Alexander D. Mitchell IV wrote: First, Churella's book is available as an e-book from Amazon and PUP, but at a cost: $36 from PUP, cheaper at Amazon ($20.52 Kindle edition).
Second, check your academic libraries--universities, etc. I found it on the shelves at a university library 30 miles from me, and I didn't even bother checking the academic libraries closer to me. Yup, our PrairieCat library system has a couple copies and I have one on hold.
Alexander D. Mitchell IV wrote: Third, I own and have read that book, but I don't remember much, if anything, about Whitcomb specifically. This book is an academic look at business management, not technological history, utterly brilliant look at the subject and devoid of the usual "railfan" chatter based on loco appearances and sounds. Whitcomb was also never really involved in the transition from steam to diesel, the focus of the book, aside from being a bit player. (Sigh--do I have to go dig out my copy and check?)
I never said that Whitcomb was a major player. I just wonder if Whitcomb sales were included as part of Baldwin's market share since Baldwin owned them. Whitcomb never built their own engines for their switchers. Buda was the engine builder for their 65-ton centercabs that were sold to the military during WW II. The only engines that Whitcomb ever designed and built were small gas engines for their mine and industrial locomotives which were never sold to railroads - too small.
In fact, Whitcomb's first locomotives ever sold to a railroad as far as I know were the 90-ton gas-electrics in 1929 sold to the Milwaukee Line. By then Baldwin had invested over $500,00 in Whitcomb stock and assisted with engineering and construction advice. I doubt that Whitcomb alone could ever had entered the railroad market without Baldwin's assistance - they were simply too small.
Steve
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