Along the Iron Trail by Richardson & Blount w/ dust jacket signed by Blount?
Along the Iron Trail by Richardson & Blount w/ dust jacket signed by Blount?
Along the Iron Trail by Richardson & Blount w/ dust jacket signed by Blount?
Along the Iron Trail by Richardson & Blount w/ dust jacket signed by Blount?
Along the Iron Trail by Richardson & Blount w/ dust jacket signed by Blount?
Along the Iron Trail by Richardson & Blount w/ dust jacket signed by Blount?

Along the Iron Trail by Richardson & Blount w/ dust jacket signed by Blount?

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Along the Iron Trail by Richardson & Blount w/ dust jacket signed by Blount?
ALONG THE IRON TRAIL  by Richardson & Blount Signed by Blount?
Hard Coverwith dust jacket
Copyright 1966.
By Frederick H. Richardson and F. Nelson Blount    

Published by SHARP OFFSET PUBLISHING COMPANY, Inc. Rutland, Vermont
238 pages

ALONG THE IRON TRAIL (Picture and Story)
THE pictures in this book, over two hundred and fifty of them, speak for themselves. Probably never before has such a wide variety of railroad pictures appeared between the covers of a single volume. You won't be satisfied to look at them once and leave them. You'll want them for frequent reference.
Written by railroad enthusiasts, the text supplements the illustrations and covers the points that fans will want to read about. A brief history of railroading from the time trains started to compete with canal boats.  Development of motive power from "tea-kettle" to streamline.  The steam Diesel-juice controversy.   Freight and passenger trains. Safety and the block signal system. Competition-trains, trucks and taxes. Sand house talk and boomer tales-rollicking stories of the day when trains were young. Railroading as a hobby -all you collectors of pictures, engine bells, models, builders' plates, railroad scamps, time-tables, train orders and railroad calendars, take note!
If you are a real railroad fan, this is your book. It will be just what you want for yourself, and will help to convert your friends.

WE HOPE that the title of this chapter does not scare any of the readers, for there is no long, detailed discussion of railroad development CO wade through. But we feel that every railroad fan should be acquainted with at least an outline of general railroad history, if for no other reason than CO be able to answer questions that may be asked him.
When this country was yet young, it was seen by men of foresight that more efficient means of transportation would be necessary to keep the different states in contact with each other. Many pioneers who had pushed westward were nearly isolated from the seaboard states. At first they built flatboats, which they used to carry their farm produce, and floated down the Ohio River and thence to the Mississippi River. Here they traded their goods for manufactured products. This method of transportation not only was slow, but also was useless in winter when the rivers froze over.
At best it took six months for a farmer living in the southern part of Ohio to make the journey to New Orleans and back. Year by year, it grew more evident that a better means of transportation would be necessary to the people living in the region west of the Allegheny mountains. Men worked hard on this problem. Most of them worked to introduce the canal into this country. During the years between 'Soo and 185o, a large number of canals were built. Notable among them was the Erie Canal, built between Troy-onthe-Hudson and Buffalo on Lake Eric. Finished in 1825, it was for many years one of the greatest inland trade routes in this country.
In the meantime the form of transportation known as the railroad was being developed. It is well known that the earliest railroads were built for horse-drawn wagons that hauled coal from mines in England. Wooden rails were used and flanges were provided on the outer edges of the wheels. The steam engine had been known for some time but had not been perfected to the extent necessary for use in railroad work. The first application of the steam engine was of the stationary design. This stationary engine stood at the end of the road and wound up a cable which in turn drew the wagons along. Of course, railroad development soon outgrew this primitive form of steam power, and the locomotive came to be developed.
Many men worked on the locomotive and each contributed some improvement. We will deal only with the machines that really proved practical in railroad service.
In 1814, George Stephenson built a locomotive for the Killingworth colliery. The boiler was an upright one of the flue type, and as it did not make steam enough for speeds of over 3 m.p.h., it would have been condemned as useless had not the steam blast (now known as the forced draft) been applied to it. This discovery made higher speeds possible. It is in the accounts of the day that this application was accidental. They explain that because the escaping steam was complained of as a nuisance, Stephenson directed it into the smoke-stack, thus accidentally creating the necessary draft. Accidental or not, however, it was the first time that a draft had been created while the engine was not in motion.

All pictures are of the actual item.  If this is a railroad item, this material is obsolete and no longer in use by the railroad.  Please email with questions. Publishers of Train Shed Cyclopedias and Stephans Railroad Directories. Large inventory of railroad books and magazines. Thank you for buying from us.

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