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Cabins Crummies & Hacks (& Vans) Volume 5 by Henry Maywald Hard Cover 1997
Cabins Crummies and Hacks Volume 5 by Henry Maywald
Hard Cover
Copyright 1997
96 Pages
Table of Contents:
AHNAPEE & WESTERN6
AKRON, CANTON & YOUNGSTOWN6
ALGERS, WINSLOW & WESTERN7
ALMA & JONQUIERES9
ALTON & SOUTHERN9
AMTRAK10
BABCOCK & WILCOX COMPANY10
B&O CHICAGO TERMINAL CO.11
BALTIMORE & OHIO11
BELT RAILWAY COMPANY OF CHICAGO13
BOSTON & MAINE14
BURLINGTON NORTHERN14
BUTTE, ANACONDA & PACIFIC18
CALUMET & HECLA18
CANADIAN AMERICAN RR18
CANADIAN NATIONAL19
CANADIAN PACIFIC19
CANTON RAILROAD21
CARBON & SCHUYLKILL21
CARTIER RAILWAY21
CEDAR RAPIDS & IOWA CITY22
CENTRAL INDIANA22
CENTRAL RR OF NEW JERSEY22
CENTRAL VERMONT23
CHEHALIS WESTERN24
CHESSIE SYSTEM24
CHICAGO & ILLINOIS MIDLAND26
CHICAGO & WESTERN INDIANA27
CHICAGO CENTRAL & PACIFIC27
CHICAGO GREAT WESTERN27
CHICAGO, NORTH SHORE & MILWAUKEE 29
CHICAGO NORTH WESTERN29
CHICAGO SHORT LINE32
CHICAGO, SOUTH SHORE & SOUTH BEND 32
CLARENDON & PITTSFORD32
CONRAIL33
CSX40
DAVENPORT, ROCK ISLAND & N. WESTERN 41
DELEWARE & HUDSON42
DENVER & RIO GRANDE WESTERN45
DEPARTMENT OF DEFENSE47
DES MOINES & CENTRAL IOWA47
DETROIT & MACKINAC48
DETROIT TERMINAL RAILROAD49
DULUTH & NORTH EASTERN49
DULUTH, MISSABE & IRON RANGE50
DUPONT51
ELGIN, JOLIET & EASTERN52
ERIE-LACKAWANNA53
ESCANABA & LAKE SUPERIOR53
ETNA & MONTROSE57
FT. DODGE, DES MOINES & SOUTHERN58
FT WORTH & DENVER58
GENERAL ELECTRIC58
GRAFTON & UPTON59
GRAND TRUNK WESTERN59
GREAT NORTHERN61
GREAT WESTERN62
GUILFORD63
HUNTINGDON & BROAD TOP63
ILLINOIS TERMINAL64
INDIANA HARBOR BELT65
INDIANA NORTHERN65
IOWA INTERSTATE66
LAKE SUPERIOR TERMINAL & TRANSFER 67
LEHIGH VALLEY68
LONDON & PORT STANLEY69
LONG ISLAND RAIL ROAD69
MAINE CENTRAL70
MAINE COAST73
MARYLAND MIDLAND73
McCLOUD RIVER73
METRO NORTH COMMUTER RAILROAD 74
MIDLAND CONTINENTAL75
MILWAUKEE ROAD75
MINNEAPOLIS & ST. LOUIS77
MINNEAPOLIS, NORTHFIELD & SOUTHERN 78
MONONGAHELA RAILWAY79
NAPIERVILLE JUNCTION80
NEWBURGH & SOUTH SHORE81
NEW ENGLAND CENTRAL81
NEW HOPE & IVYLAND82
NEW JERSEY, INDIANA & ILLINOIS82
NEW YORK, SUSQUEHANNA & WESTERN 83
NORTHERN PACIFIC84
OHIO CENTRAL84
OTTER TAIL POWER COMPANYFC
PACIFIC GREAT EASTERN85
PADUCAH & LOUISVILLE85
PENNSYLVANIA RAILROAD86
PENN CENTRAL87
PITTSBURGH & LAKE ERIE88
PITTSBURGH & SHAWMUT88
PL& W RAILROAD INC.88
PORT HURON & DETROIT89
PORTLAND TERMINAL89
PROVIDENCE & WORCESTER89
QUEBEC NORTH SHORE & LABRADOR90
ROCK ISLAND LINE90
SANFORD & EASTERN92
SOO LINE93
SPOKANE, PORTLAND & SEATTLEIBC
VERMONT RAILWAY95
WABASH95
WASHINGTON CENTRAL95
WATERLOO RAILWAY96
WELLSVILLE, ADDISON & GALETON96
WISCONSIN & CALUMET
This tome covers over 40 years of main line and short line cabooses. Contrary to popular opinion, although FRED has taken a large chunk out of the caboose fleet, cabooses still exist all over the US of A and Canada.
Cabooses of the class I roads were broken down into three major groups: road, local and transfer. The newest or best conditioned cabooses were for road service. Local cabooses were usually downgraded road cabooses and transfer cabooses were either modified road types or home built conversions. A few however, were bought new.
Almost all major roads had a standard unique caboose design, example: Santa Fe CE-1 and Pennsy's N-5, N-5c and N-8. If traffic increases warranted the deployment of more cabooses, the companies either ordered new, from manufacturers like St. Louis Car, National Car, American Car & Foundry, International Car and Magor Car Corporation, or as in the cases of the Delaware and Hudson, Northern Pacific and Baltimore and Ohio, converted boxcars into cabooses and pressed them into service. Lesser roads did the same, such as in the case of Portland Terminal #2, featured in this book.
Purchasing second-hand was another avenue explored by some roads as well as building more cabooses in their company shops.
Beginning in the late 1950s International Car became the dominant caboose manufacturer as Pullman Standard and American Car & Foundry became the standard for boxcars, Hoppers etc..
International Car built two distinctive off-theshelf styles, extended-vision and bay-window. Window placement and interior designs varied according to each railroads wishes.
The variety of caboose designs far exceeds that of any other type of freight car. For instance, caboose designs tended to vary according to the region of the country. By comparison with the western roads, the eastern railroads were much more conservative in their approach, much less worried about keeping up with the latest in design. Except for the Delaware and Hudson, Maine Central and a small number that appeared on the Reading, the eastern roads eschewed the extended-vision style of caboose.
The Baltimore and Ohio was a pioneer in bay-window design with their wagon-top style in the 1930s. Another early pioneer, the New York Central, changed the style of their road caboose when the wooden ones became obsolete. They switched to bay windows, but they weren't full bay window types. Other eastern roads preferred centered cupola style hacks until some bay-window types were purchased in the 1960s. The Pennsylvania, New Haven, Jersey Central and Lehigh Valley never bought from International Car or had bay-window or extended-vision style cabooses.
Moving westward, the Chicago NorthWestern had a large fleet of wood cabooses with cupolas toward the rear of the roof. They were replaced by red steel bay-window types which later were repainted yellow to match the diesel fleet.
The roads that make up the current Burlington Northern caboose roster were a mix of wood and steel styles with wood in the majority, in deference to the lumber industry that they served. Northern Pacific opted to replace their 40 year old fleet with International Car's steel cupola and wide-vision styles. The Spokane, Portland and Seattle followed Northern Pacific's lead.
The class II and III western roads, short on cash flow, either rebuilt their existing roster or bought second-hand from the Class I's. Illinois Central sold surplus side-door style cabooses to the Long Island Rail Road and then in turn bought Pennsy N-8 style steel cabins. There are many examples in this book of ex-Santa Fe CE-1 steel, end cupola, way cars finding their way onto a plethora of class II and III roads after Santa fe had gone out and bought CE-11 class extended-vision way cars from International car. Even the Milwaukee Road, known for its rib-sided caboose, freight and passenger cars, broke down and ordered two of the 31feet wide-vision types from International car.
In fact, International car sold to the who's-who of the railroad world. A partial using (those that are in this book) is as follows: Soo Line, Maine Central, Chicago and Illinois Midland, Great Northern, Northern Pacific, Chicago, Burlington and Quincy, Fort Worth and Denver, Burlington Northern, Denver and Rio Grande Western, Duluth, Missabe and Iron Range, Grand Trunk Western, Detroit, Toledo and Ironton, Rutland, Spokane, Portland and Seattle, Achison, Topeka and Santa Fe, Toledo, Peoria and Western, Central Vermont and Chicago NorthWestern. Regional and short lines upgraded their fleets with major road cast-offs.
This book spans the USA from Maine to Washingon across the upper half of this land and through Canada. Enjoy the ride at the end of the train.
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