SANTA FE'S EASTERN OKLAHOMA RAILWAY COMPANY BOOK ONE: THE STILLWATER DISTRICT

by Joseph A. Cammalleri

Joseph A. Cammalleri, 1177 Monte Sereno Drive, Thousand Oaks, CA 91360-2408. Hardcover, 11" x 8", 198 pp., 2002. $49.95 (plus $3.95 postage).

This is the first of a three-volume series describing the now almost-totally-abandoned Eastern Oklahoma lines of the former Santa Fe Railway. The author has done much digging for information; this is evident from the many sources quoted and the extensive bibliography. We gain a better understanding of the many railroads that once served eastern Oklahoma.

The style of writing may be called chatty; personal references and/or opinions pepper the entire text. What results is more of a story about the road than a history of the road. Detailing the planning of the line, its original construction, and interaction with other roads is largely missing. It is also unclear just exactly which of the many lines covered constituted the Eastern Oklahoma, and which were other Santa Fe-controlled branches. Pictorial coverage is quite extensive; a surprising number of photographs have been found, given the relative lack of population of the area and apparent importance of the line. Drawings of rail lines at the many junctions, together with overhead photographs help the reader understand the physical layout. Unfortunately, too many photographs are reproduced in such small size that details are difficult to see well. This is particularly true of pictures that show what little remains of the road after its abandonment. Also, the book contains no good overall map of the railroad or area. I read this book with the rail atlas covering Oklahoma, published by Steam Powered Video, open next to this book and my understanding improved immensely (as did my amazement at how many abandoned lines there are in the area).

Despite these drawbacks, however, anyone interested in these little-remarked lines will find the coverage of interest, since coverage of Oklahoma railroads tends to be light and the story is interesting.

R. G. P.

THE PORTLAND COMPANY

by David H. Fletcher

Arcadia Publishing, 2A Cumberland Street, Charleston, SC 29401. Softcover, 6" x 9", 128 pp., 2002. $19.99.

This book, a member of the Images of America series, takes a look at the Portland Company of Portland, Maine, formed in 1846 to construct locomotives and other industrial objects. Though the company's last locomotive was constructed in 1903, it stayed in business until 1982. The book gives a two-page text overview, then proceeds, after an introductory chapter depicting the company and its workers, with chapters devoted to different objects produced, from locomotives and other rolling stock to ship engines and boilers, highway equipment, elevators, fire engines, paper mill equipment, and a number of other products.

The layout, as with other books by this publisher, generally features two photographs to a page, with helpful captions. Amazingly, two of the steam locomotives produced are extant, with one operating at a museum in Alna, Maine. A true oddity in the production list is a pair of locomotives constructed in 1889 for the monorail Boynton Bicycle Railway of New York; its equipment shown is truly unusual.

Although the rail production is only a small part of this book, anyone interested in industrial or maritime history will enjoy other parts of this volume than just the chapter on rail products. The book is a good pictorial record of a variety of industrial output over the years from the mid-19th Century to as recently as two decades ago. Those readers with historical interest broader than just railroads will enjoy this book.

R. G. P.

THE CHICAGO AND ALTON RAILROAD

by Gene V. Glendinning

Northern Illinois University Press, DeKalb, IL 60115-2854. Hardcover, 8-1/2" x 11", 274 pp., 2002. $49.95.

This is a detailed history of the Chicago & Alton, which ran from Chicago to St. Louis and Kansas City. Its Chicago-St. Louis main line historically had the heaviest passenger travel between those cities, and is Amtrak's only such route.

The book begins by detailing the transportation history of the region before the railroad era, and gives a good feel for how each of the small predecessor roads began. Each enlargement of the road is described in a careful but readable fashion; the two-page map inside each cover is detailed enough to allow the reader to follow the road, although having a detailed rail atlas can be even more helpful.

We also meet a varied cast of characters, such as Henry Dwight, Jr., who used the railroad's coffers as his personal bank account, or Timothy Blackstone, whose leadership during roughly the last third of the nineteenth century led to a very strong bottom line, but left the road poorly equipped to face the changing railroad landscape of the 20th century. Each of the administrations is described and critiqued. The effects of the changing economy on the railroad are easily understood. The result is an enlightening and absorbing look at what we might call today a regional railroad that has been historically important, but often short-changed in the rail literature. The story ends with the road's absorption into the Gulf, Mobile & Ohio, which up to 1947 ran between East St. Louis and the Gulf Coast, although a three-page epilogue summarizes developments since that time. Pictures are relatively few, all black and white, and tied to the text. Endnotes and bibliography are extensive and the index is detailed.

The result is a very worthwhile historical book, valuable for both the researcher and the historically minded rail enthusiast.

R. G. P.

CANADIAN PACIFIC IN COLOR Volume 1: Eastern Lines

by Bill Linley

Morning Sun Books, Inc., 9 Pheasant Lane, Scotch Plains, NJ, 07076. Hardcover, 8-1/2" x 11", 128 pp., 2001. $59.95 (plus $3.50 shipping).

This book is a pictorial look at the Eastern Lines of the Canadian Pacific between the years 1949 and 1968 (although a few photographs are dated slightly later). This was the time of transition between steam and diesel, which was complete by 1960. Only one photograph contains a diesel unit in the later red color scheme, and some show diesels in the pre-maroon and gray scheme that is similar to the steam locomotives. As usual with the "in color" series of this publisher, a synopsis of the railroad is followed by photographs with descriptive captions.

The coverage is from east to west, and a map early in the book is sufficient to locate just about every geographical name mentioned in the text. However, the text notes a number of subdivisions and other line names, and although their locations are often made clear, a separate map or listing of those names would be helpful. Locomotives get primary attention in the text, with classes as well as model numbers generally being referred to; a roster summary at the start of the book aids reference here. In addition to models simply being named, assignments are often mentioned, and extant locomotives are often mentioned.

Fortunately for many readers, Canadian Pacific kept steam in action longer than most U. S. roads, and so many of the action photographs herein feature steam, sometimes double-headed, and occasionally of "obsolete" Moguls and American types, kept for reasons of a line's clearance limitations or a bridge's low axle weight limit. Many fans will appreciate the variety of passenger trains shown, as well as a number of mixed trains. Doodlebugs and RDCs appear in addition to the traditional passenger train.

The variety of pictures virtually guarantees something of interest for everyone: pooled power as well as the pool passenger service with Canadian National, run-through freight and passenger trains, yard and shop views and more will appeal to the reader.

R. G. P.

European Capital, British Iron and an American Dream: The Story of the Atlantic and Great Western Railroad

by William Reynolds

University of Akron Press, Akron, OH 44325-1703. Hardcover, 6"x9", 257 pp., $44.95.

The Atlantic & Great Western Railroad, which later became part of the Erie Railroad, was a six-foot gauge line promoted and built by a large group of entrepreneurs from Meadville, Pa. and Akron, Ohio. Unlike many early lines which were built to contribute to the economy of a particular community, the A&GW was from the beginning seen as part of a through broad-gauge route from the Atlantic Seaboard to the Missisippi River.

Forty years after the completion of the railroad, William Reynolds, the first president of the New York and Pennsylvania Divisions, wrote his memoirs of the building of the line. the provided vivid details on the difficulties involved in financing and construction. Most of the money came from European investors, including Don Jose de Salamanca. (Fortunately for future residents, the junction point with the Erie at Bucktooth, N.Y. was renamed for the Spanish nobleman.)

Reynolds left the railroad upon its completion, having constructed 388 miles from Salamanca to Dayton, Ohio and 113 miles of branch lines in just 38 months, in spite of the late 1850s depression, the Civil War, and numerous obstacles placed in its way by the New York Central and Pennsylvania Railroads. It is a tale of almost heroic scale with Reynolds begging for cash from Europe while workers and suppliers demanded payment. He personally made two trips to Europe and went to New York City dozens of times.

Travel at times could be wretched and Reynolds described having his buggy stuck in hub-deep mud on one trip to a connecting train.

Unfortunately, little is said of equipment or operations. But for anyone interested in the building and financing of an early American railroad, the book is a treasure trove of detail. Editors Gifford and Iliseuvich are to be commended for their efforts to bring this important first person account to the reading public.

P.E.P.

Rio Grande Through the Rockies

by Mike Danneman

Kalmbach Publishing Company, P.O. Box 1612, Waukesha, WI 53187-1612. Softcover, 8-1/4" x 11", 128 pp., 202. $21.95.

For many years, the Denver & Rio Grande Western referred to itself as "The Scenic Line of the World" and "Through the Rockies - Not Around Them" as a description of its routes. The two mainlines, the Arkansas River-Tennessee pass route and the Front Range-Moffat Tunnel route, possess some of the most gorgeous scenery in the U.S.

Unfortunately, the former line is basically mothballed except for a tourist operation in the Royal Gorge. but Amtrak passengers still thrill to the climb from Denver to Moffat Tunnel and beyond on the latter route.

Kalmbach has assembled a selection of photographs from its David P. Morgan Memorial Library for this book. All are in black and white, taken by some of the most noted photographers of the past 50 years. Photos of steam and diesel, passenger and freight trains, in remote settings for the most part, are all beautifully reproduced in this outstanding book. This is mainline only - no narrow gauge or branchline operation. But for the railfan (whose number is legion) who can never see enough of the Rio Grande, this book is a must!

Kalmbach is to be commended for an unusual index for the photos: by locations, steam locomotives, diesel locomotives, photographers, and passenger trains.

P.E.P.

Cheyenne East: A Railfan's Perspective

by Allan G. Clarke

Flagstop Railbooks, P.O. Box 4697, Parker, CO 80134-1460. Softcover, 8-1/2" x 11", 102 pp., 2002. $36.95.

To the railfan photographer, Heaven is a high-speed, heavily traficked mainline with an endless parade of high horsepower locomotives heading numerous intermodal, unit and manifest freight trains. The Union Pacific's Sydney Subdivision, stretching 270 miles from Cheyenne, Wyo. to North Platte, Nebr., has to be at or near the top of any railfan's list for that kind of action.

The railfan community owes a great debt to Allan G. Clarke for this well thought out guide to this fascinating UP line. The guide is a third in a series produced by Clarke to aid a visiting railfan on his first visit. Designed as a handy reference tool, the book is printed in large type so as to be easily read in the field. It is nicely ring bound so that it will lay flat or back to back. Clarke includes many maps which are annotated and cross referenced. The narative in each of the book's four sections follows as closely as practical the map on each page. Most of the maps are from the U.S. Geological Survey. All the known good to excellent photo spots are shown along with access information. Also helpful is information on road conditions, local weather tendencies and even area wildlike. The Sydney Subdivision is, of course, a segment of the original transcontinental railroad, and a light but very interesting history of the line is included. There are many illustrations, both taken by Mr. Clarke and from collections. Photo reproduction is not great, but they are only shown to illustrate where the visiting fan can get his own shots.

Maps include both mainline and cities, and he has reproduced some oficial UP maps of North Platte's great Bailey yard. A section of UP employee timetable showing the entire subdivision is included along with all the necessary scanner frequencies.

My advice to the railfan who is planning a visit to this great piece of railroad is to obtain a copy of this guide, read it thoroughly and don't leave home without it!

Ray Cooney

Wired for success: The Butte, Anaconda & Pacific Railway, 1892-1985

by Charles V. Mutschler

Washington State University Press, P.O. Box 645910, Pullman, WA 99164-5910. Softcover, 8" x 11", 136 pp., 2002. Price not shown.

The fact that the author has a Ph.D. in history from Washington State University, and Wired for Success was published by the Washington University Press is a clear indication of the nature of the work. It is a scholarly dissertation, well researched, with copious footnotes, bibliography, and index. The well-reproduced photographs represent a wide range of sources all duly acknowledged. Mutschler provides an absorbing and thoroughly detailed narrative.

Most railfan historians have a general knowledge of the Butte, Anaconda & Pacific Railway (BA&P), the electrified line in Montana whose primary purpose was to move copper ore from the mines at Butte to the smelters in Anaconda, a distance of 26 miles. The author presents an in-depth study of the origins of the railway from the beginning of the copper mining industry, and includes the technological developments that led to the successful electrification of the road in 1913. Woven into this account are the related social, political and environmental issues which influenced management decisions as well as the lives of the ordinary people who made it all happen. During the years between 1910 and 1915 when mainline electrification was big news in the railroad industry, the BA&P's engineering people were working wth the suppliers right along with the major roads. Dieselization finally came in 1967 followed in 1985 by the sale of the BA&P to local investors. Reincarnated as the Rarus Railway, the shortline continues to serve the remaining, scaled-down mining operations with connections to the outside world.

As the title implies, the primary focus of this work is on the development of electric railway technology in general and its specific application to this one-industry carrier. Interchange freight operations with the connecting roads and local passenger service were of secondary importance. Mutschler's academic interests include research in the history of business, technology and industry in the western United States from which Wired for Success is a worthy product.

R.T. Lane Jr.

Cincinnati, Milford & Loveland traction company: the Kroger line

by David McNeil

David McNeil, 29 Wheelright Crescent, Hamilton, OH 45013, Softcover, 8-1/2" x 11", 240 pp., 2002. $25.00 (plus $2.50 postage).

Clermont County in southern Ohio lies to the east of Cincinnati. Prior to World War I, it was dotted with rural villages and farms with related small businesses. The advent of electric traction, 1888-1892, caused a flurry by local entrepreneurs to establish lines connecting these communities with the nearby metropolis of Cincinnati where the service had just been electrified. The Cincinnati, Milford & Loveland Traction Company, later organized as the Cincinnati, Milford & Blanchester Traction Company, would prove to be the most successful of these as long as it lasted. The enterprising man who helped bring it all together was B.H. (Barney Henry) Kroger, a local business entrepreneur with an amazing ability to wheel and deal. His name is known to this day by the Kroger supermarket chain which he established in 1885 with four grocery stores in Cincinnati.

Not all the electric railways built during the rapid expansion years of 1900-1915 proved successful due primarily to weak financing, hastily built track, and in this case, the high cost of trackage rights to enter Cincinnati over the rails of the Cincinnati Street railway (CSR). By 1918 and the reorganization of the company as the Cincinnati, Milford & Blanchester, Kroger and his colleagues realized that there was no future for the electric rail lines in Clermont County as roads were paved and automobiles ownership proliferated. Like a number of other companies in similiar situations, he marketed his excess power capacity to the local municipalities, the profits from which kept the railway afloat. In 1926, the company was purchased by Lawrence Van Ness, an electric power magnate. He already controlled other failing rail lines which he proceeded to abandon, holding onto the power plants and distribuition systems. In the case of the Cincinnati, Milford & Blanchester, the portion between Milford and Cincinnati was still viable enough to interest the CSR which purchased it in 1926, and integrated it with the rest of its system. This latter day operation would survive until 1942.

In his acknowledgments, author McNeil cites a remarkable list of sources, not the least of which are the Cincinnati Traction scrapbooks at the Cincinnati Historial Society, several other local historical societies, records of the Ohio Railroad Commission, Richard Wagner of "Trolley Talk" fame, and other historian friends, some with personal recollections. It became apparent that the author sought to include as many if not all the minute details of the railway's history. These are arranged in a series of anecdotes, all of which are relevant, but do not allow for a smooth flowing narative. The printing process used fails to do justice to the vintage photographs, some of which are of mediocre quality. Nonetheless the overall effect is a worthwhile history of one of southern Ohio's lesser-known traction lines. The final section, "Tracing the Route," uses contemporay maps and photos to show that the encroaching urban sprawl has not yet obliterated the obvious remains which are there for anyone interested to seek out.

R.T. Lane, Jr.

STEAM ON THE FEATHER RIVER ROUTE

The Harold Miller Photo Collection

A.C. Kalmbach Memorial Library, National Model Railroad Association, 421 Cromwell Rd., Chattanooga, TN 37421-2119. Hardcover, 8-1/2" x 11", 192 pp., 2002. $59.95.

The NMRA's A.C. Kalmbach Memorial Library was fortunate to have been donated the over 5,000-negative collection of Harold B. "Dusty" Miller, who was a model railroader as well as a prolific photographer of western railroads. We are fortunate that the NMRA has chosen to publish these photos of nearly every steam locomotive that the Western Pacific Railroad ever owned. Mr. Miller's photos are virtually all very crisp and clean and are reproduced beautifully in this volume. The staff of the Kalmbach Library has done a superb job of researching and captioning this nice collection of WP locomotive photos.

I must warn the potential buyer that this is not a book of action or scenic pictures. Mr. Miller was an "old school" three-quarter roster shot photographer. Pictured are 197 of WP's 208 steam engines. I do not remember when I ever saw such comprehensive coverage of a railroad's power. A brief caption adorns each photo, often pointing out any unusual characteristics.

The book is divided into chapters by wheel arrangements. At the beginning of each chapter is a roster of a particular type which shows builder's date and disposition. This is a book for serious Western Pacific and steam locomotive fans and they will not be disappointed.

Ray Cooney

TRRA

Terminal Railroad Association of St. Louis Historical and Technical Society, Inc., P.O. Box 1688, St. Louis, MO 63188-1688. Volume 16, Nos. 1-2. Softcover, 8-1/2" x 11", 103 pp., $25.00.

The TRRA Historical and Technical Society has issued a combined issue of its publication featuring the New York Central's Southwestern Limited. Over 80 pages of the issue are devoted to this New York-St. Louis train. Although the NYC advertised that "service and equipment identical with that of the 20th Century Limited," it was always a lesser known operation than the New York-Chicago luxury train. Lawrence Thomas provides an outstanding account of the train's history. The publication is lavishly provided with photos of trains and equipment, car diagrams, maps, consists and advertisements.

The Southwestern Limited made its first run in 1889. The Cleveland, Cincinnati, Chicago & St. Louis Railway had been merged into the NYC at that time (but it was still the "Big Four" to the locals for decades afterwards). It was an all-Pullman train from 1903 to 1931. After World War II, the decline in passengers doomed the service. (NYC passenger revenue dropped $10 million per year in 1957-59.) The last train on the line, a diesel and coach, ran from St. Louis to Union City, Ind. on January 26, 1968.

What makes this article a delight to passenger enthusiasts are the details that author Thomas provides on the operations and servicing of equipment at St. Louis, Cleveland, and Mott Haven Yard, New York. Being a TRRA Society publication, there is naturally a great deal of information on the western terminal of the train.

Only ten tracks of the 42 at St. Louis Union Station could accommodate trains of more than 13 cars. This caused endless problems with the many great (and lengthy) consists using the terminal. The NYC complained bitterly at one time that the Southwestern Limited's departure was being delayed each day by a GM&O train blocking the outgoing switches.

In short, this is just a wonderful publication for those interested in the NYC, passenger operations, or the TRRA and its magnificent St. Louis Union Station.

P.E.P.

Metropolitan Railways; Rapid Transit in America

by William D. Middleton

Indiana University Press, 601 North Morton Street, Bloomington, IN 47404-3797. Hardcover, 8-1/2" x 11," 286 pp., 2003. $59.95.

Prominent author William D. Middleton defines metropolitan railways as "rapid transit subways, elevated railways and light rail lines" which operate in North America's heavily populated areas. Metropolitan Railways undertakes to study the rise, decline, and rebirth of rapid transit in the United States, Canada, and Mexico.

Middleton begins by chronicling the growth of the oldest of metropolitan railways in both New York and Chicago. Both had steam-powered elevated railroads in the later part of the 19th century. When Frank Sprague developed the idea of multiple unit control for electric cars on the South Side elevated in Chicago, the electrically powered subway train as we know it today became possible.

In the first part of the 20th century, the streetcar, and to a lesser extent, subways and elevated railways, moved the city dweller from home to work and back. Very few cities outside New York, Boston, Philadelphia, and Chicago in North America had viable rapid transit systems after World War II, and those in existence were treated largely as conveyances for those who couldn't afford an auto. In time, however, it became evident that the automobile was causing problems of congestion and pollution crying out for some kind of solution.

In his chapter Rapid Transit at Midcentury, Middleton documents the postwar improvements in the old systems in Chicago, Boston, and New York and details new systems in Cleveland and Toronto. Toronto opened Canada's first subway in 1954 to replace the Yonge Street streetcar line, which had simply become overwhelmed with passengers.

Curiously, the impetus for the rebirth of public transit in the United States came from the auto-worshiping state of California. The most daring project was the Bay Area Rapid Transit system in northern California. Designed new from the ground up with a view to attracting the auto driving public, BART built what is still one of the most attractive metropolitan railways in the world.

San Diego probably started the light rail boom with its first well-planned light rail line on an underutilized railroad right-of-way running south from San Diego to Tijuana. Next follows a rundown of the multitude of new Metros and light rail operations in the United States, Canada and Mexico. One chapter details the development of rapid transit vehicles. Another chapter calls attention to the positive effect of the new transit systems on real estate values. One of the more dramatic illustrations of this is in Toronto where one can see the route of the Yonge Street Subway from a tall building downtown by noting the tall buildings hovering over the stations.

Very useful is Appendix A illustrating the Technology of Rail Transit with clearly written text and many well-chosen illustrations. Appendix B contains maps and brief descriptions of all the systems in North America.

This thorough, well-written and well-illustrated treatise on North American rapid transit systems should command a wide audience.

LeRoy O. King Jr.

HISTORY OF THE LOUISVILLE & NASHVILLE RAILROAD

by Maury Klein

University Press of Kentucky, 663 South Limestone St., Lexington, KY 40508-4008. Hardcover, 6-1/2" x 9-1/2," 572 pp., 2003. $45.00.

When Maury Klein's history of the Louisville & Nashville Railroad first appeared in 1972, published by the MacMillan Company, it was recognized as the definitive account of that railroad's life story. A thorough review of the original edition appeared in No. 4, 1973 of the Bulletin. This new edition brings the history of the L&N back "on line." Now, 30 years later, Maury Klein has added a new introduction. In it, he offers historic perspective on what has happened to the L&N and its heritage since absorption in 1972 by the Seaboard Coast Line. He parallels this with the ongoing changes in the corporate landscape of American railroading and contemporary events which made worldwide headlines at the time. Without altering the original text, he has succeeded in bringing this history up to date. It is arranged chronologically, well illustrated, with appendices, footnotes and bibliography.

When this work was being written, neither the author nor anyone else could foresee the shape of the American railroad system in 2003. It is ironic to observe that the railroads which had distinctive corporate personalities, which we all cherished, have one by one been swallowed up or dismembered by the generic mega-railroads, all for the sake of progress and economic survival. In the conclusion of his new introduction, Klein recalls a once-popular ballad, "The L&N Don't Stop Here Any More," about a played-out coal mining town. In this history, the L&N still stands tall even if it "don't stop here any more."

R. T. Lane, Jr.

CHESSIE SYSTEM COLOR GUIDE TO FREIGHT EQUIPMENT

by Randall K. Fields

Morning Sun Books, Inc., 9 Pheasant Lane, Scotch Plains, NJ, 07076. Hardcover, 8-1/2" x 11", 128 pp., 2001. $59.95 (plus $3.50 shipping).

Although the Chessie System was a marketing union of the Chesapeake & Ohio, Baltimore & Ohio, and later the Western Maryland, rather than a single legal entity, it was famous for its bright colors (yellow, with blue and orange trim on locomotives, cabooses, and non-revenue passenger equipment) and the famous Ches-C, a stylized C, with the outline of a sleeping cat. This cat, of course, referred to the famous "Chessie", that had been associated with the Chesapeake & Ohio for decades. The era of Ches-C lasted from 1972 to 1986.

This book, then, is a survey of freight equipment from those years, which featured the famous emblem, with a handful of other pictures of other equipment leased to the system during those years, although not necessarily painted with the emblem (e.g., cars acquired from the defunct Railbox Corporation), or Fruit Growers Express cars leased to B&O. About two-thirds of the book is devoted to revenue freight equipment, the other third to an amazing variety of non-revenue equipment (from hi-rail vehicles to plows to a variety of mechanized maintenance equipment such as brush-cutters and air compressors).

The author has done an excellent job ferreting out the thousand and one details that accompany a work like this, and aside from a few typos overlooked in proofreading, the result is satisfying. Pictures are (with a couple surprising exceptions) clear, and captions informative. Modelers and historians interested in the B&O, C&O and/or WM during this period will want a copy for reference.

R. G. P.

MISSOURI PACIFIC'S STEAM TO DIESEL ERA: 1945-1955

by Lloyd E. Stagner

South Platte Press, P.O. Box 163, David City, NE 68632. Softcover, 8-1/2" x 11", 48 pp., 2002. $19.95 (plus $4.00 postage.)

This short book is a look at the changeover from steam to diesel locomotion that took place on the Missouri Pacific system during the decade named in the title. After a brief introduction, a map, and a list of operating divisions, the book takes a year-by-year look at the changes in the motive power rosters, highlighting acquisitions and summarizing steam retirements. There follows a pictorial look at the major classes of steam and diesel power during that year, three pictures to a page. Various tables end the book, including a motive power roster as of January 1, 1946, steam locomotive assignments six months prior, and a list of movements over two different divisions on a typical date during the decade. Save for the front cover, all photography (as might be expected for the dates) is in black and white.

While the topic may not be of broad interest, there is enough information summarized here to give a good feeling of the motive power changes that took place during the steam to diesel transition. As the number of persons dwindles who saw that transition first-hand, books like this help others understand a significant era of rail history on a railroad large enough to represent the industry. One trait, alas, does not represent all railroads: virtually no Missouri Pacific steam locomotives were saved (only two 4-6-0s), and this book illustrates why that is unfortunate.