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Rosemary Entringer MANAGING EDITOR
Marion Pagels

David A. Strassman

ART DIRECTOR LAYOUT AND ART: George A. Gloff; J. R. Richardson; Gil Reid; A. L. Schmidt; La Verne Bleifuss; Robert Wegner; Lawrence Luser. A. C. Kalmbach


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WE'LL DO BETTER I THINK one of TRAINS' sins of omission stems from our proneness at times to take too much for granted. But back on page 52 you'll see that Reader Reed is having none of it. What, he asks, are all those cables and hoses hanging between diesel units running in multiple? Good question — and we were obliged to furnish a detailed, illustrated answer. We'll try to tackle similar inquiries of general concern in like manner.

Photographers also take much of railroading for granted — but not Howard Patrick, the man respon. sible for pages 40-41. We all talk about that old bugaboo – hotboxes — but he's committed to film a dandy example. I can't recall another such pho tograph in 21 years of TRAINS.

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FORGIVE us, please, for editori- competition, and a monopoly realignment

alizing in this light vein on what is of the railroad network — Any merger a very serious business, but we feel that viewed by a Brotherhood. someone should note for posterity the An economic necessity — Any merger plastic phrases and tactics born of cur- approved by management. rent railroad merger maneuverings, as Expert – Your witness. well as grease the track for any road Completely independent - Position of which wants to merge or be merged but the XXX Railway concerning the fact doesn't know how. Merger petitions, if that the YYY System has a 30 per cent nothing else, should lower the incidence stock interest in it. of ulcers among railroad management, for Line has good grades and curvatures they afford a valid and priceless opportu- but is limited to 35 mph — They've let it nity for one railroad to express its opin- go to rack and ruin. ion of another. Ordinarily, a railroad Gargantuan empire — The other roads' doesn't (at least in public) because (1) merger plan. railroads are supposed to hang together Vital to national defense – Your merginstead of separately, and (2) it just isn't er proposal. done. But in mergers, anything goes. In the B&O control case, for example, a C&O man is able to take apart "lump by

E7 equals F3 — plus lump” Central's argument that C&O con- Passenger train-miles in the U.S. have trol of B&O would cause ruinous diver- fallen off almost a third since 1955-1956, sions of NYC's coal traffic; and in the when diesels began accounting for 90 per WP control case, Santa Fe is able to claim cent of such mileage. Result: too many that SP isn't very popular in "its own 2000 h.p. passenger units are stored beback yard” since, in one survey, 64 per

hind the shops. They won't satisfactorily cent of AT&SF support came from SP mate with freight units, can't lug on territory vs. 1 per cent of SP support grades, anyway, because of their gearfrom AT&SF territory.

ing, can't be economically traded in on We would submit these definitions to new hoods. A few roads such as Sealead our readers through the under- board have operated passenger units on growth of merger verbiage:

hotshots where tonnage and profile conVoluntary mergers — This is the battle stituted no obstacle (and a few others cry of the AB&C when it decides to merge

such as Pennsy have employed with the XY&Z (with the latter's stock- A1A-AlA's in local freight and workholder blessing) but wants to exclude train service), but most carriers have the MN&O, which has shown up un- been tempted to junk their extra pasinvited at the wedding seeking the solace senger units (P&LE sent six Alco 2000 of marriage for its big debt and passen- h.p. cabs to the junkers in 1960). ger deficits.

Bangor & Aroostook, with a pair of A balarced railroad system - The cru- Electro-Motive 2000 h.p. E7 cabs and no sading shout of the big railroad with more passenger trains, was in the same which nobody wants to merge because boat, but BAR decided to rebuild its units it didn't go through the wringer in the despite the fact that, as Executive Vicedepression and is therefore still loaded President W. J. Strout said, “Everyone with debt. Freely translated, the phrase told us it couldn't be done." In its diesel means, “Don't let 'em do that to us, shops at Northern Maine Junction, Me., I.C.C.!"

the railroad — with the assistance of an Rail competition is essential — Line of EMD team of engineers — revamped its argument when the B&B Lines wants to No. 10 as follows: (1) gear ratio was take over the connecting C&C Road on an changed from 57:20 to 62:15 by increasing end-to-end type merger when the C&C wheel diameter from 36 to 38 inches to alis itself the objective of the A&A which low clearance over the rail for the 62parallels it.

tooth gear wheels (and adjusting coupler Rails must unite to fight nonrail com- height and lengthening truck brake rods petition – Clarion call of the roads seek- to compensate); (2) electric control ciring parallel-type mergers.

cuits were modified to give automatic In the public interest — All-purpose voltage-current transistion down to 10 phrase which can be employed to endorse mph instead of 19 mph; and (3) the or oppose any merger, depending upon steam generator was removed (and adwhose roundhouse is being invaded. ditional ballasting installed to equal out Equally useful for management, labor, the weight on drivers) and cab heater I.C.C. or legislative spokesmen, regard- was repiped to take water from the No. 1 less of their point of view.

engine instead. Loose, speculative assumptions What On July 11 the rebuild took to the road the other guy's witness said.

with hotshot No. 57 — and came through Abandonment of many miles of track, with flying colors. At speeds below 25 the abolition of thousands of jobs, a major mph the E7 is now as efficient as a 1500 contraction of service, elimination of h.p. F3 freight unit - and at speeds above

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© Kalmbach Publishing Co. 1961. Title reg. Pat. Off. Published monthly by Kalmbach Publishing Co., 1027 N. 7th St., Milwaukee 3, Wis., U.S.A. BRoadway 2-2060. Western Union and cable address: KALPUB Milwaukee. A. C. Kalmbach, President. Joseph C. O'Hearn, General Sales Manager. Ward Zimmer, Advertising Manager. TRAINS assumes no responsibility for the safe return of unsolicited editorial material, Acceptable photographs are held in files and are paid for upon publication. Second-class postage paid at Milwaukee, Wis.

Printed in U.S.A. YEARLY SUBSCRIPTION, $6; 2 YEARS, $11; 3 YEARS. $15. For life, $60. Outside the Americas, 50 cents a year additional (for life, $5 additional).

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Christmas Special


25 it is capable of producing its rated 2000 h.p. Sums up Strout: “We were able to convert a locomotive that might have been worth $18,000 to $20,000 on a trade toward a new $200,000 freight locomotive, for under $10,000. Our one remaining passenger locomotive will be converted as soon as possible."

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POSTPAID IN U. S. Add $1 per record for other

countries. No C.O.D's.

A 47 minute trip ON a B&O freight with STEAM POWER. Recorded on the St. Louis Division in February, 1958, behind 2-8-2 No. 366.

$4.98 each 12" 33% RPM High-Fidelity records.

Attractive jackets with complete
description of events on back.

Former ET&WNC narrow gauge 4-6-0.

On train recording made during trip around Roundhouse Mountain, plus —four trackside bands.

RAILFAN RECORDS, 119 North Birchwood Ave., Louisville 6, Ky.

Passenger note

Patrick B. McGinnis, outspoken president of Boston & Maine, says flatly of his RDC-powered Boston suburban service: "Termination ... appears to be not too far distant.” The I-system Federal highway program has begun to steadily drain off B&M's daily passenger load — from 14,000 to 9000 in just 11, years. In August 1960 B&M carried 552,000 passengers and grossed $587,000 on them; in 1961 the August totals were 415,000 and $440,000 respectively. Sums up McGinnis: “The Boston & Maine believes that Boston cannot exist without mass transportation. It sees nothing being provided by the state or Federal governments to preserve that transportation but rather the planning of more roads and more freeways which will inevitably result in the elimination of all railroad passenger commuting service.”

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by John Labbe and Vernon Goe

260 Jam-packed pages
440 Wonderful pictures
Full 8 12 x 11 inches in size
Heavy, full-cloth binding


AUTOMATIC COUPLERS: When the Board of Management of the International Union of Railways (UIC) met in London at the end of September, one of the questions it had to study was automatic couplings. The question of automatic coupling has been coming up before the UIC since 1924. Research in the mid-'30's led the Board of Management at that time to state that the replacement of existing screw couplings by an automatic central coupler would not be justified from an economic standpoint or from the point of view of accident prevention. Since World War II the subject of automatic couplers has again been raised and in 1956 a special committee was formed to make a further study of the problem.

Since then, the committee, in association with the Office for Research and Experiments (ORE), has drawn up four variants which have been submitted to manufacturers. These four types are as follows:

1. An automatic traction coupling which can be coupled to a screw coupling. 2. An automatic traction coupling

Continued on page 13

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A new broad-range, unit-reducing mainline locomotive ... twenty-two hundred and fifty working horsepower ... a major contribution from Electro-Motive research and product development another dramatic step in maintenance reduction.

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Advancing the trend established by earlier General Purpose locomotive models, the GP-30 takes another long step in reducing scheduled maintenance. Dramatic maintenance reduction combined with greater operating flexibility—high speed freight runs today, heavy drag service tomorrow—provides a locomotive that will do more work at less cost than ever before. The GP-30, mixed with other General Purpose and freighttype units of a lesser horsepower, meets basic requirements of a "pool" locomotive.

The GP-30 is a balanced design motive power unit. Its reliability and economies of operation and maintenance are measured in terms of greater capacity—fewer units required to meet today's freight schedules ... sharply reduced maintenance requirements enhancing still further the General Motors Locomotive's long established record of higher availability ... and increased operating efficiency resulting in further improvement in specific fuel consumption.

The Revolutionary GP-30 is more than a locomotive with increased capacity. Motor characteristics, wheel slip control, weight distribution, and factors creating good adhesion have been carefully balanced to create a truly flexible and versatile locomotive. And ... to protect the railroad's investment in older locomotives, the Revolutionary GP-30 offers even greater economy through the General Motors Locomotive Replacement Plan.


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