[clemmie_doris12]

Contact me at the following email address for more information.

[email protected]

[clemmie_doris12]

Thanks for the photo of #20, Gregg. It would appear that the same instructions were issued for painting this car as were used on the other business cars. From the position of the eagle, the vestibule end of the car was considered the rear. That makes sense, but I don’t think the orientation of this car on a train was as important as was one with a rear platform.

[clemmie_doris12]

I heard it was Jostens that made most of these rings. They are the same outfit that sells high school class rings across the country.

[clemmie_doris12]

In looking at various photos of business cars with the last MoPac paint scheme, I notice that the eagle/buzzsaw emblem is oriented the same as a locomotive on the sides (pointing forward), and to the right on the rear. This is the standard orientation for this emblem on all equipment except cabooses and freight cars which have no front or rear. Do we know if any business cars without a rear platform (air brake instruction car) got this paint scheme and, if so, how did they orient the eagle on the sides?

Mr. Pollard, I might finally build and use an HO version of a passenger car if someone can suggest a starting point for this or one of the other business cars. I had to tolerate the damn things behind my caboose from time to time.

[clemmie_doris12]

In looking at various photos of business cars with the last MoPac paint scheme, I notice that the eagle/buzzsaw emblem is oriented the same as a locomotive on the sides (pointing forward), and to the right on the rear. This is the standard orientation for this emblem on all equipment except cabooses and freight cars which have no front or rear. Do we know if any business cars without a rear platform (air brake instruction car) got this paint scheme and, if so, how did they orient the eagle on the sides?

Mr. Pollard, I might finally build and use an HO version of a passenger car if someone can suggest a starting point for this or one of the other business cars. I had to tolerate the damn things behind my caboose from time to time.

[clemmie_doris12]

I purchased one from an individual at the 2017 convention in Mt. Vernon, IL. Unfortunately, I am unable to offer any information on manufacturer, etc.

[clemmie_doris12]

According to Jerry Michels’ caboose book this car was built at Sedalia in 1950 and was rebuilt at the same location in 1969. His book also indicates that this cab was retired on 4/1/1987.

What museum is this car affiliated with? I am experienced with caboose restoration and would be glad to assist with this cab. But, I would like to know the parties that I am dealing with.

Check out my cab under the the caboose forum. The topic name is MP 13569.

[clemmie_doris12]

That’s the East Hump at Neff. The general yardmaster was in this tower. He was referred to as the Topping yardmaster. That was the street name for postal delivery to the terminal superintendent’s office which used to be on the first floor of this facility.

Must be fairly late in the game given the use of the eagle/buzzsaw sign.

[clemmie_doris12]

I spent my share of time in the beaneries and dormitories at Neff Yard in KC. They might have been great when they were built in the late ’50s, but they left a lot to be desired by the late ’70s and early ’80s. I’m not sure when the dormitories were closed down. I would guess by the middle ’80s. I think the east end beanery lasted longer than the other facilities, but that is mostly a guess.

The east end was generally home to the rear end crews from Jeff City, Carthage and Osawatomie. The west end was home to the head end crews and usually both ends of crews from Falls City. This was directly related to where these crews would be once the trains were yarded and the power taken to the diesel shop. The east end was behind the general manager’s office and just south of the rip track. Crews from the east and south would usually yard their train in the 300 yard which put the caboose on the opposite side of the rip track from the beanery and dormitory. The west end facilities were across from the diesel shop and near the west end of the 200 yard which is where crews from the north yarded their trains.

All of the buildings were of concrete block construction with a brick exterior. The dormitory rooms were pretty spartan and you had to share restroom facilities and recreational devices (TV) with the other individuals staying there. The TV was usually a piece of junk that only got a handful of over-the-air stations. The worst part of staying there was the noise. A pin dropped on the floor at one end of the building sounded like a piece of steel pipe at the other end. Imagine what it was like when the crew caller came and banged on the door of crew members that were being called. The HVAC systems were pretty poor, also. The west end was especially bad. It was a single story building in the shape of an L. It was always hot on one end and cold on the other. The only difference between seasons was which end was hot and which was cold.

The beaneries were OK. Generally, the food was good and they were open 24 hours a day. I would say that quality-wise, the east end was a little better due to its proximity to the general manager’s office. They were operated by contractors that were smart enough to know that you had better do well for the guys that were authorizing payment.

I could tell lots of stories concerning the shenanigans that went on at these facilities. When business was good, there were more crews than the dormitories could handle. The overflow was sent to a motel/hotel facility that was a definite upgrade in comparison. There were several tricks that were employed from time to time in order to avoid staying at the dormitory. And, there were plenty of escapades that involved crew members and those that were employed to work in these places. Keep your eyes peeled for an upcoming story in “The Eagle.”

[clemmie_doris12]

Here is a fairly recent photo of Tony at Arthur Bryant’s in KC. I believe he was meeting with a few folks from the MPHS.
[attachment=0:152kvzy0]Tony Fey Web.jpg[/attachment:152kvzy0]

[clemmie_doris12]

That’s a great photo, Ted. Thanks for posting.

By the time I got to work on this portion of the railroad (1989), things were much different. The tracks were realigned and the two sidings had become one. The Frisco (BN) track was long-gone, as well. The new 71 Highway and trash mountain changed the looks of things, also.

[clemmie_doris12]

They are currently available from the publisher. Unfortunately, our order has not arrived, yet.

[clemmie_doris12]

Bill, these books are on order. There is a listing on the website. It will be updated to allow for ordering once they are in stock.

http://www.mopac.org/store/books-books-books/item/520-missouri-pacific-through-passenger-service-in-color

Thanks for considering the MPHS for your purchase.

[clemmie_doris12]

I don’t have any good photos or other data, just my memory and actual experience. With that said, I would presume that these units came from the Rock without the plows. MP was a big believer in this accessory and would have added a plow to one or both ends somewhere down the road. GP38-2 units were preferred power on locals which quite often were assigned only one unit. Since these units would run, quite often, with the long hood leading, they were equipped with plows on both ends. The question becomes at what point the plow(s) were added and if they were applied to both ends. I would speculate that most units received plows before a full repaint, but without some dated photographic evidence, it would be extremely difficult to say which units got what and when.

[clemmie_doris12]

I still have a few details to work on. I intend to refurbish the stove to make it look almost new. And, a friend and former co-worker has promised a new lamp for the conductor’s desk.

I’m still waiting on the crew from Midwest Locomotive to come down and put the smokejack and radio antenna back on the roof. They have a few minor paint blemishes to touch up, also.

The electrical system worked at the shop. I need to get a battery and check it out for myself. Once I get a compressed air line run out from my shop, I should have a functioning toilet.

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