Trains Magazine 1965 November Diesel dimension Seduced by speed NYC before after
Trains Magazine 1965 November Diesel dimension Seduced by speed NYC before after

Trains Magazine 1965 November Diesel dimension Seduced by speed NYC before after

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Trains Magazine 1965 November Diesel dimension Seduced by speed NYC before after
 
Trains Magazine 1965 November
November 1965Volume 26 Number 1
NEWS - - - - -2A
RAILROAD NEWS PHOTOS8
STEAM NEWS PHOTOS -10
25 YEARS OF TRAINS -20
STEAM  22
THE LIMITEDS WE LOST24
WORLD WAR II - -26
THE DIESEL DIMENSION28
TOO QUAINT TO LAST30
SEDUCED BY SPEED -- 30D
THE ENDURING VALUES -32
MOMENTS TO REMEMBER -34
SP THE NEW STANDARD? -36
NEVER A BRIDE . . . -38
NYC: BEFORE AND AFTER -40
THE FALL FROM GRACE- 42
NOW YOU SEE THEM . . .- 44
IS IT DAWN OR TWILIGHT?- 46
Railway post office 48Second section 58
Of books & trains 51Running extra 58B
Stop, look & listen 54Interchange58B
COVER: B&O (BR&P) southbound in snow at Warsaw, N. Y., December 29, 1963. Victor Hand.


CAN THIS BE TRUE-C&O+N&W?
RAILROADING'S best-kept secret since 1955* was out when Chesapeake & Ohio and Norfolk & Western concluded 10 months of very confidential courtship with a marriage announcement and conditionally invited Boston & Maine, Delaware & Hudson, Erie Lackawanna, Jersey Central, and Reading to the wedding. The sudden, unexpected news of the evening of August 30 suggests a 26,460-mile system with (in terms of 1964 performance) an annual gross of more than 1.8 billion dollars and assets of 5.9 billion, which would compare favorably with the pending amalgamation of Pennsylvania and New York Central (23,271 miles; 1.8-billion-dollar annual gross; assets of more than 6 billion) except for profit and location. Unlike Penn-Central, C&O+N&W would reach beyond the Mississippi River to the Missouri and virtually monopolize the vast rail-hauled tide of bituminous coal out of West Virginia. And judging by today's performance, the coal-based system could produce more than twice the net income of its rival.
Because of the size and suddenness of the proposal, the press was hard put to obtain much coherent reaction. Wall Street Journal found one railroad official who "nearly fell out of bed" when he heard the news on the radio; a Justice Department aide guessed - no doubt correctly - that his employers would fight the case; security analysts variously opined that the petition, expected to be filed by November 1, would speed up, delay, or not affect the date of approval of Penn-Central; and the five roads invited to the ceremony either were delighted with the news (JCL and Reading), wanted time to read the fine print (D&H and EL), or found the terms "completely unacceptable" (B&M). In one of the more carefully worded press releases of the year, Penny's Stuart Saunders and Cen-tral's Al Perlman observed that "the proposal clearly points up the close cooperation and working relationship which has developed between the two railroads since Chesapeake & Ohio control over the Baltimore & Ohio was made effective 21h years ago and the Norfolk & Western-Nickel Plate-Wabash unification took place about a year ago." Stating that they were already feeling the competitive bite of the recently enlarged C&O and N&W systems, Saunders and Perlman said
*When Union Pacific surprised everybody by switching its City streamliners from C&NW to the Milwaukee Road east of Omaha.

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