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by Bob Reid
From Pennsy Journal, V1 #1.
One of the more unusual models of diesel road power on the Pennsy was the passenger sharks. In their final days on the Long Branch, they attracted more railfans from all over the country in a effort to capture on film their operation. Only the Baldwin Centipedes surpassed the passenger sharks in my interest of Pennsy diesel power.
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Bob Johnson's comments, as coordinator of the archives of the PRRT&HS:
1 - As built in 1-1929 to 4-1929 the cars had no side ladders and had the end ladders on the right side of the ends as you stand facing the end of the car. The side sill steps at the ends were a two-step style.
2 - About 1932 some, but not all, R50B cars began to receive freight car safety appliances. This added side ladders, changed the side sill steps to a single-step type, moved the end ladders to the left side, moved the brake wheel, added a brake platform, added a platform above the end ladders, and modified many handholds.
3 - On 4-3-1940 a second handhold was added on the left end of the sides of R50B cars with freight car safety appliances, but not to cars that kept the original configuration.
4 - On 12-18-1942 the end details described in #2 above were made standard for all R50B cars. This made a new variation with full freight car safety appliances on the ends, but no side ladders. I haven't seen any photos of this variation.
5 - Beginning in 1952 the running boards and side ladders were removed.
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NMRA-MER MEETING 31 MARCH 2001 - FRAZER, PA
MANUAL BLOCK SIGNAL SYSTEMS
THE INFORMATION HEREIN IS EXCERPTED FROM CHAPTER 7- MANAGEMENT OF TRAIN OPERATIONS - FROM "THE PRR IN THE SHENANGO VALLEY"
COPYRIGHT 2001 BY ALAN B. BUCHAN
MANUAL BLOCK SIGNAL TERRITORY
A Manual Block Signal system, the earliest form of block signaling, is nothing more than a series of sections of track, typically between stations (known as blocks) governed by fixed signals located at the entrance to the block (known as block signals), operated manually by the block operator, based on information received from the dispatcher by telegraph, telephone or radio.
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By Ed Spodobalski
[This article is presented in its entirety as it appeared in the December 1978 issue of Rails Northeast. No attempt is being made to present it here as original work. We have no means of contacting the original author, though the original publisher has indicated no offense in republication. We hope that the author would approve of its republication here and we are prepared to remove it if requested to do so. Also note that the content of the article is one of reporting simple facts as determined from actual PRR publications and it does not contain conjecture or personal opinion on the part of the author. Therefore, any researcher could arrive at the same data fairly readily.]
