From: "benjaminfrank_hom" <b.hom@...>
Reply-To: STMFC@...
To: STMFC@...
Subject: [STMFC] Re: Sunshine models contact
Date: Fri, 27 May 2005 13:51:34 -0000

Doug Ortman wrote:
"This is from another web site:

Sunshine Models
723 West Katella Street
Springfield, MO 65807

[Available direct, mail only; No Phone, No Fax, No e-mail]"

Don't know if it's accurate or not."


Use this address instead:

Sunshine Models
Box 4997
Springfield, MO 65808-4997


Ben Hom

-----Original Message-----
From: STMFC@... [mailto:STMFC@...] On
Behalf Of Paul Hillman
Sent: Friday, May 27, 2005 8:09 PM
To: STMFC@...
Subject: Re: [STMFC] Chicago & Western Indiana freight cars

Schuyler,

That's a pretty unusual roster. 6 Ice Cars, 11 Passenger
cars, and 600 gondolas. By the description, "H&B Ballast"
would be "Haskell & Barker"?

Where does one get ORER's? I may still have a paperback book
in storage, given to me 40 years ago, by a railroad man,
which listed every U.S. railroad, officers, offices, mileage,
cars, engines, etc. It is about 4" wide, 5" tall & about 3"
thick. It also had lots of ads for railroad parts &
materials. It was published around the late 40's I believe.
It didn't list cars by class, etc., only "total freight cars", etc..

(I'm in a slow process of moving homes.)

Paul Hillman
----- Original Message -----
Subject: RE: [STMFC] Chicago & Western Indiana freight cars

Paul Hillman wrote:
Anyone know of any photos/info for C&WI freight cars?

Schuyler Larrabee wrote:
Well, Paul, from the 1935 ORER, I can offer you the entire
listing . .

Line 1
Type RB "Ice" No's 1450 to 1455,
Inside: L 35'-8", W 7'-9", H 6'-2.5" (yes, six feet)
Outside: L 36'-10", W 9'-4" H (from rail), 12'-4" Doors 4'-6"
1704 CF, 5,000 lb

Line 2
Type GDA, H&B Ballast No's 800 to 1399
Inside: L 37'-7", W 8'-6", H 3'
Outside: L 40'. W 9'-1", H (to running board) 4', (from rail) 6'-7"
CF 985, 100000 lb.

Passenger Equipment
MCB: "BA" Baggage No 1, 74' long, one only

MCB: "CA" Coach & Baggage, No 2, seats 30, 74' long, one only

MCB: "PA" Coach, No 15, seats 100, 74' long, one only

MCB: "PB" Coach, Nos 86-388, seats 72, 60' long, eight thus.

11 total passenger cars.

SGL





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Jeff Aley:

I am aware of some metal-filled epoxies that we have used

here at

work (70 - 80% silver-bearing epoxy); I wonder if any of these are
suitably dense and can be used for "resin" casting. I suspect

that Mr.

Madden would know for sure.

For one thing, mold life is much shorter with epoxies than it is
with urethanes, which by itself adds cost to the process. Silver-
bearing materials aren't cheap either, and they aren't as dense as
you might expect. Al used lead-filled cast polyester floors for his
line of SP stock cars, but even they check in on the light side.
Aaron Gjermundson's cast resin NP flat car kit (which I'll get to as
soon as I finish casting his NP stock cars) is designed with a
pocket between the floor and the underframe to accommodate a flat
weight. Designing a kit to accept extra weight is much better than
leaving it up to the modeler to figure out down the line.

Tom Madden






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Let me chime in here if I may with regard to how cars are distributed in
trains. The era is off a bit as this is from my experience from modern day
railroading working as a conductor for NS.

On my district we have no restrictions on how trains are built except for
the placement of dangerous cars with regard to the head end of the train.
There is no restriction on where empty flats and some of the percieved
lighter can can be place. I have had flat cars on the head end of the train
and Schnabel cars on the rear. Some cars, such as the Schnabel do have
placement restrictions noted on the wheel report. It is very common today
to have "sinkers" on the rear of the train. Trains are not built with
placement of weight being a concern. Blocking of cars for some of the
trains is the most important thing.

On loaded unit grain trains there can be NO MTs in the train at all. An
emergency application of the brakes could lead to these cars being thrown
from the train. The same is true for loaded unit coal trains as well. For
that matter of fact it is true for most loaded single commodity trains.

Sorry to have digressed from the steam era of this list but I thought that
perhaps some folks would be interested in how this matter is handled in the
real world of modern railroading.

Denis Blake

----- Original Message -----
From: "Bruce Smith" <smithbf@...>
To: <STMFC@...>
Sent: Thursday, May 26, 2005 5:48 PM
Subject: Re: [STMFC] MT Flat Cars in a Train

On May 26, 2005, at 10:42 AM, Mike Brock wrote:

This issue surfaced rather unpleasantly several yrs ago on the
STMFC. Since
then, I have been rather curious about the placement of MTs on trains,
particularly with regard to flat cars. I have found many cases of
obviously
MT flat cars on or near the head end. Taking a look at the light
weight of
flat cars in our period, I note that the UP F-50-11 weighed 47500
lbs MT. UP
40 ft box cars weighed from 36900 to 45600 lbs MT...most in the
42000 area.
The UP H-70-1 3 bay hopper had a light weight of 44900 lbs while
the HK-50-4
hopper weighed 44800 lbs. The problem, of course, is...if it were
desireable
to place MT's on the rear, what would one do when the entire train
contains
MT's...and it did happen and not infrequently.

Excellent point, and you've answered the question <VBG> you put the
heavier empties (flat cars) in front, or rather, the lightest cars in
back. I too have seen photos of empty flats near the head end as
well, but as you note, that may be a train of empties. Mostly
though, this is going to relate to specific train handling rules for
specific locations... might be very different on a flat straight RR
from a curvy hilly one.

I have noted that PRR practice was to always put heavy loads on the
front end, and lighter cars on the tail end. In the case of a train
of loads with empty flats, they would then be at the rear, but ...

All bets are off about rules. A friend of mine used to work for
Seaboard and he described a great situation to me whereby management
decided to reduce switching moves by changing the order of cars on
the trains in his division. Suddenly trains in one direction kept
stalling, and in the other, they kept breaking apart. The whole
problem was weigh distribution - in this case insisting on adding too
many cars of "rock" to the tail end.

The rules aren't absolute either - it may not be that the empties
have to be the last cars, but say, in the last 20 cars and it may be
that a limited number of empties could go in front of loads.

And of course there is the issue of odd loads. There's that "empty"
idler flat hooked up to the heaviest load on the train! Of course,
the last one I saw was hunting like an hound dog! I swear I saw
daylight every 3 seconds under the wheels!!

The problem in that case is
that the train of MT's might have as much train resistance as one with
loads.

Or more if you figure starting resistance, because the train of
empties has more cars, and therefor more bearings.


Regards
Bruce

Bruce F. Smith
Auburn, AL
http://www.vetmed.auburn.edu/~smithbf/

"Beer is proof that God loves us and wants us to be happy" - Benjamin
Franklin
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