The PRR built one X30 class 70' 6" box car in Sept. 1931 for the express purpose of shipping fire equipment from the American LaFrance plant in Elmira, N.Y. It was designed to haul their longest, at the time, ladder truck from the plant to any destination on the continent. It featured double 6' Youngstown doors, an end door. As built, the lettering read "EXPERIMENTAL" but was shortly thereafter changed to "AUTOMOBILES".
The X42 was created following WW2 when head-end mail and express traffic took off across the nation. For the PRR it was cheaper to build a boxcar with door spacing and dimensions similar to a B60 baggage car for bulk mail shipments. This unique boxcar was classed as an X42, and 10 of the 60' cars were built between August and September of 1950, series 2540-2549. Equipped with steam and signal lines like an express car, it was initially painted in the Circle Keystone Scheme used for freight. However, in a May 1951 paint & lettering diagram, the scheme was made obsolete when all X42 were repainted into a unique Tuscan Red Passenger scheme. The car sides and ends were painted Tuscan Red. The roof, underbody, and trucks were painted black. The side lettering was Gold Leaf and the end lettering was white. All 10 X42’s were later painted into the Shadow Keystone Scheme with some later receiving the Plain Keystone monogram as well. The entire fleet of 10 cars lasted into Penn Central. (Source: Mount Vernon Shops)
In 1949, the all steel GS class was the largest block of gondolas on the Pennsy and the fourth largest group of any gondola class of freight cars on the road. In that year, there were 14,485 of the original 32,700 cars in revenue service -- declining to 300 cars in 1955. The total number of GS gons was greater than the entire fleet of roads such as Pere Marquette, Western Maryland, New Haven, Delaware & Hudson and CNJ/CRP.
The G34 were of riveted construction at a time when most cars were welded. The 46'-0" interior length cars had a 70-ton capacity, straight sides, a flat bottom and fixed ends. The sides featured 11 pressed side stakes and a straight center sill. The G34 were built and leased from Bethlehem Steel starting in October 1950.
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.
The FM H-16-44 was a road-switcher produced by Fairbanks-Morse from April 1950 – February 1963. The locomotive shared an identical platform and carbody with the predecessor Model FM H-15-44 (but not the FM H-20-44 end cab road switcher which used a different carbody and frame and a larger prime mover), and were equipped with the same eight-cylinder opposed piston engine that had been uprated to 1,600 horsepower. The H-16-44 was configured in a B-B wheel arrangement, mounted atop a pair of two-axle AAR Type-B road trucks with all axles powered. In late 1950, the AAR trucks were almost exclusively replaced with the same units found on the company's "C-liner" locomotives.
The P70 was the first of the Pennsy's 80-foot all-steel coaches. Over 1,000 of the cars were built by Altoona and several other car builders between 1907 and 1929. The early cars featured 88 seats, but as of 1926 they were built with 80 seats. Depending on the builder, some vestibule door windows were one solid panel where others had a vertical divider. A group of cars built by American Car & Foundry had larger vestibule windows.
The "P" prefix designates a "passenger" car -- a coach specifically -- and does not include "passenger baggage" (PB), "passenger baggage mail" (PBM), "cafe" (PC), or "electric cars and trailers" (MP).
The "70" designates the length of the passenger compartment. The P70 series was an 80-foot car less two vestibules leaving a 70 foot passenger compartment.
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."
* Indicates a layout on which I have had the opportunity to operate. Those in italics are on my "bucket list" to visit.
I first met Ron Hoess years ago, I believe at the Malvern RPM. Between that and the PRRT&HS annual meetings, I've had the pleasure to sit in on a number of his clinics and have awed at the amount of detail he puts into his modeling.
Ron models the Pennsy's Chestnut Hill, Stifftown, and Midvale branches in the late 1950s. These locations connected with the PRR main line just soutch of North Philadelphia, in the Philadelphia Terminal Division. Noteworthy customers from the 1945 CT1000 Listing of Stations and Sidings included Linde Air Products, Erie Steel Co., Pittsburgh Plate Glass, General Motors, and the Budd Company.