At least one exexGN exBN car went on to become WICT 7010 and went to IRM (IRYM 7010) until it was panted back to GN 70104 to start the cycle again.

Mark,
I located the IRM site folder and went through every photo. For those needing to detail the new Tangent Scale Models PS-3 kit, it's a wealth of information.

http://www2.irm.org/blogs/archives/20-Great-Northern-70104.html

Use the "Next" link at the top of the page to navigate through the transformation of the car from initial condition to fully repainted.

So far based upon my research, I've determined the following roads used the following trucks:

ACL, 2750 cuft, ASF A-3 with Stein axle retainers, triangular shaped bearing caps
Alaska RR, 2960 cuft, National C-1, triangular shaped bearing caps
B&M, 2750 cuft, ASF A-3, roller bearings
DT&I, 2750 cuft, ASF A-3, solid bearings
GN, 2750 cuft, National C-1, 3 visibile springs, triangular shaped bearing caps
L&N, 2750 cuft, See list below. Later 2750 cuft series (153000-154699) used ASF A-3 ride control trucks with triangular shaped roller bearing caps, appearance of integrated roping staple on ends of car begins (1960, 1961 orders), and later 2960 cuft series exceed the scope of this list.
Rock Island, 2750 cuft, ASF A-3, solid bearings
Southern, 2750 cuft, ASF A-3, solid bearings
Utah, 2750 cuft, ASF A-3, solid bearings

For currently available accurate trucks, the use of the Tangent 100-1 for ASF A-3 with solid bearings is included with the kit. For those equipped with roller bearings, the Tangent ASF A-3 placed under their PRR X58 model is appropriate (B&M, some L&N). ACL's truck is best rendered by modifying the Tangent, Exactrail or Kato ASF A-3 roller bearing truck with two visible springs, and creating one's own Stein axle retainers, and the National C-1 truck design that Atlas produces is not correct given it is a solid bearing design for use on both GN and some L&N examples. Tahoe Model Works also produces a 70-ton ASF A-3 truck with a 5'8" wheelbase, but given the fidelity of the Tangent truck, I see no need to replace it.

As delivered L&N PS-3s rode on 5'8" trucks of the following designs:

73000-74499, ASF A-3, solid bearing (1957-1958) http://freight.railfan.ca/cgi-bin/image.pl?i=ln73735&o=ln
74500-74999, Barber S-2-A, solid bearing (1957-1958)
150000-151699, ASF A-3, solid bearing (1959) http://freight.railfan.ca/cgi-bin/image.pl?i=ln150000&o=ln
151700-152499, Barber S-2-A, solid bearing (1959)
152500-152999, National C-1, solid bearing (1959)
153000-154699, ASF A-3 , roller bearing (April-August 1960) http://freight.railfan.ca/cgi-bin/image.pl?i=ln153720&o=ln
154700-155599, ASF A-3 , roller bearing (January-February 1961)
155600-155874, ASF A-3 , roller bearing (May-June 1961) http://freight.railfan.ca/cgi-bin/image.pl?i=ln155607&o=ln
155875-156149, Barber S-2-A, roller bearing (May-June 1961) http://freight.railfan.ca/cgi-bin/image.pl?i=ln156047&o=ln

Hope this helps PS-3 modelers,

Justin May

Thank you Al. As a man with many years of resin experience, can you tell me if there is any color or type of resin I should avoid or be concerned about? Is there a good source for learning "all things resin"? Keith Kempster

My apologies to Mike in advance because although the era matches STMFC the remains were emphatically not Freight, but Passenger, Deceased.
 However, in the interests of knowledge, to learn about the US Army mortuary cars get the current (Spring-Summer) issue of Railroad History magazine.  It has a 20 page article.  There was also a thread several years ago on the Yahoo Passenger Car List.
Jim Murrie

 

 

In a message dated 8/26/2015 7:51:17 P.M. Central Daylight Time, STMFC@... writes:

Bill,
The following roads and successors rostered the 2750 cubic foot 70-77 ton and 2960 85 ton variants:

Atlantic Coast Line (SCL)
Alaska Railroad
Boston and Maine
DT&I
Great Northern (BN)
L&N
Rock Island (ROCK)
Southern Railway (ACF built clones)
Utah Railway

Justin May

 

At least one exexGN exBN car went on to become WICT 7010 and went to IRM (IRYM 7010) until it was panted back to GN 70104 to start the cycle again. 

 

Mark Rickert

Local SP yard at Roseburg would have attempted to supply the correct car, in compliance with the rules.  Industries did not normally call and say I need a car in 4 or 5 hours.  Car orders were placed, anywhere from 24 hours to 5 days or more in advance.  This allowed railroad time to locate a car suitable for his load, destination and routing.  Also, many industries had standard loads on a weekly basis with standard routing that allowed car distributors to route specific ownership cars to locations with these specific needs.

Conductors usually did not make the decision on supplying cars.  We are talking about an era with a lot of agency employees and yardmasters.  Car Distributor and local agency clerks did not care about extra switching as long as the right car got to the right customer. 

Switch crews would build local and industry cuts to allow easy switching of industries.  The decision on equipment supplied was made before the crews went out into the yard to build trains and cars were lined up in switching order.

Dan Holbrook

Charles and Ed,

These cars may have been converted from surplus Pullmans, but I think it more likely these are hospital cars where were converted earlier, or purpose-built for transporting wounded soldiers. The USATC had a huge fleet of such cars, as well as other types such as the better-known troop sleepers and kitchen cars (and boxcars--mandatory freight car content). Most of these were sold off as surplus after the war. The Monon bought a a bunch and converted them to regular passenger cars to completely modernize their fleet. Some are still around on tourist railroads.

All this is pretty much outside the scope of this group, so I will not risk the wrath of our fearless leader by saying more.

Yours Aye,


Garth Groff

 

 

In a message dated 9/3/2015 5:23:18 P.M. Central Daylight Time, STMFC@... writes:

I would suspect that rollers may have occurred much less during WWII - clearly demand was way up, so customers should have been in greater supply. I wonder if the explosion of "big" projects (such as Oak ridge, the blimp hangers on the west coast, and the many defense manufacturing plants framed from wood - a big source of future well-aged wood for the wood flooring business) also cut way down on rollers (customers ordering wood by the train load instead of car load)?

Also during the timeframe there was the issue of steel shortages and the replacement of wood for steel in construction jobs big and small such as "war emergency" freight cars and the last bit of glory for wooden boats and barges on the inland waterway system and government construction all over the country. Then there is the issue with all the military goods going overseas all had to be crated up for shipment plus any blocking and bracing for all the goods moving around with the increased industrial activity. 

 

Mark Rickert

I have a few resin kits of B&O gondolas and they claim the O-59 was red? All the photos, which are few. the cars appear black!

Mark Morgan

Ed,

I looked at my old notes about this Lindberg model which later also was offered by Mantua in their  "Heavy" Line.

The best match I could ever find for the prototype was a RDG  19000  series built ~3-1924 with an IL of 38-ft.

An article in the out-of-print Kalmbach "Easy to Build Rolling Stock" had a drawing and an article to scratch build one.

The end door and bracing on the model closely match the drawing except the old Lindberg model is too tall, too long and too wide.

John Swanson article in the January 1991 RMC shows how to convert the model to a MILW prototype.

Here's the best photo I could quickly find ...

Photo by Tony Cook

 

Regards,

Bob Witt


 

Gene, yes please, I want the Brown tank car, a Virginia company.

First, thank you to all for your inciteful and helpful responses to my inquiry.

Hi all,

  Dan Holbrook's response below seems to imply that the RRs went thru
ever further reaching sources of supply to "fill an order".  I'm sure that
really happened from time to time - but I am wondering if those layers of
sources were used simply in order to meet the "car service rules" for a
box car ... 

  Let's set up a situation where a shipper somewhere on the West Coast
asks the SP for a box car to go to the East Coast.  Let's suppose that the
shipper is a plywood mill in Roseburg, Oregon.  Unless I'm taking Dan's
comments out of context he seems to imply that the SP would fill that
order first from whatever cars are in Roseburg, next from whatever cars
are in Eugene, and lastly from cars on adjacent divisions. 
  That's well and fine for a special car such as a depressed center flat.
But wouldn't the SP provide "the closest box car it can find"?  What I'm
asking is that if there was an empty -box car- right there in Roseburg
then wouldn't that car have been used ... "regardless of what the car
service rules would dictate" (i.e. no matter what road name it wore)?
  Certainly if there were two empties in Roseburg and one was an East
Coast car and the other was not ... then the East Coast car would be the
choice (assuming that the car service rules were followed). 

  And what would be the situation where that same East Coast box car
would -not- be selected?  For instance, let's say that some West Coast
car (an SP?) was to be picked up at another industry that would be
worked before the plywood mill ... and the East Coast car was at a 3rd
industry that would be worked after the mill ... wouldn't the RR use
the 'easier' car rather than come back to the plywood mill to deliver
the East Coast box car 'just' to follow the car service rules? 
  Who would make the decision(s) in this case?  The conductor or the
car clerk in the office (who is not there)?
  Would the SP change the order that industries were worked 'just' (?)
in order to satisfy the car service rules?  This seems possible for one
or two cars but could result in a significant increase in the time it
takes for the local working those industries to complete the work if
there were very many 'swaps' from one industry to another.
                                                                                                                - Jim B. 

6a. Re: Car Service Rules
    Posted by:  lstt100@... lstt100@...
    Date: Thu Sep 3, 2015 1:39 pm ((PDT))

I'll add to Tony's comments based on my 42 year railroad career, which predates list, but I was hanging around with agency and car distributors as early as 1964 and did do car ordering, supply and distribution.



Under Car Service Rule 15 which stated "shippers were responsible for making a request with local agents concerning cars needed for loading, a specific date, the commodity to be loaded and the destination of the car." This information was placed on a request for empties form, each railroad had a different variations, but they all had them.  Lacking a car on hand at the station, the request was forwarded to local yard and or the car distributor in attempt to locate and appropriate car.  Lacking a car on the division the request was escalated to adjacent divisions.  Once an appropriate empty was found, even if it involved a backhaul, it was sent to the station for loading.  Agent noted the car on his industry request form noting the car initial and number that was provided for the specific load.  Car Service Division liked to go thru these reports and audit them for compliance.

                    ... snip ...

I don't know about exploding paint and solvents, I only use acryilics. About all the other stuff, I am guilty