Signature Press

This is another quality publication by Signature Press highlighting a short line railroad operating in beautiful northern California. The railroad is but a ghost of its former self operating only 3.3 miles of track on an as-needed basis. The historical photographs are obviously in B&W and most from the modern era are in color.

The appendix includes a detailed roster of locomotives (both steam and diesel) plus other rolling stock. The McCloud River country, south and east of towering Mt. Shasta, was one of the premier potential logging territories of California in the late 19th century. A number of small operators were already in the area, though limited by inadequate transportation, when the McCloud River Lumber Company was incorporated in 1896.

The following year, the McCloud River Railroad Company was begun by the same owners. From its inception, into the 1950s, the McCloud lumber mill was busy, and contributed steady traffic to the railroad. But as the available timber harvest declined, the lumber company and its railroad were sold to United States Plywood in 1963.

The remnants of log movement by rail were terminated, and both timber harvest and railroad operations altered. In 1967, U.S. Plywood merged with Champion Paper, and a few years later the merged entity became Champion International. Leasing company Itel purchased a number of short line railroads in the late 1970s, including the McCloud River Railroad.

Some of those lines primarily served as lessors of Incentive Per Diem or IPD box cars (as did the McCloud), but the large, well-equipped railroad shop at McCloud was an additional attraction for the leasing company. The boom in IPD boxcar leasing was lucrative for a time but virtually collapsed by 1981.

At around the same period, the timber industry all but departed from the McCloud River country, removing the primary freight traffic from the railroad. In 1992, Itel sold the railroad to the Forbis family. They incorporated a new company, the McCloud Railway Company, to conduct operations, and continued through 2008, including the popular Shasta Sunset Dinner Train.

But by 2009 traffic had all but vanished, and most of the railroad was scrapped. Included here are more than 385 photographs, many in color and published for the first time, and 41 maps and drawings. The book contains detailed chapters on the history of the different periods of the railroad operation.

Traffic data, rosters of locomotives and rolling stock, and financial data are also included. Maps were drawn by John R. Signor using information from the author, with an end sheet map also by Signor. Shortline fans everywhere, and particularly those enthused about logging operations, will be enthralled with this book, but the McCloud's mainline connections mean that many fans of Western railroading will find it interesting and enjoyable too.

Contents:

• Acknowledgements
• Introduction, pp. 5–10
• The setting, pp. 11–22
• Birth of an Empire: 1896-1902, pp. 23–46
• The Minnesota Influence: 1902-1918, pp. 47–90
• Changing Directions: 1918-1945, pp. 91–154
• Postwar Prosperity: 1946-1963, pp. 155–210
• U.S. Plywood Years: 1963-1977, pp. 211–240
• The Itel Years: 1977-1992, pp. 241–274
• McCloud Railway Company: 1992-2003, pp. 275–300
• Retrenchment and Redirection: 2003-2015, pp. 301–334
• Epilogue, pp. 335–336
• Appendix: Pit River Railroad: 1920-1934, pp. 337–339
• Rosters, pp. 340–353
• Bibliography, pp. 354–358
• Index, pp. 359–368. Signature Press, hardcover with jacket, 368 pages, 8.5" x 11 x 1.5", 385 photographs, 41 maps and drawings, bibliography, index. Features: New Hardcover Jeff Moore Signature Press

This is the fourth Volume in a series on Southern Pacific freight cars. It covers box cars, the most numerous type in the SP fleet. The era is roughly from 1865 to 1965. The book contains an extensive array of rosters, photographs and, where possible, drawings of the major car classes, along with other material as available, such as construction photographs, publicity photographs, lettering drawings, and so forth.

Survival of the cars over the years is presented, as are numerous photographs of the cars in service. The first section of the book contains an introductory section of background information, then covers the early box and combination cars, along with fruit, ventilated and refrigerator cars, and presents the important Huntington-era standard cars.

The coverage then turns to the Harriman and post-Harriman designs, and to the World War I era, with several design differences, including USRA cars. The very numerous cars of the 1920s, followed by the all-steel standard designs built before and after World War II are presented in additional chapters.

Separate chapters describe modifications to the various classes, the first of the specially-equipped cars, the last of the 50-ton box cars, and finally the box cars of the 1960s. Box cars, of course, make-up an essential part of the history of any railroad. The book's 846 photographs (36 in color), most from company and museum archives and never before published, together with 92 drawings, extensive rosters, and bibliography, make it unusually complete and authoritative.

This book provides a coverage that every railroad enthusiast, and of course Southern Pacific fans in particular, will enjoy. Noted rail artist John Signor has created for the book the painting shown here, depicting a Southern Pacific yard scene containing the subjects of this series of books. The well-known SP freight car historian Anthony W.

Thompson has authored magazine articles on many SP cars, as well as researching and writing the car section of the book, Pacific Fruit Express, previously published by Signature Press, as well as Volume 1, Volume 2, and Volume 3 in this series. Volume 4 is now newly revised, and is 8 pages longer. Once again, a strong contribution to the history of the Southern Pacific and of the West has been furnished by Signature Press.

Enthusiasts of those subjects will find this a superb book.

Contents:

• Prologue and Acknowledgements, pp. 5–8
• Introduction, pp. 9–14
• Freight Car Basics, pp. 15–30
• Early Box Cars, pp. 31–56
• Fruit
• Ventilated and Refrigerator Cars, pp. 57–80
• Huntington Common-Standard Box Cars, pp. 81–106
• The Harriman Period, pp. 107–136
• The Post-Harriman Period, pp. 137–152
• Box Cars of the World War I Era, pp. 153–192
• Return to Traditional SP Design, pp. 193–218
• Box Cars of the Late 1920s, pp. 219–254
• Steel Box Cars of AAR Design, pp. 255–288
• Post-War Box Cars, pp. 289–358
• Post-War Box Cars: Modifications, pp. 339–366
• The First Specially Equipped Box Cars, pp. 367–402
• Last of the 50-ton Box Cars, 1955-1961, pp. 403–424
• Box Cars of the Early 1960s, pp. 425–460
• Appendix 1: Additions to Volumes 1, 2 and 3, pp. 461–474
• Appendix 2: Diagrams, pp. 475–484
• Appendix 3: B-50-2
• B-40-2 CS Specification, pp. 485–488
• Bibliography, pp. 489–496
• Index, pp. 497–512 Signature Press, hardcover with jacket, 512 pages, 8.5 x 11 x 1.5 in., 868 photographs, 92 maps and drawings, rosters, bibliography, index. Features: New Hardcover Anthony W. Thompson Signature Press

The railroad depot was once a vital part of local communities as well as essential to railroad operations. And particularly in the West, depots were often landmark structures. Southern Pacific and its predecessor railroads constructed and maintained depots throughout their territory. Between 1877 and 1894 a series of 26 numbered standard plans for depots was developed, and each plan was successively in use for a few years.

By the beginning of the 20th century, there were more than 600 SP depots and telegraph offices. By then, many older depots, as well as most new ones at that time, had been or would be built to these standards. This book describes those depots. The story of depots in SP's far-flung territory is an interesting one: when they were built, what they looked like, and when they were destroyed or were saved.

Particularly for smaller communities, the depot was once an integral part of local life, so the life stories of these depots are an integral part of town history. In addition to the 26 numbered standard depot designs, SP also built a number of other de facto standard depots, such as the colonnade style, and several such designs are described here.

Also included are a group of stuccoed depots, modernized from older buildings, as well as standard-design depots built by predecessor railroads, such as the El Paso & Southwestern. Southern Pacific built each depot with an eye to what was expected to be needed. The overall size of the depot often reflected current or anticipated town size.

The agent had quarters upstairs in a two-story depot, essential in places where suitable local housing was not available, but otherwise a one-story depot would be built. Freight rooms were sized according to the expected Volume of business. Well-known depot historian Henry Bender has extensively researched this subject, and presents here an authoritative account of hundreds of SP standard depots, illustrated with a fine collection of photographs.

The jacket painting is by noted railroad artist John R. Signor. Enthusiasts of the Southern Pacific Railroad will find this detailed account of particular value, but fans of other railroads, and local historians throughout the territory of the Southern Pacific, will also find much of interest. Contents Preface, pp.

9–14,Additional Acknowledgements, pp. 15–16,A Word About the Station Agent, pp. 17–22,Early Board and Batten Standard-Design Depots, pp. 23–42,Numbered Standard Depot Designs, 1877-1893, pp. 43–184,Southern Pacific Standard-Design Freight Houses, pp. 185–188,Predecessor Railroads' Standard Depots, pp.

189–196,Southern Pacific Lines Standard Depots in Oregon, pp. 197–208,Southern Pacific Lines Depot Hotels, pp. 209–214,Queen Anne Depots, New York and 1891, pp. 215–222,Southern Pacific Telegraph Offices, pp. 223–238,Colonnade-Style Passenger Depots, pp. 239–256,El Paso & Southwestern System Depots, pp.

257–269,Southern Pacific Small Depots, pp. 270–274,Southern Pacific Remodeled, Stucco Depots, pp. 275–289,Southern Pacific Lines Depot Colors, pp. 290–298,Epilogue, pg. 299,Selected Bibliography, pp. 300–301,Index, pp. 302–320. Signature Press, hardcover with jacket, 320 pages, 8.5 x 11 x 2 in., 437 photographs, 46 drawings, bibliography, index.

Features:

• New Hardcover Henry E. Bender Jr. Signature Press

Signature Press, hardcover with jacket, 414 pages, 8.5 x 11 x 1.75 in., color and B&W photographs and illustrations.

The Western Division of the Southern Pacific, historically extending from Sacramento to Oakland and San Jose, and with lines to Fresno, the Napa Valley, and over Altamont Pass, was a crucible of California operations.

Headquartered at the famous Oakland Pier (or Mole) and dispatching hundreds of passenger and freight trains daily in its heyday, this division was in many ways the vortex of SP in the West. With its ferry connection to San Francisco, and train departures to all parts of the SP system, the Oakland Pier was at the center.

The history, construction and operation of the division are presented in this broad compilation by Southern Pacific authority John Signor. As with all his SP historical works, the coverage is thorough and detailed, with many specifics drawn from operating personnel.

At the same time, the outstanding Signor maps we have come to expect, and voluminous photographic illustration from Southern Pacific files as well as from many amateur photographers, enrich the story. Signor has also created an original oil painting for the dust jacket and frontispiece.

Southern Pacific's Western Division Table of Contents: Foreword, Ch. 1: Construction and Early Operation, 1868-1899, Ch. 2: Western Division Operation Prior to the Depression, 1900-1929, Ch. 3: The Western Division During Depression and War, 1930-1945, Ch. 4: The Western Division Expands, 1946-1971, Ch. 5: The Western Division in Decline, 1971-1989, Epilogue: A New Era 1989-, Appendix: Western Division Stations, Bibliography, Index.

Contents:

• New
• Hardcover
• John R. Signor
• Signature Press

The sixth Volume in this distinguished series of books describes Arizona's Northern Roads, the railroads in the northern part of the state. The major roads among these were the mining roads of Jerome and the coal roads of later years, there were also lumber roads and the tourist lines such as the Grand Canyon Railway.David F.

Myrick, distinguished railroad historian and an unparalleled expert on Arizona railroad history, published the first five Volumes of this series from 1975 to 2001.Artist Ernie Towler painted the cover illustration based on a historic photograph of articulated locomotive 500 of the Verde Tunnel & Smelter Railway with a typically short train of ore cars.

Contents:

• Acknowledgements, pp. 8–10
• Introduction, pp. 11–12
• Jerome and Its Four Railroads, pp. 13–24
• United Verde and Pacific Railway, pp. 25–56
• Verde Valley Railway, pp. 57–68
• Verde Tunnel and Smelter Railroad, pp. 69–96
• Arizona Extension Railroad, pp. 97–112
• Arizona Central Railroad/Verde Canyon Railroad, pp. 113–118
• Arizona and Swansea Railroad, pp. 119–136
• Mohave County Mines, pp. 137–150
• Arizona and Utah Railway, pp. 151–168
• Black Mesa and Lake Powell Railroad, pp. 169–176
• Coronado Railroad, pp. 177–184
• Grand Canyon Railway Construction, pp. 185–206
• Grand Canyon Railway: Operations
• Demise & Recovery, pp. 207–238
• Appendix. Grand Canyon Railroad Corporations, pg. 239
• Bibliography, pp. 240–241
• Index, pp. 242–248.Signature Press, hardcover with jacket, 248 pages, standard portrait book 8 x 10 in., 235 photographs, 28 maps. Features: New Hardcover David F. Myrick Signature Press

The Elgin, Joliet & Eastern Railway was well described by its slogan, Around--Not Thru Chicago. For most of a century, it was owned by United States Steel and was a critical freight conduit for both U.S. Steel's Gary Works and its South Chicago Works but also served many other shippers along its 130-mile line.

In addition, it interchanged with fully 35 railroads around Chicago, carriers from the north, west, east and south, making it a busy interchange and transfer road also. The focal points of operations on this 130-mile railroad were the two major yards at East Joliet and Gary (Kirk Yard). Locomotive servicing as well as heavy freight switching typified these facilities, and both local freight service and inter-road transfer runs operated from these yards.

Along with a complete railroad history, the steam locomotive roster is illustrated and presented in this book, along with the same information for the diesel era. Probably the most distinctive signature motive power of the EJ&E was its Baldwin center-cab transfer diesels, of which they owned 27 units, more than all other railroads combined.

This fine Volume of history, enriched with 230 photographs (93 in color), most never before published, and 12 maps and drawings, along with detailed equipment histories and several summary chapters about EJ&E freight cars, is the most complete account of the history and operation of the EJ&E ever published.

Rail historians and modelers, especially those interested in Chicago-area railroads, will be enthralled with this book, but the many fans of main line railroading will find it interesting and enjoyable too. Pat Dorin, a well-known rail historian, worked for the EJ&E at one time, and has drawn on company records and employee interviews for this history of the road.

In addition to operational details, complete descriptions of both steam and diesel motive power, and of the freight car fleet, are included. The dust jacket watercolor is based on a photograph by Russ Porter.

Contents:

• Acknowledgments, pp. 6–7
• Introduction, pp. 8–9
• Train Operations and Service:Ch. 1: Around--Not Thru Chicago: A Bit of History, pp. 10–21
• Ch. 2: Freight Trains from Porter to Waukegan, pp. 22–35
• Ch. 3: Coal Drags and Unit Trains, pp. 36–41
• Ch. 4: Ore Trains from the Lake Superior Region, pp. 42–43
• Ch. 5: East Joliet and Kirk Yards, pp. 44–57
• Ch. 6: Passenger Service on the EJ&E, pp. 58–73
• Motive Power and Equipment:Ch. 7: Steam Power, pp. 74–81
• Ch. 8: Diesel Power, pp. 82–109
• Ch. 9: The Box Car Fleet, pp. 110–115
• Ch. 10: Gondolas and Cars for Coiled Steel, pp. 116–125
• Ch. 11: Hopper
• Ballast and Flat Cars, pp. 126–133
• Ch. 12: Cabooses and Work Cars, pp. 134–145
• Appendix 1: Freight Equipment Rosters, pp. 146–151
• Appendix 2: Freight Schedules for various years, pp. 152–166
• Resources, pp. 167–168
• Index, pp. 169–176. Signature Press, hardcover with jacket, 176 pages, standard portrait book 8 x 10 in
• B&W and Color photographs, illustrations, rosters. Features: New Hardcover Patrick C. Dorin Signature Press

Signature Press, hardcover, 168 pages, standard portrait book 8 x 10 in., 240 photographs, 21 maps and drawings, rosters, bibliography, index.

From it's beginnings in 1904 until abandonment of most trackage in 1992, the Visalia Electric Railroad had a fascinating history. Built as an electric line which pioneered 15-cycle alternating current in the United States, it operated orange interurban cars along its 30-mile route until 1924.

Serving the Sierra Nevada foothill region of eastern Tulare County, the VE became a local fixture as towns and agriculture developed. From the outset in 1904, the Visalia Electric Railroad had all its stock owned by the Southern Pacific.

Primarily serving the growing areas east of Exeter, branches extended eastward toward Sequoia National Park, and southward to Strathmore. After Passenger Service ended in 1924, electric freight operations continued until 1944.

Thereafter, diesels provided service, from GE 44-tonners to handed-down SP ALCO and EMD switchers. Loss of perishable traffic finally doomed the line, and the last significant trackage was abandoned in 1992.

In its heyday, the VE carried out a variety of operations, all described in this Volume, from passenger excursions and commuting, to electric and gas-electric freight service to numerous packing sheds along the line.

Though owned by Southern Pacific, many aspects of operations were locally controlled until 1964. Ownership of locomotives, motor cars, cabooses, and other rolling stock is all presented here, in photographs and rosters.

Some 249 photographs, most previously unpublished, and 15 maps, enrich the book. Phil Kauke has worked many years assembling information and collecting photographs to create this history. That it is now appearing will gratify not only electric traction fans, but also enthusiasts of the Southern Pacific, as this small but vital part of the system was quite interesting in its own right.

Every rail-fan who ever saw a photograph of a 44-ton locomotive lettered Visalia Electric understands that interest. Table of Contents: Introduction, 1. Early Railroad Developments, 2.

Railway Construction Begins, 3. The Electric Railway is Energized, 4. Heyday of the Orange Grove Route, 5.

Competition and the Strathmore Branch, 6. Farewell to the Orange Cars, 7. Chowchilla, San Jose & Fresno, 8.

Freight Operations Under Wire, 9. A New Breed of Horses, 10. Twilight on the Orange Grove Route, Rosters, Bibliography, Index.

Contents:

• New
• Hardcover
• Phillips C. Kauke
• Signature Press

This long-awaited book from noted Southern Pacific locomotive authority Bob Church covers all the ten-coupled types, from El Gubernator of the 1880s and the Texas & New Orleans 2-10-0s, to all the 2-10-2s and 4-10-2s. Extensive research has yielded the full details about SP's experiments with valve gear on 2-10-2 number 3769, and equally full details about the design and construction of the three-cylinder locomotives with Gresley valve gear in the SP Class 4-10-2s.

Typical of Church's in-depth information, it has many unpublished photographs, some in color, and includes line profiles, maps, and locomotive/tender plans in its 24 chapters, and also features a chapter on tenders by Arnold Menke. Exhaustive information on history, operations and maintenance is also presented.

No SP fan should be without this book. Signature Press, hardcover with jacket, 534 pages, 795 B&W and color photographs, maps and graphics, bibliography, index.

Features:

• New Hardcover Robert J. Church Signature Press

The practice of painting advertisements on the freight cars of shippers and car owners' dates well back into the 19th century. But in the 1920s, leasing companies realized they could contract with shippers to pass back usage payments beyond some agreed minimum.This led to an explosion of car leasing and, as this book amply demonstrates, a corresponding explosion of billboard decoration of refrigerator cars.

Railroad objections, especially to the usage payment rebates, led to hearings before the Interstate Commerce Commission, which, taking effect in 1937, banned most of the leasing practices which had generated the car leasing bonanza. After World War II, a restrained billboard style made a modest comeback.Car-side advertising was only a detail of that ICC decision.

But because it was the basis for a remarkable diversity of refrigerator car paint schemes in the era, the photographs of these cars have long held an interest for historians, railfans, and Model Railroader's.Thoroughly documented here are hundreds of these paint schemes, together with details of the leasing companies and car builders associated with the individual cars.

More than 440 photographs, most previously unpublished, enrich this book. Even a modest amount of color information was available and is included.The authors, both recognized authorities on railroad freight car history, have done a superb job of collecting and organizing the information presented here.

The book is sure to appeal to modelers and to many who are interested in railroad history.

Contents:

• Foreword, acknowledgments, pp. 5–8
• Ch. 1: Historical Background, pp. 9–18
• Ch. 2: Early Billboard Refrigerator Cars, pp. 19–34
• Ch. 3: Billboard Reefers of the 1920s and 1930s: Meat Packers, pp. 35–46
• Ch. 4: North American Despatch, pp. 47–72
• Ch. 5: North Western Refrigerator and Western Refrigerator Lines, pp. 73–92
• Ch. 6: Merchants Despatch Transportation Company and Northern Refrigerator Car Company, pp. 93–122
• Ch. 7: General American Refrigerator Express, pp. 123–134
• Ch. 8: Union Refrigerator Transit Lines, pp. 135–156
• Ch. 9: Quaker City Refrigerator Express, pp. 157–166
• Ch. 10: Other Owners and Leasing Companies, pp. 167–180
• Ch. 11: End of an Era, pp. 181–186
• Ch. 12: Postwar Renaissance, pp. 187–199
• Color Gallery, pp. 200–206
• Appendix 1: Historical Color Renditions, pp. 207–208
• Appendix 2: Summary of ICC Ruling, pp. 209–212
• Bibliography
• Index, pp. 213–222.Signature Press, hardcover with jacket, 222 pages, 8.5 x 11 x 1 in. 443 photographs, some color information, appendices, bibliography, index. Features: New Hardcover Richard H. Hendrickson and Edward S. Kaminski Signature Press

Signature Press, hardcover with jacket, 480 pages, 8.5 x 11 x 1.75 in., 682 photographs (77 in color), 68 maps and graphics, station list, bibliography, index.

While many segments of the vast Southern Pacific have attracted wide attention over the years, the lines of the SP in Nevada and Utah have remained largely a mystery. The stretch from Sparks, Nevada, to Ogden, Utah, was for many years known as the Salt Lake Division.

This Volume is an attempt to trace the long and colorful history of the Southern Pacific Railroad through Nevada and Utah, starting with the pioneer Central Pacific in the 1860s, and continuing on with the vibrant Harriman years after 1900, through Depression and War, and on into the modern era.

Over the years, terminals and railroad towns were built, and many later faded into history. Engineering and operating challenges were overcome. Throughout, the traffic, trains and people of the Salt Lake Division continued to change, and all left their mark in some way in the shifting sands and wind-blown passes of this lonely land.

This Volume is by noted Southern Pacific authority John Signor. As with all his SP historical works, the coverage is thorough and detailed, with many specifics drawn from operating personnel. Signor has created an original oil painting for the dust jacket and frontispiece, as shown at left.

Table of Contents: Introduction, pp. 6–7, Acknowledgments, pp. 8–10, Ch. 1: Pioneer, 1863-1900 pp. 11–66, Ch. 2: Coming of Age, 1900-1929, pp. 67–196, Ch. 3: The Late Steam Era, 1930-1955 pp. 197–340, Ch. 4: The Diesel Age, 1955-1981, pp. 341–432, Ch.5: The Final SP Years, pp. 433–447, Epilogue p. 448, Appendix: Salt Lake Division Place Names, pp. 449–463, Bibliography, pp. 464–466, Index, pp. 467–480.

Contents:

• New
• Hardcover
• John R. Signor
• Signature Press

The Great Northern Railway was among Americas most distinctive and noteworthy railroads. Though its most spectacular scenery was in the western half of the line, called Lines West, there was a very busy network of trackage, and considerably more traffic, in the Lines East, essentially including the states of North and South Dakota, Minnesota, and extensions into Wisconsin, Iowa, and Manitoba.This book presents the history, operational characteristics, and equipment which lay at the heart of GN Lines East, with an emphasis on the latter 40 years of Great Northern's history.

Both passenger and freight operations were complex and interesting, as was the motive power. An extensive photographic presentation of steam and diesel locomotives, along with passenger and Freight and Passenger Equipment , is at the heart of this edition.This book, the first edition of which was published in 1989, is a companion to Charles R.

Wood's Great Northern Lines West. But this new edition contains far more than did the first edition. Photographic reproduction is greatly improved with better paper and printing. The text has been revised, corrected and expanded where needed, and the book is now 70 pages longer. Also, the book now contains an outstanding collection of 621 photographs (54 of them in color),fully 231 of the photographs here are new or enlarged from the previous versions.The most distinctive addition to the book is an entirely new chapter on Great Northern Freight and Passenger Equipment , by experts Richard H.

Hendrickson and Staffan Ehnbom. Starting about 1910 and extending to 1970, coverage is included for all types of freight cars. This chapter alone contains 142 new photographs, along with a few from the previous edition. There is no comparable resource anywhere for detailed coverage of GN freight cars over this span of time.Author Patrick Dorin has 15 previous railroad books to his credit, he welcomed the chance to improve and expand this one.

Noted railroad artist J. Craig Thorpe has created a painting of the Stone Arch Bridge between Minneapolis and St. Paul to enhance the dust jacket. This new edition is a fitting companion to Great Northern Lines West and completes the detailed story of the Great Northern Railway.Table of

Contents:

• Preface
• Acknowledgments and Dedication 1. Lines East 2. Lines East Passenger Service 3. Great Northern Passenger Equipment 4. The Streamlined Empire Builder 5. Freight Goes Great When It Goes Great Northern. 6. Great Northern Freight and Passenger Equipment by Richard H. Hendrickson and Staffan Ehnbom 7. The Missabe Division 8. Great Northern Steam Power 9. Great Northern Diesel Power 10. What Made Great Northern Great' Bibliography
• Appendix A: Lines East main line Profiles
• Appendix B: Lines East Major Facilities
• Appendix C: GN Business Cars,1950-1970 by Jim Ruffing
• Appendix D: Passenger Equipment, 1940-1970. Index.Signature Press, hardcover with jacket, 304 pages, 8.5 x 11.75 x 1.75 in
• B&W and Color photographs and illustrations.Features: New Hardcover Patrick C. Dorin Signature Press

The basic story of the Overseas Railway to Key West, an extension of the Florida East Coast Railway, has been told before, from the early dream of Henry Flagler, to completion of railroad construction near the end of Flagler's life, to destruction of the extension in the devastating Labor Day Hurricane of 1935.

But there is much more to tell. The core of this book is the collection of photographs made by William Asa Glass, one of the construction engineers on the project. His views, many never duplicated elsewhere, show both the engineering and human sides of the great project in a unique way. Supplementing it are the recollections of many who were there.

In combination, it makes a vivid and engrossing story, rich in unfamiliar details. Also included here is a retrospective of the route today.Henry M. Flagler conceived the idea of a railway to Key West at least as early as 1895, and after a number of setbacks, the Overseas Railway was completed in 1912.

It then served to take tourists to and from the Florida Keys, particularly Key West, as well as to transport freight and passengers en route to and from Havana, Cuba by ship. It was effectively destroyed in the cataclysmic Labor Day Hurricane of 1935, and its route was sold to become part of Florida's Overseas Highway.

The coverage includes a number of views of hurricane damage as well as the construction process, along with the working environment of an engineer on this project. An epilogue provides a brief tour of the route today, with the remnants of nearly all the original Flagler bridges still standing, often alongside today's Overseas Highway.The book's 166 photographs, few ever published, 129 of them by Bill Glass or from his collection, together with 24 views (18 in color) of the route today, along with maps, artwork, and a bibliography and index, make this book unusually complete.

Anyone interested in railroad history or Florida history will enjoy this book, but particularly for those whose enthusiasm is railroad construction, the Florida East Coast Railway, or the Florida Keys, this is a satisfying complement to other books on the topic, and a fascinating history in its own right.Signature Press, hardcover with jacket, 156 pages, standard portrait book 8 x 10 in., 166 photographs (18 in color), maps, artwork and drawings, bibliography, index.

Features:

• New Hardcover Warren Zeiller Signature Press

Union Pacific was a latecomer to the Los Angeles Basin, not becoming part of the Southern California railroad picture until 1901, when E.H. Harriman and W.A. Clark agreed to share ownership of the San Pedro, Los Angeles & Salt Lake Railroad, which had taken over the property of the Los Angeles Terminal Railway.

Completion of the line between Salt Lake City and Los Angeles enabled UP mainline freight and passenger service to reach California. The history of the SPLA&SL, which became simply the Los Angeles & Salt Lake Railway in 1916, and then disappeared into the UP, is complex, and the Los Angeles end of the railroad especially so.

It is all here, from the many complications at the ports of Long Beach and Los Angeles, to the suburban branches, and the complex passenger arrangements needed to serve the territory. The rivalries with Santa Fe, Pacific Electric and Southern Pacific were expressed in many conflicts and eventual agreements, through Depression, war and many postwar changes and adjustments.

Historical information is included up to and beyond the merger of UP and SP, extending to recent years. The book contains a great wealth of photo illustrations, many from Union Pacific files, the majority never before published. It provides Union Pacific enthusiasts as well as those interested in Southern California railroading with much fascinating and valuable history and information.

The company archives are B&W photographs. Color photographs are from recent history. The cover illustration by John R. Signor shows the City of Los Angeles arriving at Riverside, California in the 1940s.

Contents:

• Acknowledgements
• Preface, pp. 6–10
• The Los Angeles Terminal Railway: St. Louis Comes to the Basin, pp. 11–56
• The San Pedro
• Los Angeles & Salt Lake Railroad, pp. 57–122
• Promoting the Pedro, pp. 123–154
• Federal Control Gives Way to the Roaring Twenties, pp. 155–210
• Trouble at the Harbor and Everywhere Else, pp. 211–256
• The Great Depression, pp. 257–316
• World War II and the Post-War Adjustments, pp. 317–376
• Passenger Trains and Line Abandonments, pp. 377–424
• This Brand-New Railroad Industry, pp. 425–468
• Forecast: Storms Everywhere, pp. 469–482
• Bibliography
• Endnotes, pp. 483–492
• Index, pp. 493–496. Signature Press, hardcover with jacket, 496 pages, 9 x 11.25 x 2 in., 562 B&W and Color photographs and illustrations. Features: New Hardcover Jeff S. Asay Signature Press

Merchants Despatch traced its origins to a railroad express service begun in 1855, with a connection to the American Express Company. From its earliest years it operated over the lines of the New York Central, and by 1871 its stock was owned by Vanderbilt Lines railroads.

However, it was an independent part of the New York Central family. As such, it outlived the Central, and this book carries its history to the year 2000.Initially the rolling stock of Merchants Despatch was box cars to carry railroad "fast freight," but by 1878 refrigerator cars were included.

With the passage of years, the MDT fleet would become almost entirely refrigerator cars, maintained and many first built at the sprawling Despatch Shops in East Rochester, New York.Through much of its history, MDT leased cars to railroads other than New York Central, and to a variety of private shippers, as well as managing its own fleet of thousands of cars.

By the 1950s the fleet included bunkerless cars (insulated box cars) and would subsequently include auto-rack cars, a category of rolling stock which enabled MDT to survive the Penn Central and Conrail mergers.

But once Conrail went to CSX and Norfolk Southern in 1998, MDT reached the end of its line in 2000.Some 298 photographs, most previously unpublished, enrich this book, in addition to 44 drawings. More than 50 period documents and graphics enliven the text, accompanied by extensive rosters and tables of both car data and company information.

Thoroughly researched in company records, this is an authoritative, well illustrated and complete history of Merchants Despatch. It presents both the long and complex corporate history, and also much information and many details about the design, construction, maintenance and operation of the vast car fleet.Author Roger Hinman has published over 20 articles in model railroad and HS publications, and is a railfan of many years standing.

This is his first book.The book will appeal to those interested in the New York Central and in freight cars, as well as to enthusiasts of railroad history. Anyone interested in North American freight railroading from 1870 to 2000 will find it a valuable addition to their library.

ContentsAcknowledgementsPART ONE: COMPANY HISTORY1. Kasson's & American Express (1849-1870), pp. 9–16,2. Vanderbilt's Other Venture (1871-1877), pp. 17–24,3.

The James Wickes Era (1878-1892), pp. 25–32,4. Creating Despatch, New York (1893-1904), p. 33-40,5. The Progressive Era (1905-1922), pp. 41–52,6.

Merchants Despatch Incorporated (1923-1936), pp. 53–62,7. MDTC Incorporated (1937-1945), pp. 63–68,8. The Post-War Period (1946-1954), pp. 69–72,9.

New Markets (1955-1967), pp. 73–78,10. Penn Central and Conrail (1968-2000), pp. 79–86,PART TWO: ROLLING STOCK 11. 29-Foot Cars (1871-1896), pp. 87–92,12. 34-Foot Common & Refrigerator Cars (1882-1922), pp. 93–108,13. 36-Foot Standard Cars (1892-1945), pp. 109–126,14. 40-Foot Standard Cars (1908-1945), pp. 127–130,15. 41-Foot Standard Cars Before World War I (1911-1949), pp. 131–144,16. 41-Foot Standard Cars After World War I (1920-1966), pp. 145–162,17.

Milk and Express Cars (1902-1945), pp. 163–178,18. Steel Frame Standard Refrigerator Cars (1930-1970), pp. 179–192,19. Steel Sheathed Standard Refrigerator Cars (1946-1984), pp. 193–210,20.

Dry Ice Cars (1930-1970), pp. 211–220,21. Bunkerless and Ventilated Cars (1933-1984), pp. 221–234,22. Meat Cars (1886-1978), pp. 235–246,23.

Mechanical Cars, FLexi-Vans, and Trailers (1956-1999), pp. 247–256,24. Auto-Rack Cars (1961-1985), pp. 257–270,25. Miscellaneous Equipment (1938-2000), pp. 271–274,Appendix.

Reporting Marks, pp. 275–276,Bibliography, pp. 277–290,Index, pp. 291–300 Features: New Hardcover Roger C. Hinman Signature Press 2011

The Magor Car Corporation, located in northern New Jersey at Clifton, was a significant railcar builder throughout much of the twentieth century. It had its origins in a partnership founded in 1899 by Basil Magor and Robert Wonham, which led in 1902 to a manufacturing operation called the Wonham-Magor Engineering Works.

In the first part of the century, Magor concentrated on export railcars, aided by its proximity to the port of New York. Basil's brother, Robert Magor, also became associated with the company, and in 1910 it became the Magor Car Company. It was incorporated in 1917 as the Magor Car Corporation, among its major stockholders was J.P.

Morgan.In 1914, Magor's first freight cars for revenue use on an American railroad were built, and such sales grew steadily thereafter, though export cars continued as the company's mainstay for some years. In 1918, Magor was among the many firms which built cars for the United States Railroad Administration as part of its effort to construct 100,000 standard freight cars.

During World Wars I and II as well as during the Korean conflict, Magor was called on for thousands of export cars for military needs and was also a principal builder of cars for Europe under the Marshall Plan. In 1959, Magor built its first aluminum-bodied covered hopper cars, which were also the first to be placed in U.S. revenue service and went on to build more than 5000 aluminum cars.Magor's sale in 1964 to Fruehauf Corporation marked many changes in its activities, among which was the dissolution of the joint sales operation with National Steel Car Corp. of Canada, an arrangement in effect since Basil Magor founded that firm in 1911.

Declining railcar sales during the 1960s led to Magor's closure in 1973. Magor was an important builder of American freight cars, though not one of the larger builders. Its history is a significant part of United States railroad history.Car builder historian Ed Kaminski, author of American Car & Foundry Company, has assembled a broad and intriguing perspective on this New Jersey company's history, spanning its lifetime,1899-1973.

In addition to several hundred photographs, nearly all of them never before published, advertising materials and catalog information make this a fascinating presentation.Table of

Contents:

• Preface and Acknowledgments
• Introduction (by Richard Hendrickson)
• Ch. 1: The History of Magor Car Corporation
• Ch. 2: Export Railcars
• Ch. 3: Domestic Railcars
• Ch. 4: Dump Cars
• Ch. 5: Associated Railcar Parts
• Ch. 6: Complete Production List, 1925 to 1968
• Ch. 7: Selected Drawings
• Index. 237 photographs, extensive catalog pages, drawings and graphics, index.Signature Press, hardcover with jacket, 200 pages, 8.5 x 11.75 x .75 in
• B&W photographs and illustrations. One color reproduction of an advertisement. Features: New Hardcover Edward S. Kaminski Signature Press

Signature Press, hardcover with dust jacket, 256 pages, 8.

5 in. x 11 in x 1 in., 466 photographs, 41 drawings and graphics, roster, index. The last period of American Car & Foundry manufacturing of box cars was the years 1960 to 1981, and this volume provides both the history and extensive color photography, along with details of car design and construction in this period.

Many colorful paint schemes were in use by railroads and lessors, large and small, and they are shown here, including many Incentive Per Diem schemes. A complete production roster of the box cars built is also provided. Coverage includes 40-foot as well as 50-foot inside-post cars, 50-foot outside-post cars, and 60-foot inside- and outside-post cars.

Many of these 60-foot cars were built for auto parts service. Author Kaminski is an acknowledged authority on freight car history and has extensively researched AC&F records to write this account. Any modeler of the 1960s and '70s, or freight car fan, will want this book.

Contents:

• Preface
• Introduction, pp. 7–10
• History and Evolution of Box Cars, pp. 11–48,40-foot and 50-foot Inside-Post Box Cars, pp. 49–92,50-foot Outside-Post Box Cars, pp. 93–166,60-foot Inside-Post Box Cars, pp. 167–213,60-foot Outside-Post Box Cars, pp. 214–230
• Complete Box Car Production List, pp. 231–242
• Appendix, pg. 243
• Index, pp. 244–246
• About the Author, pg. 247. Features: New Hardcover Edward S. Kaminski Signature Press