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Delaware Lackawanna & Western Railroad in the Twentieth Century Volume 2 Taber
The Delaware, Lackawanna & Western Railroad in the Twentieth Century By Thomas Townend Taber & Thomas Townend Taber III
Hard Cover with Dust Jacket NOTICE DAMAGE
776 pages
Copyright 1981
BOOK # 2148
TABLE OF CONTENTS
Part IV
Communications
Chapter XVIPublic Relations381
Chapter XVII Advertising and the Immortal Phoebe Snow392
Part V
Marine Operations
Chapter XVIII Passenger - The Hoboken Ferry Company 401
Chapter XIXFreight - Harbor and New York City Operations422
Part VI
Motive Power and Equipment
Chapter XX The Shops453
Chapter XXIIntroduction to the Motive Power463
Chapter XXIIPre-1900 Locomotives472
Chapter XXIII Passenger Locomotives527
Chapter XXIV Freight Locomotives575
Chapter XXV Switching Locomotives621
Chapter XXVI Inspection Locomotives638
Chapter XXVII Locomotives Other Than Steam642
Chapter XXVIII Passenger and Milk Cars656
Chapter XXIX Freight Cars686
Chapter XXXNon Revenue Equipment710
Part VII
Supplemental Material
Chapter XXXI Station List722
Chapter XXXII Addenda of Additions and Corrections772
Bibliography 775
Acknowledgements776
Index777
Dust Jacket Introduction
THE BOOK
This volume covers the history and operation of the ferries, the freight activities in New York harbor, public relations and advertising, locomotives and cars, and a station listing giving information concerning every named point along the railroad.
The Phoebe Snow advertising program was one of the first in the United States to have a person represent a product, and it was phenomenally successful in causing the railroad to outdistance its competitors.
The marine operation, both freight and passenger, presented problems totally alien to land operation - fog, tides, river currents, wind, and ice - all of which were safely handled and schedules met long before radar became available. Additionally, the coordination of trains and cars, and boats and barges required special knowledge and procedures not required in normal railroading.
The twentieth century saw three generations of locomotives - first to catch up with the competition and then to stay abreast with advancing technology. The wood era of car construction, both passenger and freight, gradually gave way to steel. The railroad reached its apex in freight customer service. Equipment suitable for twenty mile an hour speeds was replaced by locomotives and cars suitable for forty, and they in turn were replaced by new equipment suitable for sixty.
Today at most points there is little indication of the activities which once thrived. The passenger station, the freight house, the switch tower, water tank, engine house, team tracks, and many customer spur tracks are, all-too-often gone. The many men who worked these facilities are also gone, and a telephone connects the potential customer impersonally to a railroad representative miles away who he seldom if ever sees.
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