Railroads in the Civil War; The Impact of Management on Victory and Defeat

By John E. Clark, Jr. Louisiana State University Press, P.O. Box 25053, Baton Rouge, LA 70894-5063.

Hardcover, 6” x 9,” 257pp. 2001. $34.95.

In “Railroads in the Civil War,” John Clark provides an interesting study of Union and Confederate management (or mismanagement) of railroads during the war. He discusses the reasons for the rapid deterioration of the Southern lines and the failure of the Confederacy to coordinate operations and recognize the importance of the rail logistics. About 60 percent of the book is devoted to a case study of two major troop movements from northern Virginia to the Chattanooga area in the fall of 1863.

Both the North and the South had problems with differing gauges and lack of track connections in many terminal areas. Although the Confederate Congress gave authority to Jefferson Davis’ government to control the railroads, its officials failed to use this authority. The South was also gravely hampered by the lack of facilities to build locomotives or to provide adequate rails. The infrastructure gradually failed and even Robert E. Lee could see no reason to exempt railroad employees from the draft at the very time his army suffered from a lack of supplies.

Backed by the vast manufacturing resources of the North, the Union forces under War Secretary Stanton and experienced and accomplished railroaders such as Thomas Scott, Herman Haupt and Daniel McCallum coordinated efforts as well as rebuilding and operating several hundred miles of lines in the occupied South.

In September 1863, 13,000 men under Lt. Gen. James Longstreet would be moved from northern Virginia to reinforce Gen. Braxton Bragg’s army near Chattanooga. The long, roundabout route via Atlanta (Northern forces had closed the direct route via Bristol and Knoxville) was a nightmare of decrepit equipment and delays. Only part of the force arrived in time to participate in the Southern victory in Chickamauga.

The Federal forces quickly organized reinforcements for Tennessee and the 11th and 12th Corps of the Army of the Potomac began a superbly organized move that brought 23,000 men from Virginia to Chattanooga in two weeks time.

In this very detailed and well-written study, the author uses these two troop movements to contrast Confederate and Union organization, planning and operations throughout the war. “The Confederacy’s bid for independence might have been successful had it used its railroads effectively; it almost won even with incompetent management.”

Reviewed by: P.E.P.

IC/GM&O Color Guide to Freight and Passenger Equipment

By James Kinkaid Morning Sun Books, 9 Pheasant Lane, Scotch Plains, NJ 07076.

Hardcover, 8-1/2” x 11,” 128 pp., 2002. $59.95 (plus $3.50 shipping).

This is another in Morning Sun’s series on railroad color schemes during the mostly post-war era. Because the Illinois Central (IC) and Gulf, Mobile & Ohio (GM&O) merged in August 1972, the author includes examples of both pre-merger and post-merger paint schemes. The author is indeed fortunate, for the passenger color schemes of the IC and G&MO were almost always included in most railfan’s lists of the best schemes ever.

The first part of the book covers the IC. I think I had forgotten just how attractive the IC passenger equipment appeared in that wonderful chocolate and orange with yellow separation lines. At this writing the possible break-up of Amtrak looms. Wouldn’t it be great if a future operating entity would pick up this scheme? It is pure “candy for the eyes” to see how these colors were applied to sleek streamline cars. Following the passenger section are IC’s freight fleets. Remember the era of slogans on freight equipment? It was good to see “Mainline of Mid-America” again. The freight section shows cars with the earlier green diamond herald and the later “IC” split-rail.

The next section displays the Gulf, Mobile & Ohio colors. Its passenger colors were nothing to be ashamed of either. I always loved the classy maroon and red with gold separation lines. Most of the passenger fleet gets its due, too. Many cars are shown with the famous GM&O “winged” emblem.

The last part of the book is devoted to the post 1972 Illinois Central Gulf merger scheme that is pretty much a close cousin of the late Illinois Central, “split rail” scheme, albeit with a solid rail end.

I feel that all IC and GM&O fans will want this book, as will other serious students of railroad equipment.

Reviewed by: Ray Cooney

BURLINGTON ROUTE: THE WYMORE STORY (Revised Edition)

By Richard C. Kistler South Platte Press, P.O. Box 163, David City, NE 68632.

Softcover, 8-1/2” x 11,” 104 pp., 2001. $59.95 (plus $3.50 shipping).

Wymore is a town in southeastern Nebraska, near the Kansas border, south of the capital city of Lincoln. It would probably be unremarkable in railroad history except that it was selected by the Burlington late in the nineteenth century as a division point after acquiring the Burlington & Missouri River and other small roads in its drive to Denver. This book, then, is an expanded and revised edition on a 1970 book that told this history of that division.

The six chapters, each somewhat shorter than the one before, describe the individual subdivisions, the officers, facilities and motive power, the heyday of the division, life of the lines (no longer the Wymore Division) under the Burlington Northern merger, the end of many of the lines, and finally, what’s left under the BNSF. An epilogue, a page of Wymore Division statistics (including abandonment) and several pages from a 1948 employee timetable round out the volume. All chapters are richly illustrated.

The first chapter contains a subdivision-by-subdivision history of the line, including a short detailing of how the route came to be, the passenger service along that line, freight service (in less detail than passenger) and a note of the later status of the line (current use or when sold or abandoned, as it applies). In a sense, Chapter 1 is the skeleton history; the remaining chapters put flesh on the bones.

Two observations remain. The organization of the book means that some information, such as abandonments, is repeated. That is not necessarily a criticism, since the information “fits” in more than one spot. One criticism is the lack of a map large or detailed enough to depict all the locations mentioned in the book. Although a copy of a Burlington map (such appeared in public timetables in the 1930s though the 1950s) and a division map both appear in early pages, neither shows all locations.

Reviewed by: R.G.P.

LEHIGH AND HUDSON RIVER IN COLOR

By Jim Boyd and Tracy Antz Morning Sun Books, 9 Pheasant Lane, Scotch Plains, NJ 07076.

Hardcover, 8-1/2” x 11,” 128 pp., 2001 $59.95 (plus $3.50 shipping).

The only possible complaint one might make is that the title suggests the book is all in color, and it isn’t. But that’s good, very good, because this book contains the history of this northeastern carrier, surrounded by giants and ultimately swallowed by them. It’s a story that deserves to be told, because the road, although small and going through no large towns, is in a populated area and has had many followers. But it’s a story that hasn’t been told, until now. Therefore the black-and-while pictures are welcomed inclusions to the story line.

Yes, the book does have mostly color photographs. It also has plenty of text to tell the historical narrative. Those who have appreciate Jim Boyd’s books in the past will enjoy this as well; some portions of the text are by others, including not only the co-author but also well-known railfans and attorney Dick Forest about his days manning “G” tower in Belvidere, N.J., during his college days.

Other welcome inclusions are all-time locomotive rosters, detailed maps, and the story of the dieselization of the railroad, including proposals from the major locomotive builders hoping to get a cut of the investment. Other stories tell of the road’s inclusion in through freights run in conjunction with other railroads and what has become of the road’s diesels with it’s dismemberment and absorption.

Those who think of this publisher’s books as merely a glitzy color slide show should think again. This is a winner!

Reviewed by: R.G.P.

LOGGING RAILROADS OF THE SACO RIVER VALLEY

By Bill Gove Bondcliff Books, P.O. Box 385, Littleton, NH 03561.

Softcover, 8 1/2” x 11,” 68pp., 2001. $24.95 (plus $2.50 postage).

The Saco River originates near Crawford Notch in New Hampshire and roughly follows current U.S. Route 302 east into Maine, from whence it flows in a mostly southerly direction, emptying into the Atlantic near the coastal city of the same name. The territory emptied by the Saco had been known long before railroad days for it seemingly limitless supply of timber for uses such as shipbuilding and building homes. Although early loggers attempted to get logs to port by floating them downriver, such efforts were mostly carried out in vain. It took the development of railroads to obtain a reliable transportation mode.

And so this book covers the main logging railroads that served as tributaries either to the Boston & Maine (as it became known) as it approached Conway from the south, or the latter-day Maine Central which ran through Crawford Notch to Portland. An introductory chapter tells the background history, with an overall map to put them all in geographical perspective, then the stories of the individual roads are told, one by one, with detailed maps as needed. A final chapter summarizes the story.

The roads were not long (the longest was 26 miles), and with one exception, the Sawyer River Railroad, short-lived (four to ten years). The time span of the Sawyer River, 1876-1928), encompasses the lives of the other five roads. Very little evidence remains that the railroads, or the sawmills and other settlements that were their vital adjuncts, ever existed. (One exception is a home in Passaconaway that now serves as a U.S. Forest Service information center.) Therefore we are indebted to Mr. Gove’s 30 years of research in assembling a story; otherwise few persons still living could ever believe that this history is anything but a figment of someone’s imagination. In addition to the helpful maps (if you have a magnifying glass or 20-20 eyesight), there are locomotive rosters, a glossary, bibliography and index.

The best feature is the collection of pictures. Fortunately someone in that era felt it desirable to capture the locomotives, stations, sawmills, and the logging operations themselves on film, and the pictures have survived to the present day. Certainly historians of New England or the logging industry will enjoy this book. Reviewed by:

Reviewed by: R.G.P.

NEW YORK CENTRAL IN COLOR VOLUME 1

By Geoffrey H. Doughty Morning Sun Books, 9 Pheasant Lane, Scotch Plains, NJ 07076.

Hardcover, 8-1/2” x 11,” 128pp., 2001 $59.95 (plus $3.50 shipping).

The New York Central has had many books published about it, including several by this publisher, so a new book about this line should have something that sets it apart, other than just good pictures. Alas, this one doesn’t. It is an interesting collection of photographs, few of them published, and I happily purchased the book, but that’s mainly because I grew up along the railroad and am interested in just about anything published about the NYC.

Probably the items that might be of greatest interest are the steam color coverage and heavy coverage of the Toledo, Ohio area, and the track to its west, as well as the Boston & Albany. Others may enjoy the pictures of the Aerotrain and the Michigan branchline service or a variety of excursions run by the road.

The pictures are grouped by areas, and the different geographical areas form the subject matter for the eight chapters: Hudson Valley, West Shore, Mohawk Valley (light coverage here, and partly of Westfield, N.Y., which isn’t in the Mohawk Valley), Boston & Albany, Michigan Central, the Big Four, Toledo, the Main Line (west). NYC fans will enjoy this; others check it out first.

Reviewed by: R.G.P.

PENNSY ELECTRIC YEARS, VOLUME 2

By Bert Pennypacker Morning Sun Books, 9 Pheasant Lane, Scotch Plains, NJ 07076.

Hardcover, 8-1/2” x 11,” 128 pp., 2001. $59.95 (plus $3.50 postage).

The Pennsylvania Railroad’s electric territory extended from New York City to Washington and from Philadelphia to Harrisburg, and it included many commuter and freight branches as well. This book offers a visual tour of the main and branch lines under the wires and features the various locomotives and electric cars which once dashed along them. The work of many skilled and capable photographers who recorded scenes common in the 1950s and 1960s is displayed on these pages.

The book begins with a description of the parade of trains which passed through Coatesville, Pa., the author’s home in the 1940s. At the time, the electric network embraced some 674 route miles, and it supported 267 electric locomotives and over 500 multiple-unit passenger cars. Following a brief essay on the expansion of the catenary routes, the book is organized geographically, beginning with Sunnyside Yard, in Long Island City. The subsequent photographs are then displayed in division order, including the New York, Philadelphia Terminal, Maryland and Philadelphia Divisions, and the lowgrade freight lines. Many towns and sites are seen; among them are views of the railroad at Newark, Rahway, the Amboy branch, Princeton, Trenton, North Philadelphia, the Chestnut Hill Branch, West Chester, Edgemoor, Aberdeen, Bowie, Washington, Atglen, Lancaster, Harrisburg, Columbia, Safe Harbor, Enola and numerous other points.

The extensive captions provide information about the trains, locomotives, cars and the locales, as they pertain to the railroad. Locomotives depicted including the rare L6, the stubby B1 switchers, the boxy P5s, the brick-like E44s, red MP54 and flashy Silverliner commuter cars, numerous views of the famous GG1 in several paint schemes and even an occasional diesel. Reproduction is sharp and clear, and a few related illustrations add further interest.

All told, this book recaptures some of the glory, and the decline, of the Pennsylvania Railroad, and its distinctive electrification, part of which is gone or underused. Fans of the Pennsy will enjoy this excursion to the past.

Reviewed by: J.N.J.H.

PRAIRIE WHISTLES: TALES OF MIDWEST RAILROADING

By Dennis Boyer Trail Books, P.O. Box 317 Black Earth, WI 53515, www.trailbooks.com.

Softcover, 6”x9,” 128pp., 2001, $16.95.

In the foreward, the author says that while rail history buffs (and certainly organizations like the NRHS) have done a lot to preserve physical artifacts and technical specifications of railroads in past times, little has been done to preserve the oral history of the railroading subcultures The author is a folklorist, storyteller and historic reenactor, and his book is a collection of transcribed oral histories primarily related to the Upper Midwest. The time span covered ranges from World War II to around 1980.

The book is composed of about 40 short histories divided up into three parts. Each history is preceded by commentary by the author establishing location, significance, etc. Part One is “Blow the Whistle and Ring the Bell” and includes pieces from the perspective of an operating train crew. Part two is “Grease, Cinders and Signals.” The author says that while the maintenance and technical trades received little glamour, they were indispensible to the operation of any railroad. Part three is “Fellow Travelers” and includes a discussion of people asssociated with railroads such as hoboes, passengers, freight agents and railfans. The last part of the book is two pages that defines certain railroading terms used in the histories. I feel that this information would have been better placed in footnotes throughout the text.

While the stories are set in the Midwest, most have a universal appeal. The book will be helpful is adding a human perspective to railroading history.

Reviewed by: Kevin Feeney

PRR COLOR GUIDE TO FREIGHT AND PASSENGER EQUIPMENT VOL. 3

By Ian S. Fischer Morning Sun Books, 9 Pheasant Lane, Scotch Plains, NJ 07076.

Hardcover, 8-1/2” x 11,” 128 pp., 2002, $54.95 (plus $3.00 shipping)

This is yet another addition to Morning Sun’s 40 railroad equipment color guides. It pretty much follows their standard format with a passenger section followed by a freight section. There is also a small maintainance-of-way section in the back of the book. I’ve often thought that this series was primarily meant for modelers who wanted to create prototypically correct models. However, as a non-modeler, I found this book very enjoyable due to its excellent photographic selections. The photos in the passenger section are just great. Some of the highlights, in my judgment, were P70 coaches after various rebuilding and paint schemes including some lettered Pennsylvania-Reading-Seashore Lines and a P70GSR in pre-war “Fleet of Modernisim” colors! I also enjoyed numerous shots of heavyweight sleeping cars and parlors including a nice overhead view of Poor Richard Club, a beautiful parlor-buffet-lounge that this reviewer and Bulletin staffer Paul Kutta once enjoyed dining in the buffet section as we rounded Horseshoe Curve many years ago. One caption error I noticed in this section was on page 24. The caption states that 10-section-observation-lounge Nasemond County is painted Tuscan red to match Pennsylvania consists. In truth it is painted and striped for service on Norfolk & Western trains. This can be spotted by a slightly lighter red and gold stripes running just under the roof line and along the bottom of the car sides. There are also several shots of sleeping cars painted for through car service in other railroads’ streamliners for such roads as MP, UP, Southern and ACL.

The freight section is also very interesting as it covers much of the PRR’s vast car fleet. Included are such favorites as the keystone-in-white ball herald, “PRR Merchandise Service” and the famous “Don’t Stand Me Still” box car schemes. Also included are various cabin car (caboose to the non-PRR fan) schemes.

There is no heavy text but the author, in the introduction, gives a nice explanation of PRR equipment policies. The captions under the photos provide much additional information. I recommend the book to all serious PRR and equipment fans.

Reviewed by: Ray Cooney

SUCCESS THAT DIDN’T LAST The Decline and Fall of the American Locomotive Company in the Diesel Locomotive Industry

By Albert J. Churella Schenectady Heritage Area, City Hall, 105 Jay Street, Schenectady, NY 12305.

Softcover, 9" x 6," 48 pp., 2001

Author Churella has provided train enthusiasts with a brief history of one of the icons of railroad history in his Success That Didn’t Last: The Decline and Fall of the American Locomotive Company in the Diesel Locomotive Industry. Churella was the most appropriate person to produce the short study for the Schenectady Heritage Area. He is Assistant Professor of Social and Industrial Studies at Southern Polytechnic State University in Marietta, Ga. He wrote From Steam to Diesel in 1998.

Churella presented an account of the American Locomotive Company’s early diesel production. He pointed out that the company captured 83 percent of all diesel sales in 1935. When Electo Motive entered the diesel production market in 1936, Alco’s sales fell to only 23 percent. Alco never recovered dominance in the diesel locomotive market again. The author cited four reasons for Alco’s failure. First, Alco did not have the capital for full-scale diesel production. Second, the company kept steam predominant and did not foresee the growth of the diesel market and a corollary is that the company remained loyal to steam. Alco did not have a chief executive from 1936 to 1940, years when Electro Motive became a major competitor. There is yet a fifth reason: Alco was satisfied with its "second place" position; it never rose to the competition.

GE manufactured the electrical components for Alco until the 1950s. When GE introduced its own U25B in 1960, it became a competitor to both Electro Motive and Alco. By 1968, GE captured 33 percent of the market, and Alco sales fell to a mere 3 percent.

Churella’s book is a real gem. He gave a good, easy-to-read account of Alco’s history. While there is no bibliography, his footnotes are complete. There is no index. The book contains ten illustrative photos which are adequate for the purpose, but they are not the "glamour shots" that most railfans find pleasing. All are in black and white. The cover has an Alco C430 (Century Series) in black and white. Maureen Gebert, Director of the Schenectady Heritage Area, wrote a short epilogue for the study. The editor should have included an Alco advertisement. (There is an excellent steam-diesel example in Life Magazine for December 6, 1941).

While Churella does an excellent job of covering the topic, he does not point out that Electro Motive’s success came from marketing and providing financial arrangements for railroads. Alco simply could not compete with the application of "automobile sales techniques” in the locomotive industry. Electro Motive made the one-size-fits-all work for the railroad industry with a guarantee buy-back program, styling, working efficiency and attractive paint schemes.

Patrons will find the book difficult to order from local stores and national distributors. Its ISBN number and bar code were assigned after the book was published. Nevertheless, the book is well worth purchasing directly from the Schenectady Heritage Area.

Reviewed by: Rudy Daniels

TRAINS AND TECHNOLOGY The American Railroad in the Nineteenth Century: Volume 1, Locomotives

By Anthony J. Bianculli University of Delaware Press, 440 Forsgate Drive, Cranbury, NJ 08512.

Hardcover, 8-1/2" x 11," 241 pp., 2001. $59.50.

Every once in a while there comes along a book that is indispensable for the serious railroad enthusiast. Anthony J. Bianculli’s Trains and Technology: The American Railroad in the Nineteenth Century fills a void in libraries devoted to railroad history. Volume 1, Locomotives, covers the development of the steam engine from the earliest experiments to the precursors of the Big Boy and the anthracite burners of the Lackawanna and Jersey Central. The book concludes with a description of train appliances.

Bianculli is a mechanical engineer and has a wide variety of both technological and managerial experience. His book comprises over 25 years of research, and he has devoted full time to its production during retirement. He is a Fellow of the American Society of Mechanical Engineers and a member of the National Railway Historical Society.

Bianculli constructed his narrative in chronological order. After the Introduction, he began with a thorough description of locomotive mechanics. He described every type of steam locomotive, and the book includes numerous illustrative diagrams, sketches and photos. There is a section on anomalies – some tried while others exist only in mechanical drawings. Bianculli devotes space to such items as the Heisler, Shaw Oscillating Cylinder, Rauf’s "Central Power," the Holman, and Chase-Kirchner locomotives. These designs are a far cry from the typical nineteenth century locomotive, yet they are an important part of railroad history.

Bianculli includes the history of light fixtures, water injectors, feedwater heaters and smokestack designs in the last chapter. The evolution of these devices is critical to understanding locomotive development, safety and design.

The book has extensive notes for each chapter and a complete bibliography. There is an index but no concluding chapter or section.

Bianculli’s book is enjoyable throughout – whether researching a particular locomotive or a thorough reading. Some mechanism descriptions may take some time to understand for those unfamiliar with steam locomotives and their function. Some of the diagrams could be enlarged to provide greater ease in following the traveling of moving parts. In spite of age and condition, photos are well reproduced, and they are germane for an understanding of the various phases of locomotive and equipment development.

Should the book be revised for a second edition, the author should consider reinforcing what he said is his "recurring theme": the under-capitalization of American railroads. This theme is not apparent in the body of the work. He may want to return to the theme by adding a "Conclusion" or an "Afterword."

Anthony J. Bianculli’s Trains and Technology: The American Railroad in the Nineteenth Century Volume 1, Locomotives belongs in the library of every serious railroad enthusiast. It fills a void in railroad history.

Reviewed by: Rudy Daniels

TRACKSIDE AROUND NEW YORK CITY: 1953-1968, WITH ROBERT MALINOSKI

By Steve Barry Morning Sun Books, 9 Pheasant Lane, Scotch Plains, NJ 07076.

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

Joining the parade of “Trackside” books from this publisher is this look at the railroad scene around New York City, featuring the photographic work of the well-known lensman, Robert Malinoski. Now retired, Malinoski served in World War II and then worked almost 40 years for the Erie Railroad and its successors in northern New Jersey. This gave him an opportunity to point his camera at many fascinating railroad scenes in the region, some of which are notably reproduced here.

The book is organized topically, beginning with a brief introduction to the New York area, and a succinct biography of the photographer. Subsequent sections highlight activities on the Long Island Rail Road, the New Haven, Jersey Central, Baltimore & Ohio, Reading, Lehigh Valley, Lehigh & New England, Lehigh & Hundson River and a few smaller operations, as well as three shots of ocean liners. It is impossible to describe individual photographs in a short review; suffice it to say that Malinoski’s tastes are comprehensive, and his skills outstanding. In terms of page coverage, the NYC gets 26, the Erie Lackawanna 22, the New Haven 16 and the CNJ and PRR 12 each. All types of trains and equipment are to be found here; many of the shots show background and lineside scenes, which puts the railroad in its natural context. Captions provide descriptive information, with a stress on locomotive data. One of my favorites is a two-page spread of a Lehigh tug pushing a carfloat across the Hudson, with the New York skyline in the background. Reproduction is sharp and clear, as is usual in this series, and a two-color page map, depicts the numerous lines which encircle the metropolis. Only a few minor errors were noted.

All told, this is a stunning look at the railroad world of the 1950s and 1960s. Those old enough to remember it will enjoy reliving it through these pages; those who never experienced it will enjoy seeing it recreated here.

Reviewed by: J.N.J.H.

SANTA FE THE CHIEF WAY

By Robert Strein, John Vaughan, and C. Fenton Richards Jr. New Mexico Magazine, 495 Old Santa Fe Trail, Santa Fe, NM 87501

Hardcover. 10”x10,” 132 pp., 2001, $39.95.

Much of the advertising done by the Santa Fe in the twentieth century centered around the use of the art and history of indigenous peoples of the area. This book centers on that art and history, as well as on the other advertising that the Santa Fe used to draw prospective passengers to their unique equipment, particularly the dome cars and the high-level coaches, lounges, and diners.

Each chapter begins with a page or two of text, but the emphasis is on the photographs and the art work that was meant to attract ridership. The first chapter, titled The Chiefs, emphasizes the streamlined trains that ran through New Mexico, and their equipment. The second focuses on the amenities within the cars. The third, titled The Land of Pueblos, emphasizes the heritage of the state as exemplified by the railroad. Other chapters cover ridership by Hollywood stars, the Santa Fe art collection, and the railroad stations that reflected their southwest heritage. One final chapter bids goodbye to the trains and the railroad they ran on. Most pictures are in color.

Although many books have been written on the railroad and its passenger trains, readers will find a unique and compelling perspective within these covers. Those interested in the Santa Fe, passenger trains in general, or the heritage of the Southwest as it relates to rails will enjoy this book.

Reviewed by: R.G.P.

Hurricane Floyd! The destruction and Rebuilding of the Wilmington & Western Railroad

Edited by Paul W. Harris Historic Red Clay Valley, Inc. P.O. Box 5787, Wilmington, DE 19808.

Softcover, 8-1/2 x 11,” 52pp., 2001. $14.00 postpaid.

Hurricane Floyd struck the U.S. East Coast between September 14 and 17, 1999. Before it was over, eight to ten inches of rain had fallen on the Wilmington & Western Railroad’s (W&W) route through the Red Clay Valley. Never had Red Clay Creek been required to carry the huge volume of water that would rush through its course. The popular Delaware shortline was in big trouble. Two major trestles were totally destroyed, three others significantly damaged and hundreds of feet of right of way were washed out. Fallen trees were all along the tracks. It was a total disaster!

This book deals with the massive restoration effort accomplished by many volunteers from the awful aftermath to the grand reopening on May 19, 2001. Besides W&W members, over 70 businesses and organizations donated to help the freight and tourist railroad including five NRHS chapters. A nice story of a little railroad’s struggle to survive.

Reviewed by: F.P.K.

WESTERN MARYLAND TRACKSIDE, WITH GEORGE M. LEILCH

By Jeremy F. Plant Morning Sun Books, 9 Pheasant Lane, Scotch Plains, NJ 07076.

Hardcover. 8-1/2"x11," 128pp., 2002. $59.95 (plus $3.50 postage).

"Western Maryland: Fast Freight Line" emblazoned on the famous fireball emblem painted on the side of the company’s locomotives summed up the main purpose of this small regional carrier. Extending from Baltimore through Hagerstown and Cumberland, and on to Connellsville, Pa., and with many branches into the West Virginia coal fields and other points, the Western Maryland is remembered for its fast and efficient freights and its small but clean and friendly passenger trains. As part of "the Alphabet Route," it helped to funnel merchandise to northeastern markets. This latest "Trackside" book features the photography of George M. Leilich, long-time Vice-President of Operations.

The book opens with a preface by Robert Leilich, who remembers his father in loving terms. Plant provides a capsule history of the Western Maryland, from its early days until its 1968 takeover by the Chesapeake & Ohio, which soon dismantled a considerable part of it.

Although a company officer, Leilich was a railfan at heart, and he was frequently on the road, in his private car or by other means, but with camera in hand, recording his views of an active, busy railroad. Plant had divided his collection into three decades: the 1950s, the early 1960s, and the final decade. In each section, he had written an introduction and then provided extensive captions to the photographs. Because Leilich was a high-ranking employee, he could go literally anywhere on the railroad and take shots that most railfans would be unable to do. The scenes are legion: short but attractive passenger trains; numerous freights; shops and yards; wrecks; stunning harbor scenes in Baltimore; bridges; cabooses; demonstrators; a great variety of locomotives, including even a few peeks at steam; grain and coal cars; test trains and specials; maintenance vehicles, and the people who helped make it all work. Color reproduction is excellent, and a map shows the company’s routes.

In these days of huge railroads, it is easy to forget the small carriers, which were once an important part of the railroad world. George Leilich and Jeremy Plant recall it for us in this attractive and appealing book.

Reviewed by: J.N.J.H.

THE OLD SOMERSET RAILROAD: A LIFELINE FOR NORTHERN MAINERS

By Walter M. Mac Dougal Down East Books, P.O. Box 679, Camden, ME 04843.

Softcover. 7”x9,” 192pp., 2000, $19.95.

This book covers the complete history of a small railroad line located in northern Maine. According to the author the book is more than just the history of a railroad; it is a story about people. The book begins with “A Rough Overview of Events.” The Old Somerset started in 1861 as a dream to link the Maine coast with Canada. It became part of the Maine Central (MEC) in 1911. Service ran from Moosehead Lake to Oakland Maine, and was largely abandoned in the 1930s, although some freight service lasted until 1975.

The book is composed of several parts which generally tell the story in a chronological fashion. There are black and white photographs throughout the book, but most of them are poorly reproduced. The first part, “Spiking Down the Dream,” has five chapters and covers the building of the railroads and its early days. Part II, “Life Along the Somerset,” has three chapters, which talk about the people that lived, worked and visited along the line. The third part is an interesting look at the railroad’s early wooden bridges, including a massive covered bridge that burned in 1906. Part III, “The Somerset Enters the Wilderness,” has another five chapters about logging, Maine winters, tourism and steamboats. Part IV consists of three appendicies.

This book is not for everyone. The primary audience would be someone who is interested in Maine’s early railroad history or those with geographic ties to this area.

Reviewed by: Kevin Feeney

THE BASIC RAILFAN BOOK - An Introduction to Railroading and Essential References for Railroad Enthusiasts

By Ernest H. Robl Published by Ernest H. Robl, P.O. Box 3270, Durham, NC 27715-3270.

No cover, 5-1/2"x8-1/2," 280pp., 2001. $27.95 (plus $3.50 shipping).

"How to" books are very popular. Every book store has an ample selection. Perhaps it was time the railroad hobby got one itself. Robl, through extensive research, has presented the novice railfan with a book that explains not only "how to be a railfan" but with the basics of how this fascinating world of railroading works. The book is designed to be taken into the field (although one must purchase their own hard cover at a stationary store). Many veteran fans, I believe, will also want it as it is crammed with much useful information. There are chapters on the history of the industry from its beginning right up to the Staggers Act, the modern merger movement and the creation of Amtrak. The reader then gets introductory courses on how railroads work including train dispatching, signal systems, radio communications and operating rules. One caution here is that the operating rules section is based on western railroad practices; most eastern lines use the NORAC (Northeastern Operating Rules Advisory Committee) rules. Next come chapters on locomotives, freight and passenger equipment. He even touches on rail transit. Since this is a book for the railfan, he then covers rail photography and, most importantly, safety around railroads. Lastly, comes a useful glossary of railroad terms.

I have a few small quibbles with it. For example, in the NORAC rulebook, a track warrant is a Form D; and a trainmaster has authority over all train and engine personnel, not just conductors. All in all, this is a highly commendable effort that many fans (both young and old) will want to have. One final note: the author states that he did not include a cover to cut down on production costs; the purchaser will no doubt want to obtain a hard binder of 5-1/2" x 8-1/2" at a stationery store.

Reviewed by: Ray Cooney

PASSENGER CARS, VOLUME I – Pioneer and Wooden Cars, Steel Heavyweight Cars

By Hal Carstens Carstens Publications, Inc., P.O. Box 700, Newton, NJ 07860.

9"x12," 104pp., softcover, $32.95 (plus $6.00 shipping and handling).

Hal Carsten’s Passenger Cars, Volume I: Pioneer and Wooden Cars, Steel Heavyweight Cars, is useful for those who want to build model railroads and for anyone interested in vintage varnish. Including the covers, the book contains over one hundred photos and almost the same number of car plans drawn to scale. Some plans are of car interiors. There is no index, but photos and diagrams are listed with page numbers as a Table of Contents.

The scope is from the 1829 Baltimore & Ohio horse-drawn Pioneer to post-World War II rebuilds photographed in the 1950s and 1960s. There are only a few representing the pre-Civil War period. All types of passenger cars are represented: coaches; parlor cars; diners; combines, including a Canadian National "coach & caboose;" World War II troop sleepers and kitchen cars. Many photos are archival and the originating railroad receives credit rather than the current copyright owner. Carstens adds that these photos are not available for purchase. The unavailability is unfortunate, because some are of historic value. The reproductions are good and are on slick paper.

Drawings are by a variety of artists and most are to HO scale. Other scales are represented on some. Some drawings mention the car’s color scheme, but most do not contain such notation. There are references to the building of model railroads from time to time.

Any railfan would find the book interesting because of the photos and sketches. Of course, a modeler would find it almost necessary for building the older cars. The book could use an introduction to explain that it is Volume I of what series and how many such publications could be expected. Some may consider the price a bit "steep." From an historical perspective, there could be text (rather than just photo captions) to give the background and specifications of all the cars.

Reviewed by: Rudy Daniels