The peculiar Walthers steel reefer, Part 2

Previously I wrote about the numerous oddities in lettering on the new Walthers “mainline” refrigerator car model, particularly on the version pretending to be a PFE Class R-30-13 car. Since it is a steel car body, this is obviously beyond help, disappointing because the lettering is actually quite accurately rendered — for a wood car. That earlier post is here: https://modelingthesp.blogspot.com/2024/10/the-peculiar-new-walthers-steel-reefer.html . 

To make the lettering accurate, the car needs almost everything re-lettered. But let’s see what can be simply done to make the biggest improvements. To me, the easiest fix on the model is to replace the wrong UP medallion on the side (left side) with the SP emblem toward the B end, with a black and white one. For this you want Microscale set 87-501, but be sure it’s from within a few years of purchase. Microscale continues to apply original numbers to revised and improved sets, of which this is one.

Here’s what it should look like (PFE photo), a repeat from the previous post for clarity.

The repack stencil, the distinctive PFE design with pointed rectangles, just visible at the bottom of the photo above, needs to be added too, and this is in the same Microscale set. Finally, a reweigh date appropriate to your modeling era should replace the “NEW” date on the model. After January 1, 1949, the required reweigh interval was 48 months, so I have to use 1950 or later reweigh dates on my 1953 layout. Here is the re-done left side.

This simple approach can’t be repeated on the other side, the right side, however, because the SP emblem is now away from the B end. For that arrangement, typical of 1946–1948, the UP emblem would be the one without the word “railroad” in the blue field, and like the black-white emblems, these are readily available in the Microscale decal sets. For this, the desired set number is 87-414. It also contains the repack rectangles. Here is the re-done right side.

One easy detail to fix on the “R-40-10” model is the corner sill steps, which on the prototype were orange in the 1948 paint scheme; this is an easy correction. And many Class R-40-10 cars, starting in October 1950, were refurbished and upgraded, visibly receiving steel-grid running boards (like this model) and car fans. One could also apply Preco fan boxes to this model, taken from Details West set RD-215, but given all the other compromises, it doesn’t seem needed.

This leads me to comment that some might contemplate correcting the rest of the model, replacing the incorrect roof, carving off the molded-on ladders and grab irons, and replacing them with free-standing details, and so on. To me, this would be a waste of time. InterMountain makes an excellent R-40-10 model, without any of these issues, while it would be a lot of work on the Walthers body to come close. 

So “saving” this model, to me, means making it acceptable as a “main line” model, all right in a passing train but perhaps not in switching, where it could be scrutinized. I completed the work I want to do by I painting the corner sill steps orange, and the very shiny wheel faces dark gray, then giving the whole model a coat of flat finish, preparatory to weathering.  I followed my typical method, washes using acrylic tube paints, as has been described and explained in my “Reference pages” (see link at top right of this post).

In this photo, you can see that I’ve also added a few chalk marks, and a route card applied where the route card board should be, at the bolster, though Walthers has not molded that detail on this model.

That completes the paint scheme revisions I wanted to do, to at least make the paint scheme(s) of this car credible, suitable for use as a “mainline” car. The shortcomings of the car body will be ignored. I’ve gone as far as I want to with this one.

Tony Thompson

SP piggyback, Part 3: piggyback service begins

In this series of posts, I am presenting a summary of the history of the prototype Southern Pacific piggyback equipment and associated prototype operations, along with modeling issues and opportunities. The present post is about the beginning of SP’s rail service, and as such is a kind of continuation of the first post, which was about Pacific Motor Trucking (PMT) prototype. You can read that first post at this link: https://modelingthesp.blogspot.com/2024/09/sp-piggyback-part-1-pacific-motor.html .

There is extensive photographic documentation of the beginnings of SP piggyback, and I will turn to that in a moment, but first I want to summarize the background. For this, the fundamental resource is David DeBoer’s book, Piggyback and Containers (Golden West Books, San Marino, CA, 1992). After working for the New York Central, the Federal Railroad Administration and the Interstate Commerce Commission (ICC), DeBoer moved on to Southern Pacific, advancing to VP of intermodal operations, before leaving to help found Greenbrier Intermodal. One could say that he didn’t just see intermodal happen, he had a role in directing it, and knew everybody who was anybody; that’s evident in the book.

An important point made by DeBoer is the foundation for SP President D.J. Russell deciding to initiate piggyback service. Because SP already owned a trucking subsidiary, PMT, and its busiest route, Los Angeles–San Francisco, was entirely within California, SP would not have to contend with ICC regulation. In addition, reliance on PMT meant that competing truckers could be shut out of SP’s piggyback routes.

The first challenge faced by SP, and other pioneer railroads undertaking piggyback operations, was how to secure the trailers to the flat cars. Railroaders regarded a wheeled vehicle on a flat car with considerable alarm, and wanted it secured as many ways as possible: wheel chocks, tie-down chains or cables tightened with binders, and often a last-resort “disaster cable” or chain in addition to everything else. Much of this was borrowed from the circus world, which had been tying down vehicles on flat cars for decades.

SP was very much of this “belt and suspenders” persuasion, choosing steel cables instead of chains (T&NO did use chains), with two cables and binders at each corner of each trailer. They also chose support stands underneath trailers, one at the front alongside the landing wheels, and one in front of the road wheels at the back.

All this can be seen in this end view of a newly converted Class F-70-7 flat car at Bayshore Shops in 1953 (SP photo). The cars were 53 feet, 6 inches long. Rub rails along the car sides, a bridge plate at each end, wheel chocks alongside the rub rails, and three of the four support stands erected, and some of the cable binders above the coupler and at the center and ends of the rub rail, are all visible. The boxes seen along the car center line contain cables. (There is considerably more photo coverage of the flat cars and trailer tie-downs in Chapter 13, Volume 3 of my series, Southern Pacific Freight Cars, Signature Press, 2004.)

The bridge plates were essential for what was called “circus loading,” derived directly from circus practice. Trailers had to be backed down a string of flat cars to their destination car. Needless to say, this was laborious and took careful work by drivers; and the entire process had to be repeated for unloading, though then at least drivers got to drive forward (SP photo at Los Angeles).

 

When tied down, this was quite an array of cables, two at each trailer corner, as mentioned (SP photo). Each cable had to be looped over a hook on the trailer frame, then tightened with the binders. This of course required a fair crew of groundmen, who attached and tightened all the cables.

SP inaugurated piggyback service first on T&NO on May 4, 1953, and at the end of June that year, inaugurated it also on Pacific Lines, initially only for the Los Angeles–San Francisco route. Many photos were taken of the initial service, such as this one (Joe Strapac collection).

So during the second half of 1953, SP piggyback was indeed operating on the Coast Route, and trailers moved both in some daytime trains, and were also to be inserted in the “Coast Merchandise” or Overnight trains. Here is a photo of two piggyback cars at San Luis Obispo, being switched by Consolidation 2592 (SP photo). Note the short-lived practice of “disaster bars” on rear doors.

I will continue with comments on modeling this early equipment in one or more following posts.

Tony Thompson

Model operation with SP cabooses, Part 2

In the preceding post which began this series, I introduced the topic of caboose assignments for operating sessions on my Southern Pacific layout. As background, I explained how there was a hierarchy of use on the SP, from the newest and best cabooses on the hottest trains, down through drag freights and locals, to what I called the “bottom of the barrel,” temporary cabooses converted from old box cars. That post is at this link: https://modelingthesp.blogspot.com/2024/09/model-operations-with-sp-cabooses.html .

The next highest use after the boxcar cabooses was the ubiquitous C-30-1 wood caboose, with something like 620 of them built in company shops, mostly at Los Angeles. These soldiered on for many years after the construction in the 1920s, and were still seen in numbers in the 1960s. Both because of their large numbers and their longevity, these could be considered a signature caboose for the SP as late as the early diesel era.

I’ll begin by showing one of my favorite views of a C-30-1 caboose, in an outstanding photo by Stanley Groff (Kalmbach Library collection, courtesy Andy Sperandeo). The photo shows the conductor picking up orders at Burbank Junction, where the Coast and Valley routes outbound from Los Angeles diverge. But I’m using it here for all the detail it shows of the caboose, with side walkways on the original cupola, the distinctive SP ladder tops, and the white outside railings.

The caboose shown above is interesting in that it was built in 1926, as we know from its number, 187. Most of Class C-30-1 had numbers in the 600, 700, and 800 series, but when those were used up, SP began re-using numbers of retired old cabooses. There were 120 of those kinds of numbers, too, like the one you see above. Note also its spelled-out roadname, typical post-1946 caboose appearance. But many cabooses kept the pre-1946 initials for years.

My caboose fleet includes a wide range of wood-sheathed cars. I have several “original” appearance C-30-1 cars, such as SP 793 that you see here on a train approaching Shumala. It has a wood cupola with cupola-top railing and side walkways. This is a Walthers model.

In the late 1930s, as the vulnerability of the complex woodwork of the cupola became evident, SP designed a steel replacement cupola, and by the time I model, 1953, these were often seen on the old C-30 cars. The ancient Balboa brass SP caboose has such a cupola, and I enjoy using one on my layout. You see it here being switched at Shumala.

Finally, I should mention that in 1929, SP made some redesigns to the C-30 car body, and a new class, C-30-3, emerged, now with steel body framing. This is of course inside the car’s sheathing — except at the bottom of the side. That’s evident in the Wilbur  Whittaker photo below (taken at Oakland in May, 1948), as is the full-width wood cupola design of these cars. The number is, of course, re-used from a retired caboose, and the photo just pre-dates adoption of the white color for handrails.

There happens to be an HO model of this class, imported in brass by Challenger models. The photo is a repeat of one shown in Part 1 of this series, with the car on the Shumala caboose track. It does have white handrails and old-stye lettering. The roof color is black car cement.

All these wood cabooses may be assigned to the Santa Rosalia Local or to trains like the Guadalupe Turn, that serves Shumala from San Luis Obispo. In a following post, I will take up steel cabooses.

Tony Thompson

The peculiar new Walthers steel reefer

I have seen promotional material for the new Walthers “mainline” refrigerator car in HO scale, and wondered what it might be a model of. Since their ads have shown a Fruit Growers steel car, perhaps that was their goal. But they are also marketing two Pacific Fruit Express paint schemes on this car body, so I wanted to evaluate those models.

I have no idea where they got the ideas for their two paint schemes. Neither one makes any historical sense. But before I get to that, let’s look at the car body itself. The photo below shows that the model has molded-on ladders and grab irons. The rendition of the rivet lines of the steel body are not bad, nor is the door appearance. Ice hatches do resemble the Holland hatch covers used by PFE for a time. The running board represents a steel grid, and it is a see-through grid. 

That’s the good news. But the roof is a late-1920s style flat panel roof, not the prototype’s raised panel roof. And the underframe has no relation to any PFE underframe I know of. Aside from the roof and the relatively invisible underframe, the body is not a bad version of PFE’s first steel reefers, Class R-40-10.

Now to the PFE paint schemes they have chosen. The one shown above is a mish-mash of components from different eras, and one wonders what they thought they were doing on this steel body scheme.  I will come back to it, in favor of beginning with the single-emblem scheme, cars that are lettered as Class R-30-13. It’s shown below in a Walthers photo.

This scheme had a UP “Overland Route” slogan emblem on one side, which you see above, and an SP emblem on the other side. The paint scheme as shown above was in use prior to 1936. That’s because it’s the pre-1936 UP emblem with the word “System” in the blue field. That would be all right for the time the R-30-13 cars were built, as would all of the rest of the lettering. But as mentioned, all this decoration is on a steel body, while the lettering is for a wood-sheathed car.

These single-emblem cars have car numbers beginning with “40,” consistent with Class R-40-10, but they are lettered as Class R-30-13, a car with wood-sheathed sides and ends and an outside-metal roof, wood running board, and K brakes: none of those features are on the model. 

In a way, it’s a shame they went to all the trouble to accurately letter the car this way. If it were just a wood car body, the lettering would be quite nice. For comparison, below is a prototype photo (Pullman for PFE). Incidentally, the deep underframe (whitewashed for the photo) is yet another feature missing from the Walthers representation of Class R-30-13.

Now let me return to the steel car. This second paint scheme has car numbers beginning with “41,” again consistent with Class R-40-10, and for that class the car body makes far better sense, even the lack of placard boards on car sides (but unaccountably, they do have placard boards on the ends). Unfortunately, all the dimensional and capacity lettering and data is copied exactly from the R-30-13 model, entirely wrong in almost every detail for a steel-body Class R-40-10.

But the emblems are a problem, too. The chosen “two-emblem” paint scheme, with both railroad emblems on both sides, essentially a 1946–1950 scheme, is fine, but they have chose to letter a red-white-blue UP emblem with the word “railroad” in the blue field, something never done with that emblem. In fact, the first UP emblem to contain the word “railroad” was the black-white one introduced in 1950.

The PFE photo below shows the black-white UP emblem. Clearly Walthers got the white border and the word “railroad” in the upper field, but chose to stay with red-white-blue, an imaginary scheme (it’s shown in the upper photo in this post). 

Moreover, as is obvious in the model photos above, Walthers painted all side hardware orange (ladders, grab irons, and door hardware), consistent with PFE practice beginning in 1948. From that time until 1950, the all-orange sides co-existed with the color two-herald scheme, as mentioned.

Where can you find all these lettering details as to arrangement and dates of use? An excellent book from the Southern Pacific Historical & Technical Society, entitled Southern Pacific Freight Car Painting and Lettering Guide (SPH&S, 2016) contains a thorough and clearly presented description of all the PFE lettering schemes down through the years, organized and written by Dick Harley.

Quite aside from curiosity about how and why Walthers made its peculiar lettering decisions, as a modeler the far more interesting question is, what can be done with this model if you’d like it to be more prototypical? I will turn to that topic in a following post.

Tony Thompson

Southern Pacific’s GE 44-tonners

The General Electric 44-ton diesel switcher was sold to railroads large and small, and to industrial users, all over North America, and many survived 30 years or more in service (and a number have been preserved at various railroad museums). Powered by a pair of Caterpillar 190-horsepower diesels, they were easy to maintain, with Caterpillar parts available everywhere. Over time, Southern Pacific and its subsidiaries owned a full dozen of them.

The earliest three 44-tonners owned by SP arrived in the fall of 1942, only two years after the first 44-ton locomotives had been produced by GE. Numbered 1900–1902, they were mostly used in Oregon during the war, and later were tried many places on the SP system. Like others in the earliest production, these had side radiators, unlike the many post-1942 44-ton engines with end radiator shutters. 

(One of the magisterial Joe Strapac books on SP diesel locomotives, Volume 18 in the series Southern Pacific Historic Diesels, is about Alco and GE diesel switchers. He covers the 44-tonners owned by SP, Pacific Electric, Visalia Electric, and Petaluma & Santa Rosa, along with Pacific Fruit Express. It should be consulted for history of the locomotives on all the subsidiaries.)

Here’s a photo from that book (Gordon Spafford photo, courtesy Joe Strapac), taken at Eugene, Oregon on March 15, 1946, with SP 1901 painted in “Tiger Stripe” colors. The side shutters and plain hood end are clearly shown.

In the photo above, note the prominent rerailing frog over the front truck at right. Photos of these locomotives on the SP after the 1940s no longer show these frogs present, so they were not a permanent feature. 

What might this have to do with SP’s Coast Division and in particular, the San Luis Obispo area (which I model)? In the 1953–54 era, SP tried out a variety of diesel locomotives on different parts of the system, including Coast Division, and specifically at San Luis. 

One of my previous posts, with parts of my interview with Malcolm “Mac” Gaddis who worked there in the early 1950s, mentions trying out GE 70-ton engines, Baldwin and Alco six-axle road switchers, and others (here’s a link to that post: https://modelingthesp.blogspot.com/2011/08/san-luis-obispo-operations-3.html ). He mentioned the 44-tonners in another part of the interview. Neither the 44-ton nor 70-ton locomotives could do the desired job in the yard at San Luis Obispo (which is on a grade), and after short stints, they were sent elsewhere — but they did work there.

This is of current interest because Rapido Trains has just introduced a GE 44-tonner in HO scale, and they offer it in SP paint and lettering. Among the body styles they chose to do is the original design, with side radiators, sometimes called Phase I, correct for the SP numbers they have modeled. Here is a photo of SP 1902 at work on my layout, switching cars at Shumala.

The engine runs nicely, has a realistic diesel sound, and handles switching well. It’s shown below spotting a reefer at the Phelan & Taylor packing shed in East Shumala on my layout.

I’m sure the 44-tonners didn’t serve very long in this area of Coast Division, but the times when they were tested does fit my modeling era, so I will operate this one occasionally.

Tony Thompson

An old Shake ’n’ Take project, Part 2

In the preceding post of this series, I introduced my first steps on the Shake ’n’ Take project from the 2015 Cocoa Beach meeting and described the background for these projects and Greg Martin’s role. This particular build is a Rock Island 40-foot double-door box car. I showed the first project step, which was to cut out the car ends, as they had to be replaced. That post is at: https://modelingthesp.blogspot.com/2024/09/an-older-shake-n-take-project.html . 

With the ends cut out, the car body is pretty floppy, so I immediately made end bulkheads from 0.030-inch styrene sheet, as suggested in the kit directions. (You can obtain these directions if you wish; the original instructions are at: https://groups.io/g/shake-n-take/files/2015%20Shake-n-Take%20RI%20161205%20Auto%20Box%20instrructions.pdf. You must sign up as a member to view and download.) Another option for instructions is the excellent write-up by George Toman on the Resin Car Works site, though George went much farther in detailing than I plan to do. Here is a link to that description: http://blog.resincarworks.com/rock-island-40-foot-automobile-boxcar/ .

The inside corners of the end bulkheads were braced with scale 6 x 8-inch styrene strip, attaching everything with styrene cement. Addition of these restored the car body to a reasonably solid configuration.

I turned my attention at this point to the underframe. I had decided not to pursue adding stringers or cross-bearers in correct location or piping for the brake gear, since that is all essentially invisible in normal operation. But the chain tubes can be seen in a side view, so I added them. Following the kit directions, I used 0.062-inch styrene rod (Evergreen no. 222), drilling holes for them located as shown in the project directions.

Note also in the photo above that I have added styrene strips on the top side (as it will be when installed in the car) to act as gluing surfaces inside the body. The C&BT Shops floor is not a snug fit in the Roundhouse body and will need to be glued. I also added two steel nuts, 5/8-11, which were glued to the floor with canopy glue to weight the model. Here’s a view from above. The chain tube length above the floor, of course, doesn’t matter.

The full set of project parts included a resin piece for the correct-profile side sill reinforcement under the double doors. Since I didn’t have that part, I decided to reconfigure what is on the body that was supplied, then add rivets after the body was primed. Here is a first cut at modifying the side sill. Note I have also removed the molded-on grab irons at this point.

Next I attached the replacement 5/5 ends to the car, using styrene cement. Their contour was adjusted a little along the top of the end to match the contour of the Roundhouse roof. Note also in this view that the holes in the roof have been filled with styrene. The floor is not yet installed. Some of the body’s molded sill steps are still present in this view, but will be replaced later.

With all the heavier work on the body done, the next steps are to add all the correct details. I will describe that work in a future post.

Tony Thompson

Model operations with SP cabooses

I recently had an interesting question sent to me, about how Southern Pacific cabooses are assigned for operating sessions on my layout. To casual visitors, it may well look like cabooses are randomly located on trains, both on the main line and on the branch. But on the contrary, assignments are specific and have been purposefully designed.

To understand how this works, I should offer a brief summary of the cabooses that can be seen on the layout, and their backgrounds. First, for any time from 1920 to the end of the 1960s, the SP caboose fleet was dominated by wood-sheathed cupola cabooses with steel underframes, built in company shops, and classed as C-30-1, -2, and -3. Altogether, there were about 750 of these cars. I won’t go into more history than that; those interested can consult my Volume 2 of the series, Southern Pacific Freight Cars (Signature Press, 2002), which is about cabooses.

But in the late 1930s, SP began to build steel cupola cabooses, again in company shops. There were only 235 of these built, classed C-40-1 and -3; they were built with steel-wheeled trucks, permitting their use at higher speeds. And after World War II, SP began to buy commercially-built cars, this time of bay-window design, classes C-30-4, -5, and -6. By the time I model, 1953, only 135 of the bay-windows had arrived on Pacific Lines.

Additionally, I’ll mention that at times of caboose shortages (not only in wartime), SP converted other car types to temporary use as cabooses, both box cars and coaches and even a 40-foot baggage car. Once the emergencies ended, many were converted back to original configuration, assigned to work train service, or scrapped, but a few remained in use, for local trains or as transfer cabooses, well into the 1950s.

Naturally there was a hierarchy of use, with the newest cars used on faster and more important trains, down through lesser trains, to locals, and transfer service. I follow that in my layout caboose assignments.

The bottom of the barrel was the temporary caboose, most of them converted from ancient Class B-50-6 wood-sheathed box cars during World War II and remaining in service for years. They were very spartan inside and it’s no surprise that crews hated them. Here is an example from my book (Al Phelps photo, courtesy Bob Church), taken at Roseville in May 1949:

I remember being surprised when working on these cars for my book, that there were so many photos of them, but probably that is just because they were unusual. Here is another nice image, taken by Guy Dunscomb at Oroville in May, 1947, with Mogul 1754 as the power:

As it happens, Al Westerfield chose to make a resin kit for these cars, and I have one of those in my fleet. It usually resides on the caboose track in my layout’s engine terminal at Shumala, usually alongside a Class C-30-1 conventional caboose, the C-30 being the car that usually goes out on the Santa Rosalia Local.

But every now and then I assign the temporary caboose to the local, and then it does move over the layout. Here it is on a train returning through Ballard with its work completed on the branch: 

I will continue this topic in a later post by discussing the other caboose classes described above.

Tony Thompson