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ment as it grappled with the magni- tude of the huge task of transforming the railway from a steam to a diesel- electric operation across the width of the continent and in two countries. Placing diesels in the most efficient lo-


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cations was sometimes challenging, but ultimately financially and operationally rewarding. If a diesel switcher could be used for three shifts at a large yard, it was going to earn its keep faster than if it were idle at a small yard for all but a few hours a day. Concentrating new diesels also meant that dual facilities could be eliminated. As appealing as the photos of steam and diesels sharing trackage may be, they are also an indication of redun- dant infrastructure. It is a good thing modelers don’t have to worry about those economic implications in layout plan- ning. There were other considerations, too. Workers knew that the new engines were going to change the needs for trades and eliminate the role of firemen. Some communities would be devastated by the closing of major shops, division points and other facilities, and these changes were bound to have a broad impact. Com- pany officials also appreciated that dieselizing passenger services had a pos- itive public impact, both in the appear- ance and obvious modernization of the services, but also in reducing coal smoke in urban areas and around the trains. Diesels also used diesel fuel, not coal, and


that too meant a considerable economic impact on the mining communities that supplied the railway with millions of tons of coal each year. Canadian National was a pioneer in experimenting with and developing diesel-electric locomotives and unveiled No. 9000, a two-unit, pioneer with a 2- D-1 wheel arrangement for each unit, that made headlines in 1928 and 1929 just before the onset of the Great De- pression. Soon after, CN’s 7700 a diesel- electric switcher was put in service. But then the pace slowed with just two more internal combustion locomotives joining CN in the next few years. Grand Trunk Western got its first new diesels in 1938 when two Electro-Motive SC switchers were bought and after that the trend was set. This story, and the subsequent developments, make fascinating read- ing, and I won’t give away the details. The early diesels were in many ways


typical of their times, and looked some- what like boxcab electrics, but of course did not have pantographs or third-rail shoes, just an internal diesel engine and generator and other equipment. During World War II, one of the early diesels was used as power for an armored train that ran along the CNR’s route to Prince Rupert in British Columbia, which was considered vulnerable to attack from Japanese warships. One of these early experimental locomotives would make a


Two Outstanding New Books from Signature Press! Rails Around Lake Tahoe, Mallory Hope Ferrell


Lake Tahoe lies near the eastern crest of the Sierra Nevada, along the California-Nevada boundary. Its first railroads, nearly all narrow gauge, were logging roads, delivering mine timbers and cordwood from mills at lakeside to the Comstock mines in Virginia City. Steamboats plied the waters to move people and log booms. As the logging finally began to decline, it was recognized that tourism was the next opportunity for development around the lake. A short narrow-gauge railroad was built, to connect with the Southern Pacific at Truckee and bring tourists to the lakeshore, and new steamboats carried travelers around the lake. In 1925 the SP acquired and standard-gauged this line, and finally abandoned it in 1941. But the story of the steam trains and steamboats is a vivid part of Lake Tahoe’s history. 256 pages, 294 photos, 55 maps and graphics, rosters, bibliography, index. Price: $60


Union Pacific in the Los Angeles Basin, Jeff S. Asay


Union Pacific was a latecomer to Southern California, not arriving until 1901, as a part owner of the San Pedro, Los Angeles & Salt Lake Railroad. But the history of this part of the UP is com- plex. It is all here, from the predecessor railroads, through Depression, war, and many postwar changes and adjustments, including many complications at the ports of Long Beach and Los Angeles. Also fascinating are the relations with Santa Fe, Pacific Electric and Southern Pacific. Tis book will be of great interest to UP fans and those interested in Southern California history. 496 pages, 562 photos, 60 maps, 100 graphics, bibliography, index. Price: $80


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