ARRIVALS & DEPARTURES BIG TRADE-IN: Missouri Pacific is turning in 75 5-to-13-year-old 1500 h.p. units with a check for approximately 9 million dollars to Electro-Motive in return for 50 new GP18 roadswitchers (Mopac acquired 24 GP18's in 1960). Deliveries start in January. PIGGYBACK: Baltimore & Ohio is road-testing that German-built triple-unit articulated double-decker "AutoPorter" flat imported by North American Car. The 122-foot car, whose deck is 13 inches lower than on ordinary flats, can carry 16 compact or 12 standard automobiles, boasts loading costs of less than $1 per car. B&O says fears that 2wheel trucks and articulation might jackknife car in heavy freights with helpers in mountain territory proved unfounded. Trucks are yelling over trilevel freight-car transport of automobiles which Eastern roads planned to introduce between Michigan, Ohio, and the East and New England last September. They claim rates would be $20 to $40 per car below present truck rates. We shouldn't wonder. . . . After recent successful tests, Santa Fe will soon be moving mail from Chicago and Kansas City to the Bay Area in 8x8x20-foot containers on special flats cut into the San Francisco Chief. MARKET PREDICTION: Expressway stalemate will produce more than a billion dollars' worth of orders for 9000 new subway and commuter cars over the next 10 years, predicts Pullman-Standard veep Thomas C. Gray. QUOTABLE STATISTIC: Original Union Pacific transcontinental line from Omaha to Promontory Point, Utah, cost $59,166,272. Today UP spends $26,300,000 a year just to maintain its 9725-mile system. ARGUMENT: In the C&O-B&O control case, Chessie has refuted Central's claim that NYC loses money on operations east of Buffalo. Not so, says C&O; only the New York district from Albany, N.Y., south loses anything. The coal-hauler also claims that Central credits its western region with all revenues Chicago-Buffalo (or vice versa) hauls but charges the eastern end with terminal costs at Buffalo for originating and terminating such movements. SMALL ROAD, BIG TRAIN: In pointing out how subsidized highways offset inherently high truck costs, President E. Spencer Miller of Maine Central noted that he recently ran a 220car (139 loads, 81 empties) freight behind four diesel units between Bangor and Portland for a crew cost of about $166. By highway such a load would have entailed drivers' wages totaling $2400. MORE OF THE SAME: Engineer, fireman, and truck driver died August 24 when Wabash train No. 2, Detroit Limited, moving 70 mph hit an 11,000-gallon Standard Oil gasoline rig. ing in each others' skulls over whether or not the I.C.C.'s subsidy message undermines the capitalistic system. Safest Winners of the American Museum of Safety's coveted E. H. Harriman Memorial Award gold medals were announced at a September 20 dinner in Washington, D.C. The 1960 winners, for having the best over-all safety records of lines operating both freight and passenger services, were, as ranked by size, UP, Central of Georgia, and DM&IR. Regarding mergers Chesapeake & Ohio and the road it wants to control, Baltimore & Ohio, got warm under the collar as New York Central which wants a three-way merger SO - made its financial plight an issue during I.C.C. hearings. C&O-B&O called an immediate three-way merger "impossible" because of Central's losses and debts, debunked talk that they could rob NYC of any traffic, and even declared that by shoring up a staggering segment of Eastern railroading, C&O-B&O would "actually benefit Central in time." Central was having none of it and won New York Port Authority approval of its bid as well as the O.K. of the most famous name either side has produced: Gov. Nelson Rockefeller of New York State. Southern Pacific (which wants control of Western Pacific over Great Northern's objections) has intervened in the called Hill Lines merger (GN, NP, CB&Q, SP&S) but not in outright opposition. Espee just wants to be sure it will keep on receiving as much connecting traffic as it does now. . . . Meanwhile, the railroad Brotherhoods have asked the I.C.C. either to dismiss the proposed Great Northern Pacific & Burlington Lines merger petition or to postpone hearings from a scheduled September 19 to no earlier than May 1, 1962. . . . If Norfolk & Western is permitted to merge with Nickel Plate and control Wabash, the old established names will not vanish. The newcomers to the fold will become the Nickel Plate and Wabash regions of N&W. Says N&W's Stuart Saunders: "We do not intend to let these respected symbols of reliable railroading disappear from the scene." Meantime, yet another line asked into N&W without an invitation: the 171-mile Akron, Canton & Youngstown. AC&Y's contention is that the alternative is "complete encirclement and ultimate suffocation."... Little 862-mile Chicago & Eastern Illinois remains very much in the eligible column. Missouri Pacific, now credited with more than 14 per cent of C&EI's voting stock, wants I.C.C. to reject the bid of Louisville & Nashville, which has bought more than 90,000 shares (prudently placing same in trusteeship) and aims for C&EI control. Says L&N: The fact that Mopac has also bought in does not, in L&N's estimation, "present a conflict between the two companies." Passenger notes Add Bangor & Aroostook to the freightonly list. BAR dropped its last round trip between Caribou and Northern Maine Junction, Me., 197 miles, September 5, after it averaged but eight revenue riders a day. BAR traffic hit a peak of 817,000 passengers in 1914, gradually fell off to 21,000 in 1959 despite more than a million dollars' worth of new equipment, free red cap service in Bangor, grill cars with hostesses, credit cards, and free breakfasts for Pullman travelers. Elsewhere on the passenger front: "Largest single check ever given by a tour operator to a U. S. railroad - that's the claim for the $400,000 payment recently made by Random Tours to Espee for four trains that will take 1200 persons on two transcontinental tours. Northern Pacific passenger revenues of $937,566 for June 1961 were the highest for any month since October 1946 and ahead of June 1960 by 14.85 per cent. For the first half of the year, revenues are ahead of the same period in 1960 by 6.1 per cent. Baltimore & Ohio has been making a six-month test, starting last September 1, of extremely low 15-day round-trip coach budget fares on its RDC-equipped Daylight Speedliner between BaltimoreWashington and Pittsburgh. New roundtrip fare over the route is $11.63, equal to the present one-way rate and 25 per cent less than the present 30-day round-trip tariff. Freight-car exam The boys in the I.C.C.'s Bureau of Transport Economics and Statistics pro The statisticians sampled carloadings across the land to see which types of cars accounted for what percentage of the loads, and obtained these results in 1959: tank, 6.3 per cent; box 35.9; refrigerator, 4.2; stock, 0.9; gondola, 11.6; hopper, 31.1; flat, 3.2; and special, 6.8. It's not difficult, either, to read some of the whys and wherefores into such statistics. Average loadings are naturally higher for the hoppers and gons, for example, since they carry the heavy bulk stuff HEAR Two new items for railfans of NIGHT TRAIN brings the most extensive collection of nighttime railroad photographs ever gathered under one cover. NIGHT TRAIN takes you to the roundhouse and the interlocker, aboard a streamliner and to an interurban stop. It pictures the trainmen, the ticket counter, the floodlit hump yard, the rear of a fast-moving freight whose caboose markers pierce the black of night. Those famous TRAINS photographers, Shaughnessy, Steinheimer, Middleton and Hale have captured not only the locomotive-steam, diesel and mainline electric, but also the interurban, gas-electric and trolley. They shine a new graphic light on the railroad in action. A how-todo-it section is presented, plus a description of each scene illustrated. NIGHT TRAIN is a generous 82 x 11 size book of the highest quality and contains over 140 illustrations. The regular edition has a handsome hard case binding, the deluxe edition is cloth bound. So, take the NIGHT TRAIN to an after-dark adventure along the iron trail. REGULAR EDITION $5.75 DELUXE EDITION $7.00 1962 STEAM and INTERURBAN CALENDAR Relive the days of STEAM and INTERURBAN railroading with your 1962 date Books and Calendars postpaid on receipt of purchase price - no COD's please PACIFIC RAILWAY JOURNAL $2.00 ارده P. O. Box 91 ⚫ SAN MARINO, CALIF. (275-feet on 2 reels), pp-21c .$11.98 810-241, THE DAYS OF STEAM ON THE L. & N. (300-feet on 2 reels), pp. 21c....... 810-238, FIVE MIDWESTERN RAILROADS IN THE DAYS OF STEAM (150-feet), pp-18c 810-244, ILLINOIS CENTRAL STEAM SCRAPBOOK (200-feet), pp-18c $11.98 .$5.98 $6.98 810-260, SMOKE AND STEAM ON THE C. & E. I. (150-feet), pp-18cOR 810-255, STEAM TRAINS OUT OF DEARBORN (150-feet), pp-18c 810-288, TEN-WHEELER TO DUPLEX (300-feet on $5.98 $5.98 2 reels), pp-21c- Pennsy steam locomotives. ..$11.98 FRED MCLEOD'S 8mm. MOVIE ALBUMS OF STEAM LOCOMOTIVES IN ACTION ROBERT SPARK HIGHER SPEEDS: When the winter timetables went into operation on the Western Region of British Railways on September 11, all services from and to London (Paddington) during the day on weekdays, with one route exception, started running on an interval basis. This means that trains to a particular destination leave at the same times throughout the day. For example, all trains to the West of England leave London every 2 hours at 30 minutes past the hour from 8:30 a.m. to 6:30 p.m. This more rational arrangement enables better use to be made of locomotives, cars, and manpower, and should also aid punctuality. On the Eastern Region a number of accelerations appear in the winter timetable, one of which gives the region the fastest schedule on the entire system. The train is The West Riding which, between Hitchin and Retford, covers the 1061⁄2 miles in 89 minutes an average of nearly 72 mph. Some other "named" expresses also get accelerated between 43 and 47 minutes while another express runs from Darlington to London (232 miles) at an average of almost 67 mph. Two other trains also provide a 60 mph average over the 268 miles separating London and Newcastle. Reason for this more attractive stack of timings lies in the delivery of English Electric 3300 h.p. diesel-electric Deltics. These compact (69 ft. 6 in. long) 99-ton C-C double cab units have a maximum tractive effort of 50,000 lbs. and a top speed of 100 mph. A London-Leeds demonstration run in July which had to weave a difficult path over thickly trafficked lines gave plenty of proof of the Deltic's ability to make up time. On many occasions the special hit the early 90's and averaged mile after mile in the upper 80's. Not to be outdone by this resurgence of speed, the London Midland Region has scheduled its de luxe air-conditioned dieselpowered Midland Pullman at almost 69 mph over the 99-mile run from London to Leicester. This is part of a new service THUNDER LAKE NARROW GAUGE for the diesel Pullman. was between London and Nottingham. This schedule planned some time ago but ran into union trouble over the working of the catering crew of the Pullman. ORDERED EXPANSION: When governments dictate what form of transport should be used to carry passengers and freight, the growth rate, when the railroad is the favored carrier, can be substantial. This has been the case in Czechoslovakia. From 1945 to 1960 freight traffic on the State Railways (CSD) has risen by 235 per cent, while passenger traffic has increased by 88 per cent in the same period. During the same 15 years the CSD has received 1169 steam locomotives, 886 diesel and 178 electric locomotives, 68,000 freight cars, and 3279 passenger cars. During the five years from 1960 to 1965 the system expects to boost its diesel power by 1000 units, while a further 288 electrics should be added to the existing fleet. The Czech locomotive and rolling stock industry has also been exporting its products to Eastern bloc countries - including large numbers of C-C electrics to Russia and a series of 1650 h.p. diesel-electrics to China. GARRATTS IN SPAIN: In spite of this being the steamless '60's, not everyone is exclusively buying diesels and electrics. In Spain, where steam comes in all ages and sizes from elderly narrow gauge to modern broad gauge, delivery was still being taken of new units this year. What is more, the new equipment consisted of husky 2-8-2+2-8-2 oil-fired Garratts, built locally by Babcock & Wilcox. They are required for heavy freight haulage between Valencia and Tarragona and Valencia and Zaragoza. Last year the Spanish National Railways (RENFE) took delivery of some similar units plus eight big Mikes as well. TRAINS readers (and Editor Morgan as well) may also be intrigued to know that 4-6-2+2-6-4 Garratts head passenger trains in Spain - also between Tarragona and Valencia. This news should be sufficient to improve traffic on the United States-Madrid air route. AUTO-CARRIERS: To cope with the everincreasing popularity of British Railways "autos-by-rail" services, the Eastern Region has taken delivery of the first of 14 double-deck auto-carriers. These new vehicles will be used on the London-Perth service which, since its introduction in 1955, has conveyed over 50,000 autos plus their drivers and passengers. The double-deck car had to be of ingenious design to fit BR's restrictive loading gauge limits. It is 64 ft. 1 in. long, 12 ft. 10 in. high, and 8 ft. 81⁄4 in. wide, and weighs empty 32 tons. The body and roof consist of reinforced self-colored fiber glass panels bolted together. This method of construction saves weight and painting. Roller-bearing trucks enable the cars to run at express train speeds. Both the BR standard vacuum brake and Westinghouse air brakes are fitted so the cars can operate on the Continent, via the Channel train ferries, if required. The inside of each car has two hydraulically operated lifts; an electric motor driven pump is used. Capacity of the car is seven autos. A number of double-deckers |