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Body Style Information: Fitted with body mounted long shank couplers, ExactRail "Low Boy" 70 ton low profile Barber trucks, and 28 inch precision CNC machined wheel-sets, the HO Scale Vert-A-Pac models will accommodate 22-inch radius curves.
Prototype Information: 
Until the early 1960s, automobiles that were moved by rail were carried in boxcars. These were 50 feet long with double-wide doors. Inside were room for four full-sized sedans on a two-tier rack - two raised up off the floor on a steel rack and two others tucked in underneath them. This protected the cars during transport but wasn’t very efficient has the weight of four vehicles was far less than the maximum weight a boxcar that size could carry. When 85-foot and 89-foot flatcars came into service, it was possible to pack a total of fifteen automobiles in one car on tri-level auto racks. But it still didn’t exceed the maximum allowable weight for each flatcar.
When Chevrolet started designing ‘Vega’ during the 1970s, one of the main objectives was to keep the cost of the car down around $2,000 in circa-1970 dollars. At the time, the freight charge for moving a loaded railroad car from the Lordstown assembly plant to the Pacific coast - the longest distance that cars produced at Lordstown would need to travel - was around $4,800. Since the Vega was a subcompact, it was possible to squeeze three more cars on a railroad car for a total of eighteen, instead of the usual fifteen. But that still worked out to around $300 per car – a substantial surcharge for a $2000 car. If only Chevrolet could get more Vegas on a railroad car, the cost per unit of hauling them would go down.
The engineers at GM and the Southern Pacific Railroad came up with a clever solution. Instead of loading the cars horizontally, the Vegas will be placed vertically on a specially designed auto-rack – the Vert-A-Pac. Within the same volume of an 89-foot car, the Vert-A-Pac could hold as many as 30 automobiles instead of 18.
Chevrolet's goal was to deliver Vegas topped with fluids and ready to drive to the dealership. In order to be able to travel nose-down without leaking fluids all over the railroad, Vega engineers had to design a special engine oil baffle to prevent oil from entering the No. 1 cylinder, batteries had filler caps located high up on the rear edge of the case to prevent acid spilling, the carburetor float bowl had a special tube that drained gasoline into the vapor canister during shipment, and the windshield washer bottle stood at a 45 degree angle. Plastic spacers were wedged in beside the powertrain to prevent damage to engine and transmission mounts. The wedges were removed when cars were unloaded.
The Vega was hugely popular when it was introduced in 1970 however it quickly earned a reputation for unreliability, rust, safety issues and lousy engine durability. When the Vega was discontinued, the Vert-A-Pac cars had to be retired as they were too specialized to be used with anything else. The Vert-A-Pac racks were scrapped, and the underlying flatcars went on to other uses.
When Chevrolet started designing ‘Vega’ during the 1970s, one of the main objectives was to keep the cost of the car down around $2,000 in circa-1970 dollars. At the time, the freight charge for moving a loaded railroad car from the Lordstown assembly plant to the Pacific coast - the longest distance that cars produced at Lordstown would need to travel - was around $4,800. Since the Vega was a subcompact, it was possible to squeeze three more cars on a railroad car for a total of eighteen, instead of the usual fifteen. But that still worked out to around $300 per car – a substantial surcharge for a $2000 car. If only Chevrolet could get more Vegas on a railroad car, the cost per unit of hauling them would go down.
The engineers at GM and the Southern Pacific Railroad came up with a clever solution. Instead of loading the cars horizontally, the Vegas will be placed vertically on a specially designed auto-rack – the Vert-A-Pac. Within the same volume of an 89-foot car, the Vert-A-Pac could hold as many as 30 automobiles instead of 18.
Chevrolet's goal was to deliver Vegas topped with fluids and ready to drive to the dealership. In order to be able to travel nose-down without leaking fluids all over the railroad, Vega engineers had to design a special engine oil baffle to prevent oil from entering the No. 1 cylinder, batteries had filler caps located high up on the rear edge of the case to prevent acid spilling, the carburetor float bowl had a special tube that drained gasoline into the vapor canister during shipment, and the windshield washer bottle stood at a 45 degree angle. Plastic spacers were wedged in beside the powertrain to prevent damage to engine and transmission mounts. The wedges were removed when cars were unloaded.
The Vega was hugely popular when it was introduced in 1970 however it quickly earned a reputation for unreliability, rust, safety issues and lousy engine durability. When the Vega was discontinued, the Vert-A-Pac cars had to be retired as they were too specialized to be used with anything else. The Vert-A-Pac racks were scrapped, and the underlying flatcars went on to other uses.
Road/Company Information: 
The Seaboard Coast Line Railroad (reporting mark SCL) is a former Class I railroad company operating in the Southeastern United States beginning in 1967. Its passenger operations were taken over by Amtrak in 1971. Eventually the railroad was merged with its affiliate lines to create the Seaboard System in 1983.
At the end of 1970 SCL operated 9230 miles of railroad, not including A&WP-Clinchfield-CN&L-GM-Georgia-L&N-Carrollton; that year it reported 31293 million ton-miles of revenue freight and 512 million passenger-miles.
The Seaboard Coast Line emerged on July 1, 1967, following the merger of the Seaboard Air Line Railroad with the Atlantic Coast Line Railroad. The combined system totaled 9,809 miles (15,786 km), the eighth largest in the United States at the time. The railroad had $1.2 billion in assets and revenue with a 54% market share of rail service in the Southeast, facing competition primarily from the Southern.
On November 1, 1980, CSX Corporation was created as a holding company for the Family Lines and Chessie System Railroad. In 1983 CSX combined the Family Lines System units as the Seaboard System Railroad and later became CSX Transportation when the former Chessie units merged with the Seaboard in December 1986. Effective January 1, 1983, the Seaboard Coast Line Railroad became Seaboard System Railroad after a merger with the Louisville and Nashville Railroad and Clinchfield Railroad. For some years prior to this, the SCL and L&N had been under the common ownership of a holding company, Seaboard Coast Line Industries (SCLI), the company's railroad subsidiaries being collectively known as the Family Lines System which consisted of the L&N, SCL, Clinchfield and West Point Routes. During this time, the railroads adopted the same paint schemes but continued to operate as separate railroads.
Read more on Wikipedia.
At the end of 1970 SCL operated 9230 miles of railroad, not including A&WP-Clinchfield-CN&L-GM-Georgia-L&N-Carrollton; that year it reported 31293 million ton-miles of revenue freight and 512 million passenger-miles.
The Seaboard Coast Line emerged on July 1, 1967, following the merger of the Seaboard Air Line Railroad with the Atlantic Coast Line Railroad. The combined system totaled 9,809 miles (15,786 km), the eighth largest in the United States at the time. The railroad had $1.2 billion in assets and revenue with a 54% market share of rail service in the Southeast, facing competition primarily from the Southern.
On November 1, 1980, CSX Corporation was created as a holding company for the Family Lines and Chessie System Railroad. In 1983 CSX combined the Family Lines System units as the Seaboard System Railroad and later became CSX Transportation when the former Chessie units merged with the Seaboard in December 1986. Effective January 1, 1983, the Seaboard Coast Line Railroad became Seaboard System Railroad after a merger with the Louisville and Nashville Railroad and Clinchfield Railroad. For some years prior to this, the SCL and L&N had been under the common ownership of a holding company, Seaboard Coast Line Industries (SCLI), the company's railroad subsidiaries being collectively known as the Family Lines System which consisted of the L&N, SCL, Clinchfield and West Point Routes. During this time, the railroads adopted the same paint schemes but continued to operate as separate railroads.
Read more on Wikipedia.
Brand/Importer Information: 
Dedicated to creating replicas that continue to define standards for precision and authenticity, through its unique expertise in mold creation and product design, Provo, Utah based ExactRail has produced some of the industry's most acclaimed models; true benchmarks for quality over the last decade. With the N-Scale Series, ExactRail offers precision micro-tooled replicas in 1:160 scale. Each model features fine-scale detail, expert hand-assembly and the finest finish-work in the industry. ExactRail's N-scale Series offers enthusiasts innovative small scale replicas with unprecedented quality and design.
Item created by: nscalemodeler160 on 2016-10-16 23:00:22. Last edited by gdm on 2019-08-30 11:03:57
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