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Golden Decade of Trains 1950s in Color by Malinoki Morning Sun Books w DJ
A Golden Decade of Trains: The 1950s In Color by Robert R Malinoski
Hard Cover w/ dust jacket Notice the lower corner of the dust jacket has damage. Reflection from lights on some photos.
128 pages
Copyright 1991
CONTENTS
East of Manhattan
Delaware, Lackawanna & Western
The Erie
Pennsylvania Railroad
More PRR
Jersey Central Lines
CNJ continued
One Day Along the Hudson
Southbound to Miami
In Florida
The Long Way Home
Vacationing by Train
My Kind of Town, Chicago is
An Illinois Central Day
Another Stopover
Three Railroad Centers
Hopscotching the East
Freights of Distinction
In Coal Country
Sensational Sunbury
PRR Contrasts in Northumberland County
M1 Country
Along the Susquehanna River
Travel by Train
From the Plains to the Mountains
Sherman Hill
Snow-Steam-Semaphores
Badlands to Chicagoland
Interlude at Sand Patch
Steam Steam Steam
Central Illinois
Trip Finale
West Shore Bergen County
Hopscotching Around
1956 Trip
A Study of 4-8-2s
Steam in Kentucky
Vacation Finale
New England
Fall, 1956
Union Pacific Country
New York Area Potpourri
En Route West
First Contact on the Three-foot Gauge
Fall, 1957
N&W in November
A Winter Day
Virginia to Georgia
North to Michigan
Homeward Bound via Canada
Movin Around
Westward HO
Steams Last Gasp
Here and There
Maybrook Trains
Canadian National
Canadian Pacific
1959 Train
Iowa Manitoba Maine
Fan Trips
Their Days are Numbered
Farewell
INTRODUCTION
This book portrays engines and trains of the 1950's, in color, by one person, all over North America. It was perhaps the greatest transitional period in modern railroad history. What was so unusual about the 1950's? Steam locomotives were being phased out in favor of the new diesels. New passenger equipment and even entire new trains were introduced, while freight trains had the benefit of new technical innovations resulting in dramatic speedups. Yes, it was truly a Golden Decade.
During the fifties, steam locomotives were still operating in regular revenue service. They ranged from old tea-kettles on the Canadian Pacific, Boston and Maine and even "my Erie," to high drivered, passenger engines to the giant Big Boys of the Union Pacific. The in between types were more numerous, of course. Pacifies were hauling mostly commuter trains and these were usually "plain vanilla" types, those without high maintenance appliances. This type of engine was more economical to operate as they were in service only two to four hours a day and consequently had poor utilization. They were also in the most unprofitable service of all - commutation. Some Hudson were surviving to cover secondary trains and on standby for peak traffic periods.
Modern freight engines were still running. Big 2-8-4's gave truth to the Nickel Plate Road's claim of High Speed Service while that same type hauled coal on the C&O and L&N. Big, trusty 4-8-2's and 4-8-4's operated on several roads and did the usual commendable job. Various types of articulateds served several lines. The B&O, NP and DM&IR worked 2-8-8-4's. N&W utilized mammoth 2-8-8-2's and 2-6-6-4's. Challengers ran on the UP, NP and D&H. The giants of them all, of course, were the Union Pacific's 4-8-8-4's - the Big Boys. Who wouldn't admire those magnificent machines with spinning rods and a stack belching multiple smoke designs and a mellow whistle. It would not be an overstatement that steam locomotives had a universal attraction.
The passenger trains of the 1950's were the glamour girls of railroading. As the decade dawned, several brand new trains had been installed, such as the CALIFORNIA ZEPHYR, PHOEBE SNOW and POWHATAN ARROW. New equipment was purchased for existing trains on the PRR, NYC, UP, ATSF, SP, GN and others. Several new trains were put on including the Santa Fe's SAN FRANCISCO CHIEF and the CP's CANADIAN. Yes, passenger trains were a sheer delight to see, to ride and to photograph.
In the spring of 1950, the major roads of the East began second morning freight service between the New York area and Chicago. That was save-a-day service. Livestock was being hauled in volume and the speedup was extended to that service also. Perishables were crossing the country on expedited schedules as mechanically-cooled cars began replacing the smaller, old fashioned ice-cooled cars. Roller bearings were being applied to an increasing number of cars reducing the hot box problem and radio communication was expanded across systems. Piggyback service began in the middle of the decade and eventually developed into dedicated trains.
Change, progress, efficiency were the key words in the 1950's. Steam engines could not work 24 hours day-after-day like the diesels. They required too much attention in the roundhouses and shops raising their costs per mile of operation. It was a foregone conclusion that diesels would replace the beloved steam engines, and indeed they did. Passenger trains suffered almost a similar fate with the introduction of jet planes. POOF went the overnight sleeper business. Freight traffic was gradually declining due to the aggressive trucking industry and within this ten year period the railroads went from the best of times to hard times.
The engines and trains were still extremely interesting. My enthusiasm did not decrease despite the changing times. In fact, I became more and more enamored with the colorful and varied diesel types.
* * * * * * * * * * * * * * * * * * * * * * *
My fascination with engines and trains began way back when my folks bought me a Lionel set as a Christmas gift. I was also thrilled to see the real trains while living in small towns - Mt. Carmel and-Shamokin, PA. An uncle who worked for the Reading enthralled me with stories about the railroads and I distinctly remember when he showed me the company magazine heralding the new steam-powered, stainless-steel streamlined train in 1937, later christened the CRUSADER. Perhaps my real education began when I acquired my first copy of RAILROAD MAGAZINE, the April 1938 issue which described the mile-a-minute runs, the Trains That Are Making Good article was about the Seaboard's ORANGE BLOSSOM SPECIAL and also had a roster of the handsome Missouri Pacific engines.
A move to New York City got me started into taking train photos unofficially (to me) meaning I didn't record the data. With my photos of Dec. 9, 1939, I began recording the data, something I continue to this day. A chance meeting in Grand Central Terminal with a member of the Railroad Enthusiasts resulted in my joining that group about 1941.
Uncle Sam sent me "greetings" in early 1943 and I was assigned to the Army Air Corps. Basic training was not too hard to take that winter down in warm Miami Beach. I did get acquainted with FEC - SAL power and trains. The next move was to radio school in Sioux Falls, SD and I got to admire those streamlined MILW 4-6-2's on the HIAWATHA. My next stop was at Salt Lake City where I saw UP and Rio Grande activity plus some SP on a trip to Ogden. A short tour at Lincoln, NE got me interested in the Burlington 4-6-4's and 4-8-4's. Soon, flight training was started at Clovis, NM, a great Santa Fe division point. Alamogordo, NM was next with SP activity and I took a ride down to El Paso behind SP 4-8-4 #4449, later to become quite famous since it is still in existence. Salina, Kansas was next where I adored seeing MOP 4-8-2's on the ROYAL GORGE and took short trips to Wichita, Newton and even Kansas City. A short stay at Herington, KS was made more pleasant by spending a few hours at the Rock Island station. All these travels certainly got me more enlightened in the railroad world. We finally settled down overseas in Guam. Our B29 crew, part of a squadron of 15, was one of only five that survived the war.
After World War II, I answered an Erie RR advertisement for temporary work as a yard brakeman. I was thrilled with the "big money" then of $8.54 a day. The pass privilege was a big plus to me and it was used quite extensively.
Informal slide shows in the early 1950's were the "in" thing since 35mm color slides were becoming popular. Many such shows were attended at the RRE's Williamson Library meeting room in Grand Central Terminal. My peers projected wonderful material, so impressive that I eventually acquired a 35mm camera at Christmas-time 1952. All of the photos in this book were taken with that Kodak Retina.
Over the years cameras and film have improved, many trips were taken, innumerable train slides were added to the collection and a multitude of slide shows were organized. Many times I have been approached with the question of 'Bob, when are you going to do a book?" or words to that effect. I always rejected the idea until now. Here it is my "one-man" show." I hope you enjoy it
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