Prototypes
Pullman-Standard built 119 cars to 6-6-4 floor plan 4099. Delivered in early 1942, they were among the last new first-class sleepers placed in service on U. S. railroads before the end of World War II. Owned by the Pullman Co., they were assigned to railroads as follows: Atchison, Topeka & Santa Fe, 26; Erie, 4; Illinois Central, 12; Missouri Pacific, 4; Chicago, Rock Island & Pacific/Southern Pacific Golden State Route, 13; and Chicago & North Western/Union Pacific/SP Overland Route, 60.
In 1948 the Pullman Co. was forced to give up its monopolistic ownership of sleeping cars operated across North America, so most of its cars were sold to the railroads that were using them. Pullman then leased them back for operation more or less as before. The 1942 6-6-4s were generally very similar, with variations in details such as air conditioning systems, lavatory windows, and use of full-width or narrow diaphragms. The MP cars were the most distinctive, with raised molding strips the length of the cars above and below the windows as part of Raymond Loewy’s styling for the Eagle trains. Most of these cars were originally painted in Pullman’s two-tone gray pool-service colors, the exceptions being the Erie’s (Pullman Green), the IC’s (chocolate brown and orange), and the MP’s (blue and gray). Other color schemes were applied after the railroads owned the cars. Many of the plan 4099 6-6-4s served through the 1960s, but none were taken into Amtrak ownership in 1971.
Model features
The Walthers model accurately represents the prototype cars in all major dimensions compared to drawings in the May 1965 Model Railroader. All of the cars originally had skirts concealing the underbody equipment as on the UP model, but Walthers has also modeled cars with the skirts removed for easier access, as seen on the SP model. Skirts were removed at different times on different roads, but by the 1960s they were rarely seen.
The 6-6-4 models have E-Z Mate magnetic knuckle couplers in swinging coupler boxes for operation on shorter-radius curves. Walthers recommends a minimum radius of 24″, but I found the cars could run smoothly on a 22″ radius – with considerable overhang.
The one-piece narrow diaphragms can flex against internal springs, but the springs probably aren’t flexible enough to let them work between close-coupled cars. That’s not a problem, however, as the coupler spacing doesn’t let the diaphragms touch anyway.
Modelers wishing to install the separate handrails, grab irons, and corner stirrups will have to drill many no. 80 holes (no. 74 for the stirrups). There are molded starting points for all holes, but I found it easier to start the drill bit after pricking each one with a sewing needle held in a pin vise. I also advise using a motor tool with a speed control. The smooth, steady turning of the motor tool will avoid a lot of broken bits, and I was able to drill all the holes in less than 10 minutes per car.
Our sample cars are neatly painted and lettered. The UP car is yellow and gray as applied to some of these cars for Streamliner service in the late 1940s and to the entire UP fleet after 1953. The SP car has that road’s “general service” scheme for use on any route. Some silver SP cars did have black trucks like the Walthers model, but dark gray was the road’s standard for trucks and underbodies in this scheme.
The painted cars lack lettering for the car names or numbers, which are included on a decal sheet to allow multiple cars in the same road name. The SP reporting marks and numbers look fine, but the UP American-series names have letter spacing that’s a little tight compared to prototype photos. Also, the decal sheet misspells the names of two of the Santa Fe Valley-series cars: Tesque Valley should be “Tesuque,” and Verdo Valley should be “Verde.”
The Walthers constant lighting unit previously introduced for the Budd fluted lightweight cars also fits these models. It snaps into place and contacts spring strips already installed at the blind (non-vestibule) end of the car, so no wiring is necessary.
Delightful
I looked forward to these 6-6-4s as the first cars in Walthers’ modern passenger line for the period I’m modeling (1947). I’m delighted with them, and those who already have the fine Walthers Budd cars know what to expect.
Price: $34.98
Manufacturer:
Wm. K. Walthers Inc.
P. O. Box 3039
Milwaukee, WI 53201-3039
www.walthers.com
Description:
Ready-to-complete plastic-and-metal
passenger car with add-on details
Features:
Decals for car names and numbers
Die-cast metal and plastic 41-HR trucks with free-rolling, scale 36″-diameter RP25 metal wheels on plastic axles, all matching the National Model Railroad Association standards gauge
E-Z Mate magnetic couplers
(ride .020″ to .030″ too high and not readily adjustable), optional horn-hook couplers also included
Interior detail – accepts Walthers no.933-1049 lighting kit (not included)
Weight of 7 ounces matches NMRA recommended practice RP20.1
Road names:
Amtrak Phase 1; Atchison, Topeka & Santa Fe (solid gray with silver roof); Chesapeake & Ohio; Chicago & North Western early scheme; Chicago, Rock Island & Pacific all silver; Denver & Rio Grande Western (four-stripe scheme); Great Northern; New York Central (later two-tone gray); Northern Pacific (Loewy scheme); Southern Pacific; Union Pacific; and undecorated
