9600-series open end gons

Andrew,

Decided to move this conversation to a new thread since we are now talking about the conversion of the S.G. 66000-series box car to N. G. 9600-series gons.

The late John Maxwell had a series of photos of the s.g. 66000's being converted to the n.g. 9600's in 1953 taken at Alamosa which would answer a number
of your questions and perhaps raise others. For example, there is one photo of a car numbered 6600 which would be fine except it was taken in 1953
2 years before the 6600's flats were converted from the s.g. 62000-63499 boxcars in 1955. This 6600 varies in some ways from the rest of the later 9600-series
gons in construction. For example it still had poling-pockets on the corners. The biggest difference however is that it is equipped with Schedule AB air brakes.
The theory apparently being that the AB's would be compatible with the Schedule KD's in use. I have heard (but cannot confirm) that the prototypes for the
conversions were tested in actual service and that the results were less than satisfactory. Therefore the 9600's were equipped or retro-fitted with the older KD's.

As for other modifications, it was more involved than just cutting off half of the box structure and ends and setting the remainder on narrow gauge trucks.
The side door openings had to be filled. A length of 2nd hand heavy "Z" iron attached to the top of both sides as a top chord to strengthen the car. The poling
pockets were removed and replaced with new corner plates riveted on each of the 4 corners. The handbrake lowered and modified, and possibly some changes
made to the safety appliances. Also any broken or excessively worn lumber was replaced. New short side posts were also added on the inside of the carbody.

The airbrake system also required some modification. Some of the 66000-66999 series used for the conversions may have still retained their old KD brake
system while others may have been modified to the "AB" while in s.g. service.

Another major consideration was the trucks and center plates. The center plate on the carbody had to match the bolster center plate (or bowl) in diameter and
depth. I have not looked at the underframe of the cars to see just how the car department matched these up, however, new carbody center plates of the correct
size could have been manufactured in the shops, the old plates removed and the new ones riveted in place. Correct coupler height was also mandatory. Couplers
on standard gauge freight cars are set at a nominal 34-1/2 inches ATR. Narrow gauge cars are set at a nominal 26 inches ATR. The carbody center plate would
need to be thicker or thinner to help adjust this height.

Finally the side bearings would have to be modified and adjusted. Top and bottom side bearings on standard gauge cars are farther apart from the centerline of
the car. On narrow gauge cars they are inboard several inches. In this case the belly sheet on the carbody bolster would either need to be drilled and new top
side bearings riveted, or bolted in place. Or perhaps just welded to match the bottom side bearing on the truck bolster. After that, the side bearings would need to
be measured for the proper amount of "play" or space to allow the car to rock slightly instead of sitting hard on the pads or rollers. Adjustments were made by
adding various thickness shims or by using a thinner top side bearing.

Anyway, I hope this helps you a little bit with what you are searching for. Will try to find the AFE's for the conversions but think perhaps the Acct. 53 Completion
Reports might have more information. Unfortunately, I don't hold much hope in sending a scan of anything I might find. In the past, I've tried to send photos
and/or documents on this site with no luck what so ever and have pretty much given up.

John T.