SCL 858130

This is a first of sorts for trying different techniques using the Funaro and Camerlengo (F&C) Seaboard Air Line P-9 class phosphate hopper. The kit was constructed per the instructions and has several upgrades and additions that while nice, add to the complexity of the build. For a fleet of these cars, this is a question of return of investment.

The model has been upgraded with Plano running boards, Detail Associates brake gear, Branchline ladders, and Kadee Vulcan trucks. I would like to use photo-etched ladder styles to replicate the fine end ladder details, but these do not appear commercially available and would become a custom project. The rounded upper ends of the style might be accomplished by way of Kadee's Pullman side ladders. The additional brake rigging and hatch detailing has certainly improved the roof top appearance of the car.

Once satisfied with the detailing process, this car will go into primer and then ultimately become SCL 858130 replete with a gray car body, and black lettering.

SCL 635296

SCL 635296  is a custom painted Kadee 50' boxcar which was lettered with various Microscale decal sets to obtain the proper capacity, reweigh, class data, and stenciling. This model has since been released by Kadee in ready to run form, but the O-35 class was one of the most prevalent classes of ACL, and successor SCL.

Passenger Car Projects of the Past

EMD SDP35

Seaboard’s SDP35: Dual Service Locomotives

By Justin May

Photos by Warren Calloway unless otherwise noted

Seaboard Air Line’s Silver fleet was an amazing example of how passenger service was to be operated. In the 1950s, SAL would constantly update the ranks of passenger equipment to keep demand with increased ridership and the increasing demand for larger, spacious accommodations thus requiring additional equipment. Seaboard capably powered the Silver fleet with ranks of EMD E units, but as ridership increased, SAL did not update their passenger locomotive fleet in kind after the last E8A unit purchase in 1952.

Seaboard Air Line’s passenger fleet consisted of aging pre-War cab units that ranged from the first EMC E4 cab units constructed in 1938 to their newest cab unit, an E9A, constructed in 1963. Though needed, Seaboard Air Line was not likely to purchase an all-new passenger locomotive given decreased ridership numbers in the looming future.

In 1964, as passenger service was beginning to decline, Seaboard Air Line was faced with maintaining an elderly fleet of cab units, or to replace those units with an all-new Special Duty Passenger dual service locomotive. Locomotive builder, General Motors’ Electro-Motive Division, was specifically offering a new SDP35 for railroads facing similar circumstances wherein the need to replace old pre-War cab units existed.

The use of the dual service locomotive permitted the railroad to use it in both passenger and freight service as needed. When the need to power passenger trains ceased, the unit could then be used in freight service exclusively. The dual service concept was successful for not only EMD, but for many other railroads which rostered the SDP35.

Production:

EMD produced only 35 examples of the SDP35, with Seaboard Air Line becoming the first and largest owner of the locomotive. Additional examples were built for competitor Atlantic Coast Line, as well as Louisville and Nashville, and Union Pacific. 

Seaboard Air Line used the SDP35 in both high-speed freight and passenger service unlike other railroads who found them either ill suited or surplus for their intended role upon delivery. Atlantic Coast Line used their single 1965 delivered SDP35 in dual service roles, however, preferred the freight only model, the SD35. ACL 500, would later become ACL 1099 and ultimately join the SAL SDP35s under the SCL umbrella as SCL 600.

Similarly, L&N purchased four of the units in 1965, in anticipation of use as passenger locomotives, however, prior to delivery, L&N discontinued several passenger trains. All four SDP35s, initially numbered as L&N 1701-1703, lacked steam generators. The L&N examples would become freight locomotives, however, outwardly resembled later production SDP35s.

The fourth purchaser of the SDP35, was western power, Union Pacific, who sought to use the dual purpose SDP35 on its passenger and special trains as protection power. UP purchased ten units in 1965, numbered as 1400-1409, to supplement a fleet boiler equipped GP9s and GP30Bs, however, it was determined due to electrical problems that plagued the EMD 35-line, the reliability of the E9 was preferred. The UP SDP35 fleet was assigned to the Eastern District, keeping them close to Omaha, NE shop forces. Ultimately, the UP SDP35s would become relegated to special passenger train moves, and pilot duty for use on the C&NW. In mid-1980, the UP fleet was stored and eventually retired in 1985.

Unlike the UP, Seaboard experienced a much different path that would ultimately lead to decades of successful service albeit in a varied form. The SDP35 was powered by EMD’s turbocharged 16-cylinder 567D3A prime mover that enabled the locomotive to run at a top speed of 89 mph, though three additional gear ratios were available.

The SDP35 is described by EMD as, “essentially an SD locomotive with the long hood and rear walkway extended to accommodate a steam generator. The fuel tank is divided into a combination fuel tank and water tank and the gear ratio at the traction motor pinion is suitable for high-speed operation. This equipment enables the locomotive to perform as a passenger locomotive and as a freight locomotive at low minimum continuous speeds comparable to GP locomotives equipped with the usual freight gearing.”

Seaboard Air Line SDP35 variants:

The SDP35 was built for Seaboard in two orders consisting of units 1100-1113 being built to Phase 1a and 1b specifications. The initial order, EMD builder numbers 29339-29352, was constructed in July through September 1964. These units were denoted by spotting features to include three latched engine room doors, a flat topped fuel tank profile, a bulge beneath the upper headlight housing for the use of a Gyralight, and Flexicoil FC1C type truck side frames.

 The second order consisted of units 1114-1119 which were constructed in November 1964. In the interim months between the first and second order of SDP35s, several phase changes occurred to include the use of seven latched engine room doors, and a change to the louvers on the fireman’s side battery box doors. These were reduced from three sets of three louvers to two sets of a single louver. The second order, like the first order, used EMD Flexicoil FC1C type truck side frames, however, is denoted as Phase Ic2.

Both orders of the SDP35 featured a 1500-gallon fuel tank and a 1500-gallon water tank, which were contained within a flat-top profile tank. Upon delivery to Seaboard, the SDP35s all received Hancock air whistles in place of the typical Leslie 3 chime horn used on other Seaboard Air Line locomotives.

In-Service:

With the arrival of the SDP35s, the aging E4 and E6 units were retired in 1964, bringing an end to the pre-War cab unit era. The SDP35 was used in a variety of service throughout the Seaboard Air Line system that typically included handling secondary passenger trains, mail trains, hotshot TOFC trains, as well as powering general freights in concert with other EMD General Purpose locomotives or with other SDP35s. The units were based on the northern end of the SAL system being serviced frequently in the Hamlet, North Carolina shops.

In passenger service, the SDP35s, “went to work on several secondary and local passenger runs, starting with the Richmond-Miami Palmland and the Hamlet-Atlanta/Birmingham locals. Later assignments included the Sunland, winter season Trains 15-16, and the Atlanta-Birmingham section of the Silver Comet. They eventually turned up on almost any train in the Seaboard lineup except for the Silver Meteor and Silver Star. True to their dual-purpose design, the SDP35s were also placed on piggyback trains or other fast freights where their moderately high speed could be put to good use. A single SDP35 could handle an average-size local run, but longer trains found them mixed in with one or two E units. The Palmland often drew a back-to-back pair of the SDPs.”

With the formation of Seaboard Coast Line on July 1, 1967, the SDP35s were renumbered into the 601-620 series and were hastily repainted using the original SAL Pullman Green to paint over the existing Seaboard lettering. Atop the fresh paint, a new green SCL herald was applied to the nose, new yellow cab numerals, and yellow ‘SEABOARD COAST LINE’ lettering were placed atop the yellow band along the long hood. When repainted, the original rear end numbers were eliminated. This scheme has come to be known as the Split Image scheme that many units wore in the

immediate years after the merger.

The units were repainted in no certain order with many of the units receiving the black and yellow ‘Bumble Bee’ scheme between 1967 and 1971. During 1971, the SDP35s were de-boilered removing the long hood bulge and installing a flat steel plate in their place. The deactivation of the boilers meant an end to passenger service capabilities; however, the units would continue to serve SCL for many years. During the boiler removal process, the units were again renumbered as SCL 1951-1970. 

The once front running SDP35s became another 2,500 horsepower to their new owner and were often tasked with handling various freight jobs. On July 31, 1977, nine of the former Seaboard SDP35s would be sent to power short Louisville and Nashville as a stopgap measure due to increased coal traffic. The SDP35s joined the ranks of former SAL Alco RS11s, C420s, Alco Demonstrator C430s, and former ACL C628s and C630s, along with former ACL GP30s, SD35s, and the former ACL SDP35.

Upon reassignment to L&N, the former SDP35s remained in their as built appearance replete with the raised steam generator area, as delivered rear step wells, and steam generator stacks intact. The units were initially numbered in the 7000 series upon delivery and in April 1979 were renumbered into the 1200 series to conform to the existing L&N roster.

Four SDP35s were held in reserve for rebuilding into H15 hump yard switchers in 1981. The conversion took place at the Waycross, Georgia shops and involved SAL 1100, renumbered to SCL 5, SAL 1104 renumbered to SCL 2, SAL 1106 renumbered to SCL 1, and SAL 1113 renumbered to SCL 6. The conversion involved replacing the turbocharged EMD 16-567D3A prime mover with that of a non-turbocharged 16-567BC. This replacement reduced the available horsepower to 1,500. 

Additional changes included simplifying the electrical system, eliminating the dynamic brake equipment, fitting a paper air filter atop the long hood for normal aspiration, converting the FC1C Flexicoil trucks to a two brake cylinder arrangement, installation of a 3,000 gallon fuel tank, and rebuilding the rear of the unit with standard EMD step wells and shortening the long hood end.

The intended role of the H15 was to operate in pairs with that of former ACL SD35s as hump pushing units at the large Rice and Hamlet hump yard terminals, a role they served in until retirement in 1991 by CSX Transportation.

Equally at home on an express mail train or lugging freight in consist with GP30s, GP35s and GP40s, the SDP35 was truly a dual purpose locomotive well suited for the needs of both Seaboard Air Line or Seaboard Coast Line.

Sources:

I would like to thank Warren Calloway for the use of his photographs. Additionally, the works of both Larry Goolsby, author of Seaboard Air Line Passenger Service The Streamlined Era and Doug Strack’s excellent website, UtahRails.net were referenced in this article.

Passenger service operations terminated

Warren Calloway photograph

Having an affinity for Pullman passenger cars and Seaboard Air Line passenger operations, I decided recently to model a passenger train that would be appropriate for use on Boca Grande. While I have no consist lists, I turned to one of my favorite books, Larry Goolsby's Seaboard Air Line Passenger Service, The Streamliner Era, which details many of the Silver Fleet series cars as well as delves into the smaller branches served by Seaboard Air Line.

The following excerpt was taken from Larry Goolsby's chapter on branchline operations:

"Connecting passenger trains from Tampa to Port Boca Grande reached their destination over the Boca Grande Subdivision, originally the Charlotte Harbor & Northern, which Seaboard leased in 1925 and fully merged in 1946. The “Cold, Hungry & Naked” was built to haul phosphate from the rich mines in southwest Florida, and began at Port Boca Grande (located on Gasparilla Island and called South Boca Grande before 1947). From there the line went inland northeast to Arcadia, then turned north to Edison, near Mulberry on the Tampa-West Lake Wales line. Although Port Boca Grande was only 85 air miles south of Tampa, the rail route took trains on a 126-mile inland journey between the two cities.

            As was the case with Venice branch trains, Seaboard’s employee timetables gave trains leaving Tampa a timetable-north number from Valrico to Edison and beyond. To Port Boca Grande, the train was Nos. 30-321, and to Tampa, Nos. 29-322.

            In the winter season, the Port Boca Grande trains carried a through sleeper from New York (usually a 6 Cpt-3 DR, like the mostly Pullman-owned Glen series). The car came via the Palmland originally, then moved to the Silver Star in winter 1948-49. The Port Boca Grande train left Tampa after the Silver Star and Palmland had pulled in, leaving in the morning and getting to Port Boca Grande just after lunch. Passengers of means could take a connecting yacht beyond to Useppa Island. The northbound run left in the afternoon and got back to Tampa at 6:55 (PM).

            The Boca Grande train carried a Seaboard parlor-diner during the winter season up through winter 1953-54. The New York-Port Boca Grande sleeper line received a lightweight 10-6 car effective in the winter of 1956-57 season, but lightweight 4 DB- 4 Cpt-2 DRs (like the Imperial series owned by Pennsylvania and other railroads) served over the next two winters. The lightweight cars were not enough to Nos. 321-322 in the timetables, and they made their last runs on April 12, 1959."

An interesting side note to passenger service on Boca Grande was the creation of the Boca Grande Causeway bridge constructed beginning in 1955-1958 which effectively opened Boca Grande and Gasparilla to the mainland travelers. A historical background of the bridging of the island to mainland Florida was found at the Library of Congress' archives (FL0794 document).

In 1926, Joseph Spadero an Italian-American from New York, moved to Boca Grande. He subsequently purchased most of the land south of 1st Street, where he started construction of the Boca Grande Hotel and golf course as a rival to the Gasparilla Inn. As a businessman who catered to wealthy tourists, he also believed a road/bridge to the island would make it easier for people to get there. Unfortunately, being new to the area, Spadero had no allies in the community, or local and state governments, to help push his plan through.

In the meantime, William C. Sprott, an entrepreneur from Polk County, moved to Gasparilla Island. Privately promoting the idea of a ferry between the mainland and the island, Sprott purchased land in Placida, at the base of the railroad tracks, and in Boca Grande, opposite 35th Street on the Bayou. He also purchased a small barge capable of carrying one car, and began to operate a ferry circa 1929. In 1930, he invested in a bigger barge and incorporated the Boca Grande Ferry Company.

Circa 1949, Spadero allied with Sam Schuckman and Robert Baynard (president of the Venice-Nokomis Bank), and on June 7 of that year, incorporated the Florida Bridge Company with Baynard listed as president. The intent of the company was to construct a causeway from mainland Florida to Gasparilla Island. Because the causeway would cross Placida Harbor/Gasparilla Sound, which had been part of the Gulf Intracoastal Waterway since 1949, the causeway would require a moveable bridge-what became known as the Boca Grande Swing Bridgeto allow larger sea vessels to pass. Early in 1950, the company applied for a permit from the U.S. Army Corps of Engineers, which was granted in May of that year. It was during this application process that the residents of Gasparilla Island first learned of the plans for the causeway, upsetting most of the wealthy northerners with winter homes and many of the year-round inhabitants who opposed such a project. The dispute expanded in July of that year when the company announced it would submit an application to the state’s Railroad and Public Utilities Commission for a franchise by August 5th. The opposition began to circulate petitions to stop it. However, other residents, particularly local businessmen, supported the plans. 

Spadero and Schuckman had begun to secure the right-of-way needed for the project, including the purchase of the land owned by the Boca Grande Ferry Company. The Ferry Company itself remained in the hands of the Sprott family, who operated the ferry service until the causeway opened.

Eventually, the Florida Bridge Company and its supporters won the battle, and in 1952, the company secured a fifty-year franchise lease from Florida to build the causeway and collect tolls. Sadly, Spadero passed away in October of that year, barely living long enough to see construction start on his project. 

Hardaway Construction Company began dredging operations for the Boca Grande Causeway in 1952; this work was necessary to form the intermediate islands that would carry the road and support the Swing Bridge and the two fixed concrete relief bridges. The cost of this effort was estimated at $250,000. Construction of the causeway began around September 1955 at an estimated cost of $702,000; funds for the project came from a $1 million first mortgage and revenue bond issue initially advertised in August 1955. The original estimated completion date was early 1956, but court suits involving right-of-way acquisition caused delays in the work. 

By the end of June 1958, the causeway was open to traffic, although the official opening ceremony did not occur until July 4th. 14 When first constructed, tolls were collected in both directions via a mobile toll station that would be wheeled onto the oncoming lane of the Swing Bridge; rates varied by the type of automobile. For a standard car, the rate was 75 cents for the vehicle and driver and 10 cents for each additional passenger; motorbikes were charged 25 cents; buses and trailers cost $2 for the vehicle plus 10 cents for each passenger; trucks under 2 tons were charged $1.50 plus 10 cents for each passenger; and truck 2 tons and greater cost 50 cents per ton plus 10 cents for each passenger. The bridge tender was responsible for customer service, and if someone wanted to purchase a discount pass, they had to go to the Control House."

Sadly, the end of passenger service came early to Boca Grande in 1959 due to diminished ridership, thereby eliminating passenger service to the island. One question that has often piqued my interest was the consideration if EMC E4, EMD E6 and later units ever ventured onto the island. Due to weight restrictions, large locomotives were not frequent visitors, it was often at the charge of a Baldwin DR6-4-1500 "Baby Face" cab unit numbered in the 2700-2702 series that passengers were hauled.

An interesting consideration would be the use of a later prototype purchased by Seaboard Air Line in 1964 from EMD, the SDP35. Capable of 90 miles per hour and able to provide steam heat, these units were purchased with the intent to replace aging cab units such as the E4 and E6 units, with the provision of also being used in freight service. The 2,500 horsepower locomotives arrived too late to make inroads on Boca Grande in passenger service, but they may have been a visitor to Port Boca Grande at some point in history that has escaped the lens of photographers. Over the next few weeks, in between fishing trips, I hope to publish some additional posts about the construction of several Pullman sleepers and also share some additional head end equipment cars that would be befitting of a Boca Grande era passenger train.

Warren Calloway collection. SAL 1110 was photographed amidst Seaboard's Silver Fleet and head end cars in Miami, Florida. Behind the locomotive are the stadium lights of Miami's fabled Orange Bowl. 

Post Card view

This "1900" era postcard view of Port Boca Grande was offered for sale on Ebay. Not being one to shy away from maximizing opportunities, I wanted to discuss the elements within the post card.

The view of the artist is such that one is looking in a northeasterly direction towards Charlotte Harbor. One of the drying bins is visible to the left of the image while the dock extends to the right. The scene includes various homes that were extant on what would become the Belcher Oil loading facility. The views from this angle are few and far between which makes this image useful for modeling purposes. The likely vantage point may have been the lighthouse.

While no date is given, the presence of the Seaboard-esque hoppers on the dock which is visible to the right of the drying bin suggests this image is a post-1935 image based upon their delivery in that year. The shotgun style homes would make for an interesting scene to include in a model of the area. If only the owner would have known the value of the property at that time? Today, Google aerial imagery is of no or limited use based upon the redevelopment of the area. The value of these images for modeling purposes is great especially when considering post cards are typically containing, "tourist" views and the like.

The Port Boca Grande station and dock visible in the post card are also visible in greater detail in the above image, though the area has undergone some change at this time. The lumber dock has been shortened, and the vegetation immediately south of the drying bins appears to have increased. Smaller structures, likely some of the homes detailed on the map above, also appear south of the bins and headhouse in this westerly looking image. 

Passenger service

Passenger service to and from Boca Grande was a primary means of transportation until the installation of a roadway bridge in the late 1950s. It was primarily handled by the Seaboard Air Line's venerable Baldwin passenger units, the DR6-4-1500A, which were used on the southern end of the system. The units were frequent visitors to Sarasota, Boca Grande and Tampa and were typically in charge of the southern connections.

The units while not available in HO scale, are some of the most interesting locomotives on the Seaboard roster. The units were purchased in November 1947, and two additional units were purchased in January 1948. The locomotives were numbered SAL 2700-2702 and were powered by a 1500 horsepower Baldwin 608SC, 8 cylinder prime mover which was turbo equipped.

The units were ultimately sold to EMD as trade in credit and scrapped in the early 1960s. Several unique images are contained on the Baldwin Diesel Zone website.

In this image above, SAL 2702, a 1948 built unit, is seen stopping at the Boca Grande passenger depot in 1952. Pullman service from New York was available, and it was not uncommon for a Pullman 12-1 sleeper to be in train, supplemented by various coaches and head end equipment. The loading dock south of the station and sidings provide interesting contrast to the mainline.