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Railroading From The Rear End By S Kip Farrington Jr Hard Cover
Railroading from the Rear End by S Kip Farrington Jr
Hard Cover
430 pages
Copyright 1946
CONTENTS
INTRODUCTION by Major General C. P. Grossix
FOREWORDxv
I THE LITTLE CABOOSE1 Last but Not Least-Riding the Read End of the Manifest
II INDUCTIVE TRAIN COMMUNICATION 15 Early Experiments with Train Communication-How It Works In EMPIRE BUILDER29 The Great Northern's Magic Carpet
IV CENTRALIZED TRAFFIC CONTROL ON THE SANTA FE38 Pecos Division Installation-Other Installations -Examples of What C.T.C. Can Do-Typical Transcripts of Runs over C.T.C.-equipped Pecos Division
V THE MILWAUKEE62 A Railroad Hauls the Atom-The Fast Mail-The New Caboose
VI RAILROADING ON THE BOSTON & MAINE69 "It's a Hell of a Way to Run a RaiIroad!"
VII THE NEW YORK CENTRAL'S S-i-CLASS NIAGARA84 Fittings and Equipment-The Tender-The Niagara Goes into Service-Dynamometer Car-Boiler Tests-The Hotbox Alarm-The Snow-Melting Machine
VIII ON THE CHESAPEAKE & OHIO104 The Trackman-What the Track Takes-The Work Train
IX THE SOUTHERN PACIFIC118 The Los Angeles Overnight-The Hill-Supply Train-Detector Car-S.P. Shorthand
X THE BURLINGTON'S PANORAMIC COACH134 The Vista-Dome Car
XI THE NORFOLK & WESTERN141 The Railroad That Coal Built-The Rear End of a Coal Train
XII THE VOICE OF THE SANTA FE154 A Great Railway's Communication System
XIII THE AMERICAN LOCOMOTIVE COMPANY165 The Story of Alco at Home and at War-The New Diesel-Electric Locomotives
XIV THE RIO GRANDE179 Laboratory and Research
XV THE BALTIMORE & OHIO186 The "97's"-Banana Special-Color Position Light Signals-Bay-Window Caboose-Passenger Service
XVI THE GREAT NORTHERN'S ORE MOVE 200 The World's Heaviest Trains-Fast Mail-The Grain Movement-Other Products
XVII TAILORING THE TRACKS ON THE NEW YORK CENTRAL210 Maintenance-The Clearance Car-The Ballast Cleaner-Subsurface Grouting-Laying Steel
XVIII THE "GFX"225 Santa Fe Green Fruit
XIX SNOW-FIGHTING ON THE MILWAUKEE 244 The White Outlaw
XX THE ATLANTIC COAST LINE253 Track Renovation-Train Communication
XXI THE ERIE262 History in the Making-Fruit Trains
XXII THE BOSTON & MAINE'S YANKEE EMPIRE267 Industrial New England-Fish Move-Snow Trains
XXIII FLAGMAN OF THE CHICAGO & NORTHWESTERN281 Mars Headlight-Rules Governing the Flagman from Mars
XXIV BUSINESS CAR ON THE SANTA FE288 Field Headquarters-Milwaukee Business Car-The Business Car in Chile
XXV BLACK DIAMONDS OF THE NORFOLK & WESTERN301"Fuel Satisfaction"
XXVI MANIFEST TRAIN ON THE C.&O.309 Motive Power-Manifest Train No. 92
XXVII THE S.P.'S BIGGEST RUSH324 Mountain Railroad-Homebound Troops-Snowball Special
XXVIII THE BURLINGTON331 Streamlined Station-Rear End of No. 62
XXIX "SPUD SPECIALS" OF THE SANTA FE337The Story of the Potato-Potato Growing in California
XXX ROLLER BEARINGS FOR FREIGHT CARS 347 Wings on the Wheels
XXXI THE ROAD OF POCAHONTAS354 The Norfolk & Western's Balance Sheet-War Record
XXXII LUZON MILITARY RAILROAD363 Railroading in the Philippines-Military Railway Operations on Luzon
XXXIII MILK FOR TEN MILLION376 The New York Central Milk Service-New Pacemaker Fast Freight
XXXIV SANTA FE WHEAT BIN386 The Battle of the Wheat Trains-The Crucible of Men and Locomotives
XXXV SEE AMERICA BY RAIL400 Through Coast-to-Coast Service
INDEX 411
INTRODUCTION
Great performance engenders great enthusiasm. Nowhere is such a response better reflected than by Kip Farrington in his series of books telling the story of the greatness of our railroads and of their epic war performance. To his Railroading from the Head End and Railroads at War he now adds his present book on Railroading from the Rear End to complete a picture packed with the romance that power, movement, and action always bring.
To me it is deeply gratifying to pay tribute in this introduction to the American Railroads and to express the admiration and deep loyalty my years of association with them in World War II developed.
Closest to my heart is the performance of those railroaders in the Transportation Corps of the Army, some forty-five thousand strong, who ran the military railroads for our overseas forces all over the world. They were formed into units sponsored by various railroads of personnel selected by them to form completely balanced organizations to do the job. And what a job our military railway services did in North Africa, in Italy, in France, Belgium and Germany, in Iran, in India, in Alaska, and in Luzon. Everywhere the bottlenecks disappeared, the traffic moved, our forces were rapidly supported. Our allies were amazed to see the impossible accomplished. Now, the globe over, there is respect for the American railroader.
The performance of our railroads at home, however, was no less magnificent. They fulfilled their transportation mission so well that the full war might of the United States as a nation in arms was brought to bear on our enemies to achieve overwhelming victory. In the first World War they had learned through bitter experience the lessons of transportation in war. Through the intervening years they had preserved those lessons; indeed, had taught them at the Army War College as fundamental maxims of war. As a result, the American Railroads were better prepared for war at the time of Pearl Harbor than were the armed services. From that day forward, although constantly denied federal help in manpower and materials, they took in stride the ever-expanding load clear through unto the end. They overcame their obstacles by strongly united action and by constant improvements in efficiency. Courage, energy, initiative, decision, co-operation, the will to do, were in their fiber. They knew the vital character of time. They, too, had their Pattons.
As a result there is a deeper appreciation by the public than ever before of the essential role the American Railroads play in our national life. It was widely felt before the war that the railroads were being displaced by our motor highways and our inland waterways. But when the war came, what happened? More than 90 per cent of War Department freight moved by rail, scarcely 9 per cent by highway, and the small remainder by inland waterway. No better proof, it would seem, were needed to show that our railroads are essential to our national defense, that they must be maintained in a high state of efficiency. This will be truer in the future than in the past, for with the release of atomic energy wars will be sudden and swift and the principle of movement will take on overwhelming importance. Federal operation is not the answer. One need only compare the inefficiency, and the burdening deficits resulting therefrom, of governmental operation in World War I with the superb performance and present sound financial condition characterizing private operation in World War II, to shun such a solution. Happily, there is real hope that with growing public appreciation of their proper role, of their proven worthiness, of the energy and vision which they are showing in meeting their peacetime mission ahead, the railroads will no longer be a political football, but as a private enterprise under wise regulatory control they will receive the public support so necessary to insure for us all a favorable national destiny.
As the Head End whistles its approach and as the Rear End goes roaring by I salute the American Railroads and the fine men who make them click.
August 20, 1946 C. P. GROSS,
Major General Retired, Formerly Chief of Transportation, U. S. Army, 1941-45.
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