More Seaboard Air Line P-9s

I recently stumbled across some higher resolution images of Boca Grande, FL phosphate operations. The car numbers can now be realized and add some more prototype road numbers to the existing list documented throughout photographs. SAL 59016 is seen waiting to be unloaded as an unidentified worker releases car brakes. This P-9 is from the 1950 Pullman-Standard order for cars 58975-59174 which consisted of 200 cars. The car is painted gray with black lettering typical of the later appearance cars. Of note, this image was taken with SCL 1140, an Alco RS2, and a "flip top" conversion, which denotes these images as being during the 1969 era.

SAL 59474 was being pulled towards the head house where the dry rock would be dumped and ultimately conveyed to the elevator or stored within the drying bins. SAL 59474 was built in December 1955 by BSC, and is the last car in the series of SAL 59275-59474. This prototype features the straight end sills with stamped steel roping staples. Again this car appears to be painted in the later gray car body paint with black lettering. This car has not been modified and is being pulled it appears by a winch and pulley system located to the right of the hopper.

SAL 58072 is being pulled long (east) of the head house towards the dock. The Klasing 1500 brake wheel and housing are definitely an oddity on these cars. This car is from the original order of SAL 58000-58099 built in February 1935 by Pullman-Standard. The car body is gray with black lettering.

Boca Grande 1954 images

All images courtesy of the Burgett Brothers collection, Hillsborough County Public Library

Phosphate Hoppers - Seaboard vs. ACL

Beginning in 1935, Pullman Standard was contracted to construct a 100 car order of the newly designed P9 class hopper. As shown below, the P9 is a 70 ton covered hopper of reduced height (AAR circular D.V.1150, Exhibit N), rated at 1912 cubic feet and largely considered the catalyst of all modern phosphate hoppers. Seaboard again returned the following year, 1936, for a second order of 100 cars eventually amassing the largest fleet of the such cars. Atlantic Coast Line while following the lead of it’s rival competitor, turned to Bethlehem Steel for a 100 car order in 1938.

Seaboard 58850 was part of a 300 car order constructed in 1950 by Pullman Standard. Sporting Gypsum expanded metal grid running board, Miner powered handbrake and 33 inch one wear steel wrought steel wheels this car is representative of the later built hoppers. Differences among the fleet were minimal when considering the earliest of orders, however, as production and materials advanced welded designs became the standard.

Seaboard’s 70 Ton P9 covered hoppers circa 1935-1962:

Car Number:     Qty:     Builder/Lot:      Built:              Cuft:            Hgt:            Lgth:

58000-58099       100       P-S 5503            2/1935            1912            10’10”            36’6”

58100-58199       100       P-S 5525            7/1936            1912            10’10”            36’6”

58200-58399       200       P-S 5852            6/1947            1912            10’10”            36’6”

58400-58574       175       P-S 5890            12/1947          1912            10’10”            36’6”

58575-58674       100       P-S 5935            1949               1912            10’10”            36’6”

58675-58974       300       P-S 5968            9/1950            1912            10’10”            36’6”

58975-59174       200       P-S 5975            1950               1912            10’10”            36’6”

59175-59274       100       P-S 5987            4/1951            1912            10’10”            36’6”

59275-59474       200       BSC 219            12/1955          1912            10’10”            36’6”

59475-59624       150       ACF 5900          4/1962            1970            10’09”            37’6”

(Notes: P-S, Pullman Standard / BSC, Bethlehem / ACF, American Car and Foundry)

Beginning in 1960, Seaboard moved towards a modern paint scheme resulting in the selection of a gray car body over that of the oxide red as delivered by Pullman Standard. Roman lettering remained, however, as demonstrated above, stenciled road names and numbers became commonplace. The scheme above is a later paint scheme based on the location of the reporting marks to the B end of the car. The early hoppers featured the road name and number over and under scored within the center of the car body.

Noted changes in the Bethlehem Steel Company order included a straight profile side sill, sheet steel roping staples, the inclusion of vibration pads, gussets and a thin side sill directly below the bottom most rivets located along the car body. 

The sill variation began in 1951 with the delivery of SAL series 59175-59274; this design variation continued through the BSC order delivered in 1955 lasting for only two orders. It should be noted the sill slope was revised again in 1962 to resemble that of the early Pullman Standard deliveries, however, by this time cubic capacity, and the car design dimensions were enlarged. 

Seaboard’s fleet of early cars continued in varying service, ranging from sand service, fish meal service, and dedicated phosphate service until the FRA mandated 50 year rule was imposed thus bringing an end to the P9 era.

On July 1st, 1967, Seaboard Air Line and Atlantic Coast Line merged to form Seaboard Coast Line Railroad. The merger streamlined operations, but also eliminated duplicate trackage. A large component of the merger was the Bone Valley region of Florida. As a part of the elimination of duplicate trackage and operations, SCL sought to increase phosphate operations through a new phosphate unloading facility located in Tampa. The terminal was named Rockport Terminal and would increase the tonnage of export phosphate dramatically. The new facility allowed for complete trains to be rotary unloaded and would ultimately replace Port Boca Grande operations.

Beginning in 1969, two years after the Seaboard Coast Line merger, the cars were sent to Bethlehem Steel for heavy repairs and rebuilding. When the cars emerged from Bethlehem, the class was equipped with a full panel rooftop hatch constructed by Stanray. The full length hatch measured 27’7 5/8” in length and included the original 8 smaller roof top hatches which were retained in their original location. The flip top hatch included a hinged type action which allowed the car to be rotated vertically allowing the lading to fall into awaiting pits while in a rotary type dumper. The hinged section commonly called the flip top design marked one of the final design changes to the class.

The following roster denotes the new SCL car numbers, previous car number series, the build date, and the rebuilt date. The rebuild series was not completely inclusive of the series as examples of non-rebuilt cars exist, so one should assume that all cars were rebuilt in kind into "flip tops". The rebuilt series were given the new car classification US12 to follow ACL practice which utilized, "U" to denote phosphate hoppers.

SCL #:                         Previous #:                 Built:        Previous Class:   Rebuilt:           

858000-858199            58000-58199               1935            P9/SAL             1969 (198 cars)

858200-858674            58200-58399               1947            P9/SAL             1969 (466 cars)

                                     58400-58574             1947-48         P9/SAL             1969

                                     58575-58674               1949            P9/SAL             1969

858675-858916            58675-58916               1950            P9/SAL             1969 (200 cars)*

858917-858974            58917-58974               1950            P9/SAL             1969 (200 cars)

858975-859174            58975-59174               1950            P9/SAL             1969 (100 cars)

859175-859274            59175-59274               1951            P9/SAL             1969 (100 cars)

859275-859474            59275-59474               1955            P9/SAL             1969 (200 cars)

859475-859624            59475-59624               1962            P9/SAL             1969 (150 cars)

Note: (*) class renumbered 200000-200199. Not all cars rebuilt to flip top design. Classed by SCL as US12 to provide uniformity to car classification system.

It can be inferred that Seaboard’s 1934 plans took the dry rock industry by storm, however, rival ACL chose to implement the wait and see approach. Beginning in 1938, ACL turned to Greenville with nearly identical plans for such a car. Differing only in choice of trucks, and applicable hardware (brake wheel, running boards, etc…) the U7 is a near clone of the Pullman Standard product. 

ACL quickly augmented their fleet of U5 and U6 hoppers with the likes the of the new U7 quickly realizing the need for a larger, modern hopper. The U7 class, like the P9, featured riveted construction, a unit cast bolster, and the trademark saw tooth design which proved unusually successful. 

ACL’s newest class of U7s, 100 cars in total, became the only class of dry rock hoppers to feature outside bracing. While it was not an as delivered feature, ACL shop forces added the braces to strengthen the 3/16” sides due to corrosion and stresses from loading.

Atlantic Coast Line U-7 covered hoppers:

Car Number:            Qty:           Builder/Lot:         Built:        Cuft:            Hgt:            Lgth:

9200-9299                  100              BSC 85009         1937-38      1970            10’09”          37’6”

9300-9399                  100              BSC 14               12/1940      1970            10’09”          37’6”

9400-9499                  100              BSC 28               12/1941      1970            10’09”          37’6”

9500-9599                  100             ACF 3326            12/1948      1970            10’09”          37’6”

The U7 class totaled 400 cars in total with orders being placed in 1937, 1940, 1941 and 1948. Slightly larger in length and cubic footage while a decrease in overall height, the U7 is nearly identical in many terms when compared to that of the P9. Initially delivered in ACL Indian red or Mulberry red, the U7 class saw differing paint schemes varying from unpainted aluminum or gray Other items of note are Motor wheel journal box lids, Barber S2A stabilized trucks with 2 ½ inch spring travel, Wine door locks and fixtures.

The U7s featured three distinct paint schemes - Indian Red, unpainted Aluminum or gray. The shops of Lakeland, Florida are noted to be one of the major shop points within the Bone Valley region. Capable of heavy or minor repairs, rebuilding cars en mass and equipped with painting facilities, Lakeland or LAKD was a hub of activity during the 1950s. Both SAL and ACL also maintained extensive facilities within Tampa (TPA) and Uceta, Florida. 

                       SCL (nee-ACL) U7/8/10/12 class rebuilds (subclasses included):

SCL #:                   Previous #:            Built:       Previous Class:       Rebuilt:

739200-739499       9200-9299            1938               U7                          N/A (342 cars)*

                                 9300-9399           1940               U7                          N/A

                                 9400-9499           1941               U7                          N/A

739500-739599       9500-9599            1948               U7                          N/A

739600-739999       9600-9999            1951               U8                          1969 (400 cars)

610000-610199       10000-10199        1957               U10                        1969 (200 cars)*

610200-610499       10200-10499        1962               U12                        1969 (300 cars)*            

Note: (*) Class U7 conveyed in part to SCL. No cars rebuilt to flip top design. Classed by SCL as U7, U8, U10, or U12 to provide uniformity to car classification system. Some cars rebuilt with circular hatches in place of square type hatches. A majority of the U7 class were rebuilt into open ballast hoppers used in company service. 

The U7 class were the first cars to be retired of ACL’s fleet due to their service type and longevity. In all, 1450 cars were rebuilt to flip top conversions through 1969, making the P9 type hopper one of the greatest assets to the domestic phosphate industry.

Early survey of Boca Grande Pass

SCL 1177

SCL 1177 sits in Boca Grande, Florida on 11/07/1971. This image taken by Robert Selle is one of the best images of SCL power in Boca Grande located so far. This locomotive is a Phase 1 Alco RS3 and was formerly SAL 1665. The locomotives, initially built as Seaboard Air Line 1657 - 1665 were constructed by Alco in December 1950 through January 1951. Many of the SAL specific details can still be seen to include the front number board immediately above the headlight, the fan shroud, and unique front and rear handrail stanchions.

Modeling these unique details of the RS3 is now far easier than when I once constructed an Alco RS2 thanks to KV Models SAL specific detail parts.

http://kvmodels.com/alco-rs-series-details/

The RS3 was the primary power used to switch the elevator and haul trains north. A typical consist included Alco RS2s, RS3, as well as other smaller B-B configured power due to weight ratings of the two mile long trestles. Other power examples seen in photographs include EMD GP35 and GP40 locomotives.

The Library

The following books, though not all of which are in my collection, would be of value to the modeler seeking to familiarize oneself with the history and operations of Port Boca Grande. Robert Fischer's excellent work, "Boca Grande Once a Railroad Town" is arguably the most authoritative source spanning multiple eras. It includes color photography, route maps, government survey plats, and many other gems of information.

Boca Grande Yard Operations

I located these images several years ago of the south end of Gasparilla Island and have studied them in great detail.

This image is looking in an easterly direction towards the elevator. The small structures to the north are equipment sheds while the the pass through structure is where cars were unloaded and dumped. Unlike Rockport and Port Manatee, still a few years in the future by the time of these images, the use of gravity unloading was the only means available. Rockport and Port Manatee would use rotary dumping as a means of delivery which would lead to SCL modifying numerous car classes in 1969. The image above includes P-9/U-7 type immediately west of the dumping station, while the photographer and his compatriot are standing atop what appear to be 1,958 cubic foot two bay covered hoppers. The west leg of the wye can be seen to the north. SCL 1140, an Alco RS-2, is at the ready.

This image is looking west towards the Gulf of Mexico. Boca Grande Terminal had a small three track yard which was accessed via a wye. The yard spanned the distance of Gasparilla Island and included turnouts so that cars could be switched. The water tank denotes an earlier time where water was not readily available. The small spur running northwest was used for car storage or repair in place. A larger tank can be seen beyond the aged wooden tank. In this view, additional car types can be seen to include flat cars, more examples of Seaboard Air Line P-9 class phosphate hoppers, tank car, and boxcars. Boxcars were often used to bring supplies to the island. The interesting component of this image is the presence of "flip tops" which were previously gravity dump phosphate hoppers, however, modified in 1969 by Bethlehem Steel Company to create a rotary dump hopper. At least four examples of "flip tops" can be seen on the south yard track. The string of unmodified cars on the center track, including SAL 59016, are being attended to in anticipation of unloading or secured for movement. The presence of these details in these two images would place this scene as early as 1969.

Post #1 - Boca Grande Inspiration

Boca Grande drying bin #1, located on the eastern side of the island. The below image is taken from an eastern vantage point within the harbor looking west at the southern end of the elevator (Images courtesy of Florida Memory, Florida State Archives) 

Boca Grande, Florida was the southern terminus of the Charlotte Harbor and Northern Railway and a vital link in developing the export phosphate markets for Florida. CH&N is a relatively modern railroad and became part of the Seaboard Air Line Railroad in 1925 when the desire to secure phosphate shipments from American Agricultural Chemical Company (Agrico) in Pierce, Florida deep in the heart of what is now known as the "Bone Valley". The railway was built to access the deep water port of Charlotte Harbor via Boca Grande Pass.

A phosphate elevator was constructed at the southern end of Gasparilla Island which allowed for automated loading of deep drafting ships. The phosphate was delivered to the elevator via the length of Boca Grande island and connected with points north and east via two miles of bent pile trestle.

Other improvements to the area include large oil storage tanks and off loading where Belcher Oil, of Miami, Florida, and later Florida Power and Light, would use to store fuel.

My inspiration for modeling these historic and unique operations came from my love to fish. I've fished in Boca Grande for many years, and never once have lost an interest in how this fisherman's playground came to be through the railroad. My family has been in railroading for many generations, when my then great-grandfather retired from Seaboard Air Line Railroad as a road foreman of engineers.

I hope to create a prototypical, historically accurate piece of Florida's phosphate operation set in the 1960s after the Seaboard Coast Line merger in 1967 in HO scale. This blog will serve as a vehicle to share information, modeling projects, and historic images for those who have an interest in Boca Grande's unique history.