The GE U25B was General Electric's first independent entry into the United States domestic road switcher diesel-electric locomotive railroad market for heavy production road locomotives since 1936. From 1940 through 1953, GE participated in a design, production, and marketing consortium (Alco-GE) for diesel-electric locomotives with the American Locomotive Company. In 1956 the GE Universal Series of diesel locomotives was founded for the export market. The U25B was the first attempt at the domestic market since its termination of the consortium agreement with Alco.
The economic success of the railroads depended on freight shipped in full cars. The idea of putting truck trailers on flatcars was a method of moving less-than-carload shipments economically. This "intermodal" concept held the hope of competing with trucks which were taking more and more of this business from the railroads.
In the mid-thirties, the Chicago, the Great Western and then the New Haven railroads began piggy back service limited to their own railroad. By 1953, the CB&Q, the Eastern Illinois and the Southern Pacific railroads had joined the innovation. Most cars were surplus 50's flatcars equipped with new decks by the railroads. By 1955, an additional 25 railroads had begun some form of piggy back service. A significant legal battle between the truckers and the railroads resulted in a ruling permitting interstate piggy back service using either railroad or privately owned trailers. The stage was set for rapid expansion of intermodal services.
When is an EMD "F7A" an "EF15a"? When it's owned by the Pennsylvania Rail Road!
The Pennsy - The Standard Railroad Of The World - had its own system of classifying diesel locomotives, rather than relying on the designations appointed by the builders of the units.
When the Pennsy first started purchasing diesel locomotives, they extended the classification system used for steam and electric locomotives, which was based on wheel arrangements. This sort of worked, until the arrival of the EMD E7's. The E7's were paired so "one unit" would have 4,000 hp. This produced a "powered" wheel arrangement of 0-6-6-6-6-0!
Dennis Sautters, a PRRT&HS member from Ohio, operates a business called Laser Horizons. He offers laser cut passenger sides for many PRR passenger cars. As of May 19, 2011, the following were currently offered:
So you've got a model railroad and you want to operate it. Before you can host an operating session, an operational strategy must be developed -- how do trains move? How do cars move? How do crews communicate? The scope of questions goes well beyond this article.
One of the methods for freight car movement is the use of "Car Cards and Waybills". This was popularized as the "McFall" system decades ago, and forms for manual creation are available from MicroMark. A number of software products are also available to generate waybills, including Albion's popular ShipIt program.
The following is a chronology of movements over a 24 hour period at the passenger station at Harrisburg, Pa. For my personal modeling purposes, I needed such a chronology of events. The date (September 26, 1954) was chosen as many of my reference materials have publish dates of 9/26/54.
The consists were derived from the public timetables. Where known, I substituted the Pennsy class designation in the consist listing.
There are many time differences between documents published on the same date. Where conflict occured, I opted for the data contained within the Employee Timetable.
To make this chronology more manageable, I split it into four pages: this Overview, and three "Tricks". A "trick" is synonymous with a work shift. Though the actual breakdown of tricks varied depending upon job title and locale, most ran 7 a.m.-3 p.m., first trick; 3 p.m.-11 p.m., second trick; and 11 p.m.-7 a.m., third trick.
Your feedback and corrections are appreciated. Enjoy!
The Pennsy's fleet of H25 class hoppers were built between July 1919 and July 1923. In addition to the 3,000 built for the PRR, the Pennsy 2,287 of the same cars from private operators, including Emmons Coal Company, Bethlehem Steel Company, Pickens-Mather and Co., and Youngstown Sheet & Tube Co., bringing the total to 5,287. Other than 500 purchased from Emmons, all others were built by Cambria Steel in Johnstown, Pa.
The H25 differed subtly in appearance from the H21A, and was done so because of lessons learned from the H21, H22 and H24 class hopper cars. The cars were initially delivered with a "drop-door" arrangement, but by August 1928 conversions began to the more modern "saw tooth" arrangement. There were many more differences, particularly on the ends, which are discussed in John Teichmoeller's book, Pennsylvania Railroad Steel Open Top Hopper Cars.