In a message dated 3/27/2006 3:16:47 P.M. Eastern Standard Time,
jmischke@... writes:

B&O frequently made up for its available car shortfalls by buying,
begging, borrowing, commandeering and leasing cars from other
railroads.

By 1960, a financially troubled B&O had accumulated a whopping 42%
bad order freight car ratio.

Part of digging themselves out of this hole, with substantial C&O
help, B&O availed themselves of a variety of secondhand hoppers and
boxcars (all built between 1932 and 1952, complying with this list's
ground rules) by various arrangements involving sales, leases, and
sniveling.

So, over the years, B&O had secondhand cars from .....



Boxcars:

Ann Arbor (1956 built PS-1's, 6 and 8 foot doors)
Chesapeake and Ohio
Pennsylvania (X-43's)
Pittsburgh and Lake Erie
Rock Island
Reading (class HMa)




<snip>

Jim,

Weren't those ex PRR cars X43 and subclass cars which PRR ordered and then
leased from Chicago Car Leasing Company? The cars were on a short lease and
were returned to Chicago Car Leasing in the 1960's. CCL repainted then for
B&O and leased them to B&O. At least that is what I thought was the history of
the cars. While on the PRR these cars carried a white triangle below the
reporting marks. I remember reading this in some material Dick Schweiger found
when C&BT shops was doing research for the X43 and subclasses.

Rich Orr

B&O frequently made up for its available car shortfalls by buying,
begging, borrowing, commandeering and leasing cars from other
railroads.

By 1960, a financially troubled B&O had accumulated a whopping 42%
bad order freight car ratio.

Part of digging themselves out of this hole, with substantial C&O
help, B&O availed themselves of a variety of secondhand hoppers and
boxcars (all built between 1932 and 1952, complying with this list's
ground rules) by various arrangements involving sales, leases, and
sniveling.

So, over the years, B&O had secondhand cars from .....



Boxcars:

Ann Arbor (1956 built PS-1's, 6 and 8 foot doors)
Chesapeake and Ohio
Pennsylvania (X-43's)
Pittsburgh and Lake Erie
Rock Island
Reading (class HMa)


Hoppers:

Lake Terminal
Maine Central (the B&O car at North Conway was one of these)
Chesapeake and Ohio
Norfolk and Western (H-3, leased 1944-48)
Virginian (via N&W, classed H-28 and possibly H-35)
Central of New Jersey
Lehigh and New England (ACF 1952 built twins)
Bessemer and Lake Erie
Boston and Maine (offst quads)
Lehigh Valley (Penn-Line quads with wood chip extensions)


Gondolas:

Boston and Maine



I was wondering if folks on the list had any equipment diagram books
for these home railroads. For my research, I would eventually like a
copy of each diagram for car classes that eventually sent members to
B&O.

I have N&W and C&O covered. I would expect to cover costs or return
the favor. Please contact me off list

jim_mischke wrote:

B&O frequently made up for its available car shortfalls by buying,
begging, borrowing, commandeering and leasing cars from other
railroads.

By 1960, a financially troubled B&O had accumulated a whopping 42%
bad order freight car ratio.

Where does the 42% come from?

For the year 1960 according to the ICC's Monthly Operating Statistics of Large Steam RR's, 18.2% of the daily average of all freight cars on the B&O were unserviceable (1960 average - 95,396 average total cars on line daily; 17,171 cars unserviceable). Of the 95,396 average total cars on line, 60,311 were owned by the B&O, and 35,085 foreign owned. If we assume that 1% of the foreign cars on line were unserviceable, then 16,770 B&O cars would be unserviceable which then translate to 19.0% of B&O's total 12/31/1961 being deemed unserviceable.

Granted B&O's 18.2% was an awfully high number - even more than the PRR's 13.8% - the national average unserviceable percent was 7.7% in 1960.

Part of digging themselves out of this hole, with substantial C&O
help, B&O availed themselves of a variety of secondhand hoppers and
boxcars (all built between 1932 and 1952, complying with this list's
ground rules) by various arrangements involving sales, leases, and
sniveling.
So, over the years, B&O had secondhand cars from .....

Regarding B&M's "contributions" to the B&O in 1949 the B&M leased 100 1928 quad hoppers and 100 drop bottom gons to the B&O for five years. The B&O renumbered the hoppers into their #2000-2099 series and the gons into their #36000-36099 series. The B&O returned 99 of the hoppers and all 100 of the gons to the B&M at the expiration of the lease.
Tim Gilbert

The 42% bad order ratio in 1961 (I said 1960, sorry) was 42%, per B&O
president Jervis Langdon testimony before the ICC in support of the
proposed C&O control of B&O.

There was no money to fix them in those days. Even meeting payroll
was in doubt.

Several classes of cars were practically all broken, especially those
with Duryea underframes. Speculation is that the increased train
lengths introduced about then were too much stress and fatigue
loading for them. The Duryea-equipped class N-35A twin offset
hoppers nearly all gave up the ghost in this timeframe.










--- In STMFC@..., Tim Gilbert <tgilbert@...> wrote:

jim_mischke wrote:

B&O frequently made up for its available car shortfalls by buying,
begging, borrowing, commandeering and leasing cars from other
railroads.

By 1960, a financially troubled B&O had accumulated a whopping 42%
bad order freight car ratio.

Where does the 42% come from?

For the year 1960 according to the ICC's Monthly Operating

Statistics of

Large Steam RR's, 18.2% of the daily average of all freight cars on

the

B&O were unserviceable (1960 average - 95,396 average total cars on

line

daily; 17,171 cars unserviceable). Of the 95,396 average total cars

on

line, 60,311 were owned by the B&O, and 35,085 foreign owned. If we
assume that 1% of the foreign cars on line were unserviceable, then
16,770 B&O cars would be unserviceable which then translate to

19.0% of

B&O's total 12/31/1961 being deemed unserviceable.

Granted B&O's 18.2% was an awfully high number - even more than the
PRR's 13.8% - the national average unserviceable percent was 7.7%

in 1960.

Part of digging themselves out of this hole, with substantial C&O
help, B&O availed themselves of a variety of secondhand hoppers

and

boxcars (all built between 1932 and 1952, complying with this

list's

ground rules) by various arrangements involving sales, leases, and
sniveling.

So, over the years, B&O had secondhand cars from .....

Regarding B&M's "contributions" to the B&O in 1949 the B&M leased

100

1928 quad hoppers and 100 drop bottom gons to the B&O for five

years.

The B&O renumbered the hoppers into their #2000-2099 series and the

gons

into their #36000-36099 series. The B&O returned 99 of the hoppers

and

all 100 of the gons to the B&M at the expiration of the lease.
Tim Gilbert