The Pennsy Modeler
In order to portray Pennsylvania Railroad and interchange partners as accurately as possible, this blog contains articles which are essentially notes to myself, but are shared should the community desire the same information.
Articles are sorted by modification date, so if an existing article receives an update it will be presented at the top of the list again.
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Centralia Car Shops products are distributed through InterMountain Railway Company.
HO Scale #CCS4530
|P85b Coach, PENNSYLVANIA Letterboard
HO Scale #CCS4531
|P85b Coach, Keystone Livery
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|HO Scale #_____||1920s Heavyweights: Duplex Sleeper||Correct.
Cars Eventide and Nocturneonly.
|HO Scale #_____||1930s Streamliners: RPO
|HO Scale #_____||1930s Streamliners: 12-5 Duplex Sleeper||Correct.
|HO Scale #_____||1930s Streamliners: ACF 10-6 Roomette Sleeper||Correct.
Rapids-Series 8339-8342, 8444-8446.
|HO Scale #_____||1930s Streamliners: Pullman-Standard Observation||Correct.
|HO Scale||All Others||Incorrect.|
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Iron ore travelled on the PRR from the inception of the steel industry. Until the 1940's, when the import of ore made any significant impact, the majority of the ore came from the Misabe range of Minnesota and was shipped via boat on the Great Lakes to eastern ports.
Until the arrival of cars specifically designed for the weight of iron ore -- the G38's and G39's circa 1960 -- almost any class of hopper came into use. H21a's were the most prevalent on the system, followed by GLa's.
Since iron ore was significantly heavier than coal, these hoppers could only manage one "scoop" of ore placed directly over each truck. This is why photos of ore in hopper cars make the cars look like they are largely empty. Filling the car or loading the center of longer cars would cause the car to buckle under the load! (An overhead view of an iron ore-loaded H21a appears on page 70 of Pennsy Steam Years, Volume I.)
Ken McCorry wrote "The H-21 class was the biggest on the PRR until the H-39 came along in 1960. Since the import ore business started in Phila in 1954 my educated guess would be H-21'a , GLa, H-31, H-35. The PRR knew the H-21 fleet was close to the end of it's economic life in the early 50's. They built or purchased the H-35 in 1956 as a possible replacement for the H-21 fleet. The H-36 and H-37 class were also built as a possible replacement. While most railroads would build a few cars for a test the PRR did it in a big way buying 1000-1500 of some of the pre H-39 classes. By the end of the 50's the 70 ton car was the norm and the H-39 became the replacement for the H-21. The ore business also showed the weakness of hopper doors keeping ore inside the car so thats one of the reasons the G-38's were built. When pellets became the norm the steam lance holes in the 38's would leak a steady stream of pellets along the right of way. The G-38 also cubed out with pellets before it weighed out therefore the G-39 class.
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Modeling Maintenance of Way (MoW)
PRRT&HS 2014 Annual Meeting
Different types of MoW trains:
Living Quarters (Camp Trains)
Section or work gangs
Moved with the work
Parked in a siding near the job
Providing riding, eating and sleeping functions
Might also have cars for tools and other supplies
Typically made up of retired revenue service cars (passenger or freight)
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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.
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Cabin cars were modified for express service in three groups and information on cars were modified for express service in three groups and information on these cars can be summarized as follows:
1. Total of 45 cars (all class N5) modified late 1926/early 1927.Car Nos. 4980 - 5024. By 1937, all but seven of these cars were renumbered with their original freight equipment numbers and reassigned to freight service.The seven which remained went to Penn Central (Nos. 5001/10/11/12/13/15/18).
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Over the years, I have had the opportunity to operate on many fine model railroads, including...
- Bill Blackburn's PRR Great Valley Division
- Jim Clay's PRR Cumberland Valley Branch (deceased)
- Jim Dalberg's New Jersey Northern
- Tony Koester's Nickel Plate Road
- Steven Mallery's PRR Buffalo Line
- Bob Martin's Central Pennsylvania Railroad (deceased)
- Larry Reynolds' PRR Altoona Area
- Dave Rohrbaugh's South Penn Railroad
- Dave Trone's West Penn Railroad
- Jeff Warner's PRR/RDG/WM South Central Region
- Bob Zeolla's Conrail Conemaugh Line
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The Pennsy had 550 class R50b high speed express reefers, numbered 2551-3100. They were 54'6" long and rode on PRR standard 4-wheel cast steel passenger trucks, class 2D-P5. When not needed for refrigerator duties, express reefers often carried dry express shipments. One unit is preserved at the Railroaders Memorial Museum in Altoona, PA.
The Pennsy also had 36 class R60 63' reefers, built by ACF in 1913. Car and load could not exceed 140,000 pounds. Ice capacity was 184 cu. ft.
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