interurban Press (now Pentrex); network in the northern Nevada city of ing eastern portions of the Golden State 1994; 294 pp; available from Pentrex, P.O. Reno. Liberally illustrated with historic from the long-abandoned Las Vegas & Box 94911, Pasadena, Calif. 91109; 800- Tonopah to the Atlantic & Pacific and the 950-9333; $59.95 plus $4 shipping; Cali­ Los Angeles & Salt Lake, that eventually fornia residents add 8.25 percent sales tax. became the modern-day Santa Fe and This is the definitive work on Baldwin TH E H&F RAILWAY- Union Pacific. diesel locomotives, written and compiled by TR0 LLEVS THROUGH THE OR MARYLAND David Myrick is, in this reviewer’s a veteran of thirty years with the company. opinion, the preeminent Western railroad With 359 black and white and 20 color historian, and this volume is a must for all photographs, plus a complete builder’s ros­ serious students of railroading in the ter, every diesel locomotive built by Baldwin American Southwest. For travelers on the is accounted for here. The book covers all lonely desert drive between Reno and Las aspects of diesel locomotive production “...ISN’T TYPICAL OF MOST... IT’S EXCELLENT. Vegas, this work will help to identify the from 1925 through 1956, and includes the —-Radlfan &. R a ilr o a d roadbeds and bridge abutments of such company’s history until its liquidation in “...ENJOY THIS AFFECTIONATE RAMBLE.”

—W a sh in g t o n P o st long-lost roads as the Bullfrog Goldfield, 1970. Of particular interest to this review­ “A FINE 30-MINUTE VIDEO-REMARKABLE COLOR the Tonopah & Tidewater, and the Ameri­ er were the many erection floor views, plus F0 0 TAGE...NICELY DONE.”—B a ltim ore Su n can Carrara Marble Company, all of aerial photos of Baldwin’s Eddystone, “ EXCELLENT PROGRAM-INFORMATIVE NARR- t o n - in ter v iew s w it h peo ple o n t h e f in AL which come alive again through Myrick’s Pennsylvania, plant, showing what a TRIP-GIVE A UNIQUE DIMENSION.”—T r a in s research. The companion Volume One: tremendous industrial force Baldwin once T h e N o r t h e r n R o a d s , is also available was. Of related interest are Kirkland’s oth­ Color/B&W VHS documentary as a reprint from the University of Nevada er works in the Diesel Builders series, Vol­ voices of motormen and riders Press, which is to be commended for ume O ne: Fa ir b a n k s -M o r se a n d L im a - Producer/Narrator CARROLL JAMES reprinting these valuable references. The H a m il t o n , and Volume Two: A m e r ic a n reprinted edition has sold out, but the L o c o m o t iv e C o m p a n y . Taken together, DEALER INQUIRIES WELCOME University of Nevada Press is planning a these volumes represent an invaluable con­ $19.95 + $3.00 shipping (MD res. $1 sales tax) second printing in May 1996. Check tribution to the presentation and preserva­ C.J. TROLLEYS - V around with the booksellers if you want tion of the history of the diesel locomotive one right now. in America. O P.O. BOX 8686, SILVER SPRING, MD 20907

Four Ways West Publications invites you to enjoy the best in rail related reading both vintage as well as contemporary. To be included on our free regular mailing list just drop us a line. Don’t miss out on all the rail action!

| You asked for MORE STEAM...and TRAIN CHECK (If not specified, we more Power... so we fired up the STARTING NO. will start checks at 101.) boiler and added a 4-6-2 Montreal SINGLE CHECKS □ 200 - $9.95 □ 400 - $17.50 and 4-6-0 Baldwin to the diesels of: OR...... — -...... - ...... Amtrak, Santa Fe, New York Central, DUPLICAIES □ 150 - $12.95 □ 300 - $22.50 Union Pacific, Conrail and Illinois SHIPPING & HANDLING Central. Still thundering out of the | p a s t, are the Georgetown Loop’s 3- □ FOR PRIORITY DELIVERY, ADD $3.50 i truck Shav. and Grand Canvon’s LJ checkbook cover, add $1.00 1906 2-8-0. EH Soufit ^ettencKq-, rfdet $2.00 TO ORDER CHECKS NOW - PLEASE ENCLOSE: TOTAL I 1. A check payable to Identity Check Printers. (U.S. Funds) 2. A voided sample check with changes clearly marked. 3. A deposit slip 4. This order form completely filled out Daytime phone number: ( Checks are personal size and are top bound. One part deposit For your protection checks will be shipped to the printed address unless slips and check register are FREE with each order. we are instructed otherwise. PUBLICATIONS IDENTITY CHECK PRINTERS P O Box 1734 - La Mirada CA 90637 24HR VOICE MAIL 312-992-0890 BOX 818, PARK RIDGE, IL 60068

74 Vintage Rails gram that includes further upgrade of mph and more in special tests. Three con­ P e n n sy E lectrification track and signalling to accommodate 150 sortiums made up of U.S. companies and Continued from page 31 mph speeds, and the procurement of 26 the principal European builders are com­ new high-speed trainsets. As a precursor peting for the high-speed train order, 40 minute schedule, and by 1991 there to developing specifications for this new which should be placed later this year, were 2 hour 30 minute and 2 hour 35 generation of high-speed trains, late in with the trains due to enter service by minute non-stop express schedules. 1992 Amtrak began tests of the Swedish 1997. Two will be non-electric units for Today, Amtrak is ready to notch up X2000 high-speed tilting train in North­ development of high-speed services in oth­ Northeast Corridor speeds once again un­ east Corridor service, followed by similar er, non-electric corridors. der a federally funded, $1.3 billion North­ tests of the German ICE train, with both Who will win the high stakes order, es­ east High Speed Rail Improvement Pro­ trains hitting maximum speeds of 160 timated to be worth $450 to $500 million, or what the new Northeast Corridor trains will look like, remain to be seen, but it’s safe to say that the great high­ The GG1 Lives On speed corridor created by the Pennsylva­ nia Railroad’s great electrification pro­

B y Pa u l H a m m o n d gram of the 1930s will continue to reign as North America’s premier high-speed Although in 1995 it’s not possible to is not open all holidays, either, it’s best to passenger rail corridor at the opening of stand trackside along the Northeast check ahead if you are planning a trip. the 21st century, as it has for most of the Corridor and watch a fast train zipping New Jersey Transit operated the last 20th century. by behind the sleek form of a GG1, six­ GG1 on a fan trip from Matawan to teen of these behemoths are preserved at Newark on October 29, 1983. Preserved M o r e a b o u t P ennsylvania R a il r o a d railway museums stretching from New GGls, listed with road number (Pennsyl­ E lectrification : The author’s W h e n T h e York and Pennsylvania west to Illinois, vania number if different), year built, and St e a m R a ilro ad s E lectrified (Kalmbach Wisconsin, and Texas. location, are: Publishing Co., 1974) includes a detailed One of the best-displayed—and cer­ chapter on the history of the Pennsylva­ ♦ 4800: 1934, Railroad Museum of tainly it enjoys an appropriate setting as nia’s great main line electrification pro­ Pennsylvania, Strasburg well—is No. 4935, today in the Great gram, as well as accounts of its earlier Hall of the Railroad Museum of Pennsyl­ ♦ 4859: 1937, Amtrak Station, Harris­ ventures in electric traction. vania at Strasburg. One of the “Class of burg, Pennsylvania M ichael Bezilla’s E l e c t r ic T r a c t io n 1943,” No. 4935 kept its original road ♦ 4876: 1940, B&O Railroad Museum, o n t h e P ennsylvania R a il r o a d 1 8 9 5 - number throughout changing owner­ Baltimore, Maryland 1968 (The Pennsylvania State University ships, and this proud locomotive today Press, 1980) is a definitive history of Penn­ ♦ 4882: 1939, National New York Cen­ sports Pennsy Brunswick green with gold sylvania Railroad electrification from its tral Railroad Museum, Elkhart, Indiana striping and lettering. Behind it are repre­ earliest experimental installations through sentative passenger cars from the heyday ♦ 4890: 1940, National Railroad Muse­ merger into the Penn Central in 1968. of Pennsy’s Northeast Corridor service. um, Green Bay, Wisconsin O Visitors to the museum can step right ♦ 4906 (4903): 1940, Age of Steam up a ramp to the cab window, and get a Railroad Museum, Dallas, Texas good view of the little cab space within this ♦ 4913: 1942, Railroaders Memorial very big locomotive. An added bonus is the Museum, Altoona, Pennsylvania COAST LINES DEPOTS opportunity to tour numerous freight and a LOS ANGELES DIVISION passenger cars, preserved from the many ♦ 4916 (4918): 1942, Museum of Trans­ railroads of Pennsylvania—especially the portation, St. Louis, Missouri by Lee Gustafson & Phil Scrpico Pennsy itself. Many of these have been ♦ 4917 (4919): 1942, Virginia Museum Hardcover Book — 232 pages, over 335 beautifully repainted, in some cases even of Transportation, Roanoke b&w photographs and illustrations including depot drawings and floor plans, 8 color plates fully restored. The original GG1, “Old ♦ 4926 (4933): 1943, New York State and 8 detailed maps. Rivets,” is here too. The development of Fairgrounds, Syracuse In addition to the historical text and infor­ Pennsy steam power through the years is mative captions, this thoroughly researched ♦ 4932 (4909): 1942, Leatherstocking another powerful draw of this museum. reference work contains an in-dcpth roster The Railroad Museum of Pennsylvania Railway Museum, Cooperstown Junc­ listing 499 milepost locations, 736 station names is located in Strasburg—literally “just tion, New York with establishment/abandonment dates and 453 across the street” from the bustling, ♦ 4934 (4917): 1942, Leatherstocking structures, including carbodics. Also listed are agency closure dates and final disposition of steam-powered Strasburg Rail Road. Op­ Railway Museum, Cooperstown Junc­ structures. As a bonus, there arc 20+ photo­ erated by the Commonwealth of Pennsyl­ tion, New York graphs of interlocking towers relative to the vania to collect, preserve, and interpret the ♦ 4935: 1943, Railroad Museum of operations of the Santa Fe Ry. This publication history of railroading in the state, this mu­ Pennsylvania, Strasburg is truly a must for railroad enthusiasts, model­ seum displays an outstanding collection of ers and historians alike. locomotives, rolling stock, and related ♦ 4939 (4927): 1942, Illinois Railway Price: $49.95 plus $3 postage and handling. Outside USA buyers add $4 for post/hand. memorabilia. During summer months the Museum, Union Railroad Museum of Pennsylvania is open ♦ 4877 and 4879, owned by the United OMNI PUBLICATIONS daily; during the rest of the year, it is Railroad Historical Society of New P.O. BOX 900566, Dept. L closed on Mondays. Because the museum Jersey, are in storage. Palmdale, CA 93590-0566

F a l l 1 9 9 5 75 Register of Historic Places, and because bridge stands relatively unscathed. T homas Viaduct the residents of the area mounted a spir­ For a few days in June 1972, even that Continued from page 37 ited defense, the highway department re­ was in doubt. The season’s first hurricane, lented—somewhat. Today Interstate 95 Agnes, wandered up the East Coast and case, the Thomas Viaduct and its river passes a few hundred yards to the north stalled over Maryland. Even though it was valley setting would have been irrevoca­ of the viaduct, and a connecting road downgraded to a tropical storm by the bly ruined for the convenience of high­ soars overhead just to the west. The air time it hit, Agnes dumped as much as an way designers. Because the Thomas continually is filled with the noise and inch of rain per hour across the Patapsco Viaduct was already on the National stench of motor traffic, but at least the watershed. The B&O’s Old Main Line washed out in a dozen places and was not restored to service for several years after­ ward. The Patapsco swelled in a manner AUTHENTIC RAILROAD EQUIPMENT unseen since the great flood of 1867, hurl­ CONDUCTOR CAPS ing trees, houses, and millions of tons of water against Latrobe’s handiwork. B&O bridge men watched as the water nearly filled the valley and rose above the tops of the piers. They had several wor­ ries: that the scouring action of the swiftly moving current would undermine the bridge; that the battering of flotsam MALE CONFIGURATION W/GOLD CAP MALE CONFIGURATION W/TW0 ’/a " would weaken the piers and arches; and STRAP $37.95 GOLD BRAIDS& GOLD CAPSTRAP that debris would form a dam and back FEMALE CONFIGURATION $41.50 each up irresistible quantities of water behind W/MATCHING CORDING FEMALE CONFIGURATION the bridge. While their fears were realistic, $21.50 each W/GOLD CO RDING $23.00 each the bridge held. The wide arches let the Conductor Caps manufactured as a standard in both dark navy blue and black. Male river flow unhindered. Even though it was configuration sizes 6 5 /8 through 8. Female configuration sizes S, M , L, X L . Please the highest crest in recorded history, the specify fabric color and cap size as part of your order. bridge’s height kept the tracks above the SOLID BRASS CAP BADGES flood and in service. Latrobe had built CONDUCTOR,TRAINMAN, BRAKE MAN, AND MOTOR MAN better than he knew.

jcoNojJbRjr $19.00 each or $50.00/set of any three. STEAM SPECIAL HICKORY STRIPE UTILITY CAPS $ 8.95 each VOL. 2 SHOPSTYLE ENGINEER $TYLE Steam Special Vol. 2 will follow five steam engines. Available in size 6 7/8 - 7 3/4 Available in S, M, L, XL, XXL Southern Railway’s green 2-8-2 4501. That will be PUNCH & HOLSTER SETS BELT MONEY CHANGERS followed by Norfolk and Western’s 4-8-4, 611. Then we follow a double header with two Nickel PUNCH O N L Y Plate 2-8-4's 587 and 765. $35.43 each Then west for Sierra Railway’s Shay #2. 44 Minutes...... $2 4.95 NY STATE RES. ADD 8.25% STATE TAX. HOLSTER ONLY ADD $3.00 PER ORDER SHIPPING $12.95 each HI-IRON RAILROAD VIDEOS PO BOX 780155, MASPETH, NY 11378 S H O R T Y M O D E L $23.20 each STANDARD MODEL $23.70 each (3 barrel) PUNCH & HOLSTER SET FOUR BARREL $25.50 each $ 4 2.9 5 / set Model #1 - Quarter, Dime, Nickel, Penny Model #4 - Quarter, Dime, Nickel, Quarter TheRubberRailroad■ H w ■;VMfvnf v l SvwM M V iV N DELIVERY FREE - TO YOUR LOCATION ANYWHERE WITHIN THE CONTIGUOUS UNITED STATES. Stamp Wks, SEND YOUR ORDER WITH CHECK OR MONEY ORDER TO: Devoted exclusively to rubber stamps of railroading. TRANSQUIP COMPANY Locomotives, Railroad Logos, $ More! 91 BLUE JAY ROAD Send for our catalog and discover hundreds of rubber CHALFONT, PA 18914 stamps featuring the Great American railroads along guar­ (215) 822-8092 with a fine selection of regional lines. Satisfaction anteed. VISA and MasterCard accepted. You can also Please allow up to 30 days for delivery. phone us at 503-226-9895. Wholesale inquiries welcome. " V S T 1 Catalog $2“ • Refundable with $10“ Stamp Order Rubber Railroad Stamp Wks. Wholesale pricing available for gift shop inventories or 1 3 2 0 N.W . Northrup St. train crew outfitting. Portland, Oregon 9 7 2 0 9

76 Vintage Rails About the Photographer Without formal education in photog­ of the Japanese air force. These were pub­ raphy, James P. Gallagher produced lished in a book that has become a collec­ spectacular black and white views of tors item. Returning to the U.S., he went Maryland and West Virginia railroading to work in his family’s construction busi­ The premier magazine in the 1950s. He started taking pictures ness. He was a stock broker from 1960 for the outdoor model as a challenge, to record the transitions until retiring December 31, 1987. railroader since 1984 in railroading in a new and creative man­ Encouraged by amateur photo con­ ner. While becoming a dedicated rail en­ tests sponsored by the Sunday Su n of Bal­ thusiast, he continued to look at trains timore, his photography flourished. He and tracks with a different approach. developed a friendly relationship with the Gallagher paid careful attention to Baltimore & Ohio, permitting access to lighting, generally preferred the clean B&O property. In turn, B&O published morning air for photography. He esti­ his work in the company magazine (the mated 80 percent of his photographs photo of the RDC cars on the viaduct ap­ were taken before 10 a.m. An exception peared in June 1955). Although his pho­ was after a storm, when clear, clean tographic interest remains, he stopped weather would sometimes bring him out taking still pictures about 1960, turning in the afternoon. to Super 8 films from 1973 to 1983. His For the Thomas Viaduct, “I would still photography is featured in T rackside pick days when I thought the lighting was M aryland, published by Greenburg Pub­ just right. I had a passenger train schedule lishing Company in 1992. with me, and would take the east end, the “Rail photography is like fishing,” sunset side, of the viaduct to get pictures, Gallagher said. “After you have a good which people tell me is unique,” he said. fishing spot, you have to find the right “In 1950-51, I went out there maybe day to catch the fish. The same is true for twenty times until I got what I wanted. It photography—you have to find the right was worth it.” day. I looked not for how many places I Gallagher started taking pictures in could visit, but how few and how well I high school and continued for three years could do them. That meant Thomas as staff photographer for the newspaper Viaduct, Harpers Ferry, Relay, Riverside Garden railroading can at Loyola College in Baltimore, from Yard, roundhouses, and so forth. I would be everything from which he graduated in 1942. He served in find places and would hit them hard, un­ finescale modeling to World War II with the Army Air Forces as til I was ready to find another place.” a communications officer, and immediate­ We’re fortunate today that Gallagher just plain fun in the ly after the end of hostilities, he pho­ took the time yesterday to do such su­ garden, Get it all with tographed some of the remaining planes perb work. JG Garden Railways!

Scratchbuilding • Kitbashing better than he knew. without structural alteration. The railroad Operation • Track and More than a century and a half since finally accepted the historic landmark roadbed • Locomotives, the first travelers crossed the Thomas plaque; it is at the B&O Railroad Muse­ rolling stock, and structures Viaduct, the passenger trains of MARC, um for safekeeping. On nice days, dozens Realistic use of plant and Maryland’s commuter train operation, of curious people, and maybe a few pho­ landscaping material still cross the bridge every weekday as tographers, visit the bridge from either they shuttle workers between Baltimore end or the park below. After so much A year’s subscription, 6 issues: and Washington. The fact that the time, people expect “the viadock”—and US, $21 viaduct has seen continuous passenger trains—to be there for them as they drive Foreign (incl. Canada), service for more than 160 years is re­ along Railroad Avenue. Via surface, $28; via air, $55 markable. So too is the fact that the heav­ Isn’t that the function of a monument, iest freight trains with the largest diesels after all? Sample copy roll across with nothing more than a US, $4.95; foreign, via air, $8.00 modest speed restriction due to the many For further reading: For the history of VISA & MasterCard welcome curves in the vicinity. No one fears for the the B&O’s construction to the Ohio River, viaduct’s collapse no matter how heavy see T h e G reat R o a d : t h e Bu ild in g o f t h e the load—if indeed they ever did. When Baltim o re a n d O h io , t h e N a t io n ’s F irst the leaves are off the trees, crews of east- R a il r o a d , 1828-1855 by James D. Dilts bound trains can still glance across the (Stanford University Press, 1993). Herbert valley as they approach the viaduct for a H. Harwood’s revised history of the B&O quick glimpse of the home signal at HX in Maryland, Im possible C h a l len g e II, is a PO Box 61461, Dept. D interlocking, three miles and many curves lively account of building and operating Denver CO 80206 USA away by rail. this pioneer railroad (Barnard Roberts and Phone & FAX: 303-733-4779 The Thomas Viaduct remains in service Company, 1993). O

F a l l 19 9 5 77 ^^/toaduiay ^£imitec(

V H S Video C l a s s if ie d s 1 Hour

Watch & Ride PRR’s Fleet Leader. Follow her near-demise under Penn Central and changing fortunes through the Amtrak era to Swap Meet the end.

A Great American Train in video WE MANUFACTURE railroad conductor BOOKS, RAILROAD out of print. Specify in­ tribute. caps, brass conductor badges, and conductor terest area for free catalog in that area. We buy ORDER: $29 + $3 post. uniforms (sack coats, trousers, vests) in authen­ books also! Hours 7-11 p.m. ET. M-F evenings. Check or M.O. to: tic railroad configurations. Ticket punches and Call toll free (800) 450-4284, Leyshon’s Books REVELATION VIDEO coin changers also available. Write for pricing Etc., P.O. Box 141133, Columbus, OH 43214. BOX 129 information: Transquip Company, 91 Bluejay Road, Chalfont, PA 18914 or telephone (215) OVER 20,000 different train depot photos for TALLMADGE, OH 44278 822-8092. sale. Send $1 for list of your state. Roberta Niesz, 1715 B Avenue N.E., Cedar Rapids, IA TED ROSE WATERCOLORS. Original paint­ 52402. ings available or commission the artist to cre­ ate custom art. Contact: Ted Rose, P.O. Box CABOOSES, PASSENGER CARS and motor­ 266, Santa Fe, NM 87504. (505) 983-9481. cars. Transport and set-up arranged. Photos, V id e o . floor plans and catalog $10. Anderson Steel INTERESTED IN MAINE two-foot gauge? Flange R.R. Equipment, P.O. Box 2019, Fair­ Come join us. Wiscasset Railway Museum, field, IA 52556. (515) 472-2020. —Q u a r t e r l y Sheepscot Station, Aina, ME 04535-0242. RAILROAD VIDEOS: 2-hour VHS tapes. Vol. Vintage and modern rails are BEAUTIFUL CENTRAL VERMONT fare­ No. 1 (Soo/CNW/WC), Vol. No. 2 (Soo/BN/ well t-shirts: red maple leaf/gold block CNW/Amtrak), Vol. No. 3 (BN & CNW at both to be enjoyed in this unique logo/black shirt, USA 100% cotton, $15 + $5 Rochelle), Vol. No. 4 (Soo Line only). Vol. No. anthology series. Each issue S&H, or LSASE to MLP, P. O. Box 3246-L, 5 (all BN). Ten percent donation of sales to contains about one dozen Vernon, CT 06066. BN & Soo Historical Societies. $25.95 each subjects, indexed on note and includes 90-minute train cassette! $3 S/H. sheets. Each tape runs TWO WI orders add 5.5 percent tax. Green Block HOURS total; the price is FREE VIDEO CATALOG Productions, 3609 Milwaukee Street, Madi­ astounding: $14.50 per issue, DIESELS - LOCOS - TROLLEYS son, WI 53714. delivered!! DISCOUNT PRICES - FREE SHIPPING THE SP GUIDE— Texas and Louisiana Lines. Based on a $58 one-year - Over 600 Titles - A 230-page comprehensive guide to current op­ subscription (4 issues), AND ADVANCED VIDEOS BOX 588Z, KENSINGTON, MD 20895 . erations including timetable section, methods of you will receiv e th e TRAINS operations, signals, radio frequencies, train 1996 CALENDAR FREE symbols, dispatching districts, diesel roster and ($10.95 retail) with your sub­ CUSTOM BELL REFURBISHING. Brass bell maps. Historical section includes corporate his­ scription by October 31. cleaning and polishing. Bell cradle cleaning and tory, construction, abandonments, lines sold, repair. Replacement bell cradles and parts. signal installation dates, passenger train discon­ Brass replacement finials, etc. Larry J. Curran, SINGLE ISSUE: $21 postpaid. tinuances, steam and diesel locomotive rosters RD No. 2, Box 71, Buckhorn Road, Knox, PA and selected financial and operating data. Writ­ GROUP SPECIAL: ALL 12 16232-9202. (814) 782-3862. ten by former SP train dispatcher. $22 (includes ISSUES : $179 Ppd (Calendar postage) from David M. Bernstein, 36F Gant included). PASSENGER DRUMHEADS, railroad decals, Circle, Streamwood, IL 60107. logos, heralds, mugs, matchbooks, stickers, AUGUST 1995 photos and more, for over 300 railroads. Most CUSTOMIZED PULLMAN STYLE fabric items 10( to $4! $7 gets samples and catalog. runners. Protect carpet against greasy/oily foot­ HIGHLIGHTS: Trains, 3507 Debbie, Lafayette, IN 47905. prints; walk on customized, washable fabric 1950s & 60s FRISCO and WABASH runners. Contact Nancy Black, of Black-Wong

passenger trains; N&W s WISCONSIN CENTRAL FANS. The history Railcar Leasing, (708) 799-6543. “POCAHONTAS”; SEPTA'S "Bullets” to of WC’s locomotive fleet: The Wisconsin Cen­ Denver’s light rail system; W&LE vs the tral Locomotive Roster. Illustrated, compre­ ALCOS ALONG THE GREEN BAY & West­ Cadillac (Operation Lifesaver); unique hensive, easy-to-carry. Send $14.95 plus $2 ern. 60-minute audio cassette, narrated. $15

industrial lines, variety of steam plus S&H to: JMS Desktop Publishing, 750 Red­ to: 251 Productions, 341 South Main, Pearl KCS in Arkansas and more. wood Dr., Aurora, IL 60506. City, IL 61062. SUBSCRIBE NOW! $58 for 4 issues. Vintage Rails Classifieds can be your cost-effective ticket to the railroad enthusiasts all over North Send check or M.O. to: America. Thirty cents a word, $7.50 per issue minimum. Abbreviations count as one word. Count all numbers and initials, including name and address. Payment, to Pentrex Publishing, in advance. All ads R.V.Q. subject to publisher’s approval. Ads cannot be acknowledged, nor can proofs be sent. Publication is on BOX 129 a quarterly basis: Winter, January 1; Spring, April 1; Summer, July 1; Fall, October 1. Deadline is eight TALLMADGE, OH 44278 weeks before your desired publication issue. Home/office street address and telephone numbers must accompany order. Send to: V intage Rails Classifieds, P.O. Box 379, Waukesha, WI 53187.

78 Vintage Rails The Presid ent T rav els by T rain

by R obert C. W ithers

H ardbound 432 Pages Over 200 illustrations Maps and Diagrams

T his book documents the fascinating story of the Presidents of the United States as they traveled by train. Return to the days when a private Pullman car was what Air Force One is today. This richly detailed volume traces in great detail the trains of the Chief Executives. From John Quincy Adams, the first President to ride a train and the first to be involved in major rail accident to the golden age of Presidential rail travel in the Franklin Roosevelt era and more. This volume contains mate­ rial for both history buffs and railfans. There will be detailed information of how these trips affected the nation and the great decisions which were made during the travels. Railfans will be inter­ Don't Miss This Great History! ested by the consists and Order now for delivery late fall or early winter! equipment data as well as Priced at only $39-95 plus $4.00 shipping and handling the operational details. Order before December 31, 1995 and save, This handsome edition is send $35-95 plus $4.00 shipping and handling. printed on the very best enamel paper and is the Virginia residents add 4.5% tax, Foreign orders add $8.00 extra postage. definitive work on the sub­ Send for the complete list of fine quality railroad books available from TLC. ject. The text is supplement­ T L C P u b l i s h i n g ed by many illustrations from important archival sources. D epartm ent VR R oute 4, B ox 154 • Lynchburg, VA 24503-9711 ELECTRIC RAILWAYS OF THE WORLD on C l a ssifie d s videotape. Annotated geographical index-guide A d v e r t is e r s showing systems and lines past and present seen in all existing 500+ videos of traction. Re­ Continued from page 78 views of videos. 80 pp. $10. L. Veysey, 1403 Front Street, Apt. 401, Lahaina, HI 96761. CALIFORNIA RAILFAN FIELD GUIDES.

Advanced Videos ...... 78 Cajon, Tehachapi, Keddie, Donner, more. Timber Times: Logging railroad quarterly Northern $12; Southern $17; TX +8.25%; American AltaVista...... 83 modeling magazine. Scale drawings, historical $2/order postage. Jason Kazarian, Box photos and stories. $16 per year ($20 foreign). C.J. Trolleys...... 74 260386, Plano, TX 75026-0386. Timber Times, Box 219, Hillsboro, OR 97123. Cedco Publishing Com pany...... 84 MAPS, state rail maps, U.S. rail maps, Canadi­ C&O Historical Society ...... 9 an rail maps, DeLorme atlases. Send SASE for Clear Block Productions, Inc...... 9 ,1 1 ,1 3 list to: Railroad Information Service, P.O. Box Crandic Railway ...... 14 40085, Georgetown, TX 78628. Official watch of the Russian Four Ways West Publications...... 74 State Railway. 18 jewels. EMBROIDERED GARMENTS featuring au­ $49.95 + $3 S/H. visa/mc Garden Railways...... 77 thentic railroad heralds. Special program for 1-800-375-3943 Grande Press ...... 62 museums, preservation groups. Custom orders, Free RR gifts catalog. Graphic Composition ...... 72 dealer inquiries welcome. Write for free cata­ log: B.C. Junction, P.O. Box 17761, Denver, G.A.T.S. Limited ...... 64, 71 CO 80217, (303)355-1211. P.O. Box White River Jet., VT 05001 GNP Publications ...... 68 PHOTOS FOR SALE. M/W equipment, track Green River Express ...... 66 laying equipment, some freight and passenger AUSTRALIAN TRACTION: Destination: H & M Productions...... 68 equipment. Send LSASE to: Tie Gang Photo’s, City (Fifth edition) illustrated history of Mel­ Hamman-Miller-Beauchamp-Deeble, Inc 62 P.O. Box 17680, Dept. P, San Diego, CA bourne Streetcar fleet. $26.50 pp. H obart (Tas­ 92177. Herron Rail V id e o ...... 2 mania) Tramways $16.95 pp. The Map Facto­ Hi-Iron Railroad V id e o s ...... 76 SOUTHERN PACIFIC & SANTA FE: T h e H is­ ry, Box 12629, Seattle, WA 98111-4629. Hiram P re s s ...... 69 tory of the Sunset Railway, hardback 8 1/2 x OCTOBER 7: Mt. Rainier Scenic Railroad 11. Photos by Dunscomb, Whittaker, Kistler, Identity Check Printers ...... 74 presents “Mike Double-Header” with newly Shaw. $29.95 + $2.50 P&H. John Bergman, J-Bar Rail Boutique ...... 17 restored Alco 2-8-2T, No. 17, and the Porter 5345 W. Sunnyside Ct., Visalia, CA 93277. Jelsma G raphics...... 70 No. 5. Departing Elbe at 10 a.m., excursion travels to MRSR shops at Mineral, back Krapf Images ...... 6 CALIFORNIA BY TRAIN & BUS. Visit hun­ dreds of destinations by rail. Color maps. Cali­ through Elbe for lunch, then on a round-trip to Lima Books ...... 69 fornia Transit Guide. $18.95 ppd. to CTP, P.O. Eatonville. Photo opportunities, special run- Logo-Motives ...... 80 Box 72040, Davis, CA 95617. bys, and shop tour are included. Coach seats $70; first class $100, seating is limited. Reser­ Omni Publications 73, 75 RAILROAD LOGO HAT PINS $2 each, vations required by mail or telephone. Dial The Original S lid ese lle r...... 11 patches $1, military pins $2. Write for free list, (360) 569-2588, fax (360) 569-2438. Visa, The Original Whistle Stop Inc...... 72 please specify. Vic’s, P.O. Box 90042, Portland, M/C and Discover accepted, or write to Pentrex...... 61, 65, 81 OR 97290. MRSR, P.O. Box 921, Elbe, WA 98330-0921. Pentrex Publishing...... 17 Qwest Communications ...... 67 New Book... Rails ‘N’ S h a fts ...... 10 O h a s x h t g ____ Railslide Collector...... 69 LOGO-MOTIVES Revelation V id e o ...... 78 l © BY ROBERT W. RICHARDSON RomRAIL ...... 64 Founder of the Renowned Colorado Railroad Museum Rubber Railroad Stamp Works...... 76 NOW!! — 15 Great Colorful Schrader Enterprises, Inc...... 9 embossed metal heralds — and Smith-Thompson ...... 80 MORE coming SOON!! Sizes vary up Steamscenes ...... 11 to 12” square. Sundance Marketing, Inc...... 15 Sundance Publications, Ltd...... 80 NEW!! — The five 1994 U.S. Sunrise Special Ltd. Publishing...... 73 postage locomotive stamps individ­ Bob Richardson’s Lifetime Adventures of Chasing Trains TLC Publishing ...... 1 5 ,7 9 ually framed, with short history of Graphically Presented in a Monumental Railroad Pictorial! Trackside Prints & H o b b ie s ...... 15 each locomotive. Beautifully finished A 432-Page Illustrated Chronicle The Train S to r e ...... 13 in red oak frame. FEATURING 426 HISTORIC PHOTOS! Bob’s Unique Journeys as a Rail fan Photographer of Transit Gloria Mundi ...... 70 Standard- and Narrow-Gauge Railroads in the U.S.A., Canada, Mexico, Central America and overseas Are Transquip Company ...... 76 Send SASE to: Beautifully Presented in this Deluxe Volume! Video Classics ...... 64 Only. . . $55 ^ POSTPAID IN THE U.S.A. Vintage Views ...... 16 LOGO-MOTIVES ^XSiJN'DANCE publications Weekend Chief Publishing Company 63 250 Broadway • Denver, Colorado 80203 DEPT. V MASTERCARD / VISA — 303/777-2880 Zaplin-Lambert G allery ...... 64 BOX 818, WHEELING, IL 60090-0818 FREE BROCHURE!

80 Vintage Rails Railfanning Southern California in the 1950s The 1950s were excit­ ing times for railroad en­ thusiasts in Southern California. Diesel power was replacing steam on the Union Pacific, South­ ern Pacific, and Santa Fe, and railfans were quickly discovering the allure of railroad photography. Pentrex takes you back to the 1950s era to enjoy Southern California railfanning at its best. Our tour takes you from Cajon Pass - where you'll see doubleheaded steam freights - to a ride through Tehachapi Pass behind a Cab Forward. You'll catch the action at many other hot spots, including Beaumont Pass, Los An­ geles Union Passenger Terminal, Southern Pacific's Glendale and Burbank Junctions, and Santa Fe's Elsinore Branch. The amazing vari­ ety of motive power includes 4-8-4s, 2-10-2s and Cab Forwards. Diesels include EMD E and F-units, SD-9s, Alco PAs and FAs, Fairbank Morse C-Liners, Baldwins and more! Each frame of original 16mm film has been computer enhanced and color corrected, and authentic sound effects have been added scene by scene. These vivid images, great sound effects, and fantastic subjects add up to one of the most appealing vintage railroad films you've ever seen! 1 Hour 20 Minutes #SOCALHS $39.95

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...compliments of Milwaukee Road

A LLIED bombers are raining ruin on the strong- waukee Road trains across the Rockies, Bitter Coal” makes it unnecessary to tie up precious -Cv bolds o f the Axis, wrecking war production Roots and Cascades. railway equipment in hauling fuel to our centers, transportation facilities, docks and ware­ H ow fortunate that this electrification was mountain divisions. This means more freight houses. Do you realize that the fuel The Milwau­ functioning with proved efficiency when war cars available to help ease the national trans­ kee Road is conserving by using "W hite Coal” came! It conserves many millions o f gallons o f portation situation. may be helping to deal those devastating blows? oil that help provide America’s ever-growing W ith a vast network o f lines stretching across This "W hite Coal” is electricity from moun­ air armadas with needed flying power! the continent from the dynamic midwest to the tain water power, used for years to move Mil­ What’s more, Milwaukee Road "W hite vital ocean ports o f the Pacific northwest, The Milwaukee Road is handling a traffic volume these war days that was never approached before. Heavy service, o f course, is exacting its toll o f all railroad equipment. But modernized operat­ ing methods — plus the active co-operation o f shippers and essential travelers — enable The Milwaukee Road’s 35,000 loyal, alert employees to do their full share for Victory.

RICHARD GRUBER COLLECTION Ad appearing in the November 1943 issue of F o rtu n e magazine. TWO BRAND NEW 611 VIDEOS AMERICAN ALTAVISTA presents SALUDA: THE FINAL CHALLENGE: From Connell Video we have the mighty 611 in one last blast up Saluda Grade in November 1994. two brand new 611 videos This video covers the entire excursion from Greenville to Asheville and back, but the focus is on the 5% grade up Saluda Mountain. Thi plus four 611 favorites! super video shows off N&W's historic locomotive at many new locations. 1 Hour— $ 2 9 ’ s

THE LAST RUf The very last run out of Birmingham December 3, 1994. A sad day for the industry, but a super run nonetheless. PROCAT Video covers the whole run and divides the finished produc into two segments— one with runbys and passenger interviews an the other packed with steam, virtually all 611 action. SPECIAL PRICING ON M PURCHASES 75 Minutes— $2995 BUY ANY FOUR OR MORE TAPIS FOUR 611 VIDEO FAVORITES AND EACH IS $ 2 5 61 1 ON SALUI October 25,1992:61 l's first assault on America' CALL. steepest dass-l grade. You'll see the 611 pull its train up this perilou 5% grade. She slips and stalls near the top to add a super excitinc finish to this video! Includes: 611 on the famous Southern Loops. You'll learn all about the 611 and two great mountain railroads. 2 Hours— $4995

SALUDA-611-DEUX- The Asheville Special May 30, 1993,611 agai conquers THE grade. See the 611 devour the steepest dass-l gradi in America— 2.7 miles in 11 minutes, averaging 15 MPH!— The onl 611 cab ride video on Saluda Grade. 80 Minutes— $ 2 9 95

WINSTON-SALEM EXCURSION-'93 Ride the Punkin' Vine Limited from Winston-Salem to Roanoke, on May 22, 1993. Take 611 throug Altavista and Danville and back to Winston-Salem. Also watch the Asheville Limited on May 23, 1993, to Old Fort on Southern's Ashevill 1520 Martin St. Suite 202 / Winston-Salem, NC 27103 mainline and up the winding Southern Loops. 2 Hours— $2995

A Double 611 VIDEO: #1 Black Diamond Special June, 1994 round robin trip from Bluefield out the Clinch Valley Lin to Cedar Bluff, then over the Dry Fork Branch to laeger. See a recor number of slips and spins enroute to Bluefield. #2 Independence Limited-1993 Run w ith the 4501 and 611 as the pull the I.L.-'93 from Tennessee on Southern tracks through Virgini on the Old Clinchfield, and then on Norfolk & Western rails throug West Virginia to Ohio. 1 Hour 45 Minutes— $2995 tarles Ditlefsen P ;Q LLCiti ThoseTrains Magnificent

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MAGNIFICENT TRAINS j i n - * . Calendars to keep you on track all year long. r o ig < i H o w a r d F o g g ’s T rain s S te in h e im e r ’s M a g n ific e n t Wall calendars are 12" x 12", opening to T ra in s (black and white) American Streetcars I Coloi'ado \am»w (iaiige 12" x 24" and contain twelve full color images (except as noted). |§S? __ _ The datebook is 5" x 7", wire-o bound and features 36 full color images. Prices: I ltem -$ 12.00 2 ltems-$20.00 3 O r More ltems-$9.00 each 1996 CALENDAR Colorado Narrow Gauge 4 t Get one FREE! O rder five calendars/ ^ « C A R S datebooks and receive a sixth one free. .1 | $ j j , . . Shipping and handling: * ss Add $3.00 for the first item and $ 1.00 for each additional item ($10.00 maximum). Red CarslYellow Cars Son Francisco Cable Cars Additional fee of $10.00 per shipment for 7 Tiosi; Mag/1ifict“/»I international shipments, Qanada excepted. PLANES 4 U.S. funds only. For'California deliveries please include 7.25% sales tax. N o CODs.

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Pennsylvania Railroad Images of Railroading San Rafael, C A 94901 C ed co Paintings by Ted Rose