Bluford Shops - 24300 - Caboose, Transfer - Kansas City Southern - 391

Specific Item Information: This is our second run of Kansas City Southern transfer cabooses and this time we present them as they appeared when repainted after 1983. This version includes the newly adopted 4-box consolidated stencil, the solid yellow frame stripe, and the high mounted logo with road numbers in red. And of course, the road numbers differ from the last run.

Model Information: This model features: Fox Valley Metal wheels and Wire grabs and cut levers.

This short body bay window caboose design was developed by International Car and MoPac in the 1970s. Several other railroads used very similar cars. These were assigned to road service and were NOT transfer cabooses.

Prototype History: A transfer caboose looks more like a flat car with a shed bolted to the middle of it than it does a standard caboose. It is used in transfer service between rail yards or short switching runs, and as such, lacks sleeping, cooking or restroom facilities. The ends of a transfer caboose are left open, with safety railings surrounding the area between the crew compartment and the end of the car.

A recent variation on the transfer caboose is the "pushing" or "shoving" platform. It can be any railcar where a brakeman can safely ride for some distance to help the engineer with visibility at the other end of the train. Flatcars and covered hoppers have been used for this purpose, but often the pushing platform is a caboose that has had its windows covered and welded shut and permanently locked doors. CSX uses former Louisville & Nashville short bay window cabooses and former Conrail waycars as pushing platforms.

From Wikipedia

Road Name History: KCS began (with a different name) in 1890 under the direction of Arthur Stilwell for the purpose of building a railroad from Kansas City directly south along the Missouri – Kansas, Arkansas – Oklahoma, and Louisiana – Texas borders to the Gulf of Mexico. At the point where the railroad met the Gulf, Stillwell built a port complex and named it after himself, Port Arthur, Texas. Two years later, the company defaulted on a loan, Stilwell was kicked out and they changed the name of the railroad to Kansas City Southern. Stilwell went on to build the Kansas City Mexico & Orient.

The KCS steam fleet was, well, peculiar. They were the only railroad to use 0-6-6-0’s, not as heavy switchers, not as pushers, but as mainline road engines. 2-8-8-0’s were also used for heavy road service with Santa Fe types and Consolidations filling out the freight roster. 11 Pacifics handled the passenger trains. They were odd first in that they had 2 sand domes (rare on passenger power.) Second, they had a high mounted headlight but without a number plate in the middle of the smokebox door, giving the front a strange “faceless” appearance. A few of these Pacifics assigned to the Kansas City – Port Arthur “Flying Crow” were equipped with air horns that sounded like a cawing crow… Really! KCS also had 2 Shays used to muscle cars up and down the 10% grades of many Kansas City industrial spurs. (If you’ve been to Kansas City, you will understand why.) The pinnacle of the fleet was the J class 2-10-4’s, purchased to replace the 0-6-6-0’s in 1937. These were the last Texas types built by Lima and had sleek, jacketed boilers and enclosed cabs.

In 1939, the KCS acquired the Louisiana & Arkansas which ran from Dallas east to Shreveport and then New Orleans. Actually, it was the owners of the L&A that bought the KCS but for charter reasons, the deal was arranged so that KCS took control of L&A. L&A remained semi-autonomous in an SP-Cotton Belt sort of way. This brought the KCS system to over 1,660 miles (between Grand Trunk Western and Delaware & Hudson in relative size.) The L&A image began to fade away in the 1960s but it wasn’t fully merged into KCS until 1992.

Dieselization came primarily from EMD with E’s pulling the Flying Crow and Southern Belle, and F’s in freight service. These were delivered in the classic red, black and yellow with red being dominant on the freight units and yellow on the passenger units. A-B-B-A sets of Erie Builts were also used in freight service but were notorious for breaking knuckles on the hog-back hills of the Ozarks.

Switchers and first generation hood units were delivered in black with white trim (much like Illinois Central) with the name spelled out on the long hood. Hood units and switchers came from EMD, Alco, Baldwin and FM.

In the 1960s, the paint scheme was simplified to a solid red. This became known as Deramus Red after the line’s CEO William Deramus II. Deramus’s son (William III) was head of Chicago Great Western and later M-K-T, both of which used similar reds. While William II was a reasonably adept CEO, his son William III was less successful, at least as far as the railroad was concerned. Under William III, track deteriorated and customers fled, which in turn permitted him to cut more service and staff. Fewer, longer trains were dispatched. Meanwhile William III was pouring available cash into diversifying into less regulated industries. By the 1970s, KCS faced a triple threat. Track condition was at an all time low, the first generation diesels were wearing out and tonnage was increasing. A new CEO began to turn the railroad around. The red paint scheme was dumped for white with red lettering. Grain moving down from Kansas City was joined by petro-chemicals moving up from the coast. Powder River Coal joined the mix during this period.

KCS’s diversified holdings, including the Janus Fund, made KCS ripe for takeover. In 1985, leftist fundraiser George Soros attempted a hostile takeover but was foiled first by a real estate developer and then by a Deramus successor who had since moved to Hallmark Cards and then bought a large block of KCS stock.

Now a rousing success, KCS spun off Janus and other holdings and kept the railroad because that is where the REAL money was! In 2006, the Southern Belle red, yellow, and black paint scheme was re-introduced. A version of it was even applied to some new KCS freight cars (KCS freight cars had been notorious dull for decades with few having anything more than reporting marks to trumpet their owner.)

Brand/Importer Information: Bluford Shops began in 2007 as a side project of two model railroad industry veterans, Craig Ross and Steve Rodgers. They saw a gap between road names available on N scale locomotives but not available on cabooses. They commissioned special runs of Atlas cabooses in Atlantic Coast Line, Central of Georgia, Monon, Boston & Maine and Southern plus runs on Grand Trunk Western and Central Vermont on the MDC wooden cabooses. While these were in process, they began to develop their first all new tooling project, 86' Auto Parts Boxcars in double door and quad door editions in N scale. By January of 2008, Bluford Shops became a full time venture. Along with additional N scale freight cars and their own tooling for new cabooses, they have brought their own caboose line to HO scale. They also have their popular Cornfields in both HO and N. The future looks bright as they continue to develop new products for your railroad.

The town of Bluford in southern Illinois featured a small yard on Illinois Central's Edgewood Cutoff (currently part of CN.) The yard included a roundhouse, concrete coaling tower (which still stands) and large ice house. Reefer trains running between the Gulf Coast and Chicago were re-iced in Bluford. Things are more quiet now in Bluford with the remaining tracks in the yard used to stage hoppers for mines to the south and store covered hoppers. Intersecting the IC line in Bluford is Southern Railway's (currently NS) line between Louisville and St. Louis. Traffic on this single track line remains relatively heavy.