--- In STMFC@..., Tim O'Connor <timboconnor@...> wrote:
I stated that the Atlas Trainman is of riveted construction at least
this is what is visible on the side stakes. David Thompson suggested a
hybrid construction with a welded center sill and riveted side stakes,
etc. and that agrees with the description in the ACF ad.
I have this model and it represents this longer version of the "70-ton
AAR standard side-stake triple hopper". Based on the information in the
1953 C.B. Cyc. apparently both PSC and ACF introduced their larger cars
at about the same time. The ad for Pullman-Standard describes their
PS-3 which also was designed with a larger cubic capacity than the "AAR"
standard hopper described in the Mainline Modeler article.
It is not a B&O prototype so I have not researched this car further.
The B&O continued to order and build the AAR 70-ton standard off-side
side triple and 50-ton twin hoppers until 1959.
Does anyone have information about an alternate AAR standard design for
triple hoppers issued in the early 1950s? Was there a committee report
generated, but not accepted by AAR members? Was the motivation from
outside the AAR; from the railroads and the car builders? In the
1950s, there appeared to be movement towards larger hopper cars as
illustrated by designed generated by the PRR-C&O-N&W consortium and the
two designs offered by ACF and PSC.
built forJames D Thompson wrote:
NYCC&O in the early and mid-1950s. The Stewart cars were: a late-1950s
PRR-C&O-N&Wribside triple adopted as an alternate AAR standard; the
by Accurail.consortium car; and the AAR offset-side triple also recently done
andstated? I just checked Al Kresse's book on C&O hopper and gondolas
earliercannot find any 70-ton C&O hoppers with the longer inside length as
thepost the Atlas triple hopper appears closest in dimensions to the one
Allones built by ACF (IL 40'-6") or Bethlehem and others (IL 40'-8").
have of height of 10'-8" from the top of the rail to the top of the