So we're less than a month from the New England Prototype meet. As I often do, I'm opening my layout on Thursday, May 30 for a casual ops session.

I'm in the midst of some changes on the layout, but my buddy Joseph and I tested it for a quick op session and it worked well. 

The session will be at 6:00 pm, although folks can come by anytime starting at 1:00 pm. I can accommodate 6 operators:
New Britain switcher: conductor and engineer
Stanley Works switcher: conductor and engineer
Through trains: engineer
Freight Agent: handles the paperwork and prepares switch lists for the crews

If there's enough response, I can add a second session in the afternoon.

This will be a casual session, focused on 1949 when traffic was lower, making it easier to operate. The Berlin Line and second New Britain Switcher will not be in service for this session. 

I live about 20-30 minutes from the new site this year, and if you've been coming since it was in Collinsville, I'm easy to find since I'm only a half-mile from the original site. Contact me at nhrr [at] newbritainstation.com if you're interested in coming by. If you've never been here, there's plenty of info on my blog (http://blog.newbritainstation.com) and site (http://newbritainstation.com). 

This may very well be the first session with all NH power (prior sessions used O&W power leased from Bill Schneider). 

Randy
—
Randy Hammill
Modeling the New Haven Railroad 1946-1954  | https//:blog.newbritainstation.com

You are welcome Nelson.  Anything I can do to help anyone grow there rolling stock fleet!

Of course you will NEED some PRR X29s in REA service, in your consists as well. I know I need a CB&Q car in at least one of my REA/express trains on the PRR.

Also, I have also seen Seaboard REA cars show up in CB&Q trains as well. 

Who says these cars didn't get around?!?!?!?!

Hi Chris and List Members,

 

Chris quoted the following: "As such, the cars likely did not go off B&O lines. Interchanged express cars had to have heat and car-end access in a train"

 

The PRR express X29 cars did not have heat nor car-end access, and they were interchanged EVERYWHERE in the nation as express cars on passenger trains.

 

Sorry, but basically the above quote does not hold water.

 

Claus Schlund

 

 

 

 

----- Original Message -----

From: Chris Van Wagoner via Groups.Io

To: main@RealSTMFC.groups.io

Sent: Monday, May 06, 2019 3:08 PM

Subject: Re: [RealSTMFC] B&O C-16 Question

 

I passed you question over to the B&O group and here's the answer:

Having a pass-through electrical circuit for a C-16 express car makes little sense. These cars did not have end doors for access while in a train.  Also, according to their equipment diagram, they had a pass-though steam line, indicating no heat was provided in them. 

 

As such, the cars likely did not go off B&O lines. Interchanged express cars had to have heat and car-end access in a train. Express cars usually had some kind of lighting in them as well, often by means of a terminal connection.

 

These cars were often worked (being loaded and unladed) in dark, covered, terminal areas. The only available light being that of the open side door (no windows),more light would be needed inside the cars, especially at night. So that fixture may have been a provision to power added lights inside the car for express workers, by use of a terminal connection - maybe at 110 volts?. 

 

Nothing is mentioned about interior lights in the C-16 and C-17 diagrams. But the C-15 express car diagram notes 'head end electric' lighting. Car and head-end lighting circuits in the past were often 32 volt systems. 

Hi Chris and List Members,

 

Chris quoted the following: "As such, the cars likely did not go off B&O lines. Interchanged express cars had to have heat and car-end access in a train"

 

The PRR express X29 cars did not have heat nor car-end access, and they were interchanged EVERYWHERE in the nation as express cars on passenger trains.

 

Sorry, but basically the above quote does not hold water.

 

Claus Schlund

 

 

 

 

----- Original Message -----

From: Chris Van Wagoner via Groups.Io

To: main@RealSTMFC.groups.io

Sent: Monday, May 06, 2019 3:08 PM

Subject: Re: [RealSTMFC] B&O C-16 Question

I passed you question over to the B&O group and here's the answer:

Having a pass-through electrical circuit for a C-16 express car makes little sense. These cars did not have end doors for access while in a train.  Also, according to their equipment diagram, they had a pass-though steam line, indicating no heat was provided in them. 

 

As such, the cars likely did not go off B&O lines. Interchanged express cars had to have heat and car-end access in a train. Express cars usually had some kind of lighting in them as well, often by means of a terminal connection.

 

These cars were often worked (being loaded and unladed) in dark, covered, terminal areas. The only available light being that of the open side door (no windows),more light would be needed inside the cars, especially at night. So that fixture may have been a provision to power added lights inside the car for express workers, by use of a terminal connection - maybe at 110 volts?. 

 

Nothing is mentioned about interior lights in the C-16 and C-17 diagrams. But the C-15 express car diagram notes 'head end electric' lighting. Car and head-end lighting circuits in the past were often 32 volt systems. 

Thank you Tim,

    My memory is getting fuzzy as these are exactly the cars I was thinking of. For some reason this morning I was thinking they were still single sheathed rather than rebuilt from such. You are also correct about them going to the DT&I first as I also remember

the DT&I compass emblem showing through on the right end of each side but couldn't think how it was on the car when thinking

they were still single sheathed this morning. Does anyone have a photo of these cars as built or at least when still Santa Fe equipment? They must have been rather interesting as built also with that very heavy underframe.

Cordially, Don Valentine