Thank you  Matthew. Now I have justification for including C-16s in CB&Q consists, since the Q interchanged with UP in Omaha.

Nelson Moyer

Hi Chris and List Members,

 

Chris quoted the following: "As such, the cars likely did not go off B&O lines. Interchanged express cars had to have heat and car-end access in a train"

 

The PRR express X29 cars did not have heat nor car-end access, and they were interchanged EVERYWHERE in the nation as express cars on passenger trains.

 

Sorry, but basically the above quote does not hold water.

 

Claus Schlund

 

 

 

 

----- Original Message -----

From: Chris Van Wagoner via Groups.Io

To: main@RealSTMFC.groups.io

Sent: Monday, May 06, 2019 3:08 PM

Subject: Re: [RealSTMFC] B&O C-16 Question

 

I passed you question over to the B&O group and here's the answer:

Having a pass-through electrical circuit for a C-16 express car makes little sense. These cars did not have end doors for access while in a train.  Also, according to their equipment diagram, they had a pass-though steam line, indicating no heat was provided in them. 

 

As such, the cars likely did not go off B&O lines. Interchanged express cars had to have heat and car-end access in a train. Express cars usually had some kind of lighting in them as well, often by means of a terminal connection.

 

These cars were often worked (being loaded and unladed) in dark, covered, terminal areas. The only available light being that of the open side door (no windows),more light would be needed inside the cars, especially at night. So that fixture may have been a provision to power added lights inside the car for express workers, by use of a terminal connection - maybe at 110 volts?. 

 

Nothing is mentioned about interior lights in the C-16 and C-17 diagrams. But the C-15 express car diagram notes 'head end electric' lighting. Car and head-end lighting circuits in the past were often 32 volt systems.