C&O Power Steam & Diesel Locomotives 1900-1965 Staufer w/ Dust Jacket

Description: RailroadTreasures offers the following item: C&O Power Steam & Diesel Locomotives 1900-1965 Staufer w/ Dust Jacket C&O Power Steam & Diesel Locomotives 1900-1965 By Alvin Staufer Hard Cover with dust jacket. (has damage) Library stamp and writing on inside front cover Copyright 1965 351 Pages CONTENTS Introduction 5 Switchers 10 2-6-0 Moguls 36 2-8-0 Consolidations 38 2-8-2 Mikados 58 2-8-4 Kanawhas 86 2-10-2 Santa Fe 114 2-10-4 Texas 124 2.6-6-2 and 2-8-8-2 Mallets 140 2-6-6-6 Alleghenies 172 4-4-0 Americans 210 4-4-2 Atlantics 216 4-6-0 Ten Wheelers 224 4-6-2 Pacifics 230 4-6-4 Hudsons 254 4-8-2 Mountains 272 4-8-4 Greenbriers 284 Steam Turbo-Electrics 298 Diesels 306 Scenery and Operations 334 Acknowledgements 351 A good index of the aesthetic appeal of a particular type of locomotive is the frequency with which model builders select it as a prototype. C&O power has always been popular with model railroaders, as witness the large number of "scratch," custom, and kit built models of C&O design on layouts throughout the nation. Besides great variety in wheel arrangement, the road's locomotives almost always exhibited a basic harmony in overall design, and they were adorned with a wealth of interesting detail. Here for the first time under one cover is a significant assemblage of photographs of these locomotives that will appeal not only to the model builder, rail historian, and observer of contemporary operations, but also to all those who find in collections of Americana such as this one nostalgic reminders of the greatness of the nation's past. Here one can see mighty machines, seeming almost alive, set against the beauty of enduring landscapes. The book provides an accurate record of one railroad's accomplishment in steam and diesel-electric motive power, and it keeps alive the memory of thrashing rods, curling smoke, and lonesome whistles that once animated the stillness of many an Appalachian evening. Never ending processions of loaded hoppers snaking out of the hollows of West Virginia and Kentucky bound eastward to Tidewater or westward to the Great Lakes - this popular impression of the Chesapeake and Ohio remains apt even though acquisition of the Pere Marquette Railway following World War II encouraged a diversification that today makes piggybacks, auto parts, steel, and chemicals important sources of revenue. Yet in its long corporate history, black diamonds from the "coal bin of America" have been the chief claim to eminence of C&O. Long trains amid rugged topography determined not only the popular image of C&O but also steam locomotive development. Appalachian grades and tonnage loads said "tractive force" loud and clear. Primary to C&O's success in maintaining a respectable operating ratio has always been POWER. Six-wheel trailing trucks, extra large boilers, the first 4-8-2 wheel arrangement, and several other superlative achievements in locomotive design and performance were born of necessity. Although the road pioneered in heavy "drag" locomotives, it was quick to recognize the possibilities of "super power" - high tractive effort combined with high horsepower to get trains started and to move them at something more than the "drag" speeds of the era of "standard railroading" following World War I. But always the goal was to develop as much power as possible in a given unit. Chessie's motive power policy might be seen in better perspective by comparing it with the two Eastern giants, Pennsylvania and New York Central. The Central, with its water-level route, developed two-cylinder, high horsepower machines with tractive force of secondary consideration. Central usually operated its locomotives singly relying on high horsepower for sustained fast running and on booster engines for help in starting. This practice was most effective on a mainline that was practically gradeless. The Pennsylvania, on the other hand, had a mainline crossing of the Alleghenies similar to C&O's. But unlike the ponderous machines used by C&O, Pennsy's steam locomotives were relatively small two-cylinder jobs that were worked as multiple units when operating conditions demanded. A given passenger train eastbound might have a single Pacific type out of Chicago and two or three of the same breed when crossing the mountains. Rather than using such system-wide distribution, C&O assigned its locomotives primarily according to the operating needs of each division. For the relatively flat country east and west of the mountains, two-cylinder "superpower" engines predominated. For the mountains and coal field branches C&O relied heavily on four-cylinder articulateds, both simple and compound. Helper operations were limited largely to pushers used over relatively short distances, and doubleheading of freights from one terminal to another was virtually unknown. C&O's philosophy of single-unit power to haul heavy tonnage produced some of the most phenomenal locomotives in America. True, the road had its share of "standard" models showing the pervasive influence of U.S.R.A. World War I design, but consider some of the latter day products: a 2-10-4 that weighed 566,000 lbs. and exerted a tractive force (with booster) of 108,633 lbs. - a design so superior that she was copied by the Pennsy during World War II; a 4-6-4 Hudson that was the heaviest and most powerful of its class in America; an ultramodern 4-8-4 designed for mountain passenger service that could be pressed to freight pusher duties upon occasion; a big fleet of fast and heavy 2-8-4's; and the most spectacular of them all, a 2-6-6-6 articulated that with tender weighed over a million pounds, would pull anything in sight, and run like a deer when given reign. The superlatives and firsts didn't originate with "radicals" in the motive power department but were the result of carefully thought out refinements and evolutions of existing designs. The motive power men were interested in moving tonnage as economically as possible, not in being the avant garde. Even the three gigantic and ill-fated steam-turbo-electrics were a culmination in the logical development of the coal-burning steam locomotive as such. The "500's" had conventional boilers and fireboxes but power was transmitted to the drivers by electric motors rather than by a reciprocating engine, with its always cumbersome system of cylinders, pistons, and rods. Aesthetically, C&O has always appealed to those who believe plumbing and appliances should be seen and not hidden. Through World War I and into the early 'twenties there was little to differentiate the appearance of C&O power from that of other Class I carriers. Like most roads, C&O put its air pumps on the left side, kept cabs and tenders small, used "bubble" type sand domes, mounted headlights in the middle or on top of the smokebox front, put the bell on top of the boiler, and applied standard wedge "cowcatchers." In the twenties, however, C&O started making modifications which became the hallmarks of its power - pumps on smokebox front, bell on top of smoke-box door, roomy cabs, large tenders (usually Vanderbilts), exposed piping, and pilots almost wholly made up of footboards. This was the period too when engine wipers kept the boilers and running gear polished like gun metal. In engines purchased in the 'thirties and 'forties, the distinctive features tended to vary somewhat, but one could always expect a roomy cab, exposed piping, bell and air pumps up front, oversized box-type sand domes, and headlight anywhere but on top of the boiler. When diesels came, C&O generally made no attempt to alter their external appearance, except occasionally to mount bells in the same place they had been on the steamers and to specify five-tone chime whistles for all road engines. Whereas in the days of steam C&O had been famous for its great variety in builder, class, and wheel arrangement, when the great shift to diesels got underway in the mid 'fifties, C&O stuck largely to one builder - EMI) - and to one class - the Geep. By 1957 C&O had over 500 EMD GP-7's and 9's on its roster. Because until 1947 the Pere Marquette existed as a railroad in its own right, this book confines its coverage of the PM largely to the power which was actually renumbered and reclassified by C&O. Thus perhaps we give somewhat scant coverage of PM steam relative to the importance of the "old" PM to C&O operations today. But PM power per Sr must await its own book; for obvious reasons of scope and space, PM locomotives can be considered only as they became C&O's own. Our efforts in these pages are confined primarily to the twentieth century, with only the most important nineteenth-century power represented. We have, however, left no stone unturned in our search for photos and information which would give an accurate representation of the tremendous variety of C&O power, as well as the actual ways C&O used its locomotives in service. A balanced representation proved difficult because C&O did not run through populous country dotted with eager rail-fans, cameras in hand. Nevertheless, we believe our representation is definitive for C&O steam after 1900; and, we might add, despite our enthusiasm for C&O power, we have tried to be objective in sizing up the role of C&O steam in modern railroading. The fact that the power and the glory of C&O steam belong now to history gives us a better perspective from which to view its contributions. Here, then, are the steam and diesel locomotives of the Chesapeake and Ohio. All pictures are of the actual item. There may be reflection from the lights in some photos. We try to take photos of any damage. 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. Shipping charges US Shipments: Ebay will add $1.25 each additional items, there are a few exceptions. Ebay Global shipping charges are shown. These items are shipped to Kentucky and forwarded to you. Ebay collects the shipping and customs / import fees. Refunds may be issued if you add multiple items to your cart and pay with one payment. For direct postage rates to these countries, send me an email. Shipping varies by weight. Payment options Payment must be received within 7 days. Paypal is accepted. Terms and conditions All sales are final. Returns accepted if item is not as described. Contact us first. No warranty is stated or implied. Please e-mail us with any questions before bidding. 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Price: 50 USD

Location: Talbott, Tennessee

End Time: 2024-11-23T18:41:01.000Z

Shipping Cost: 9 USD