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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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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The N8 was the final cabin car (caboose) built by the Pennsylvania Railroad. Two hundred examples were built between December 1950 and June 1951, numbered 478020 to 478219. Cars 478100 to 478219 featured inductive trainphone antennas and battery boxes. Approximately half of the fleet had electrical lighting.
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The Z62 class included seven cars in a 1928 program. The cars were typically assigned to division superintendents.
In HO scale, the Z62 has been produced in brass by Railworks.
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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!
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From a Westerfield kit...
The Pennsylvania Railroad installed nearly 7,000 box cars in 1912-13 as an intermediate step between its steel underframe fleet of the first decade of the twentieth century and its all-steel fleet commenced in 1915. Pennsy converted 75 X23 box cars to war emergency cabin cars beginning in May 1943. Classed NX23 the cars were numbered 478520-478594. They were rebuilt consecutively at Altoona beginning May 24 and ending January 29, 1944. There were at least three physically different versions. The first car used vertical sheathing on the side and as with all subsequent cars, horizontal sheathing on the end,. A full X23 ladder was mounted to the right of the side door. Photographic evidence shows that some cars received partial (3-rung) ladders with two drop grab irons finishing the five runds. All of these cars would have been rebuilt from standard X23 box cars. A third variation used cars rebuilt with horizontal side sheathing and the removal of horizontal side braces. Such upgrades were performed on "raised roof" X23B box cars but it is certain that X23B's were not used for the cabin car conversions. No records survive to show how many of each type were built. These cars were painted freight car color on all surfaces. All extant photos show the cars originally lettered for WESTERN REGION so it is assumed that all cars were so assigned.
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Keystone Crossings was a web site published by Jerry Britton from 1997 through June of 2018. The site featured prototypic and modeling information relevant to the Pennsylvania Railroad and achieved a sort of "cult following" during its 21 years in operation.
My first exposure to the World Wide Web was in 1992. At the time, there were no graphical web browsers. Browsing was solely text based and I used a program called Lynx to get around. I started learning HTML programming and was responsible for the initial web presence of Elizabethtown College, my employer at the time.
Graphical browsers came along shortly thereafter, and by 1996 I had the itch to build something bigger. Rather than writing meaningless code, strictly for the sake of doing so, I wanted a "real" subject that I could build on. I chose the Pennsylvania Railroad, never expecting that it would take on a life of its own.
The initial Keystone Crossing site lived on America Online and consisted of about a dozen pages. Bruce Smith, Rob Schoenberg, and I seemed to have the only Pennsy sites out there at the time.
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The F22 was a 30' heavy duty flat car, commonly used in the transport of U.S. Navy battleship guns and earning the moniker "gun flats". The F22 was nearly identical to the F23 but featured a wood deck.
An HO scale brass model has been offered by Railworks and resin kits are available from Funaro & Camerlengo. Decals have been offered by Mount Vernon Shops. A variety of wood decks and loads are offered by American Model Builders, including a naval gun barrel.
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The Z74 series were the most common of the Pennsy's business cars. However, their history is also the most convoluted. Over their lives, individual cars were reclassified, renumbered, and renamed many times. To make matters worse, for the historian, names were often re-used among one or more physical cars. The following documentation represents a "best effort" to piece together the physical car histories. A number in parenthesis indicates the iteration of use of a specific car number.
In HO scale, Bachmann offers a "heavyweight observation" car that is actually an early era version of a PRR Z74 business car (no evaluation of sub-class offered).
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The X43 series were 40' post-war steel box cars based on an AAR design.
With more than 42,000 cars built for the American railroads and 38,000 for the Canadian roads, the postwar AAR 40' boxcar was one of the most widely used freight cars. Many of these cars saw service into the 1980s. Like their 50' design, the AAR 40' box car was modular in concept and the primary aspects of the design standard were dimensions that must be conformed to. The side panels, ends, and roofs were nothing more than component parts that could be used interchangeably.
The 50 ton postwar AAR 40 foot boc car was on illustration of a standard car in a continuing series of AAR standard designs that began in 1932. THe original 1932 AAR had a standard inside height of 9'11" and the 1937 AAR standard box car had a 10'0" inside height. In October, 1947, the Committee on Car Construction revised the inside height from 10'0" to 10'6" because there had been little demand for the 10'0" height car. Standard features of the postwar AAR 40' box car were as follows:
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The Z68 was a minor class of business car on the Pennsy and were three cars authorized in the 1928 program.
No known HO scale models of this class have been produced to date.
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The X43 series were 50' post-war steel box cars based on an AAR design.
In HO scale, the X44 box car is available as a plastic kit from Atlas (formerly Branchline Trains).
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