This discussion has been quite interesting. I think it points out the risks of assuming everything worked by the book on a railroad. What the bosses put out in proclamations were not always followed

First, I forgot to thank everyone who responded on this topic. I suspected that my problem was more one of practice than technique, as most of you are using the same basic methods I've already

Why was this information omitted? Just to prevent interchange? Not like there's any great expense involved in providing it. Andy

don't the NYC? I've never understood why there is so little interest in the NYC in Cincinnati. It was one of 7 original major railroads to serve the city, and in terms of making its presence known,

Pat Wilkinson: From comments made on the Passenger Car List over the years I gather there was a time when the "old heads" who dominated the NYCHS had little use for modelers and their interests. Tom

Ben, The NYC group is funny that way, I have been a member for years and from what several of my friends and I can tell if you live west of the Hudson River you don't really count. I was

No need to duck for cover, Gene. That is as clear a statement of the facts as could reasonably be made. Of course the interchange rules weren't always absolutely enforced to the letter of the

I wonder if SIT, "Storage in Transit" was in place? If so the original bill-of -lading might be used. In this way a through rate would apply, from origin to destination even though there might be a

Al, I don't believe anyone directly answered your question. In Section 3, FREIGHT CAR CONSTRUCTION of each Car Builders' Cyclopedia there is "A.A.R. [or A.R.A.] Standards, Lettering and Marking" near

Dave wrote: "Greg, I do not want to re-open the entire fleet balance debate, but I have not yet researched what a viable mix of stock cars would be on a PRR stock train (e.g. Man-of-war) in central

I want to thank all the folks that sent me photos of the above referenced cars. It has allowed me to finish the model in great accurate detail, except for one remaining thing---were the running boards

Definately the trucks. The trucks I've seen in the photos are 50-ton Barber S-1-L, but NYC had changed the spring package. Instead of the normal 4 springs per side frame that were standard on S-1

I cut it off and replaced it with sheet and strip stock for mine. Jerry Glow

I seem to recall this topic has come up before and that the answer at that time was the car "rested" along with the livestock until such time the lading was delivered to the consignee. At that point

The question about whether stock would be unloaded from one car for rest and watering, then loaded onto another road's car for further movement, was discussed in detail on some list recently; I

Dave It's a good question. I don't know about livestock flows, but it does seem to me that many urban stockyards were far larger than required for the local market (i.e. slaughterhouses). So I assume

On March 14th I sent the following to the "Railway Bull Shippers" Group that I belong to. ------------------------------------------------------------------------ The book that I found is called,

Bill Pardie: July 2004, EFC #14 on USRA 50-ton SS boxcars. Ted replaced the Tichy roof with one of the ubiquitous IMWX/RC rectangular panel roofs but it was still a P&LE car. The ACL and SL-SF

Snip... Greg, I do not want to re-open the entire fleet balance debate, but I have not yet researched what a viable mix of stock cars would be on a PRR stock train (e.g. Man-of-war) in central

There are some things I read that I have great trouble believing. It's probably not my concern, since it's unlikely that one of these cars ever came down my branch and it's another order of magnitude