Model operations with SP cabooses: Conclusion

In this series of posts, I am describing the variety and assignments of cabooses for my layout operating sessions, which are set in 1953. I began with some Southern Pacific caboose history, and showed my model of a “temporary caboose,” a box car conversion, in Part 1 (see it at: https://modelingthesp.blogspot.com/2024/09/model-operations-with-sp-cabooses.html ).

The following post, Part 2 in the series, described the very widely used wood-sheathed cupola cabooses, around 620 cars of Class C-30-1, and an additional 80 or so cars of following classes C-40-2 and -3, built through 1930. The overwhelming numbers of these cars throughout the SP system made them a common sight in the era I model. That post is here: https://modelingthesp.blogspot.com/2024/10/model-operation-with-sp-cabooses-part-2.html .

For additional comments about SP cabooses in the area I model, it may be of interest to look at one part of my long interview with Malcolm “Mac” Gaddis, who first worked at San Luis Obispo as an electrician in September 1951 and remained there through 1954. I posted several parts of the interview; the part with comments about cabooses is here: http://modelingthesp.blogspot.com/2011/05/san-luis-obispo-operations.html .

Thee were two classes of steel cupola cabooses, both built at Los Angeles General Shops. In 1937, 50 cars of Class C-40-1 were built, followed in 1940 by 135 cars of Class C-40-3 (along with 30 cars of that class for T&NO). The most visible difference between the two classes was the hand brake, which was a vertical-staff design on C-40-1, and a geared hand brake on C-40-3. The photo below, taken at Eugene, Oregon in July 1954 (George Sisk photo, Charles Winters collection) has the handbrake visible.

The steel cupola cabooses were also still important in my layout’s era. I almost always assign them to mainline freights. Here’s an example, a freight on the passing track at Shumala, with SP 1026 at the end. The brass model Class C-30-1 caboose is from Precision Scale. Visible here is the primary spotting feature of this class, the vertical-staff handbrake (you can click on the image to enlarge it).

Below I show a mainline train passing the engine terminal at my layout town of Shumala, with a steel cupola caboose of Class C-40-3, SP 1129, on the rear. It’s also a brass model from Precision Scale.

After World War II, SP ceased building its own cabooses in company shops, and turned to commercial builders for additional cars. They also adopted a new caboose design with bay windows instead of a cupola. And of particular note, a new paint scheme was adopted: ends of the cars were painted vermilion, likely a test. I should emphasize that is is not the Daylight Orange applied to caboose ends from 1956 onward.

Below is a photo provided by Joe Strapac, showing two of these cars at Dunsmuir in the lower yard in March, 1953, with a familiar mountain looming in the distance. For more on these cars, those interested can consult my Volume 2 of the series, Southern Pacific Freight Cars (Signature Press, 2002), which is about cabooses.

In model form, these classes have been done by Precision Scale, and I have one of them with correct end color. It is always found on a manifest train in my layout operating sessions. Here SP 1253 brings up the rear of a train entering Tunnel 12, as it departs from Shumala on my layout. It’s a 1947-built Class C-30-4 car.

To wrap up this series of posts about how I use SP cabooses in my layout operating sessions, it should be evident that there is a pattern at work, one I have derived from prototype information and photos. It is just one small part of the prototype atmosphere I try to create on my layout.

Tony Thompson