[PRCo] UMW blamed for diesels

[Edward H. Lybarger]

We also need to consider the timing...railroads could have converted to
diesels much earlier than they did, but would have had to write off a large
amount of investment to do so.  By the end of the war, though, a lot of that
investment was simply worn out and had to be replaced anyway.  At this point
the railroads were simply following the dollars and buying the most
transportation they could get for the buck.  Steam locomotives and their
attendant infrastructure were horribly inefficient, and did not get replaced
in kind.  John L. Lewis was a side show.

Ed

-----Original Message-----
From: pittsburgh-railways-bounces at mailman.dementix.org
[mailto:pittsburgh-railways-bounces at mailman.dementix.org] On Behalf Of Fred
Schneider
Sent: Thursday, May 15, 2014 9:01 AM
To: Western PA Trolley discussion
Subject: Re: [PRCo] UMW blamed for diesels


I think we have to look at everything ..

1.   Smoke control laws.

2.   UMW strikes making it hard to get coal.

3.   Economics of running steam . we can lay off 4 out of every 5 workers
and well a lot of ground we had used for shop buildings.  Might even be able
to sell some shop buildings to other people for factories but that isn't too
likely.

4.   No need for water in the deserts of the American west.   

5.   Locomotive availability . that diesel will run for thousands of miles
before it needs any servicing.   Fueling can be done from a truck driven up
to the railroad . we don't need water columns, tanks, coal tipples.   And
the steam engine will run about 100 miles between service stops and it needs
a lot of spare engines along the way because it likes to self destruct.  

An example of the self destruct concept..   When the PRR ran steam from
Philadelphia to Harrisburg, there was a K4s stationed in Lancaster as a
protect engine.   In the evening it sat in the station facing west because
most trains ran west in the evening.   In the morning in faced east.
Always with a crew on it.   John Bowman told the story of standing in the
cab of that K4 one day talking when he was told to jump off NOW.   The
signals had changed to clear on the pocket track.  They were going to work.
In January 1938, when the wires were energized to Harrisburg, the protect
engine was no longer needed.  

The steam engine may have been pretty to the railfan . dynamic . great to
watch.   But we have to think how many billions of dollars were saved by
scrapping them ..... and how much cleaner the sky is over Pittsburgh,
Pitcairn, Glenwood, Rook, McKees Rocks and other places.  

I've been sending these guys some interesting articles on Pittsburgh
Railways.   I have ignored the smoke control stories but they are there too.
And there was an occasional picture of downtown on days when you couldn't
see the top of the Gulf Building from the street.   


On May 15, 2014, at 8:21 AM, John Swindler wrote:

> 
> 
> Easier to blame another industry/organization than to look at the
economics of railroad operation.  Some of David Morgan's writing talk about
the reduction/elimination of labor costs associated with conversion to
diesel - despite the high initial capital costs for diesel operation.  
> 
> 
> 
> 
> 
>> From: fwschneider at comcast.net
>> Date: Fri, 2 May 2014 14:33:45 -0400
>> To: pittsburgh-railways at mailman.dementix.org
>> Subject: [PRCo] UMW blamed for diesels
>> 
>> Writer forgets that the PRR announced several days earlier that it would
cooperate with smoke control.   Blame cannot be totally based on either
smoke control, economics or John L. Lewis and his boys.  
>> 
>> http://news.google.com/newspapers?id=FisbAAAAIBAJ&sjid=6kwEAAAAIBAJ&p
>> g=3025%2C2594239
>> 
>> 
>> 
>> _______________________________________________
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