SLHTS Publications

Fall 2003 Issue

SOO NEWS

U.S., Canda sign rail cargo agreement; CPR Tours operates Royal Derby Train; Engineering Notes; Motive Power Notes

WC NEWS

Operation Notes - Train Renumbering; One Season ends; Upper Peninsula washout; Engineering notes; Shops Activities; Motive Power Notes

IN EVERY ISSUE

Editor's Report
Executive Report
Gallery
Rip Track
Letters
Transfer Table
Less-Than-Carload

STAFF

Editor
Rick Johnson

Associate Editor
Ken Soroos

Associate Editor
Andy Roth

Associate Editor
Jason Korth

News EditorGalen Fromm

Wiconsin Central News
Galen Fromm

Associate Editor/Modeling
Chuck Derus

Contributing Editors
Doug FlemingTechnical Consultants
Stuart J. Nelson, Wallace W. Abbey

Commercial Accounts
Joe Lallensack

Advertising Manager
Burnell Breaker

Back Issues
David Junkhan

Fall 2003 Issue Hightlights

The SOO's distinctive GP30s

A major purchase of new locomotives transforms the fleet
by Bryan Alden

Distinctive is the term used by many writers to describe the GP30. There was no mistaking the appearance of this diesel-electric locomotive, for its carbody design was unlike that of any other. At its unveiling in late 1961 and during the following two years publicists for the Electro-Motive Division of General Motors trumpeted the improvements incorporated in their latest production model.

And if EMD had a new locomotive for the rail industry, it might be said that there was a new railroad as well. The merging of the original Soo Line (the Minneapolis, St. Paul & Sault Ste. Marie) in 1961 with its affiliate Wisconsin Central and the Duluth, South Shore & Atlantic had greatly simplified the corporate structure. The newly-merged company set about revitalizing its operations and beginning the process of modernizing its locomotive fleet. The soo got a glimpse of newer EMD power when it hosted GP20 demonstrator locomotives in early 1961.

A total of 948 GP30s were manufactured during 1962 and 1963. The GP30 model was what would be termed a second-generation diesel-electric locomotive, a replacement for the original diesels that had displaced steam engines. The GP30 incorporated a number of design improvements and advancements, perhaps the most significant being an inertial air system for enhanced air filtration and distribution for electrical equipment cooling. Air that passed through the main generator pressurized the engine room and resulted in the elimination of the familiar louvers common to F7 and GP9 carbodies. The GP30 also was the first EMD model in which the low front hood was standard and an increase in the horsepower rating kept it competitive with GE and Alco.

GP30 locomotives Posters
11x17 inches/$1 each

The Port of Gladstone Part two: Facilities

by Jim Welton

The venerable Gladstone depot was an impressive building. It was built with the arrival of the railroad in 1887, serving both passenger and freight business. It had a stone foundation with wood frame construction. Its dimensions were 108 feet long, 32 feet wide, and 22 feet high. A wooden freight transfer platform 271 feet long and 12 feet wide was built on the east side of the south end of the depot in 1909.

The top story of the building housed the division superintendent's office with rooms for the chief clerk, trainmaster, roadmasters, train dispatchers and telegraph operators. Ample storage space was provided for records. The first floor had passenger waiting rooms. The north part of the building had offices for the agent, yardmasters and clerical forces. The south part served as a freight house. One can imagine the magnitude of paper work the office force generated.

The original structure, which five generations of railroaders called their office, withstood the tremendous changes that occurred during its 112 years of existence. It was finally torn down in 1999. To old-timers it was the last reminder of the glory days of the Port of Gladstone.

This issue's Photo Gallery

Modeling Soo passenger cars

Part two: Underbody and final detailing
by Dennis Storzekphotos by the author

Last issue we assembled the car body and made modifications to add working marker lights. In this installment weÕll detail the underbody to reflect typical Soo Line practice, and add an interior.

Center Sill Modifications
The SLHTS kits as supplied model the original brake lever arrangement on these coaches. Many cars retained this arrangement after air conditioning was added, but some cars, coach-buffet cars 2111 and 2112 included, had the battery box relocated to the right of the brake cylinder, which necessitated a change in the location of the hand brake levers. To model this, a new slot must be cut in the center sill, as shown in Figure 1.

Figure 2 shows this slot and the new hole for the brake rod that needs to be drilled through the crossbearer half way between the existing hole and the center sill, and also shows additional piping added to the air tanks.

Each air tank has a pipe that comes out of the end near the center of the car, and this pipe runs up, behind, or anywhere it can disappear into the shadows. The pipe from the slender tank would best be left off until the brake components are installed, to be certain it clears

Questions about the content of the SOO? Contact:

Rick Johnson, Editor
2216 Allen Lane
Waukesha, WI 53186-1651
or E-mail.

Questions about reselling the SOO in your store? Contact:

Joe Lallensack, Commercial Accounts Manager
3818 Mangin St.
Manitowoc, WI 54220
or E-mail.

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