While perusing a Budd test report on the subject matter, I found a
few things interesting. First, CB&Q knew that the ride & noise from
the CZ's trucks were not the best, but ordered the same truck on the
1956 DZ to maintain consistency. And then proceeded to complain
about the noise and ride to Budd (and Pullman).
Pullman maintained the sleepers (including the dome-obs sleepers and
the dome-lounge-dorm cars). There is a manual from Pullman that
addresses these cars and the maintenance of the cars. In the process
of attempting to address the complaints, Pullman tried adding some
additional sound proofing materials to the underbody, including
around the waste chutes. Now...I rode many of the cars described,
and I remember well (and with fondness) the noises coming from "the
hopper" - and spent many a minute watching the tracks go by (and
wasting lots of water in the process). Apparently, this fondness was
not universally felt.
Naturally, in the process, Pullman blamed Budd, Budd blamed the CB&Q
and the CB&Q blamed everyone but themselves. The SILVER TERRAIN was
used as a test car, behind trains #6 & 19 between Chicago &
Burlington (or Galesburg). Speeds and decibel levels were
recorded. Speeds in excess of 80 were common. Interestingly, Budd
tried to convince Burlington that some of the issues would go away
should they get the speed in the 90mph range.
Also noted was a complaint by the Q on melamine panels bulging (due,
according to the Budd report, on the railroad's insistence that the
panels be connected to the car body with screws, rather than "float"
- Burlington insisted they specified floating panels (that were
screwed to the car - something lost in the translation, no
doubt). Another complaint involved the "Siesta Sleepers"
(Slumbercoaches). The railroad relayed complaints about
odors. Porters said this was due to mops being used until they could
be used no more, the type of person who used these accommodations,
and the lack of care used by said persons of that type. No one can
be as snobby as a good porter.
The suggestions were universally ignored. On all sides. Budd wanted
newly turned wheels for the test car, Pullman said, no we want to get
the trucks figured out with worn wheels, Burlington said "do it
Pullman's way and record it in your reports". Ideas regarding the
various components of the trucks were seen as too expensive (at
origin or to maintain) or inconsequential. The whole thing blew
over, as complaints dwindled.
Interestingly, the DZ went further before wheel maintenance than the
CZ which went further than the Twin Cities Zephyrs. Wheel contour
was found to be the leading culprit in noise & ride issues. Budd
indicated that the sleepers rode better than the coaches, whether
this was a design issue, or an artifact of Pullman's maintenance of
the former is unknown. Budd took readings on the PRR General on the
way home, and found the PRR's sleepers' noise were from 8-20 decibels
less and the ride was noticeably better. Those were PRR cars, and
had different trucks.
A lo of the issue could be laid at the feet of the Burlington's
insistence on the skirting. We know that some skirting was "notched"
on pre-war Budds due to hanging brake cylinders. The fully skirted
CZ exacerbated the clearance issue, and fairly well dictated the type
of truck that could (and could not) be used. Budd's attempt to place
another design under the 1956 DZ was met with resistance by the Q and
an attempt to test the cars with the other design was declined.
I rode the DZ & CZ dome coaches, and they did ride rough, especially
on the WP when they were romping in the high desert in the middle of
the night. But, they weren't much better in Nebraska. Of course,
going 75+ on jointed rail might have had something to do with
it. Try being in "roomette" 9 or 10 on a Superliner across Nebraska
and (as indicated by a CB&Q employee) sleeping would be
preventative. The whole issue with Superliner I & II trucks is a
whole 'nother issue.
Bob Webber
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