B&O m-15k & M-15n


Jim Mischke
 


Let me try again copying and pasting as jpgs.

These are from the Tom Underwood collection at the Barriger library, showing the rebuilt M-15n and M-15p that all the M-15k wagtontops disappeared into during 1955-56.   The only difference is 40-ton and 50-ton capacity bearings, respectively.










Kenneth Montero
 

Jim,

The files were not attached to your email (as delivered). You might try sending each of them in separate emails if the size of the attached files with both photos is too large.

Ken Montero

On 05/13/2022 12:20 AM Jim Mischke <jmischke@...> wrote:




Yes, the M-15k wagtontops were used as cores for M-15n and M-15p wagtontop rebuilds.   The M-15k population was consumed quickly in the purest biblical sense.   For B&O modelers, this 1955-56 M-15k - to - M-15n/p is a notable and precipitous transition for rolling stock selection.

A main difference between the 1955-56 rebuilt M-15n and M-15p subclasses is that the M-15n's were 40-ton capacity, the M-15p's had 50-ton capacity.    The difference was not in the car structure but in the plain journal bearing capacities in the trucks used.

Ever the wear-it-out-patch-it-up-make-it-do B&O was given to reapplying brake gear and trucks to rebuild programs and cars built new from builder kits.   Much depended on what other cars were being retired at the time.   Paperwork was kept matching up donating car carcasses and their recipients by road number, for a safety audit trail.

Attached are two photos from the Tom Underwood collection at the Barriger library illustrating M-15n and M-15p.   Rather large raw files, I hope they come through.


Jim Mischke
 



Yes, the M-15k wagtontops were used as cores for M-15n and M-15p wagtontop rebuilds.   The M-15k population was consumed quickly in the purest biblical sense.   For B&O modelers, this 1955-56 M-15k - to - M-15n/p is a notable and precipitous transition for rolling stock selection.

A main difference between the 1955-56 rebuilt M-15n and M-15p subclasses is that the M-15n's were 40-ton capacity, the M-15p's had 50-ton capacity.    The difference was not in the car structure but in the plain journal bearing capacities in the trucks used.

Ever the wear-it-out-patch-it-up-make-it-do B&O was given to reapplying brake gear and trucks to rebuild programs and cars built new from builder kits.   Much depended on what other cars were being retired at the time.   Paperwork was kept matching up donating car carcasses and their recipients by road number, for a safety audit trail.

Attached are two photos from the Tom Underwood collection at the Barriger library illustrating M-15n and M-15p.   Rather large raw files, I hope they come through.


Brian Carlson
 

Thanks Chris. I absentmindedly forgot about the RPC.

 I’m pondering if I can create a M-15N from the F&C M—15k with a new underframe. I fear the resin thickness might be an issue 

Brian J. Carlson 

On May 8, 2022, at 6:51 AM, Chris Barkan <cplbarkan@...> wrote:

Following is a brief synopsis of the B&O's M-15 rebuilding programs.

The M-15K/L/M subclasses were rebuilt 1936, 1937, and 1939, using steel underframes from M-15 double-sheathed boxcars by replacing the wooden body with steel, wagontop bodies.
     M-15K, 1,240 cars rebuilt 1936-37 as single door wagontop cars 370000-371249 with an inside height of 10’0”.
     M-15L, 50 cars rebuilt 1937. Double door version of wagontop M-15 rebuild. 379000-370049 with inside height 10’0”. 
     M-15M, 180 cars rebuilt 1939.  These were extended height, double door wagontops in series 294000-294179 with an inside height of 10’4” and equipped with Evans auto loaders.
 
All of the M-15K and M-15L wagontop rebuilds had their fishbelly underframes replaced in the mid-1950s and were reclassified as M-15N, M-15NA, M-15NB, M-15P dependent on the combination of door width, capacity and which class they were rebuilt from.
     M-15N  400 cars (from M-15K) received new UFs in 1955 and renumbered 374000-374399, 40 ton capacity, 6 foot doors.
     M-15NA  376 cars (from M-15K) received new UFs in 1956 and renumbered 374500-374875, 40 ton capacity, 8 foot doors.
     M-15NB  47 cars (from M-15L) received new UFs in 1956 and renumbered 374900-374946, 40 ton capacity, 8 foot doors.
     M-15P  400 cars (from M-15K) received new UFs in 1955 and renumbered 375000-375399, 50 ton capacity, 6 foot doors.
     M-15PD  309 cars (from M-15NA) received higher capacity trucks (50 ton) and renumbered 376000-376351.
     M-15PE  42 cars (from M-15NB) received higher capacity trucks (50 ton) and renumbered 377000-377046.

As I used to say when giving presentations on this topic, these cars resembled George Washington's axe.  First the B&O retained the underframe and replaced the carbody, and later they retained the carbody and replaced the underframe.

After the 2nd rebuilding, they superficially resembled the M-63, which were the wagon-top boxcars built new, but those all had Duryea underframes while none of the M-15 classes ever did.

Although we have the very nice ExactRail M-53s, we do not have good plastic models of any of the M-15 classes. 
--
Chris Barkan
Champaign, IL

--
Brian J. Carlson, P.E.
Cheektowaga NY


David
 

Aside from the changes to the side sills and replacement trucks, M-15NA and NB received 8' doors. The M-15NB rebuilds were from double-door M-15L cars, so those have 12-panel sides/roofs. M-15P received 50-ton trucks. RPC #9 is a good reference.

David Thompson


Chris Barkan
 

Following is a brief synopsis of the B&O's M-15 rebuilding programs.

The M-15K/L/M subclasses were rebuilt 1936, 1937, and 1939, using steel underframes from M-15 double-sheathed boxcars by replacing the wooden body with steel, wagontop bodies.
     M-15K, 1,240 cars rebuilt 1936-37 as single door wagontop cars 370000-371249 with an inside height of 10’0”.
     M-15L, 50 cars rebuilt 1937. Double door version of wagontop M-15 rebuild. 379000-370049 with inside height 10’0”. 
     M-15M, 180 cars rebuilt 1939.  These were extended height, double door wagontops in series 294000-294179 with an inside height of 10’4” and equipped with Evans auto loaders.
 
All of the M-15K and M-15L wagontop rebuilds had their fishbelly underframes replaced in the mid-1950s and were reclassified as M-15N, M-15NA, M-15NB, M-15P dependent on the combination of door width, capacity and which class they were rebuilt from.
     M-15N  400 cars (from M-15K) received new UFs in 1955 and renumbered 374000-374399, 40 ton capacity, 6 foot doors.
     M-15NA  376 cars (from M-15K) received new UFs in 1956 and renumbered 374500-374875, 40 ton capacity, 8 foot doors.
     M-15NB  47 cars (from M-15L) received new UFs in 1956 and renumbered 374900-374946, 40 ton capacity, 8 foot doors.
     M-15P  400 cars (from M-15K) received new UFs in 1955 and renumbered 375000-375399, 50 ton capacity, 6 foot doors.
     M-15PD  309 cars (from M-15NA) received higher capacity trucks (50 ton) and renumbered 376000-376351.
     M-15PE  42 cars (from M-15NB) received higher capacity trucks (50 ton) and renumbered 377000-377046.

As I used to say when giving presentations on this topic, these cars resembled George Washington's axe.  First the B&O retained the underframe and replaced the carbody, and later they retained the carbody and replaced the underframe.

After the 2nd rebuilding, they superficially resembled the M-63, which were the wagon-top boxcars built new, but those all had Duryea underframes while none of the M-15 classes ever did.

Although we have the very nice ExactRail M-53s, we do not have good plastic models of any of the M-15 classes. 
--
Chris Barkan
Champaign, IL


Brian Carlson
 

True. I’m aware of that, but by my 56 era the m-15k were rebuilt again to the M-15n in 55 and 56. Based on the orer there were very few K’s left.

Brian J. Carlson

On May 7, 2022, at 5:34 PM, Nelson Moyer <npmoyer@...> wrote:

The M-15k was the subject of a Chicagoland mini-kit, so there's quite a bit of information including drawings among those files. I know nothing about the M-15n.

Nelson Moyer

-----Original Message-----
From: main@RealSTMFC.groups.io <main@RealSTMFC.groups.io> On Behalf Of Brian Carlson via groups.io
Sent: Saturday, May 7, 2022 4:14 PM
To: RealSTMFC@groups.io
Subject: [RealSTMFC] B&O m-15k & M-15n

What was the difference between the two B&O wagon top rebuilds? Based on a review of freight car diagrams, it appears the underframe was rebuilt to a straight center sill using Z sections versus the fishbelly center sill of the earlier rebuild.

Were there any other changes? Specifically to the superstructure.

Brian J. Carlson


--
Brian J. Carlson, P.E.
Cheektowaga NY






--
Brian J. Carlson, P.E.
Cheektowaga NY


brianleppert@att.net
 

B&O #374065, class M-15n is on display at the Illinois Railway Museum,  Photos are on their website.

Brian Leppert
Carson City, NV


Nelson Moyer
 

The M-15k was the subject of a Chicagoland mini-kit, so there's quite a bit of information including drawings among those files. I know nothing about the M-15n.

Nelson Moyer

-----Original Message-----
From: main@RealSTMFC.groups.io <main@RealSTMFC.groups.io> On Behalf Of Brian Carlson via groups.io
Sent: Saturday, May 7, 2022 4:14 PM
To: RealSTMFC@groups.io
Subject: [RealSTMFC] B&O m-15k & M-15n

What was the difference between the two B&O wagon top rebuilds? Based on a review of freight car diagrams, it appears the underframe was rebuilt to a straight center sill using Z sections versus the fishbelly center sill of the earlier rebuild.

Were there any other changes? Specifically to the superstructure.

Brian J. Carlson


--
Brian J. Carlson, P.E.
Cheektowaga NY


Brian Carlson
 

What was the difference between the two B&O wagon top rebuilds? Based on a review of freight car diagrams, it appears the underframe was rebuilt to a straight center sill using Z sections versus the fishbelly center sill of the earlier rebuild.

Were there any other changes? Specifically to the superstructure.

Brian J. Carlson


--
Brian J. Carlson, P.E.
Cheektowaga NY