inforcement. It changed from an 11-inch depth to a 16-inch press- ing to allow for the changes in side loading due to the wider opening. The proprietary uncoupling


system was retained, but the trainline was yet again moved, this time to place the angle cock near the face of the end sill. The most obvious change was


“B” End View This series of cars was built with tall end and side ladders for accessing the high brake wheel. A small non-centered horizontal railing was fabricated and supported by two metal straps to aid workers crossing over from car side to car side. — P-S photo, author’s collecti on


under the hood, so to speak. This set of cars dispensed with foun- dation brake gear and went with a truck-mounted system. Another change was that the floor support system moved from a three-inch- high flange “Z” section to three- inch “I” sections on closer spac- ings. Although the cars went into service as 70-ton capacity cars, the carbody itself was rated for a 90-ton capacity. No doubt this oc- curred due to the expected floor loading increase. One unusual feature was that


Pullman Standard BUTLER PA.


steel plates were welded to the underside of the beams on ei- ther side of the bolster. Normally, plates attached over the wheels were spark shields and usually placed above or between floor stringers. Because this car has an


58 RAILROAD MODEL CRAFTSMAN


all-steel floor, these almost cer- tainly are not shields. I suspect that the engineer had the plates welded below the stringers to ef- fect a box structure to stiffen up the flooring at these locations due to the removal of one stringer and consequent wider spacing of those that remained. With the coming of Norfolk Southern, cars 9600–9614 were migrated over to NS 456300– 456314 and given NS class BS-19. The sole survivor exited the roster in the spring of 2007. Meanwhile, cars 5500–5572 were re-stenciled as NS 454000–454060, class BS- 13. Two of the NS-marked cars lasted until 2004 when they exited the roster. This wraps up our three-part


series on early Pullman-Stan- dard outside-post boxcars. When I return, we’ll take a look at how Great Northern took some old 50- foot outside-braced boxcars and rebuilt them, not once, but in four versions total! Once again, I owe many thanks to George Eichel- berger and the Southern Railway Historical Association.


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