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Trains Magazine 1951 November Midnight Local Narrow Gauge Cottonwood Canyon
Trains Magazine 1951 November
56 Pages
Volume 12 Number 1
Railroad news and editorial comment. By David P. Morgan.6
Alligators, cypress and a 2-6-2. Photos by C. W. Witbeck.14
Louisiana's last swamp logging road sways along on unbelievably insecure track, carrying cypress logs.
"Big one at Shed 27!" By Howard Bull.20
Get on your working clothes and climb aboard the little 4-6-0. You are the fireman on the last of the Southern Pacific's fire trains.
Midnight Local. By Linn H. Westcott.24
Come for a ride on the smoky, rattling commuter train that is the last of the day out of White Plains, N. Y.
Narrow-gauge through Cottonwood Canyon. Lucius Beebe.26
This was a quaint little mining road - it had no steam locomotives, but used mules for motive power.
Photo section. An album of selected railroad scenes.27
Gulf, Mobile & Ohio in Alto Pass, 27; Virginian electric, 28; Canadian Pacific at speed, 28; Idaho Northern, 29; Minneapolis & St. Louis, 30-31; Maybrook engine terminal, 32; Santa Fe GP-7, 32; NYC-D&H Laurentian, 33; Seaboard wheel yard, 34; Erie at Chicago, 35; Apache Railway railfan trip, 35.
It takes money to make money. By Willard V. Anderson. 36
The Great Northern has, in the past four years, put into service a fleet of streamliners that have paid off in profit and passengers.
Pratt Street, Baltimore. By H. A. McBride.42
On what was once a Maryland farm now stands the shop that was the home of the Baltimore & Ohio.
Departments.
Railway post office48Of books and trains52
Second section53Running extra
THE PENNSYLVANIA INFLUENCE
OUT on the bankrupt Long Island Rail Road the management .is doing an excellent job of erasing the Pennsylvania Railroad influence. Tuscan red is taboo these days; gray and green are the new company colors. When the Long Island receives another dozen diesels, the last Belpaire-boilered steam locomotives will be shipped back to the Pennsy. PRR type station nameboards are being re- placed, too. In addition, the trustee is giving thought to having the Long Island do its own accounting and its own floating of freight cars across New York Harbor, two services still performed by the Pennsy. Perhaps in a few years the Long Island will look no more like a member of the keystone estate than, say, the Reading.
What cannot be erased from the Long Island Rail Road, however, is the abiding fact that the Pennsylvania Railroad's money and talent turned it from a shoestring country line into one of the world's great metropolitan transportation machines. Because of the Pennsylvania, LIRR commuters ride under the East River in tunnels to and from a downtown station, rather than across the river on a ferry, a distinct advantage over their Jersey neighbors. They ride in steel cars propelled by electric power. And during the last 22 years of Pennsylvania control, not a single LIRR passenger lost his life in the heaviest-trafficked commuter operation in the U. S. This much is in the record and cannot be covered by gray and green paint.
The Pennsylvania influence, ridiculed by the people of Long Island, has also been obviously sidestepped by both of the railroad study boards appointed by Governor Dewey since the Thanksgiving Eve wreck at Kew Gardens, N. Y., last year. Years before the wrecks of the LIRR and its bankruptcy, the parent Pennsylvania made an attempt to correct the conditions that were changing the commuter carrier from a healthy railroad into a very sick one. Real estate taxes were excessive; grade crossing elimination projects were sapping income; city-subsidized motor lines and subways were draining revenue; fares were inadequate. No hindsight was involved. The Pennsy spotted the dangers and made them public information.
The Long Island Rail Road Commission, first of the Governor's panels, said this: Fares are too
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