Re: USRA Standard 100-ton Gondola Car Design



All three, the C&O/N&W/VGN, had rotary dumpers at Tidewater. It "appears" that the N&W/VGN had heavier tracks sooner than the C&O did and we don't know about the conditions of their branchline trackage. The C&O only purchased 1000 and then quickly retrenched back to 70-ton USRA clam-shell ctr and then ARA Offset-side Quad hops for use at either Toledo or Newport News. In between they had to put all new trucks on those 91-ton gons in 1925. The hopper cars would work in either the rotary dumpers or in the older NN high-pier direct dump into bunkers piers.

Other railroads had rotary dumpers. Railway companies tended to be very conservative and set in their ways . . . and liked to keep it simple.

Many of those B&O Quad Hops would eventually be reblt at the C&Os Raceland Car Shops in the late-60s.

Al Kresse

-------------- Original message --------------
From: "rwitt_2000" <rwitt_2000@...>
Al Kresse asked:

Why didn't "anyone" pursue that particular design? i.e. N&W, C&O and
then Virginian in their prototype or production 90-120-ton car

From what research I have completed on B&O coal cars, it appears
different railroads had different needs for the type of coal cars they
placed on their rosters. The B&O definitely settled upon the 50-ton
twin hopper as their "standard" coal cars. I don't have the memos to
document this, but this is implied from types of cars listed in their

For what ever reasons the B&O had no interest in large capacity
gondolas. In fact, they had no interest in the USRA 50-ton twin hopper.
Although they received several thousands during the USRA era, they
immediately began building more of their class N-12 hopper at the
termination of USRA control even though the original design dated from
~1912. Large capacity cars for the B&O were the 70-ton ARA quad hoppers
received in the late 1920's.


Bob Witt

Join to automatically receive all group messages.