The Elusive Single Sheathed Bx-35

 

I posted a short note on working with a photo of the Fe-U donor car three years ago, you can see it and the 1944 railroad map here: https://northbaylines.blogspot.com/2020/07/the-fe-u-and-1944-railroad-map-ive-had.html

This is the before photo

But I still didn’t have a full view of a Bx-35 in the ‘40’s.

The Santa Fe converted it’s 500 car Fe-U class of 50’ single sheathed 10’2” inside height double door Automobile Cars to single door box cars between December 1939 and 1943.  The conversion was a simple one, sealing the left hand door and extending the lining to the center door post.  All 500 cars had the “Automobile” lettering removed and were re-classed as Bx-35 in the 150001-150500 series: 431 Fe-U’s from the 66201-66700 series in 1940, 51 in the 67261-67311 series in 1942, and the final 17 engine carrying cars in the 6200-6217 series in 1943.

 Photos abound of Bx-35s after they were rebuilt with steel bodies in 1953-54, but are scarce as hen’s teeth after conversion, but before rebuilding.  When John Dobyne wrote his 2001 Santa Fe Boxcar book, the only available single sheathed photo was same the Fe-U builder’s photo used in Hendrickson’s 1997 Furniture and Automobile Boxcar book.  Ironically, that book did contain a partial view of a single sheathed Bx-35.  On page 80, the intro photo for the WWII period Auto Cars was a Jack Delano photo of Fe-22 7114 with a load of hay in front of the Kansas City Live Stock Exchange.  Tantalizingly coupled to its right is a partial view of Bx-35 150312.  Visible are the left three single sheathed panels and most of the sealed left hand door, but not the door hardware or center post. 

 

https://loc.gov/pictures/resource/fsa.8d15156/

 

This evening, I was looking through some photos that I’d obtained from Stan Kistler for something else and discovered a Bx-35.  W.C. Whittaker captured ATSF 1261 about to come off the Muir trestle westbound and enter Valley Division tunnel 2 on 14 April 1946.  When I enlarged the photo to look at the locomotive’s tunnel smoke deflector, my eyes drifted back along the consist to GN 46930 behind the tender with a tank car conveniently between it and the next car.  The tank gave a line of sight to the car number stenciled on the A end of the single sheathed apparently double door car, A.T.S.F. 150179.  I’m pretty sure Will wasn’t even thinking of the rare bird he bagged that post-war, mid-April day, and I don’t know if Stan noticed it either when he added it to his collection.  I certainly didn’t when I obtained a copy to get another view of the massive steel trestle.  But I’m grateful that they captured and preserved that rare piece of Santa Fe freight car history that day almost 80 years ago.  Sometimes you find the darndest things in the background. 

 

W.C. Whittaker Photo, Collection of Stan Kistler

 

John Barry

Lovettsville, VA

15 August 2023

78 years to the day after the Japanese people heard their Emperor’s voice as he broadcast an offer to surrender and end WWII.

Follow the Money – The War Production Board Mailing List

 

You have surely heard the old saying that if you want to know what’s going on, follow the money.  This find is a result of that.  Not in the dollars and cents aspect, but from the arcane bureaucracy that came from government regulation of the economy during the WWII emergency.  Capitalism and centrally controlled economies are more than a tad incompatible, but total mobilization to win WWII tipped the scale toward the latter.  The agency responsible for deciding who got what resources and what they got made into was the War Production Board.  To do this, they had to keep track of what industry was doing, so they collected data, reams and reams of it.  But before the internet, the favored means of communication was the US Mail.  Industry had to provide periodic reports that told the WPB how many widgets they made that period, what resources they consumed, etc.  But to make sense of all that, it had to be provided in a standardized format so the WPB clerks could aggregate the info from A.A.A. Mfg. Co., through Ford Motor Company and General Motors Corp. to J.A. Zurn Mfg. Co. 

 

Why did I mention AAA and JA Zurn with the likes of Ford and GM?  Because the WPB needed info from every plant using controlled materials and they are the first

and last entries

 in the Mailing List for Form WPB-732, Plant Report of Operations.

This mailing list allowed the WPB clerks to send out the blank forms and allow us, 80 years hence, to see a large cross section of plants supporting the war effort.  It’s not complete, lacking direct reference to the Army and Army Air Force depots or Petroleum companies, but it does have 135 pages of manufacturers, and their plant mailing addresses.  The data on the pages is explained on the cover page:

OK, but what did these plants make?  For that, we need a not so super secret decoder ring, the Industry Classifications from the 1939 Census of Manufacturers.

So, for our first entry, AAA Mfg Co, their industry code is 1611, which is in the Electrical Equipment group, Group 16, specifically a manufacturer of wiring devices and supplies. 

They are in Waltham, MA, which falls in Region 1 for labor markets, with an area code of 017

 

 

And that is the Boston-Quincy area as shown on the following map from the back of the mailing list:

 

The Mailing List is available on Google Books at

https://books.google.com/books?id=_jLiav3U0fMC&newbks=0&dq=MAILING%20LIST%20FOR%20FORM%20WPB&pg=PP6#v=onepage&q&f=false

 

while the Industry Classifications is available on Google Books at

https://www.google.com/books/edition/Census_of_Manufactures_1939/cIvtAAAAMAAJ?hl=en&gbpv=1&dq=Industry+Classifications&printsec=frontcover

 

I hope that you find this WWII industry information helpful.

 

John Barry

Lovettsville, VA

28 January 2023

House car distribution on the Santa Fe 1929-43

About ten years ago, I discovered a document at the California State Railroad Museum Library that was apparently a justification for an authority for expenditure to revitalize the railroad at the end of WWII.  Among the hundreds of pages related to weight of rail and traffic on certain segments, tonnage ratings for the various districts and a myriad of other info that supported the business plans, were a couple of tables showing the house car fleet.  These tables showed how many Santa Fe box, automobile and refrigerator cars where at home and off line each month from January 1929 to December 1943.  They also showed how many foreign cars of those types were present on Santa Fe rails over the same time period.  With those three numbers, we can calculate the total Santa Fe fleet on those dates, the number of cars of each type on Santa Fe rails, the percentage of the Santa Fe fleet at home and away, and the percentage of Santa Fe and Foreign cars on Santa Fe rails.  Gilbert and Nelson have described a theoretical distribution of free running freight cars where they postulate that the percentages of foreign road cars on a railroad are approximated by the relative totals of cars owned by the various railroads in the US car fleet.  The percentage of home road cars varied by year.  The data in this document show how that percentage varied through the Great Depression into the peak traffic years of WWII.  Due to the vastly different economic conditions, straight percentages won’t be accurate for what you would see in typical freight trains.  During the Depression, many freight cars were stored, traffic was way down, and lots of older cars were eventually scrapped or rebuilt and not available for use, but were in the home road totals until they were disposed of.  That said, there was an absolute higher percentage of home road cars in use on line during the Depression than during the traffic crunch of WWII.  

The Santa Fe Reefer fleet.

The Santa Fe Reefer fleet began 1929 with 18,177 cars, peaked in June 1931 with 18,798 before contracting to 14,080 cars in Jun 1937.  It ended 1943 with 14,687 cars.  In January 1929 4204 or 23% of the fleet was on foreign lines while 1471 foreign reefers were on the Santa Fe or about 10% of the reefers on home rails.  That percentage of foreign cars dropped to 4% in May and July of 1930.  The numbers of foreign reefers show annual spikes around November, but remain consistently low both in number and percentage on Santa Fe lines until the wartime traffic increase with a peak of 8898 cars or 48% of the reefers on line in July of 1943.   

Santa Fe retired many of its truss rod reefers in the mid 30’s resulting in a decline in numbers to around 14,000.  

 

The percentage of foreign reefers remained fairly consistent through 1936 , then began increasing as the economy recovered and wartime demand called for utilization of every available rail car.  These numbers comport with the long held image of nearly pure SFRD reefer blocks on the Santa Fe, at least in the Depression era.  SFRD business practice of providing its own reefers for loading whenever available contributed to the low percentage of foreign cars.  ICC car service orders changed the distribution during the war years.

 

The traffic increased with more foreign cars providing a greater share of the on-line cars.

 

The foreign portion seen on the Santa Fe during the depression averaged less than 10% of reefers on-line with slight seasonal bumps.  Starting in 1937, the percentages steadily increased with larger seasonal peaks.  

If you are a Depression Era Santa Fe modeler, you don’t need many foreign reefers.  And many of those should be meat reefers, of which the Santa Fe/SFRD had very few.  Not so if you model the WWII era.  In addition to the commercial meat reefer fleet, you will need a fair number of competitor’s reefers such as PFE, FGEX, ART and others.  

I’ll address the box and auto cars in future posts.

John Barry,

Lovettsville, VA