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eBay In the steam era, railroad freight car fleets consisted of only a few types of “general purpose” freight cars which were used to haul different commodities. One such car was the drop bottom gondola, which was equipped with doors in the floor to permit rapid unloading of commodities such as coal. The Union Pacific class G-50-11 drop-bottom gondolas were built by Pullman-Standard between February and May 1943 they arrived with the usual Pullman-Standard Tuscan Red Paint. Because of wartime restrictions on the use of steel, the sides were sheathed with wood. There were 1000 cars in the class, numbered 64000 to 64999. The lettering was all white on a UP Freight Car Red painted car. The inside of the car was not painted. The Inside Length was 41′-0″; the Cubic Capacity was 1874 cubic feet; and the Light Weight was nominally 49300 lbs. In July 1947, UP changed the color of most of its freight car lettering from white to Armour Yellow. So, any gondola repainted after that date would have all yellow lettering. Though drawings were issued in October 1945, the wood side sheathing was actually replaced with steel in 1950 and 1951 this was done with rivets in-house. The resulting new Cubic Capacity was 1950 cubic feet, and the new Light Weight was nominally 51800 lbs. U.P. removed the 1-inch horizontal bars near the reporting marks in November 1952, added the safety slogan “Be Careful” in June 1953, and removed the periods from the reporting marks in November 1957. So, cars repainted after those dates would reflect those lettering changes. In August 1956, U.P. introduced 20-inch “Union Pacific” lettering to its freight cars. Between July and November 1960, 80 cars had extensions added {now 50′} to their sides and ends for wood chip service, and they were renumbered to 61500-61579. An additional 30 cars were similarly modified in January and February 1966 and renumbered to 61580-61609 for railway ballast work. In September 1961, U.P. changed the lettering on Freight Car Red painted cars from Armour Yellow back to White. So red cars repainted after that date would have all white lettering. If you come across a gondola moving within a train do not be surprised if its sides are bowed outwards from all of the heavy use it has experienced over the years. Likewise, the car in its most basic form is rarely ever maintained more than required to keep it in service. This usually means that as long as the bearings, truck assemblies, knuckle couplers, air-hoses, and other basic over-the-road equipment functions as intended little more is ever done. The type GS cars were common among western roads, which used them in lieu of coal hoppers. With up to sixteen drop doors, type GS gondolas were a maintenance headache and had fallen out of favor by the sixties. Their numbers declined as many were rebuilt into type GB gondolas with solid floors or modified with bulkheads or racks for handling pulpwood. The AAR designations for various gondola types are listed below: GA- A car with fixed sides and ends and drop bottom, consisting of doors hinged crosswise of car to dump between rails. This type of car was most common on eastern railroads. GB- A car with fixed sides, fixed or drop ends and solid bottom, suitable for mill trade. GD- A car with fixed or drop ends, solid bottom and sides equipped with doors for dumping. GH- A car with fixed sides, drop ends and drop bottom, consisting of doors hinged at center sills to dump outside of rails. GRA- A car with fixed sides and ends and level bottom with one or more hoppers dumping outside of rails. GS- A car having fixed sides and ends and drop bottom, consisting of doors hinged at center sills to dump outside of rails. This type of car was common on western roads, which used them to haul coal. GT- A car having high fixed sides and ends and solid bottom, suitable for unloading coal on dumping machines only, but not suitable for mill trade. In the early 1930s, as winter sports gained popularity in the United States, Union Pacific Railroad Chairman W. A. Harriman recognized an opportunity. Union Pacific operated through some of the most scenic and mountainous terrain in the western United States. Inspired by this geography, Harriman envisioned creating a world-class winter sports facility served by the railroad. Enter Sun Valley, a picturesque location nestled in the Sawtooth Mountains of central Idaho. Count Felix Schaffgotsch, an Austrian sportsman enlisted by Harriman, discovered this ideal spot about 100 miles northeast of Boise. Sun Valley boasted sun-drenched slopes, natural hot springs, and protection from northern winds. Construction of the resort began in April 1936, and in December of the same year, Union Pacific opened Sun Valley Resort. Now, let’s talk about the ingenious invention that changed skiing forever: the world’s very first chairlift. Union Pacific’s engineering department took on the task of designing a better way to transport skiers up the slopes. Among them was a young engineer named Jim Curran. Curran had previously worked as a structural engineer for an iron works company. Curran’s inspiration came from an unlikely source: a system originally used to load bunches of bananas onto boats. He replaced the hooks used for bananas with chairs on which people could sit while being transported up the mountain, even while wearing skis. These chairs would be suspended from a single cable running above them. His co-workers were initially skeptical, but Curran persisted. In 1936, Union Pacific put Curran’s innovative idea into action, and the world’s first chairlifts began operation at Sun Valley Resort. Skiers adapted to this novel mode of transportation, and the chairlifts revolutionized snow skiing. From transporting people across the country to moving them up mountains, Union Pacific left an indelible mark on winter sports history. Imagine those early skiers perched on those banana-inspired chairs, gliding up the slopes, surrounded by the breathtaking beauty of the Sawtooth Mountains. It’s a testament to human ingenuity and the unexpected ways in which ideas can intersect across different domains. If you’re ever on the slopes, take a moment to appreciate the legacy of Union Pacific’s chairlifts – a delightful blend of engineering, whimsy, and adventure!
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