Rupert - sorry to have taken so long to respond to your questions,
but I've been trying to clear up some other projects.
Wouldn't it have been great if CBQ could have stencilled the classes
onto the cars like ATSF or SP did?
I may be the most unqualifed person to try to explain or deal with
CBQ classifications since I don't have a copy of the diagrams (but am
looking for a set!) and never worked for the department that
determined classifications. Most of the information I've gathered is
from the color guide, plus various articles in print, most
particularly Mainline Modeler.
That said, I am getting the impression that CBQ had no problem
reclassiying cars if something changed but may not have ensured that
material made it into the diagrams in a clear, consistent manner. I'm
wondering if one person may have had, say, a circa 1968 book that
still was using 1966 sheets when it wasn't supposed to. I don't think
that's a great example, but maybe you can catch my drift - there
could be inconsistencies from one copy to the next.
Ken made a correction to 15000-15002 - is XAP-2, not XAP-1, XAP-1
being 15100-15102.
19800-19824 - you mention these could be XML-3B. Again, I don't have
a sheet, but I became aware of this series from the BN color guide,
which unfortunately didn't mention CBQ class. XML-1 were a group of
1955 cars, I have no idea on an XML-2 or XML-3, and cannot say either
way if you might be correct about these being XML-3B.
Why would an XAP-5 (10000 in 1/64) be delivered earlier than an XAP-2
(15000 in 9/64)? I can't explain, but 10001, also an XAP-5 was
delivered in 11/64! Stranger still that 10001 would go on paper from
XAP-5 to XM-6A back to XAP-5, unless maybe the car served briefy with
the real XM-6A cars (10290-10299) in Kelloggs service instead of
autoparts (XAP). The Kelloggs cars had plug doors and the 10001 did
not, so why would they be the same class? Maybe assigning classes
does have something to do with AFE rather than anticipated delivery
dates because the AFE might have been planned on a contract they put
together to serve a particular need, and that the needs of the
service XAP-2 were decided before the needs of XAP-5. Now I'm getting
into speculation...
Your notion of the 15000 class, does make perfect logical sense:
15000-2 to XML-6A, 15003-14 to XML-6B, 15015-21 to XML-6C, 15022-47
to XML-6D. I have no way of confirming this. The AAR XAP designation
did seem to drop out of favor in this time period, largely being
replaced with the XP AAR designation. And the L, such as in XML, was
used to indicated loader-equipped, so maybe the cars were re-equipped
with loader equipment necessitating a car classification change from
traditional autoparts to another service, say a specialized autoparts
service which required loader equipped cars. Speculation...
10200-10214 as XML-7? Again, I don't have the sheets to look at.
You mentioned some disrepancies in the CBQ built XM-4 groups -
Beside the color guide, I can point to two articles: a Bat Masterson
article in the July 1992 Mainline Modeler, and a Jim Eager article in
the September 2002 Railmodel Journal which basically say what the
color guide is saying.
Going back through the list, we can account for cars in various
classes except for the following, which have yet to be confirmed as
to what cars go with the classes if that is indeed the case (can't
rule out the possibility that they skipped a class here or there, or
everywhere):
XM-1, XM-2, XM-3, XM-8, XM-9, XM-10, XM-11
XAP-3, XAP-4
XML-2, XML-3, XML-6, XML-7, XML-9, XML-11, XML-13
(16 classes not determined)
and the series which don't presently have a class determined:
10010-10011
10012-10024
10200-10214
15103-15105
15106-15107
19800-19824
(6 series with no class positively determined)
16-6 = 10 of these classes may not exist?
Don't you wish they stencilled....
Waiting to hear what Ken is coming up with,
Stephen
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