- Hits: 3358
This table cross references Pennsy steam locomotives by class, type, sub class, sub class designator, year of introduction, and availability of HO models.
Eventually, clicking on minor class number will link to a class-specific page which will include prototype builder data, specifications, unit rosters, and unit photos.
Models in bold are in my personal collection.
Corrections and additions to this page are welcome.
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Broadway Limited Imports has been a champion in providing HO scale modelers with a breadth of fine steam locomotives. Herein is a listing of classes and road numbers released to date (may not be complete).
Road numbers in bold are in my personal collection (or on order).
Class E6s, 4-4-2 Atlantic
Coming in 2022.
Class H10s, 2-8-0 Consolidation
8014, 8022, 8259, 8304, 8421, 9422, 9915
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Alco FA1 / FB1, Class AF15
The ALCO FA was a family of B-B diesel locomotives designed to haul freight trains. The locomotives were built by a partnership of ALCO and General Electric in Schenectady, New York, between January 1946 and May 1959. They were of a cab unit design, and both cab-equipped lead (A unit) FA and cabless booster (B unit) FB models were built. A dual passenger-freight version, the FPA/FPB, was also offered. It was equipped with a steam generator for heating passenger cars.
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I consider the following Pennsylvania Railroad model railroads to have a high degree of fidelity to the prototype. They are not freelance, protolance, etc., but depict specific locales on the Pennsy based on historic documentation with a minimum of "modeler's license."
Those in bold I have had the opportunity to operate on. Those in italics are on my "bucket list" to visit.
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|Interpretation of Truck Classification|
|First||Number of axles per truck|
|Second||A.A.R. Class letter for journal dia. only (see below)|
|Third||Dash-for standard A.A.R. axle
number-for numerical deviation from A.A.R. standard
|Fourth||Service of truck. F=Freight, P=Passenger, T=Tender|
|Fifth||Consecutive design of truck for class|
|Sixth||Modification to truck design|
|Journal size (in.)||3-3/4x7||4-1/4x8||5x9||5-1/2x10||6x11||6-1/2x12|
|Capy. per axle||15000||24000||32000||40000||50000||60000|
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The Pennsy was known to operate on its rails locomotives which it did not own. These inclued railroad test units, builder test units, demonstrators, and leased units.
Railroad Test Units
July and August, 1924: The PRR borrowed a 37-ton GE gas-electic at the piers in New York City.
1937: The PRR borrowed an EMC 600 hp switcher for potential use at the General Motors plant in Linden, New Jersey. The Pennsy purchased the unit afterwards -- Class ES6 #5911.
1947: The Pennsy tested an F-M H20-44 as a potential helper west of Altoona. They eventually went with EMD F3's for this purpose, in an A-B-A configuration.
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Four Axle General Purpose (GP) Road Switchers
The following tables illustrate the various spotting features of EMD GP7 and GP9 units purchased by the Pennsylvania Railroad. The basis for these tables are from a Jim Williams presentation at the May 2000 annual meeting of the Pennsylvania Railroad Technical & Historical Society.
EMD GP7 vs. GP9
|Build Dates||October 1949
- May 1954
- December 1959
|Louvers at Rear of Car Body||2 Full Rows||1 Single Louver|
|Louvers on Battery Box||3 Single Louvers||1 Louver|
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EMD SW / SW1, Class ES6
The EMD SW1 is a 600-horsepower diesel-electric switcher locomotive built by General Motors' Electro-Motive Corporation (later Division) between December 1938 and November 1953. Final assembly was at EMD's plant at LaGrange (McCook) Illinois. The SW1 was the second generation of 3,402 cu in (55.75 L) switcher from EMD, succeeding the SC (cast frame) and SW (welded frame). The most significant change from those earlier models was the use of an engine of EMD's own design, the then-new 567 engine, here in 600 hp V6 form. 661 locomotives of this design were built, no SW1s were built after March 1943 until production started again in September 1945.
Like most long-running locomotive models, a number of changes were made to the SW1 over its production life. Internally, the post-war locomotives were somewhat improved, and used the 567A engine.
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Many years ago, at a Pennsylvania Railroad Technical & Historical Society annual meeting in Ohio, I procured a packet of documentation pertaining to MO tower at Cresson, Pa. The notes started in the early 19-teens and extended through the end of Pennsy.
One section included a study conducted during the middle of World War II to determine the feasibility of installing bi-directional signalling between SO (South Fork) and MO (Cresson) on the west slope. In a form dated April 7, 1942, Pittsburgh Division management requested authorization for the expenditure of $149,883 for "Reverse signals on number three track -- "MO" to "SO" and changes to crossovers at interlockings". The justification was as follows:
The Track Segment series documents track segments as indicated in the CT1000 of 1945 in conjunction with the Employee Timetables of 1954. Where available, locations indicated may link to a corresponding On Location series article for more detailed information.
The On Location series takes a deep dive into a Pennsylvania Railroad location as indicated within the CT1000 - List of Stations and Sidings.
The Interchange series contains articles about railroads that interchanged with the Pennsy, including fleet statistics and paint schemes with era-appropriateness guidance.
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