By Mark Wegman
Over the process 15 years, writer Mark Wegman researched unique railroad corporation drawings, documents, or even paint chips to render a hundred and eighty colour profiles, entrance view, most sensible perspectives, and inside layouts representing the steam, diesel, and electrical locomotives and the passenger autos of greater than forty of the main celebrated golden-age "name" trains around the nation.
Wegman's drawings are observed via histories of every teach and dozens of interval pictures, postcards, menus, baggage stickers, and print advertisements. the result's a lavishly appointed trip again in time to the zenith of the united states passenger teach travel.
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Additional info for American Passenger Trains and Locomotives Illustrated
Pleasure travel, previously nonexistent, now gave rise to entire secondary industries providing lodging, meals, and travel information. Travel for business became efficient, as did the delivery of goods ordered from traveling salesmen. Sears, Roebuck and Company, would deliver merchandise from their catalog to any house near a railroad track in days. If you had no house, they would deliver a kit of parts so you could build one. Perishable foods moved quickly and fresh foods, vegetables, and meats were added to Americans' diets, no matter where those Americans lived.
Larger railroads built their own-or at least some of their own-steam locomotives. The Pennsylvania Railroad and the Norfolk A December morning in 1942 finds Chicago & North Western steam locomotives positioned over th e ash pit in Chicago. Coal was loaded from th e large tippl e in the background and ashes from the burn ed coal eventually had to be dumped in a pit located between the rails. Claude Wiatrowski photo This angled steam locomotive was designed to climb the steep grades of the cog railroad that travels up Colorado's Pikes Peak.
The first serious insurrection against railroads came not from wild-eyed radicals but from Midwestern farmers. With railroads free to collude to fix rates and to discriminate against individual shippers who happened to rub them the wrong way, it is no wonder that huge shipments of grain became the catalyst for change. The vehicle for that change was the National Grange, an association of farmers. Grangers were the first to lobby for federal legislation to control railroad freight rates. Because of the railroads' political power, the first federal attempt at regulation-the creation of the Interstate Commerce Commission in 1887was a dismal failure.