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Specific Item Information: gray with the "fried egg herald" and black printing
Model Information: This model was originally produced by V-Line. Deluxe Innovations later acquired the tooling. The deLuxe models of these common cars are weighted with the same copper slugs used in their box cars for superior tracking and immunity to magnetism.
Most releases feature more than one paint scheme variation within a road name. For instance, the Missouri Pacific set features cars delivered with MP reporting marks and painted "corrosion resistant gray" that is actually a tan color, and cars lettered for MoPac subsidiaries Missouri-Illinois and St. Louis Brownsville & Mexico (both carrying the traditional buzz saw logo) that are painted in a more traditional gray color. Some of the more modern paint schemes including Delaware & Hudson and National Bureau of Standards have the four-color ACI tags. ACI stands for Automated Car Identification and worked like a grocery store bar code reader using a color TV camera instead of a laser. Unfortunately, the tags couldn't be read if they were dirty and the system fell out of favor by the early 1980's. This aspect of 70's railroading is rarely modeled but we include it on appropriate cars.
Most releases feature more than one paint scheme variation within a road name. For instance, the Missouri Pacific set features cars delivered with MP reporting marks and painted "corrosion resistant gray" that is actually a tan color, and cars lettered for MoPac subsidiaries Missouri-Illinois and St. Louis Brownsville & Mexico (both carrying the traditional buzz saw logo) that are painted in a more traditional gray color. Some of the more modern paint schemes including Delaware & Hudson and National Bureau of Standards have the four-color ACI tags. ACI stands for Automated Car Identification and worked like a grocery store bar code reader using a color TV camera instead of a laser. Unfortunately, the tags couldn't be read if they were dirty and the system fell out of favor by the early 1980's. This aspect of 70's railroading is rarely modeled but we include it on appropriate cars.
Prototype History: 
This design had a life span that is truly enormous. The last cars of this design were built in the 1960's -- three decades after the first cars were built for Santa Fe. Quite a few of these cars are still in service. Because you have to stand on the roof in order to open the hatches, these cars were immune from the "No Roof Walk" rule of 1964, but a number would be scrapped when friction bearing trucks were outlawed. Amazingly, some cars are now being retired because they have hit the Federal Railroad Administration's 50 year rule!
Originally designed at the height of the Great Depression, the first ten cars of this design were delivered to Santa Fe in an austere black paint scheme. Covered hoppers have always been used for any bulk cargo that had to be protected from the elements. Some have the impression that covered hoppers are used mostly for grain. Nothing can be further from the truth. In fact, moving grain in covered hoppers has only been commonplace since the 1960's. Before that period, most grain moved in 40' box cars with grain doors temporarily nailed over the doorways. In the steam era, covered hoppers were used for cement, sand, clay, talc, and other powders. The cargo was loaded through eight square hatches in the roof. To empty the car, the hatches at the bottom are opened and the load spills out. At this point, some low man on the company ladder would have to climb into the car with a broom and sweep out the corners and the center sill. The American Car & Foundry covered hopper design was such a success that it became a defacto standard for years. Even Pullman Standard (ACF's arch enemy) built cars to the same design. The distinctive open triangles in the sides make these cars easily distinguishable even from a distance. ACF would also develop a version without the open triangles which was not as prolific as the version presented here. Amazingly, many of these cars are still in use today, in MOW and lineside service. Many have been rebuilt as ballast hoppers, including for SP, CSX, Amtrak, and Santa Fe.
Originally designed at the height of the Great Depression, the first ten cars of this design were delivered to Santa Fe in an austere black paint scheme. Covered hoppers have always been used for any bulk cargo that had to be protected from the elements. Some have the impression that covered hoppers are used mostly for grain. Nothing can be further from the truth. In fact, moving grain in covered hoppers has only been commonplace since the 1960's. Before that period, most grain moved in 40' box cars with grain doors temporarily nailed over the doorways. In the steam era, covered hoppers were used for cement, sand, clay, talc, and other powders. The cargo was loaded through eight square hatches in the roof. To empty the car, the hatches at the bottom are opened and the load spills out. At this point, some low man on the company ladder would have to climb into the car with a broom and sweep out the corners and the center sill. The American Car & Foundry covered hopper design was such a success that it became a defacto standard for years. Even Pullman Standard (ACF's arch enemy) built cars to the same design. The distinctive open triangles in the sides make these cars easily distinguishable even from a distance. ACF would also develop a version without the open triangles which was not as prolific as the version presented here. Amazingly, many of these cars are still in use today, in MOW and lineside service. Many have been rebuilt as ballast hoppers, including for SP, CSX, Amtrak, and Santa Fe.
Road Name History: 
The L&NE appeared in 1895 from the reorganization of earlier bankrupt lines in the area. The L&NE is parallel to and just northwest of the Lehigh & Hudson River. The line began in the Allentown-Bethlehem area of Pennsylvania, and ran northeast through a corner of New Jersey to Campbell Hall, New York (just west of L&HR’s terminus in Maybrook.) Total mileage was just under 220.
Primary traffic was anthracite and cement with a bit of slate traffic for good measure. Unlike the L&HR, L&NE never developed into much of a bridge carrier but generated much more traffic on line.
The steam fleet included the following wheel arrangements: 0-6-0, 0-8-0 (both standard cab and camelbacks), 2-8-0 (both standard cab and camelbacks), 2-8-2 and 2-10-0. The 0-8-0’s were the last camelbacks built for service in America. In 1949, the Lehigh & New England completely dieselized with Alco FA-1, FB-1 sets and RS-2’s (set up for long hood forward operation.)
By 1960, the anthracite business had all but disappeared and the local cement industry was in a steep decline. Mileage had fallen to 177. The L&NE’s parent company, Lehigh Coal & Navigation Company, saw the writing on the wall. Even though the railroad was still solvent, they applied to abandon it. Jersey Central took over 41 miles of line on the south end and the rest of the Lehigh & New England was abandoned in 1961. L&NE became a paper railroad under CNJ to operate those 41 miles. During the early 70s build up to Conrail, a portion of that remaining line was transferred to Reading. Both segments became part of Conrail in 1976.
Primary traffic was anthracite and cement with a bit of slate traffic for good measure. Unlike the L&HR, L&NE never developed into much of a bridge carrier but generated much more traffic on line.
The steam fleet included the following wheel arrangements: 0-6-0, 0-8-0 (both standard cab and camelbacks), 2-8-0 (both standard cab and camelbacks), 2-8-2 and 2-10-0. The 0-8-0’s were the last camelbacks built for service in America. In 1949, the Lehigh & New England completely dieselized with Alco FA-1, FB-1 sets and RS-2’s (set up for long hood forward operation.)
By 1960, the anthracite business had all but disappeared and the local cement industry was in a steep decline. Mileage had fallen to 177. The L&NE’s parent company, Lehigh Coal & Navigation Company, saw the writing on the wall. Even though the railroad was still solvent, they applied to abandon it. Jersey Central took over 41 miles of line on the south end and the rest of the Lehigh & New England was abandoned in 1961. L&NE became a paper railroad under CNJ to operate those 41 miles. During the early 70s build up to Conrail, a portion of that remaining line was transferred to Reading. Both segments became part of Conrail in 1976.
Brand/Importer Information: 
Squeak N Products was started in 1989. The company specializes in N scale models and concentrates on Northeast roadnames, especially the "Squeak" or NYS & W.
Squeak N Products assigns an incremental stock number to its models, preceded by two letters representing the road letters. As a convention, in this database, we will use the number as the main stock number and will indicate the full stock number as secondary number.
Note: There was not a product #0013.
Squeak N Products assigns an incremental stock number to its models, preceded by two letters representing the road letters. As a convention, in this database, we will use the number as the main stock number and will indicate the full stock number as secondary number.
Note: There was not a product #0013.
Item created by: Powderman on 2021-02-17 11:24:52. Last edited by Powderman on 2021-02-17 11:29:59
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