The Niagara Gorge Belt Line: A Pictorial Album

Edited by Gordon J. Thompson - Niagara Frontier Chapter, NRHS, 21 Francis Street, Middleport, N.Y. 14105

Softcover, 8 1/2" X 11'', 68pp., 2000. $14.95 (plus $2.00 shipping).

One of the continent's more spectacular wonders is the great cataract of the Niagara River which flows 35 miles between Lake Erie and Lake Ontario. The river drops 326 feet during its journey, especially in nine miles of rapids and waterfalls. The water drops 167 feet at the Canadian Falls and 193 feet over the American Falls, providing a sight which has lured visitors and tourists from the early days of the republic. The expanding railroad network made the falls accessible to tourists in the nineteenth century, but not until the electric trolley was it possible to travel through the gorge and witness the watery display in all its power and wonder.The Niagara Gorge Belt Line, which provided a continuous circular tour on both sides of the river, consisted of several companies which were eventually operated by the International Railway Company. Service began in 1893 over a line along the high escarpment on the Canadian side of the river. Only three years later, another company constructed a line on the American side. through the gorge at water level. By 1899, bridges on each end linked the twin cities of Niagara Falls, N.Y. and Niagara Falls Ontario, Lewiston, N.Y. and Queenston, Ontario, providing a loop route of almost 19 miles, which was marketed as the Niagara Gorge Belt Line. Although highly successful, especially in the summer season, the Gorge Route was expensive to maintain. Service ended in 1932 on the Canadian side and in 1935 on the remainder of the line, as the International Railway had become increasingly disenchanted with its trolley lines under pressure of the Depression.

This book presents a fascinating pictorial account of the Belt Line service. Over 100 clearly reproduced photographs, generally one or two per page, with extensive informative captions, carry the reader vicariously along the roaring Niagara River. The photos are organized topically, under such headings as 'Getting There' (rail and water connecting services), 'Terminals,' 'the Canadian Scenic Route,' 'the Lewiston-Queenston Bridge,' and 'the Great Gorge Route.' There are glimpses of special events, such as President William McKinley's visit on September 6, 1901, the same day he was shot, and the Prince of Wales' visit in 1927. Rosters, accompanied by illustrations, show the wide variety of cars employed, including open cars, private cars and work equipment, virtually all built by Brill or its subsidiaries. There are three maps, including an outstanding color reproduction of a 1932 panoramic brochure, which is a centerpiece foldout. An epilogue recounts developments since 1935 and notes the remaining traces of the route. All told, this is a well-done, interesting effort, which recreates what must have been a notable and awe-inspiring trolley journey. Reasonably priced, it is highly recommended.

Review by : J.N.J.H.

Trains and Trolleys - Vol. II

Authored by Edgar T. Mead - Soo Nipi Publications, P.O. Box 18, Sunapee, N.H. 03782.

Softcover 7" x 6", approximately 100 pages, $25.

This book is another volume of black-and-white photographs taken by the author from the mid-1930s through 1993. Mead, who recently passed away, was an NRHS member and published several other books; he also was involved with the original Steamtown in Bellow Falls, Vt. None of the pictures has been previously published, and in an accompanying letter the author described the book as a portfolio of "rare bird" photographs. Approximately 80 percent are trains (mostly steam engines) and the rest are trolleys. There is no index or even page numbers. The photographs seem to be loosely grouped on a geographical basis. Most of the pictures were taken in foreign countries including France, Ireland, Wales, India and Cuba (before Castro). Most of the pictures are crisp and clear roster shots with a brief commentary as to the date and location. I was taken by the variety of locations, and was particularly fascinated by the picture of a 40-inch-gauge steam railroad that operated between a mine and breaker near Tamaqua, Pa. in the 1940s. However, given that one picture was erroneously described as "Amtrak meets Conrail in 1970", I have to wonder about the accuracy of some of the other descriptions.

Reviewed by: Kevin Feeney

DENVER AND RIO GRANDE WESTERN - SUPERPOWER RAILROAD OF THE ROCKIES

Authored by Robert A. LeMassena - TLC Publishing, 1387 Winding Creek Lane, Lynchburg, Va. 24503-3776.

Hardcover, 8-1/2" x 11", 104 pp. 1999. $28.95 (plus $4.00 shipping and handling).

Author LeMassena enjoys a well-deserved reputation for his knowledge of steam locomotives and locomotion and ability to explain them. This book applies his knowledge to a railroad that has become a favorite of railfans and rail historians to a degree out of proportion to its size: the Rio Grande. The term 'superpower' in the title does not apply to the characteristics espoused by Lima Locomotive Works in developing a 'modern' steam locomotive, but simply the relative size of the motive power acquired by the Rio Grande as early as 1910. The well-illustrated text begins with an introduction to the motive power of the railroad up to 1910, and continues chronologically through the end of the steam era. Attention is paid only to standard-gauge power, so the narrow-gauge locomotives that lived well past the 1956 death of standard- gauge steam are not considered and only briefly alluded to. Text is largely descriptive, not technical and detailed. End-of-chapter tables give measurements of the power described in the chapters. Photographic captions lend additional description. The book's last chapter, one of its longest, is dedicated to the story of the boiler explosion of 4-6+6-4 No. 3703 on October 19, 1952. Oddly, most of the accompanying photographs do not depict the locomotive (except one after the explosion), or even others of its class. In summary, this book is a good look at the larger power acquired by the road, with supporting photography. All illustrations are black-and-white, save for the last 15 pages and the hard cover.

Reviewed by: R. G. P.

L&N COLOR GUIDE TO FREIGHT AND PASSENGER EQUIPMENT, VOLUME 1

Authored by Steven D. Johnson - Morning Sun Books, Inc., 9 Pheasant Lane, Scotch Plains, N.J., 07076.

Hardcover, 8-1/2" x 11", 128 pp., 2000. $54.95 (plus $3.50 shipping).

This book is another in a series of color guides, largely for the benefit of the modeler. These also serve to show the rest of us just how much variety can exist within what appears to be a standardized set of cars. And so it is with this volume, which covers boxcars, flatcars, gondolas and open and covered hoppers. Volume 2 will treat piggyback and vehicle cars and non-revenue and passenger equipment. Organization within each group of cars is chronological by build or rebuild dates, since L&N didn't have a car classification system, and its numbering systems were equally disorganized. Even rebuilding groups of cars would sometimes place cars from several former series in one, and vice versa. Coverage is through the color film era up to and including the Family Lines paint when L&N was still applied as reporting marks. Johnson appears to do an excellent job following the various build and rebuild dates, and works with conflicting information from different "official" sources. Captions are particularly enlightening in describing the cars pictured.What is particularly striking to this reviewer is what variations there can be in paint jobs for a group of supposedly similar cars. How large is the lettering? Italic or not? Is the name spelled out? Any slogans ('Old Reliable' until 1956, then 'Dixie Line')? Color of body? Color of lettering? Pool markings? Labels for restraining devices, such as "DF")? The list goes on, and the number of possible combinations seems inexhaustible. In addition, there are the partial paint jobs after merger, particularly after the NC&StL was merged in 1956 (less so for C&EI and Monon). In all, true diversity exists here. Fans of the L&N and modelers will enjoy this volume.

Reviewer: R.G.P.

THE LOUISVILLE & NASHVILLE RAILROAD, 1850-1963

Authored by Kincaid A. Herr - University Press of Kentucky, 663 South Limestone Street, Lexington, Ky. 40508-4008.

Hardcover, 7" x 10", 416 pp., 2000. $35.00.

Anyone knowledgeable about the L&N will be familiar with this book. It began in l939 as an extended series of articles in the L&N Magazine, written by longtime Staff Writer Kincaid A. Kerr. First published as a book in 1943, it has proved popular enough to warrant several editions and printings. This volume reprints the last revision, which came out in 1964. Written in a lucid narrative style, the author presents what might best be called a corporate history. It focuses not only on the construction and expansion of the railroad during the early years, but also covers the Civil War era and the late 19th Century, before fixing on the "modern" era when the railroad developed into a major American carrier, operating such passenger trains as Pan-American, and made the transition from steam to diesel. Company presidents are generally presented in a positive light.

More than anything, however, the book presents a detailed account of the creation, expansion and operation of the railroad.A few things might bother some fans. Since it is a reprint, it contains nothing after 1964 aside from a short forward by Lyle Key, CSX Regional Vice President. The photos, although very interesting, are somewhat lacking in quality of reproduction. Finally, the index is insufficient. Nonetheless, L&N fans will want a copy as will the general enthusiast who is interested in a noncritical but interesting read.

Reviewed by: Bob Trennert

A TICKET TO RIDE THE NARROW GAUGE

Written by Herbert Danneman - Colorado Railroad Museum, P. O. Box 10, Golden, Colo. 80402.

Hardcover, 8-1/2" x 11", 272 pp., 2000. $49.95 (plus $3.75 shipping and handling).

The subtitle "A chronological history of Denver & Rio Grande narrow-gauge passenger trains and their equipment 1871-1981" pretty much says it all. The chapters are completely chronological, and the subheadings within chapters are the individual years. Each year (after the early years about building the lines and establishing the original service) includes changes to the service and to the roster of passenger locomotives and passenger-related rolling stock. Pictures and reproductions of timetables punctuate the text repeatedly, and add much to its enjoyment.The attention to "narrow gauge" and "passenger" is almost slavish; although K-36 and K-37 locomotives often pulled passenger trains, they are only mentioned in passing. Once a passenger car is converted for other use, its history is not mentioned. And once a passenger train is converted from narrow to standard gauge (first from Denver to Salida, later Grand Junction to Utah and other lines as well), we know nothing more of service on those lines. Due to the attention to detail, the reading drags at times; this is not a novel to be read cover to cover in one sitting. On the other hand, this is a thoroughly- researched volume, and despite all the books on the narrow-gauge railroads of Colorado, much of the information here has never been presented, and gathering it together in a single volume makes it a worthy member of the Colorado Rail Annual series, of which this is No. 24.

In addition, although the subtitle suggests the story ends in 1981, that year only marks the end of ownership by what had become the D&RGW. Danneman brings the story up to the present day and tells where ex-D&RGW equipment still runs, for example at Knott's Berry Farm. Rosters of passenger locomotives, cars, dining stations and express routes are included in the appendices.Not surprisingly, most illustrations are in black and white, but later ones are in color. Oddly, at least in my purchased copy, pages 35 and 37 are identical, as are timetables on pages 50 and 51. This error aside, I consider my money well spent on this volume.

Reviewed by: R. G. P.

Louisville & Nashville Steam Locomotives

Authored by Richard E. Prince - Indiana University Press, 601 North Morton Street, Bloomington, Ind. 47404-3797.

Hardcover, 8-1/2" x 11", 228 pp., 2001. $59.95.

This is another in the series of reprints of books written by Mr. Prince on railroads of the South during the steam era. These railroads have never really been given the attention of those from the Northeast and West. Thus, Mr. Prince's works have almost attained a cult status among those interested in southern railroads. The book starts with an history of the L&N, illustrated with maps from 1892 and 1932. An original locomotive roster appears with such interesting facts as which ones were confiscated by the Confederate government for use during the Civil War. This is followed by a chapter on the expansion age from 1896 through 1929. We then get a chapter on 20th Century steam locomotives. This includes a detailed roster as well as information on their development and use, along with a nice account of the M1 Class 2-8-4s, the road's only modern 'super-power' locomotives. It was interesting to learn that the last four purchased were used primarily in Cincinnati-Corbin passenger service on the Southland and the Flamingo. The locomotive section is followed by very nice descriptions of the passenger and freight services that the locomotives powered. This roughly covers the period from 1859 through the late 1940s. An interesting tidbit was that the heavy Florida Arrow was assigned Mountain-types between Louisville and Montgomery, Ala. which were given auxiliary water tenders with the train's name emblazoned on the side! Appropriate timetables and entries from the Official Railway Guide appear throughout the passenger service portion of the book.

Fortunately, freight service is not neglected and we get coverage of it from 1928 thorough the end of the steam era. Coal was a major source of traffic for L&N Ñ in 1929, 58.6 percent of its traffic was coal. A good description is given of what divisions originated coal and to what points it was shipped. Scheduled manifest service is then covered along with schedules of principal trains. The most famous fast freight was the Silver Bullet on the Cincinnati to New Orleans mainline for many years. Many locomotive and tonnage ratings are included here and a nice touch is the listing of helper and doubleheading districts for the year 1946.

A trademark of Mr. Prince's works is a chapter on steamboat and port operations, and this book is no exception. The L&N's main export commodities were grain, coal and lumber. Several ships were owned by the line and hauled Alabama coal as far away as Liverpool, England! A final chapter covers the backshops and roundhouses. An interesting two-page spread shows how a Class K4 Pacific was assembled in just five days during World War I by the South Louisville shops. An appendix contains a list of L&N locomotives and their construction numbers from 1890 through 1944. There is also a list of engines acquired by L&N from other roads and a list of final dispositions of all L&N steamers.

I recommend this work to all L&N and steam locomotive fans. It is nicely illustrated and is a good history of L&N during the steam era. Although the line disappeared as a corporation in 1982, it remains a key component of the CSX Transportation system.

Reviewed by: Ray Cooney

JERSEY CENTRAL STEAM IN COLOR

Authored by by Bert Pennypacker - Morning Sun Books, Inc., 9 Pheasant Lane, Scotch Plains, N.J., 07076.

Hardcover, 8-1/2" x 11", 128 pp., 2000. $54.95 (plus $3.50 shipping).

Although the Central of New Jersey kept steam locomotives in service relatively late, the fact that at entire book of color photographs of CNJ steam can be assembled is probably due to the fact the road was the last to use camelbacks and was located in the populous Northeast. Even though some special trains lead to heavier coverage than might otherwise be deserved, there is a good variety of coverage herein.The first half of the book is a look at the locomotives themselves, class by class, although the views are far more than just roster shots. The second half shows them along the railroad, generally east to west, and ends with a tribute to the people who ran the railroad. Photography is generally excellent, as expected from this publisher, but there are exceptions, due to the rarity of the scenes.

Captions are lengthy and informative, but unfortunately not always correct. For example, Pennypacker apparently was not aware of the track numbering scheme the road used (odd east, even west). References to the Chemical Coast, a definite anachronism, are found in a few places. The CNJ had no Kearny Branch. A comment on a train on Page 34 having two coaches (and therefore concluding what train it must be) is incorrect; more cars are visible in the picture.These comments do not detract from the rest of the knowledge and the irreplaceable scenes to be found here. Steam fans, and certainly those of the CNJ and the other "anthracite roads", will want to read this book.

Reviewed by: R. G. P.

DELAWARE & HUDSON STEAM IN COLOR

Authored by by Chuck Yungkurth - Morning Sun Books, Inc., 9 Pheasant Lane, Scotch Plains, N.J., 07076.

Hardcover, 8-1/2'' x 11", 128 pp., 2000. $54.95 (plus $3.50 shipping).

The Delaware & Hudson is famous for steam locomotives with clean lines, as well as keeping seemingly out-of-date types around later than other major roads; the only exceptions besides the relatively late 4-8-4s and 4-6-6-4s were Pacifics. Given that this book is all color, the only wheel types seen here are those three plus Consolidations and Ten Wheelers. The book is first arranged by locomotive type, then by various locations on the railroad. The color photographs available meant that the Pennsylvania Division was the site of most of the pictures in this volume. Many of those pictures are helpers on the grades.

Despite the book's name, there is more than just steam photography. Included are several pictures of steam-era rolling stock (including cabooses and the open-platform coaches used in the Scranton commuter trains), coal breakers and other structures on the line (some taken in modern times, though essentially unchanged since the steam era), and diesel-hauled trains in the late steam era. Unfortunately, many pictures are dark and their subjects are hard if not impossible to discern. Less forgivable, however, is the incredibly sloppy editing. President Leonor F. Loree, who dictated motive-power policy for over three decades, has his first name misspelled Lenore. His successor is referred to as both Nuelle and Novelle (the former is correct). There are seven instances of incorrect locomotive numbers in the captions, when the correct number is obvious in the photo, and that doesn't count repeated use of the same wrong number in the closing pages. Two captions cite information in accompanying timetables to elaborate on the trains pictured, but in both cases the timetables were not valid at the time of the picture and incorrect information is imparted. Caveat emptor.

Reviewed by: R G. P.

TRACKSIDE ON THE PRR NORTH OF WASHINGTON, D.C. WITH WAYNE SHERWIN

Authored by M.S. Murray, OSFS and R.J. YanoseyMorning Sun Books, 9 Pheasant Lane, Scotch Plains, N.J. 07076.

Hardcover, 8-1/2" x 11", 128 pp., 2001. $54.95 (plus $3.50 shipping).

Wayne Sherwin worked in train service for the Pennsylvania Railroad and other lines for over 35 years and this latest all-color volume from Morning Sun illustrates his interesting color photography. Much of it was taken on the property while he was on duty. The brakeman started in 1955 working on the Chesapeake Region and we mainly see shots of trains running with steam, diesel and electric power along the 'Corridor' from Washington, D.C. to North Jersey and then on the Northern Central and the Enola/Harrisburg, Pa. area. There are about 20 pages of photos west to Altoona, with Ohio and Chicago in the rear of the book.Often, the photos are complemented with reproductions of passes, tickets, timetables and brochures. I enjoyed the perspective of scenes of trains, junctions and locations photographed forward from the cab or from a side window of a locomotive. There are a few scenes from the Penn Central days but they are at least former PRR locations. Typically, Morning Sun runs a series of shots (eight in this case at York Haven, Pa.) where probably five at the most would do the job. The photos are really good but another case of overkill. I also doubt that the eastbound train on Horseshoe Curve (page 122) in the daylight is the Penn Texas. There are other questionable captions that I will not pursue here. Overall, the book has a much more positive value than me quibbling about a few minor points and I think its content is such that PRR fans will give it high marks.

Reviewed by: F. P. K.

N de M in Color

Authored by Matthew J. Herson Morning Sun Books, 9 Pheasant Lane, Scotch Plains, N.J. 07076.

Hardcover, 8-1/2" x 11", 128 pp., 2000. $54.95 (plus $3.50 postage).

Although most fans think of the United States when considering railroads, another rail system very similar to those here exists south of the border. In this latest offering from Morning Sun, Matthew Herson explores the domain of the N de M (Ferrocarriles Nationales de Mexico) and its component parts.The most striking characteristic of the N de M was the amazing diversity of its roster, which, at one time or another, seemed to list examples of most models ever made. In this volume, Herson concentrates on the period from the 1960s to the mid-1980s, beginning with the transition period between steam and diesel. He begins with a concise history of the four major components which, combined, made up the N de M, including extensive narrow-gauge trackage. The Mexican government gradually increased its influence, gaining complete control in 1937.

Most of the narrow-gauge was converted to standard gauge, or abandoned, by 1947. After the historical essay, the book is divided into four main sections: Narrow Gauge; Steam, Diesel and Electric. Under each section, the various types and models of locomotives are listed and illustrated. Steam engines ranged from stubby 0-6-0 switchers to powerful 4-8-4s (locally designated as 'Niagras'); Diesels include Alcos from switchers to road-switchers to Century models; Baldwin Centipedes and AS616s; EMD Fs, GPs, MPs, SDs and SWs; GE switchers, Us and Cs; rebuilds, second-hand purchases, 'boomer' locomotives and railcars; and the Alco-GE boxcab electrics.

While some of the photographs are typical roster shots, the preponderance of them are lineside shots of passenger and freight trains, handsomely reproduced. Captions are informative and descriptive, although misplaced or omitted commas sometimes make reading difficult. Maps and graphics add more detail. All told, this is an interesting look at the motive power of N de M and its operations. Fans and modelers alike will enjoy it.

Reviewed by: J.N.J.H.

Dutch Country Trolleys

Authored by Frederick A. Kramer - Railroad Avenue Enterprises, P.O. Box l14, Flanders, N.J. 07836-0114

Softcover, 8 1/2" x 11", 64pp., 2000. $15.95(plus $2.00 shipping).

South central Pennsylvania was once the home of several trolley systems, two of which are featured here: the Conestoga Traction Company of Lancaster and the Hershey Transit Company of the chocolate city. Each is given equal attention in this attractive pictorial study by veteran Author Frederick Kramer.Conestoga's lines radiated from Lancaster like a spider's web to such towns as Manheim, Lititz, Ephrata, Blue Ball, Strasburg, Columbia and Quarryville, and connected with cars to more distant points including Harrisburg, Reading and Philadelphia. As with most electric railways, decline began in the 1920s and accelerated during the Depression years, when a massive bus conversion program was initiated. By World War II only some city routes, served by a fleet of Birneys, and the line to Ephrata remained. The last car ran in 1947.

Hershey Transit was the work of Milton Hershey, who established his namesake town in Dauphin County early in the century. To serve his chocolate factory, the town and the boys at the Hershey Industrial School, Hershey built lines to Hummelstown, Palmyra, Lebanon and Elizabethtown, and a short line to serve his spectacular new hotel. In addition to people, the lines also carried untold quantities of milk from area farms to the chocolate factory. Operations began during the early part of the century and continued until 1946 shortly after Hershey's death.

In addition to the brief historical backgrounds, each half of the book contains a selection of well-reproduced photographs of the cars and the areas they served. The pictures are arranged according to the separate lines, and they include freight and work equipment as well as the passenger cars. Short captions provide additional information. Maps and graphics are included. As is common in books dealing with long-gone companies, a number of errors have crept into the book. To his great credit, however, and with the help of Fred W. Schneider III, Kramer has prepared an errata list, which is sent with the book, detailing the errors and providing additional information. Other authors would do well to follow this example.The book is a pleasant look at a vanished world and is well worth the price. Trolley fans will enjoy it.

Reviewed by: J.N.J.H.

THE LAKESIDE AND MARBLEHEAD RAILROAD

Authored by Dean K. Fick - Montevallo Historical Press, Inc., 5810 West Bogart Road, Castalia, Ohio 44824.

Hardcover, 8 1/2" x 11", 176 pp. 2000. $39.95 (plus $6.00 shipping).

Marblehead Peninsula is a body of land in Ohio roughly 22 miles long, which extends into Lake Erie parallel to the coast. The eastern end of the peninsula is across Sandusky Bay from the city of the same name. The former New York Central Railroad (later Penn Central, Conrail and now Norfolk Southern) crosses the bay at the town of Danbury en route from Cleveland to Toledo. Danbury was the junction with the Lakeside & Marblehead, which extended less than eight miles to the two towns in the road's name. Opened in 1887, it last operated in 1978 and was torn up in 1997.The raison d'etre of the road was to service the limestone quarrying business, which early in its history became dominated by the Kelley Island Lime and Transport Company, which operated several quarries (and other operations related to quarrying, such as crushers) in the general area. (The company's name comes from Kelley Island, not far away from the peninsula in Lake Erie.) For several years, part of its line was electrified to handle trains of the interurban Toledo, Port Clinton & Lakeside (the subject of an earlier book, recently reprinted by this publisher).

The book is an excellent history of the line, well written and easily read, with appropriate pictures (the amount of material that survived on this relatively unknown line is a true benefit) and many detailed maps inserted at proper places in the text as changes and construction are described. In fact, the only complaint this reviewer has is that there is no good overall map of the line that shows the relative location of all the changes over time. The story is told chronologically, and is supplanted by 42 pages of appendices, bibliography and index. The appendices detail all the locomotives owned by the road, and include a listing of the many narrow-gauge engines operated by the mining company (not the railroad) that are mentioned in the text, but not covered in detail. Rolling stock is also enumerated, including maintenance of way equipment, as are selected payroll records, freight shipment statistics, profile map and a variety of railroad documents.Mr. Fick is to be congratulated for his thorough coverage of this line; future books by this author would be welcome. Fans of Ohio railroads, shortlines or rail history will want a copy.

Reviewed by: R.G.P.

NORFOLK AND WESTERNPASSENGER SERVICE 1946-1971

Authored by William E. Warden and Revised by Kenneth L. Miller - TLC Publishing, 1387 Winding Creek Lane, Lynchburg, Va. 24503-3776.

Hardcover, 8-1/2" x 11", 136 pp., 2000. $28.95 (plus $4.00 shipping and handling).

This book is a corrected and expanded edition of a 1990 publication, whose title is descriptive. Except for a new final chapter of 16 pages, the photographs are black and white. Although the years of coverage extend through 1971, the only passenger trains discussed are those that ran on what comprised the N&W prior to merger with the Wabash and Nickel Plate (save for one picture in the color section); since passenger service on the former Virginian was gone by the time of its merger into the N&W, that service is not included.Organization is mostly by train: chapter subjects are the Powhatan Arrow, Pocahontas, Cavalier, Tennesseean, Pelican and Birmingham Special, Cannonball, the trains on the branch to Hagerstown, branchline and local trains, stations and color photographs. Pictures that cover the train throughout its lifetime accompany each chapter. The front endsheet contains a detailed system map from the 1930s that is useful for locating sites mentioned in the text. A few timetables and other memorabilia are depicted, but except for the chapter on stations, we see the trains themselves or their power. The text notes most of the changes that took place during the lifetimes of the trains, but dates are usually given by year or we are told that the service changes were in effect by a certain date; historians find few exact dates in this volume. Detailed consists are not included. Text is quite readable.For fans of the N&W and those interested in passenger trains during the end of their era, this volume is useful. It is only marginally helpful as a historical treatise.

Reviewed by: R. G. P.

CHICAGO & EASTERN ILLINOIS RAILROAD IN COLOR

Authored by Edward M. DeRouin - Morning Sun Books, Inc., 9 Pheasant Lane, Scotch Plains, N.J., 07076.

Hardcover, 8 1/2" x 11", 128 pp. 2001. $54.95 (plus $3.50 shipping).

Before the railroad was taken over by Missouri Pacific, then carved up between MP and Louisville & Nashville, C&EI was best known for carrying southern Illinois coal and for being the Chicago access for L&N's Georgian and Hummingbird (and before that, the route of the 'Dixie' trainsÑDixie Flagler, Dixie Flyer, Dixieland and others). This book is an overall look at the short regional carrier whose three prongs south from Chicago reached Evansville, Ind., the Illinois coal fields and St. Louis (via trackage rights over New York Central). Although most of the book is dedicated to trains and scenes along the railroad (particularly heavy in the Chicago area, scarce in the coal fields), chapters treat the diesel roster, passenger equipment and freight and non-revenue cars. Since an all-color book is naturally limited to the color film era, coverage is quite sparse before the '60s. Since the road dieselized by 1949, there are but three pictures of C&EI steam, and pictures of passenger trains before the '60s are few. While E and F units are common subjects, the attractive blue and orange paint scheme is not. Though balance of coverage is dependent upon color availability, after a while the standard three-quarter shots of freights and the combined Georgian/Hummingbird or Danville Flyer on the straight route south of Chicago seem somewhat overdone. Bonuses include detours, special trains, the road's BL1 and BL2s in action, St. Louis activity (rarely seen), and pictures of a number of paper items. A minor quibble: the author or editor should have caught the consistent misspellings of 'principal' (misspelled 'principle') and 'Steger' (a Chicago-area passenger station).

Reviewed by: R.G.P.

CENTRAL VERMONT IN COLOR

Authored by George F. Melvin and Jeremy F. Plant - Morning Sun Books, 9 Pheasant Lane, Scotch Plains, N.J. 07076.

Hardcover, 8-1/2" x 11", 128 pp., 2000. $54.95 (plus $3.50 shipping).

The Central Vermont Railway had its origins in the 1840s and 1850s with the Vermont Central, Vermont & Canada and other small predecessor lines. Trustees ran the V&C until 1873 when the CV Railroad was formed. The Canadian National through its Grand Trunk Railway subsidiary took control of the company in the 1890s. The CV's mainline ran from New London, Conn. to the Vermont-Quebec border with a handful of branchlines that added up to about 400 miles of railroad. After the Great Vermont Flood of 1927 it went bankrupt and was reorganized in 1930 as the CV Railway. This road ran an interesting and distinct operation through mostly rural New England and the Green Mountains "Norman Rockwell country"that was a favorite among railfans. Many remember its well-known passenger trains Montrealer, Washingtonian and Ambassador. These were not hotshot streamliners but comfortable and friendly varnish that were gone by 1966. Later, in 1972, CV began operating another Montrealer for Amtrak. In 1994 the line was sold to RailTex (now RailAmerica) and the new owner called the road the New England Central, which operates almost 100 percent of the old CV.There is a brief history of the railroad, its geography, operations and motive power.

Also included is a diesel and a "modern" steam locomotive roster (Nos. 218 through 709) that is helpful. I was going to mention some of my favorite color shots, but as I progressed through the book I realized that this review would just go on and on as there are so many wonderful scenes depicted. In my estimation, this so far is the best of the "In Color" publications that Morning Sun has delivered. The authors and the over 35 photographers that contributed to the book can be proud. I would like to mention the following lens experts whose work represents about a third of all the excellent photos shown: Dave Bartlett, Art Mitchell, Ben Crouch, Bob Sheridan, George Melvin, Ralph Phillips, Donald Robinson and John Gardner. If the reader has any interest in the CV, then this is a "must get" book.

Reviewed by: F.P.K.