[timmuir]

http://www.elvastowe...eenshot&id=1175
File Name: Pacific Electric 950-993 Class
File Submitter: timmuir
File Submitted: 08 Mar 2011
File Category: Trolleys & Subways

MSTS 20 PACIFIC ELECTRIC RAILWAY INTERURBAN CARS
20 EXAMPLES OF THE 950-993 CLASS WITH AND WITHOUT MOTORMAN'S CABS.
Textures and meshes by Tim Muir
Venice dash sign texture copyright 2011 Jim Stubchaer.

These models are very high detail examples of PE's famed and long-lived 950-Class in post WW2 configuration. They have "freight animation" detail shapes and separate passenger view shapes. There are two distinct types of cars: with and without motorman's cabs. The models use the cab and sound files from the PE Tens. The animations include windshield wipers (only non-cab versions), inside sliding doors (Ctrl+NumPad7 and 9), folding vestibule doors (Ctrl+NumPad8), and the usual pantograph (trolley pole) anims. There are various destinations and dash signs spread throught the group, some rare (Edendale-Atwater Line) but mostly Venice Short Line/Los Angeles via Short Line. I am including copies of all my Consist files for trains already made up.


950-993 Class History from Ira Swett's Cars of Pacific Electric Vol.II, pages 246-263:

The 950 Class was constructed by the St. Louis Car Company in 1907 for The Los Angeles Pacific Ry., a Pacific Electric predecessor company which comprised a large part of what became PE's Western District.

LAP's proposed subway from its Hill St. Station to Vineyard was virtually assured of being constructed when the order was placed for these cars. The minor business depression of late 1907 caused a postponing of subway construction (later the subway idea was revived and again postponed --- eventually to be forgotten) but these fifty cars were completed --- LAP's first cars to be built with standard gauge trucks. LAP's intention to secure fifty more of these big cars was another casualty of the 1907 recession.

The 950s were a well built car. Their bottom framing was of rather heavy construction: two center sills were formed of an 8 inch, 18 lb. I-beam, sandwiched between wood fillers. Side sills were made up of a 7 inch, 15 lb. I-beam placed between a 5 inch x 8 inch wood sill on the outside and a filler block inside. This wood sill was further reinforced by a 1/2 inch x 8 inch steel plate bolted to the outside. Center sills ran the full length of the car.

The car had a double floor, made up of an under floor of 1 inch x 5-1/4 inch yellow pine laid diagonally, and an upper floor of 3/4 inch x 3-1/4 inch flooring. Double roof sheathing was used, with felt paper between the two layers.

Although built for double end operation, 950s had but one vestibule. Originally the open end had no partition or railing between passengers and motorman; in later years PE modified this by installing cabs in a number of cars. Train door were standard, marking the first use of this convenient feature on interurban cars in the Los Angeles area. No vestibule doors were provided, but the ingenious pantagraph gate connected to the trap door beneath it provided a safe closure.

The interior was finished in inlaid mahogany. In each corner of the closed section was a 10 inch diagonal mirror, and short longitudinal seats in corners allowed additional room in aisles at doors. Seats in the closed section were green plush, high back, 37 inches long. Seats in the open section were wood slat. All seats were of the walkover type except the longitudinal ones, which were permanently placed. Metal trim throughout was nickel plated.

Trucks were of St. Louis Car's 61-A type, and were fitted with 34 inch steel tired spoked wheels having 3-1/2 inch treads and 1 inch flanges, mounted on 5-1/2 inch axles. Four motors of the General Electric No. 73 type propelled each car; a GE Type M controller was selected.

The new cars were shipped to Los Angeles on their own wheels and their electrical equipment was installed at the 26th St. spur in Santa Monica. They entered service on the Venice Short Line and the Santa Monica via Beverly Hills Line as those important lines were standard gauged. LAP numbered them 700-749. The 700s were generally similar to Old PE's standard interurban type (New PE's 800 Class) in body design but were slightly larger, although not geared for as high a top speed; this handicapped the 700s throughout their service life --- for their top speed was but 47 mph.

Becoming the property of New PE in the Great Merger of 1911, these cars retained their numbers but got a coat of PE crimson. Other modifications carried out at that time included closing the sides at open ends to belt rail, installing a single PE pneumatic pole and receiving the PE standard roof roller signs. Five cars were in deluxe service: 01 (later 999), 021-025 (to become 994-998). These are treated separately.

PE withdrew these cars from the Western District and assigned them to its Northern District, where they became fixtures on the Pasadena Short Line, Pasadena via Oak Knoll Line, and Sierra Madre Line. From 1911 to 1924 the 700s operated from a home base at Pasadena car house, but with the receiving of the new 1100 Class and its installation on the various Northern District runs, the 700s were returned to the Western District, to resume their service to Venice and Santa Monica via West 16th St.

A renumbering was necessitated in 1924 so additional cars of the 600 Class could remain in a solid series; these cars in that year surrendered their 700 Class numbers and became 950-993, which numbers they bore until scrapped.

950-993 received a major shopping in 1928-1929; their old seats were removed and new divided seats installed; open ends were enclosed with brass sash; twin pneumatic trolleys were installed; folding doors were added. These improvements gave a new lease of life to the old 950s and were much appreciated by patrons of the western beach lines.

A major change in the appearance of the cars came about when their old high fenders were replaced by low fenders; records to hand do not show the date of this alteration, but it occurred in the Twenties.

The 950 Class was PE's only class of wooden interurbans which never had combos; assigned ever to lines characterized as more commuter type than interurban, the 950s never were called upon to transport LCL to any extent.

The abandonment of the Santa Monica via Beverly Hills Line in 1940 marked the supposed end of the line for the 950s. All were earmarked for scrapping at that time, and nineteen of them actually were burned or sold for other use. World War II intervened in time to save the other thirty one cars; they were rolled off the scrap line and into the shops and were completely rehabilitated. Throughout the war years the 950 Class rolled down to Venice and out to Burbank, as well as aiding on the Pasadena lines during the period the 1100 Class was undergoing shopping.

1950 brought doom. On September 17th the famed Venice Short Line was closed down and the 950 Class became surplus. PE sold all 31 to the National Steel & Metals Corporation for about $1,700 each; all were hauled to that company's scrap yard on Terminal Island and were scrapped. PE officially struck the 950 Class from its official roster as of November 9, 1950. Exceptions: 981, 982, 985 & 987 were retired in 1949 and 1950 at West Hollywood and were robbed of parts to keep the remainder of this class in operating condition; 982 and 985 were sold for private use in 1950 and 981 and 987 wound up on Terminal Island.

Eighteen cars were equipped with motorman's cabs: 950, 952-955, 957, 961, 963, 969, 972, 973, 977, 977, 983, 986, 988, 991 & 993.

More data and diagrams can be found here: http://www.erha.org/pe950h.htm


Installation:

Unzip and move PE-950_Class to your Trains/Trainset folder and move Consists contents to Consists folder. Or make up trains in the consist editor of your choice. Typical lashups included 2 to 3 cars, but 4 or 5 would be called for on special runs such as during Santa Anita racedays and also for the Venice High School trains.

Tim Muir
March 8, 2011

Click here to download this file