Sadly railway enthusiast and photographer Gerald Adams died recently, but fortunately for lovers of top-quality steam railway images he had earlier planned a book to showcase the best of this work. As a tribute to his memory, and to the memory of the steam age, this book contains more than 300 photographs, fully captioned by Gerald. The pictures span the years 1955 (when he got his own first camera, having previously used his father's) to 1966, that momentous final decade when steam was disappearing almost faster than it could be recorded. The area covered by the photographs reflects where Gerald lived during that period, first Birmingham, then Gloucester. As a result, he planned the book to include principally the 'cathedral counties' of Gloucestershire, Herefordshire and Worcestershire, with slight excursions across the county boundaries. Some pictures were taken on journeys by service trains to mark line closures, some were railtours, and some were just platform-end sojourns, recording the passing scene. The pictures are arranged chronologically, from Kings Norton in March 1955 to a Stephenson Locomotive Society 'Farewell to Pannier Tanks' railtour in September 1966. Timetables of twenty of the journeys and specials are also included. From Craven Arms and Birmingham, Hereford and Honeybourne, Bristol and Swindon, here is a feast of Western and London Midland Region steam at work in three of England's most picturesque counties.

A railway enthusiast from the age of 5, Frank Hornby started loco-spotting while at school, and began to travel around the UK by train from about 1941. Since that time he has kept copious diaries of all his travels - dates, times, routes taken, depots visited and locomotives and trains observed. Full of fascinating detail, these diaries now number many volumes, and are still being kept by octogenarian Frank to the present day. Silver Link asked Frank to make a selection from his many journeys during the 1950s, and the result is this unique first-hand record of British and Irish railways during that decade, long before the Beeching era changed everything for ever, when a staggering variety of motive power was there to be seen, and many hundreds of miles of railway, since lost, were there to be travelled. Setting out from his home in South London, Frank describes visits to the West Country and Wales, the Midlands and East Anglia, Scotland and Ireland, the diary entries are supported by more than 125 photographs taken by him during those trips.

In the winter of 1913, Grand Central Station was officially opened and immediately became one of the most beautiful and recognizable Manhattan landmarks. In this celebration of the one hundred year old terminal, Sam Roberts of The New York Times looks back at the terminal's conception, amazing history, and the far-reaching cultural effects of Grand Central that continues to amaze tourists and shuttle busy commuters. Along the way, Roberts will explore how the Manhattan transit hub truly foreshadowed the evolution of suburban expansion in the country, and fostered the nation's westward expansion and growth via train. Featuring quirky anecdotes and behind-the-scenes information, this book will allow readers to peek into the secret and unseen areas of Grand Central -- from the tunnels, to the command center, to the hidden passageways. With stories about everything from the famous movies that have used Grand Central as a location to the forty-eight foot long snake that made the building his home, this is a fascinating and, exciting look at a true American institution.

The 42 mile long line between Fort William and Mallaig is one of the greatest railway journeys in the world. As it weaves its way through the beauty of the West Highlands, skirting lochs, clinging to hillsides, crossing over rivers and glens, through cuttings and tunnels it passes many natural and man-made 'extremes' along the way.The journey starts beneath Ben Nevis, the highest mountain in Britain, at the largest town in the West Highlands, Fort William. On the outskirts of the town it passes over the Caledonian Canal on a swing bridge at the foot of Neptune's Staircase, a set of eight locks which is the longest staircase lock in Great Britain. As it heads towards the banks of Loch Eil, the western sea entrance of the Caledonian Canal comes into view at Corpach.Glenfinnan is famous for one of the world's most recognisable structures, the twenty-one arch concrete viaduct immortalised in the 'Harry Potter' films. From it, the view along Loch Shiel, beyond the monument, is arguably the finest from any railway. The station houses a fascinating museum dedicated to the history of the line.The journey continues over the line's summit and along the banks of Loch Eilt, passed Lochailort, The White Chapel at Polnish and Loch Dubh. The first glimpse of the Atlantic Ocean comes as the second concrete viaduct, at Loch nan Uamh, is crossed. Heading inland the 1 in 48 Beasdale Bank is tackled before arriving at Arisaig, the farthest west station on British Railways. Here there are views across to Loch nan Ceall.As the train approaches the penultimate station on the line at Morar, passengers are afforded stunning views of the white sands the area is famous for and the line crosses another viaduct that spans the River Morar. This is thought to be the shortest river in the British Isles and flows from Loch Morar, the deepest freshwater Loch in the United Kingdom. Journeys end is Mallaig, the main commercial fishing port on the west coast of Scotland and terminal for a network of ferry services to the Western Isles; most notably the Isle of Skye. Steam hauled excursions have been a regular sight along the route since 1984 and this photographic album captures the experience of a trip along this line and the wild and wonderful landscape through which it passes.

1975 was the year in which Margaret Thatcher defeated Edward Heath to become leader of the Conservative Party, Charlie Chaplin was knighted by the Queen and the Vietnam War ended with the fall of Saigon. On the railways, two major accidents at Moorgate and Nuneaton resulted in considerable loss of life, and the prototype High Speed Train reached speeds in excess of 150mph on the London to Bristol main line.

This fascinating pocket book draws on numerous primary sources from the early days of the rail network through to the Big Four, British Railways and beyond to present a unique guide to the knowledge and skills required for locomotive drivers, engineers and firemen. Beginning with an introduction to steam from about 1890, the book outlines the rules of the rail network, locomotive management from driving to servicing, a guide to signalling and operations, and rules of the running shed along with a wealth of practical advice and conditions of service for the men on the footplate. The Railwayman's Pocket Book offers a unique insight into the age of steam that will appeal to all railway enthusiasts.

The picture below of a Castle class locomotive, since preserved, illustrates Kevin McCormack's first love: the Great Western Railway and the Western Region of British Railways. Living almost all his childhood on the Western in Ealing, it was perhaps inevitable that this was his favourite region, and he came to admire the copper-capped chimneys, brass safety value covers and brass nameplates and cabside number plates of its larger locomotives as well as the tall chimneys and large domes of its characteristic smaller engines. He had a particular liking for the diminutive 14XX 0-4-2 tanks that used to work the Ealing Broadway-Greenford push and pull services and when a fund was set up to preserve one, Kevin was quick to add his support, joining what became the Great Western Society and becoming its secretary in the late 1960s/early 1970s. In 1973, Kevin cemented his interest in the GWR by acquiring a Victorian family saloon railway carriage, which had been converted into a Thameside bungalow. Remarkably, the coach was largely original inside and the exterior well preserved as it was virtually encased within the house.Restoration has therefore been a comparatively easy task and the vehicle is displayed at the Great Western Society's base at the Didcot Railway Centre.

The railway route through the Central Highlands from Perth to Inverness offers a spectacular journey through a variety of landscapes. Initially traversing the pastoral Strathtay as far as Ballanluig, the scenery becomes more dramatic and bleak as the line runs alongside the river Garry and on to Druimuachdar, the highest standard gauge railway summit in the United Kingdom. From Newtonmore, the valley of the Spey is followed to Aviemore, giving excellent views of the Cairngorm Mountains. Here is the junction with the preserved Strathspey Railway, which uses part of the original route northwards that was built in 1863. A new route from Aviemore to Inverness was opened in 1898 involving another major climb to a summit at Slochd and a series of superb viaducts across the river valleys. The author has visited the line regularly over the last four decades and presents a selection of his steam and diesel photographs showing the different traction in use during this period.

Before the widespread popularity of automobiles, buses, and trucks, freight and passenger trains bound the nation together. The Station Agent and the American Railroad Experience explores the role of local frontline workers that kept the country's vast rail network running. Virtually every community with a railroad connection had a depot and an agent. These men and occasionally women became the official representatives of their companies and were highly respected. They met the public when they sold tickets, planned travel itineraries, and reported freight and express shipments. Additionally, their first-hand knowledge of Morse code made them the most informed in town. But as times changed, so did the role of, and the need for, the station agent. Beautifully illustrated with dozens of vintage photographs, The Station Agent and the American Railroad Experience, brings back to life the day-to-day experience of the station agent and captures the evolution of railroad operations as technology advanced.

The impact of constant technological change upon our perception of the world is so pervasive as to have become a commonplace of modern society. But this was not always the case; as Wolfgang Schivelbusch points out in this fascinating study, our adaptation to technological change--the development of our modern, industrialized consciousness--was very much a learned behavior. In The Railway Journey, Schivelbusch examines the origins of this industrialized consciousness by exploring the reaction in the nineteenth century to the first dramatic avatar of technological change, the railroad. In a highly original and engaging fashion, Schivelbusch discusses the ways in which our perceptions of distance, time, autonomy, speed and risk were altered by railway travel. As a history, not of technology, but of the surprising ways in which technology and culture interact, this book covers a wide range of topics, including the changing perception of landscapes, the death of conversation while traveling, the problematic nature of the railway compartment, the space of glass architecture, the pathology of the railway journey, industrial fatigue and the history of shock, and the railroad and the city. Belonging to a distinguished European tradition of critical sociology best exemplified by the work of Georg Simmel and Walter Benjamin, The Railway Journey is anchored in rich empirical data, and full of striking insights about railway travel, the industrial revolution, and technological change.

This review describes the rail-connected quarries of the UK-based Aggregates Industries group, trading as Bardon Aggregates, a company that started from small beginnings in Leicestershire to become the country's largest rail-operated stone extractive company, with four 'super-sized' quarries, each operating privately owned mineral railways. The author explains how these and several other acquired quarries, which formerly used railway transport, came to make up the massive organisation that is today's Aggregate Industries Ltd. The histories of the various quarries are described, including the development of their internal railways and connections with the main-line network, their railway operations, and their locomotives and rolling stock, from steam to diesel, and from the colourful private owner wagon era to the huge block trains of today. The text is supported by maps and plans, as well as many archive and present-day photographs, and paintings specially executed by the author. The quarry operations concerned are: Bardon Hill Croft Pitts Cleave, Hay Tor and Forder Stoneycombe Westleigh Meldon Dulcote, Torr and Mendip Rail Ltd

The first railroad to connect the Mississippi River with the Great Lakes, the Chicago & Alton Railroad played a key role in the economic development of the Midwest. From humble beginnings in 1847 as transport for farm produce, it grew to link three key midwestern cities—Chicago, St. Louis, and Kansas City—and set the standard for efficient service and luxurious passenger travel. Such famous personages as Abraham Lincoln, Marshall Field, Timothy Blackstone, and Samuel Insull were associated with the Chicago & Alton. Lincoln had been among the first to buy stock in the company, and the Chicago & Alton carried his funeral train on the last leg of its journey to Springfield, Illinois. The introduction of George Pullman's first sleeping and dining cars enhanced the Chicago & Alton's reputation for elegant style and comfort. The company initiated a number of innovations in rail travel, including the installation of the first steel railroad bridge. It was also the first to bring streamliners and diesels into the highly competitive Chicago-St. Louis corridor. Events that shaped America, from the Civil War to World War II, impacted the Chicago & Alton. During the tumultuous years of its business expansion, frequent shifts of power threatened to destroy the railroad. Edward Harriman, for example, rebuilt and reequipped the Chicago & Alton only to lose it in one of his few mistakes. The federal government later seized control during one of the Chicago & Alton's weakest periods, but relinquished it after a devastating coal strike. Even criminal manipulations of the railroad's stock and bonds by a New york financier played a role in the company's turbulent history. Illustrated with eighty photographs, many of them never before published, The Chicago & Alton Railroad is the first complete history of one of America's most famous small railroads.

"Gerald Berk's Alternative Tracks is a lean but provocative, timely, insightful, and forcefully written challenge to the conventional wisdom about industrial America's political economy". -- Review of Politics At the heart of Alternative Tracks is the historical relationship between democracy. and the modern corporation. Gerald Berk uses the case of the railroad industry to show that industrial centralization and corporate hierarchy did not follow a course solely determined by the efficiency imperatives of modern technology. Rather, collective choice and the state had lasting influence on the development of corporate capitalism. Moreover, the role of government depended less on the exercise of interest-group or class power than it did on the protracted struggle over constitutional norms of fairness and justice relating to corporation and the market. Mediated through the court, Congress, and the bureaucracy, this struggle had profound effects on the organization of railroads, the pattern of urbanization, and the practice of business regulation. "A very impressive work ...Offers the reader real insight into the technical factors and financial arrangements involved in the development of American railroads". -- Perspectives on Political Science "Berk has offered some powerful questions for future scholars to keep in mind, and no student of railroad history or the history of business can afford to overlook this book". -- American Historical Review "An ambitious effort to make sense of how the modern American state was fashioned". -- American Political Science Review

The Post Office Railway, when it started running in 1927, was the first fully automated driverless railway in the world, a full forty years before the Victoria Line started service in London in 1967. The railway below London became the main means of moving mail, with Mount Pleasant being the hub of the distribution system. Linking with London's main line stations most of the country's long-distance mail travelled via the Post Office Railway. The fascinating story of how it began, how it was built, and why it closed is told here in an accessible way that tries to cover a highly technical and innovative system in a way that is easy to understand. The railway closed in 2003, but that was not the end of the story. The Postal Museum took over part of the Mount Pleasant sorting office to tell the story of 500 years of postal history and to open Mail Rail again with specially built trains as a visitor attraction and the start of a whole new adventure. If you are a railway enthusiast, postal enthusiast, urban explorer or just interested in finding out more about one of London's best-kept secrets this book is a must read for you.

Follow the evolution of the rail legacy of the Canadian Prairies from the arrival of the first engine on a barge to today's realities. Rails Across the Prairies traces the evolution of Canada's rail network, including the appearance of the first steam engine on the back of a barge. The book looks at the arrival of European settlers before the railway and examines how they coped by using ferry services on the Assiniboine and North Saskatchewan Rivers. The work then follows the building of the railways, the rivalries of their owners, and the unusual irrigation works of Canadian Pacific Railway. The towns were nearly all the creation of the railways from their layout to their often unusual names. Eventually, the rail lines declined, though many are experiencing a limited revival. Learn what the heritage lover can still see of the Prairies' railway legacy, including existing rail operations and the stories the railways brought with them. Many landmarks lie vacant, including ghost towns and elevators, while many others survive as museums or interpretative sites.