Mr. Thompson wrote: "so the 'somewhat taller' statement strikes me as an exaggeration." Given the way I phrased my statement I completely agree, since I implied only about 1" difference in

Dennis Storzek wrote: Dennis is right, though the much later USRA cars may not have had too much in common with the 1890s car we started on. The 1906 "Cyc" (actually the Dictionary) has a nice

Rich, I have been unable to locate a photo of IC 62600 - 62609. I did find these 60 foot cars in an IC freight car diagram book. From the illustration they appear to be fishbelly cars. The dimensions

Red Caboose makes a plastic Klasing hand brake for the Mather reefer. This may be the one you need. I understand, unfortunately, that Red Caboose will no longer supply parts. Gene Green

There have been frequent and long discussions here on the subjects of refrigerated freight, their cars, companies, routes, and destinations. I can't recall the mention of the National

In reference to the preferred forwarders for PFE and SFRD, a question came up on the CGW list: Thursday was "meat night" on the CGW. Meat refrigerator cars came from South St. Paul and Austin,

Yeah, but... There was also an air space, about an inch or so, between the outer sheathing and the metal roof sheet.. The real spotting feature of these roofs is they looked bulkier... Where the

Inside metal roofs (in general): How did they attach the outer layer of boards? My thinking woud be that they are tongue-and-groove boards nailed down only at the peak and eaves , so as to avoid

David Allen wrote: The inside metal roof, of which the Winslow was an example, was widespread before the outside metal roof superseded it. Both were structurally wood roofs, and as David

Steve, thanks for that additional information. The western railroads' freight agents were strongly encouraged to route perishable traffic where that kind of service could be counted on, in

Andy, you didn't indicate the nature of the wine car (insulated ICC 203 tank car, non-insulated tank car, or express reefer with tanks), or the shipper for which it was lettered. With more

I plan to take an Athearn boxcar and convert it to DSS&A 17000-17099. They used a Klasing brake, any suggestions? Moloco sells two but they look newer. What trucks would best suit this. Once again

Andrew, The Chateau Martin cars went from Cal to NY. http://coastdaylight.com/chatmart/cmwx_roster_1.html   As did many of the other wineries cars did at one time.   Michael  

A club member recently won an HO wine car as a door prize and wondered, were these cars used everywhere in interchange or were they in dedicated service in the locale of some California winery whose

Can't tell you the class, but it would be a good car to model July 1904 ORER page 160 series 65000 - 68499 inside 33 5 1/4; 8 3 1/4; 6 9 outside 34 ; 9 8; 11 5 doors 5; 6 1 3/4, end 2; 9 3/4 1857

Richard-- I think that you're describing GTW Train 490. Out of Chicago (Elsdon) at 10.00 pm, arriving Port Huron 6.00 am. After going through the St. Clair Tunnel, it left Sarnia on CN just after

UP 66070 Posted by: "richtownsend@..." richtownsend@... richtownsend2002 Date: Fri Apr 2, 2010 4:54 pm ((PDT)) What class of car would UP 66070 have been in 1904? Is there

Al, With GTW, PM/C&O, PRR, MC/NYC & Wabash all having the major connections from Chicago to Detroit, I was just wondering where the other fell in line. -- Allen Rueter StLouis

Nothing specific in that regard, Allen, just a general preference for routing via GTW in preference to alternate routings. What the alternate routings for Detroit might have been I don't know

The PRR ran right north of the PMs Rougemere Yard, which had a re-icing platform .  The Rougemere yard would switch C&O produce coming up from Columbus, Ohio, into the Detroit Union Produce Terminal