Class One Model Works CB00206 – Peaked Roof Caboose 2200s Wig-Wag Atchison, Topeka And Santa Fe (ATSF) 2232 – HO Scale

Santa Fe Peaked Roof Caboose 2200s – Wig-Wag

 

Detailing the Differences

Highest Level of Detail Available

The car contains an incredible amount of detail including; etched end steps and platforms, under frame detailing never before seen on a model caboose – including the frame mounted Dayco belt generator (if applied), and etched metal wig-wags as applied.  The models also have a window treatment which mimics the screens found on the prototype

engineering for quality

Accurately Dimensioned

These state-of-the-art model cars have been accurately reproduced from field measurements, detailed photographs, and from original builder’s blueprints of the actual cars right down to every visible detail.  Classonemodelorks.com stands for accuracy and we strive to provide that with every model we produce.

unsurpassed visual presentation 

Sharp And Accurate Paint And Lettering

Classonemodelworks.com provides accurate paint and lettering taken from photographs of the prototype, and numbering that matches the actual class numbers for the ATSF.  Our cars come with colors matched to the prototype from actual paint chips, drift cards, and historical society-provided information.  Lettering matches that photographed on prototype cars, even for re-paints.

realism realized in scale

Meticulous research and realistic lighting

Classonemodelworks.com believes in providing models that accurately depict the prototype equipment.  Keeping that as our core, we are proud to provide accurate body styles and detailing for each car.  These models include state-of-the-art lighting regulated from track power with a storage capacitor that holds a charge which ensures that lighting does not flicker from dirty track work or electrical rail gaps.  Power pick-up trucks match the prototype, and the marker lamps are prototype size and fully illuminated when illumination is selected with the provided magnet wand.

Model details

• Peaked roofs with flat cupola/car sides
• Appropriate etched metal roofwalks:
  • Kass grate roofwalk
  • Morton roofwalk
• Underside tool cellar installation
• Proper cupola railing type application
  • Full cupola periphery
  • Corner-only rails
• Duryea underframe
• Separately applied wire railings and grab irons
• ”Wood” end platform and etched step grating
• Removal of underframe tool cellars (boxes) where appropri-ate.
• Stunning ATSF paint and lettering
• Thin window glazing
• Journal box lube data where appropriate
• Stylized Circle-Cross reflectors where applicable
• Frame-mounted Dayco belt driven generator
• Etched wig-wag signals where appropriate
• Ground plane antenna platform as appropriate
• Double hung windows with window screen
• ASF Ride-Control or Swing Motion Trucks as applied to prototype.
• Operating corner mounted marker lights
• CNC machined and polished-tread wheelsets

 

Full Description

The Santa Fe went back to the drawing board before building the 2201 – 2300 class waycars primarily to create a new roof, incorporate AB brakes and a Duryea underframe.
These cars had a foot longer wheelbase than their radial roof or 500 class sisters and were nearly two feet longer over the coupler pulling faces due to the Duryea underframes.  At 50,400 pounds the cars were also the heaviest waycars the company owned.  

Minor construction changes had occurred with each class of cars delivered or built in-house.  It is unknown why the radial roofs were superseded with the peaked variation. However, it is probable that many freight cars being constructed at the time were using the same peaked panels that were included in the 2201 – 2300 series cars. The decision to include these panels in the waycar program was probably based on the premise that the panels were plentiful, and the tooling, equipment and trained men were available to install them.

The Duryea underframe was basically a forerunner of today’s Shock Control (Damage Free lading) underframe systems. Obviously, the longer the distance through which resistance to an impact of a moving car, can be applied, the less the intensity of that impact. The conventional center sill was replaced by one that was detached and allowed to travel longitudinally through the bol-sters crossbearers and end sills.  That motion was retarded by high-capacity cushion gear (springs and dampeners) located at each end of the car within the center sills adjacent to the bolsters. In the event of impact or a sudden start, the Duryea underframe absorbed the sudden jolt and smoothly transferred the motion to the car. Santa Fe had installed Duryea underframes in dozens of classes of cars. Unfortunately, the cost of maintaining the underframes was deemed too expensive and newer car construction was proceeding without the inclusion of Duryea underframes. (The peaked roof 500 class utilized Miner draft gear). The Duryea underframe installation on waycars was, in fact, a different story.  Wear and tear on the cushioning device was minimized by the placement of the car on the rear of the train. The reduced force on the underframe and its excellent cushioning characteristics made the inclusion of the underframe ideal for the waycar. Unfortunately, it would take years to understand this and so the 500 – 599 class of waycars that was constructed after the 2201 2300 class was not so equipped. The proof of the success of the Duryea installation would be seen in the company’s rebuilding of the CE-3 and CE-4 class which included complete rebuilding of the Duryea underframes. The cushioning systems were found to be in very good shape!

The roofs in this class were peaked steel with the joints located on the peaked ribs.  The roofwalks as built were steel with roofwalk laterals (sub-walk-ways located fore and aft of the cupola) on both sides.  Morton roofwalk material was used giving the roofwalk platforms a unique look.  Morton used a sheet material with round holes punched in it to achieve an anti-slip surface.  The cars were originally fitted with ASF A-3 Ride Control trucks.  These trucks were first introduced in 1943, and featured spring-loaded steel friction wedges that eliminated play between the components.  This effectively canceled excess motion and harmonic oscillation.  Their excellent performance convinced the Santa Fe to adopt them as the company standard on revenue freight cars.  The cars were built with two steel tool cellars.  The cellars were used to carry journal extinguisher, chain, rerail frogs, brake shoes and probably a myriad of other materials.  In later years some of the cars lost one tool box in lieu of a battery.

The end platform material was also originally wood later superseded with open steel grid. The step material appears to have always been steel. Some of the cars also appear to have been built with their Wig-Wag signals (original equipment) rather than having them added later.

The waycars were originally painted mineral brown with white lettering.  Many of the class had their handrails painted black to contrast with the brown color of the car, or maybe to simply protect the metal from rusting.  After 1953, the company forces began to paint handrails, end grabs, and step edges white to aid in safety-visibility.  Prior to 1938 the standard lettering practice was to spell out the car lettering as “A.T.&S.F.”  Sometime between 1938 and 1943, some cars were repainted with A.T.S.F., removing the “&”.   The periods were removed from the ATSF at some point after 1943.  An “R” was added to the cars when they were equipped with radio equipment. Several variations existed for the placement of the “R”.  Often the “R” followed the car number without the addition of a space. However, spaces and an occasional dash can be documented separating the number from the “R”.   

The 2201 class cars were delivered equipped with the orange wig-wag signaling plates installed on the cars.  As radio communication began to gain prominence on the Santa Fe, many of the cars were then electrified in the mid-1950s.  Electricity was harnessed only to provide energy to power the car’s radio set.  However, after the below-floor, axle-driven generator with battery storage was perfected, many of the car’s devices became electrically powered.  The batteries were housed in a box fabricated for their use which was located on the three window side of the car just fore of the cupola.  This box had a vented door that aided in the dispersal of explosive battery gases. The box was placed near the radio cabinet which was located in the base of the cupola. In 1966-67 a number of the 2201 class cars were rebuilt at Topeka and emerged as Ce-1 class waycars, while other 2201 class cars were rebuilt into Ce-2 class cars in 1970.  In 1976, other 2201 class cars were rebuilt to the Ce3 class (2294 was rebuilt in 1968). Still a few other 2201 class cars were rebuilt into Ce-5 cabooses between 1970 and 1976.
  
Classonemodelworks.com will be offering 2201 class way cars in both wig-wag equipped style and radio equipped style.  Both styles come with operating marker lamps which can be illuminated and shut off with the use of a magnetic wand.  The 2201 class cars in this production run will be equipped with Morton walkways.  These highly detailed models will be right at home on your layout and will provide a style of ATSF caboose which has never been produced in plastic, and which exceeds the quality of previous brass models.