These 1940s-era Cyclopedias pre-date the ISBN numbering system... It did not come into place until the 1970s... -------------------- Richard Brennan - San Leandro CA --------------------

I'm not sure of the ISBN, but the full title is: Car Builders' Cyclopedia of American Practice and the author for the 1940, 1943 and 1946 editions is listed as: Roy V. Wright That should be enough

Thanks, Dennis. Further replies follow your comments below...

Thanks Bob. Can anyone provide the ISBN numbers for these freight car books? John Degnan JohnnyReb69@...

Tony, I don't THINK ton-miles are included; tonnage and carloads are. You may try the following searches prior to your visit to Stanford's Green Library: AUTHOR:

Aley, Jeff A wrote: Jeff, do the data contain ton-miles by freight category? That would be interesting as a way of seeing long-distance vs. for example terminal handling only. Tony Thompson

Tony, Issue 27 October 2005 is the TKM. Rich Orr

Al, From what I recall, the ICC data shows data either by railroad (i.e. carloads originated by a particular road, or carloads terminated, or bridge carloads [I forget the correct

You're doing this without access to any of the Car Builder's Cyclopedias? Any of the Cycs will give a multitude of examples. The 1940 as reprinted by Kalmbach would be fine; newer originals are only a

I can't offer any on-line resources of value. However, let me suggest that you go to your local library and see if you can get an inter-library loan of one of the Car Builders' Cyclopedias for the

Group, I am looking for a good, online resource with photos of and information about freight car underframes and draftgear that were most common between 1940-1960. To be specific, I need to be able

Greg Martin wrote: Given the size of PRR and the size of its car fleet, I'd guess that PRR handled more carloads of practically everything than anyone else, maybe excepting coal. I'd

Al Brown writes: It was countered that PRR handled a lot of perishables. I'm wondering whether PRR's perishable volume means that the preference just mentioned wasn't really all that strong, or does

While I favor Paul's "free lunch" explanation as most likely, and have also heard about routings designed to avoid Chicago handoffs, is there a possibility that in the summer months a northern routing

I think most of the meat handled by the NKP reached the NY city area via the DL&W and LV.   As a kid I remember significant numbers of meat reefers from Kingan,Cudahy, Swift, etc. on the DL&W. Also

Clark, That would make sense, but I was never sure about meat traffic from Mason City transferred to the CGW at Marshalltown. Tom

Tony what you say is true. Which is why I suggested that some of that meat arriving on the highline may have traveled first on the NKP before it went to the NYC. To get to the branch houses on the

I was told (or assumed) the Decker meat the M&StL gave to the CGW at Marshalltown was bound for KC. I would need to refer to time tables to make sure. The CGW cars were put just ahead of the caboose

The hottest train on the Canada Division of the NYC was NY-4. AFAIK, it ran Chicago-Elkhart-Jackson-Detroit-St. Thomas-Niagara Falls, NY, then on the Falls Road Line to Rochester, joining the "Water

Mark; No, go ahead, but if you would, you should approach Nick with a copy of that article, and some photos of those wheels and housings. It would go a long way to explaining things.... Elden