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THE TRANSFER TABLE
The Wilmington Chapter NRHS Official Newsletter
Internet Edition

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APRIL 21, 2005 MEETING NOTES

     The meeting was called to order at 7PM by President Phil Snyder and the minutes approved as corrected after reading by Secretary Dan Frederick. The Treasurer's report was approved as read by Ralph Stevens. National Director Tom Posatko did not attend the Cumberland meeting so deferred to past National Director Ed Thornton who reported that major changes in the National By-Laws had been approved. Phil Snyder sadly had to report the passing of former Chapter Member Bob Godfrey but was able to report that Chapter Member Pete Cramer is recovering well from pneumonia and two strokes. There was a brief discussion of the upcoming Chapter Outing on NJT's River Line. The August Chapter Trip will be be a circle trip on SEPTA to Media in lieu of a meeting. Bruce Barry reported that he was approached while taking photos by multiple authorities. He was photographing engines at a refinery in Paulsboro, NJ from a public street. We discovered that refusing to hand over his storage chip when asked by a policeman (regardless of legality or Constitutional rights) is sufficient for arrest.

    After the break, the 26 members and guests were treated to a wonderful slide program by our guest speaker and author, Larry Goolsby. He started with the Atlanta & Birmingham and the purchase of #58 by the Atlanta Birmingham & Atlantic in 1907. It later became #27 for the Atlanta Birmingham & Coast Railroad. We saw most of her sisters in the series (#22-28). We also learned of the Waycross Air Line (as in "the shortest distance between two points = as the crow flies") and the Brunswick & Birmingham. The program was outstanding and very informative. A few members even purchased books to even learn more. Our great thanks to Larry for driving up to share his program with us.

FROM THE EDITOR

         I want to thank Chapter Member Richard Hall for his extremely thoughtful suggestion to try to arrange for our guest speaker to actually see the subject of his talk by contacting the Wilmington & Western Railroad. With the help of Carole Sohlman, Executive Assistant, we were able to arrange for a special tour of the engine house. Steve Jensen of the W&W was extremely helpful, gracious, and informative on our personal tour.

    Believe it or not, this is the 100th issue of The Transfer Table (which does NOT include the 26 post cards) that I have produced since I became Editor in March of 1994. My first issue was six pages long and contained a four page history of the Chapter by Dave Ruth. My thanks to all have contributed materials to keep me going and to make those issues possible. And my thanks for your understanding when a few "glitches" crept in from time to time. In honor of such a monumental, momentous occasion I wanted to do something special. So I decided that this would be the first issue ever of The Transfer Table to contain a color photograph. Although they look great, the copying costs are very significantly higher than the usual 4¢ per page for black-&-white and there is the added need to hand assemble roughly 100 copies. I also took the liberty to choose photos from a close, personal friend of the Editor. I hope you like them!

NEWS BITS

• Train travel across southern Montana stopped Monday after an overpass collapsed on the rail line near Bozeman. Montana RailLink spokeswoman Lynda Frost said the accident about 2-1/2 miles east of Bozeman happened about 16:35. No injuries were reported. Sletten Construction of Great Falls is contracted to do demolition on a bridge over the track, said Rickie Johnson, who works for the contractor. The crossing has been closed about a week, Johnson said. Crews were trying to remove one span of the bridge, but it did not come loose and a second span fell on the tracks, he said. Crews expected to have the rails cleared late Monday evening. Frost said MRL was "basically closed" until the tracks were cleared, but she did not know how many trains were affected. According to the Montana Department of Transportation Web site, a width restriction and detour started on April 15 while reconstruction was done in Bear Canyon and the MRL overpass. Two-way traffic was to be routed to the westbound lanes. The East Bozeman interchange exit for westbound traffic was closed, according to the construction report, and drivers are to use the Bear Canyon interchange. (from The Billings Gazette, 4/18 via American Rail Link for April 20, 2005 - George Read via Ed Mayover)
   
• Dozens of stranded Amtrak passengers completed their trips Wednesday, after the passenger railroad treated them to apologies and lunch in the downtown Milwaukee station. The dining car of the cross-country Empire Builder ran off the tracks in the Menomonee Valley about 4:30 p.m. Tuesday, shortly after leaving the downtown station on its way from Chicago to the Twin Cities and the Pacific Northwest, Amtrak spokesman Marc  Magliari said. No one was injured and the carsdidn't tip over or lose power, so the 20-member crew kept serving dinner to the 189 passengers, Magliari said. A Canadian Pacific locomotive eventually helped pull the disabled train back to the station about 9 p.m., he said. Amtrak then offered the passengers hotel rooms in Milwaukee. Many of the passengers took that offer, although some boarded a Greyhound bus for Minneapolis-St. Paul and others rode Amtrak's Hiawatha back to Chicago, Magliari said. The rest took the next westbound Empire Builder on Wednesday, he said. (from Milwaukee Journal Sentinel, 4/13 via American Rail Link for April 20, 2005 - George Read via Ed Mayover)
   
• The new operator of the Georgetown Loop Railroad failed to obtain a state permit before importing its antique steam engine last month, according to a story in the Denver Post and published on its denverpost.com Web site. The admitted oversight, as well as a paperwork foul-up in which the 1988 locomotive boiler was not properly registered with a national board, are considered minor snags, though, and should not affect the tourist railroad's Memorial Day opening, officials said. But the paperwork lapse did prematurely end a spot inspection after officials learned the operators had not acquired a permit from the state boiler division before bringing Baldwin 2-6-2 No. 12 to Colorado from Idaho on March 21, according to agency spokesman Bill Thoennes. The locomotive previously worked in Hawaii. The boiler was a custom-built replacement for the original. The tourist railroad is located about 45 miles west of Denver. Built in 1884, it was abandoned in 1939. Today, the segment of the railroad connecting the towns of Silver Plume and Georgetown has been reconstructed. While the towns are just over 2 miles apart as the crow flies, passengers travel 4.5 miles on trestles and through cuts and of course, the famous loop trestle. (from Trains News Wire, 4/13 from American Rail Link for April 20, 2005 - George Read via Ed Mayover)
   
• The new owner of the famed Red Caboose Motel in Paradise, PA, near Strasburg, said that the motel would reopen for business in June. The motel, which was originally opened in 1970 but closed a few years ago, consists of approximately 40 retired cabooses remodeled for overnight occupancy. The new owner, Larry DeMarco, said that the he would be spending approximately $2 million to acquire and renovate the motel. Formal ownership of the motel property was transferred to Mr. DeMarco on Friday, from Susquehanna Bank, which had taken the property in foreclosure from its last owners. (from the Lancaster Intelligencer Journal via Weekly Rail Review - Week Ending 16APR2005 - Dave Mears via Ed Mayover)
   
• Amtrak removed all 20 of its Acela trainsets from service, following the discovery of potentially dangerous cracks in trainset brake discs, or rotors. An Amtrak spokesman said that cracks were found in 300 of the approximately 1,400 integral hub/rotor assemblies on the 20 trainsets. The spokesman added that it was uncertain how long the majority of Acela trainsets would be out of service, but that railroad mechanical personnel hoped to have a better estimate by next week. The spokesman added that Amtrak would work to add extra cars and trains to accommodate Acela passengers. The Acela trainsets were last all taken out of service in August, 2002, following discovery of cracks in trainset yaw damper bracket assemblies. * Late Update *: On Sunday, April 17, Amtrak announced that it had cleared 1 Acela trainset for revenue service and would operate it on Monday, April 18. (from Amtrak, NARP, Railway Age, Trains via Weekly Rail Review - Week Ending 16APR2005 - Dave Mears via Ed Mayover)
   
• The American Shortline and Regional Railroad Association has selected BNSF as the provider of choice for technical training for all short line railroad employees whose railroads are members of the ASLRRA. Training will be administered through the National Academy of Railroad Sciences (NARS), a part of BNSF's Technical Training Center in Overland Park, Kansas, and will include classroom instruction, simulated practice, computer-based training, web-based training and distance learning. The program has the potential for training more than 20,000 employees annually from more than 400 shortline and regional railroads in the various crafts including locomotive engineer, conductor, yard crew, mechanical, maintenance, engineering, signal systems and telecommunications. When I visited the TTC last November it was nice to see the logos of so many shortlines on the walls and to hear the staff speak so proudly about their contributions to shortline safety and training. The web site is pretty good, too: www.RailroadTraining.com (from Railroad Week In Review - April 8, 2005 - Roy Blanchard via Ed Mayover)
   
• The Bush Administration formally submitted to Congress its proposed Amtrak reform legislation. The bill, which is similar to legislation proposed in 2003 and which died that session, would privatize Amtrak, converting it to a train operator with virtually no infrastructure ownership. The bill also calls for a 50-50 federal- state partnership with no federal operating funding except for specific maintenance, with those states funding intercity rail passenger service having the option to contract with train operators of their choice, and with those operators gaining the preemptive right to operate over freight railroads. Also on Thursday, bipartisan legislation reauthorizing Amtrak was introduced in Congress as HR 1630. Additional to reauthorizing Amtrak, this bill provides $2 billion in annual funding during the next 3 fiscal years to finance Amtrak capital, operating and retirement obligation expense. Amtrak has said that a $2 billion annual amount would be sufficient to begin to address critical needs of restoring the Amtrak system, including the Northeast Corridor, to a good state of repair. Also on Thursday, the Railroad Infrastructure Development and Expansion Act for the 21st Century was reintroduced in Congress as HR 1631. That bill, also known as RIDE-21, would provide $60 billion for high-speed rail and rail infrastructure projects over a multi-year period. The above bills were all referred to committee for initial consideration. (from Railway Age, Trains, USDOT via Railway Age, Trains, USDOT via Weekly Rail Review - Week Ending 16APR2005 - Dave Mears via Ed Mayover)
   
• This press release from United Transportation Union http://www.utu.org/worksite/detail_news.cfm?ArticleID=20917 with thanks to Ed Thornton for passing it along. UTU-supported Amtrak bill advances WASHINGTON, D.C. -- UTU-supported legislation that would authorize annual funding of $2 billion over the next three years to finance Amtrak's capital and operating expenses was approved April 27 by a voice vote of the U.S. House Transportation and Infrastructure (T&I) Committee. The favorable vote came just a few days after the UTU-supported legislation was introduced, and followed a barrage of supportive phone calls to lawmakers from UTU members and retirees. H.R. 1630, the Amtrak Reauthorization Act, is the creation of the bi-partisan leadership of the T&I Committee, where all transportation-related legislation must begin.

Its authors are T&I Committee Chairman Don Young (R-Alaska); the committee's top Democrat, Jim Oberstar of  Minnesota; Rep. Steve LaTourette (R-Ohio), the chairman of the Railroad Subcommittee, and the subcommittee's ranking Democrat, Corrine Brown of Florida. "There is a common understanding of the need for near-term funding of Amtrak," Young told UTU International President Paul Thompson. "This bill, at its requested level of $2 billion per year, will allow Amtrak to continue with critical work under its current five-year plan."

There are no anti-labor provisions in the bill -- such as are being sought by Amtrak President David Gunn -- as elimination of the assistant conductor, removing new hires from Railroad Retirement coverage, elimination of  FELA coverage and removal of Amtrak from coverage under the Railway Labor Act. Oberstar said, "I think very little is understood about the enormous progress Amtrak has made in the past year to improve the quality of the track, the rail bed, its rolling stock and to upgrade its operations."

Latourette said, "Years of deferred maintenance have left Amtrak with a deteriorated physical infrastructure, infrastructure which is used not only by Amtrak but also by thousands of commuters each day. H.R. 1630 provides enough funds to begin a capital program to improve both the Northeast Corridor and Amtrak's aging long distance fleet. Most importantly, this legislation sends a clear message that we recognize the vital role passenger rail service has in our national transportation system. I hope that H.R. 1630 will give a renewed sense of mission to Amtrak's workforce, which has been struggling for years just to keep the trains running." LaTourette said.

Brown said, "Today, the committee passed a bi-partisan Amtrak reauthorization bill that will truly serve America 's traveling public. This legislation will provide a safe and reliable public transportation system that the citizens of this nation needs and deserve." The T&I Committee also voted to approve a second bill, in which the UTU had input and supports. That bill is the Railroad Infrastructure Development and Expansion Act for the 21st Century (RIDE 21, or H.R. 1631). It also was introduced by the committee's and subcommittee's bi-partisan leadership and would provide $60 billion for high-speed rail and rail infrastructure projects. "All of rail labor must get involved to help defeat the Bush administration attempt to kill Amtrak and, instead, help to pass this bi-partisan measure to fund Amtrak, said UTU National Legislative Director James Brunkenhoefer.

"This means not only continuing to telephone and e-mail your House and Senate lawmakers, but enlisting friends and neighbors to do the same, and even calling local newspapers and television and radio stations to encourage them to do stories about the importance of Amtrak to the community," Brunkenhoefer said.
 

• AMTRAK ANNOUNCES RETURN OF METROLINER TO REPLACE SUSPENDED ACELA EXPRESS: Amtrak today announced it is substantially increasing Northeast Corridor train service to meet passenger demand following last week's suspension of Acela Express trains. The centerpiece of the replacement service is the introduction of Metroliner trains in most Washington-New York Acela weekday time slots between 6:00 a.m. and 6:00 p.m. effective Monday, April 25. All thirteen hourly departures will be covered by Metroliners starting May 2. Specifically, Amtrak will:

Provide on-the-hour Metroliner service between Washington and New York City each weekday departing both end-points nearly every hour between 6:00 a.m. and 6:00 p.m., effective April 25. Metroliner service increases to every- our-on-the-hour weekdays from Washington and New York starting Monday, May 2.

Offer Metroliner service with both Business class and First class service, a popular amenity that had been offered by the Acela Express trains.

Supplement Metroliners with 20 Regional train roundtrips between Washington and New York, with most departing at five minutes past the hour from their origination point.

Starting April 25, offer Boston-New York weekday trips at 100 percent of the existing Regional service, nine roundtrips per day. Beginning May 2, four daily weekday Metroliner departures will replace some former Acela train slots.

"We are going to do everything we can to satisfy our passengers, running a reliable schedule that they can count on," said Amtrak's Senior Vice President of Operations, William Crosbie. "We are going to provide as many trains on the schedule as we can to meet demand, but no train - Acela or otherwise - is going to be put into service unless it is safe." Acela Express Update: Crosbie stated that the railroad is working with the Acela manufacturer's consortium of Bombardier and Alstom to produce a plan to return the trains to service that includes inspection of the discs with a revised and approved inspection procedure, agreement on the life-cycle of the brake discs that meets Amtrak's approval, and a steady and reliable supply chain of replacement discs. "The trains are under warranty, and it is the responsibility of the manufacturer consortium to come up with a plan for service restoration," Crosbie said. "We will work with the consortium and federal rail safety officials to be certain the Acela trains can be safely and reliably operated." Crosbie stated that if these issues are resolved, a gradual return to service may occur. "Based on what we know at this point, it is our hope that the manufacturer will be able to resolve these issues and that the Acelas will gradually return to service this summer. But it will depend on these things happening - and nothing else happening to delay this process." Reservations Required Starting April 25 Effective April 25, all Regional and Metroliner trains will require reservations, which may be made in advance on line (www.amtrak.com) or by calling 1-800-USA-RAIL, or at the train station prior to boarding. Potential for crowding on trains will be minimized by this previously planned conversion of Northeast Corridor trains to all-reserved status (except for Keystone and Clocker trains.) Amtrak is gathering train equipment from as far away as California to rebalance its train fleet and provide the best possible service in the busy Northeast Corridor while maintaining all other service, system-wide. New Jersey Transit will be operating extra service between Trenton and New York City, substituting for two Clocker round trips that were canceled to provide extra Amtrak coaches for Regional service. (from Amtrak, 4/21 via American Rail Link for April 27, 2005 - George Read via Ed Mayover)

• VIA CELEBRATES "THE CANADIAN" - 50 YEARS OF SERVICE IN CANADA: Fifty years ago, on April 24, 1955, Canadians celebrated as two transcontinental trains were launched. The introduction of Canadian Pacific Railway's "The Canadian" and Canadian National's "Super Continental" heralded a bold new era in transcontinental passenger rail service in Canada. Today, "The Canadian" departs Toronto and Vancouver three times a week on a three-day, three-night odyssey. The stainless steel train still gleams brightly as it crosses the country bringing travellers from every corner of the planet face to face with some of the most famous landscapes in the world. The "Super Continental" and "The Canadian" made the western transcontinental voyage one to remember. And while aspects of their operation have changed over the past half-century, one thing has not: Canada's cross- country voyage is a once-in- a-lifetime experience. In fact, it has been recognized by National Geographic as one of the top five journeys in the world. To celebrate the past 50 years, VIA marked the occasion on Saturday, April 23 and Sunday, April 24, with cake-cutting ceremonies at: - the departure of Train No. 1 from the Departure Concourse of Toronto's Union Station (7:30 - 9:00 a.m., Saturday); - the departure of Train No. 2 from the Station Concourse of Vancouver's Pacific Central Station (4:30-5:30 p.m., Sunday), and; - the greetings on Sunday of Train No. 2 at 11:20 a.m. and Train No. 1 at 3:30 p.m. at Winnipeg's Union Station, while on their station layover. Although this special event marks an anniversary that is replete with nostalgia, its true significance speaks to the future. The introduction of the stainless steel fleet was a defining moment in the modernization of passenger rail service in Canada. VIA is building on this proud heritage and has embarked on a new era in train travel. As part of the anniversary celebrations, VIA has been offering a special "Happy Birthday" fare to Baby Boomers turning 50 this month. From April 1st to 30th travellers can take a trip on "The Canadian" in "Silver & Blue" class on any segment between Vancouver and Toronto for $50, or $100 for the round trip. VIA's Silver & Blue class is an award-winning service that includes on-board meals and accommodation. Last year, more than 120,000 passengers travelled on board "The Canadian". As Canada's national passenger rail service, VIA Rail Canada's mandate is to provide efficient and cost effective passenger transportation services, both in Canada's busiest corridor and in remote and rural regions of the country. Serving more than 450 communities across Canada, demand for rail services continues to grow as more Canadians turn to train travel as a safe and convenient travel choice. (from VIA Rail Canada, 4/25 via American Rail Link for April 27, 2005 - George Read via Ed Mayover)
   
• CIRCUS TRAIN MOVES: Both Ringling Brothers Circus trains are currently touring the Northeast. The following are their show dates: 134th Edition / BLUE TRAIN: Worcester, MA April 20-24th, 2005; Albany, NY April 27th-May 1st, 2005; Charleston, WV May 5-8th, 2005; Knoxville, TN May 11-15th, 2005; Lexington, KY May 18-22nd, 2005; Chattanooga, TN May 25-29th, 2005. 135th Edition / RED TRAIN: Philadelphia, PA April 20th-May 1st, 2005; Providence, RI May 4-8th, 2005; Hartford, CT May 11-15th, 2005; Trenton, NJ May 18-22nd, 2005; Hershey, PA May 25-30th, 2005; Wilkes-Barre, PA June -5th, 2005. (from Conrail Technical Society, 4/24 via American Rail Link for April 27, 2005 - George Read via Ed Mayover)
   
• Baltimore & Ohio Railroad Museum's Grand Reopening Celebrates New Restoration Facility Monday, March 21, 2005 (BALTIMORE, MD) --- The Baltimore & Ohio Railroad Museum will kick-off the summer with the completion of its new restoration facility during Memorial Day weekend, Friday, May 27-Sunday, May 29, 2005, with a red, white and blue spectacular grand reopening celebration of the birthplace of American railroading. The Museum will unveil a new state-of-the-art restoration facility. The Museum's new 27,500 sq. ft. restoration facility, built to repair the damaged pieces of the collection as a result of the damage sustained in the President's Day snowstorm in 2003, will also be used to restore and service locomotive and rolling stock in perpetuity. The facility includes both modern and historic equipment, a metal shop, wood shop, paint booth, maintenance track with an inspection pit, and two long-term restoration tracks.

Other exhibits and expanded facilities will also be part of the celebration including a new living history center and family activity area. Visitors will get to meet personalities from the past as they visit the 1851 Mt. Clare Station. This new exhibit will feature 19th century railroading exhibits and living history interpreters.

Both children and adults will enjoy the new family activity area featuring pump car demonstrations, a wooden train play area and an expanded picnic area where visitors can enjoy their lunch at the Iron Horse Café. The Museum's outdoor "G" scale layout has also been expanded. Visitors will also be treated to free daily train rides throughout the weekend. Throughout the weekend, visitors will enjoy special performances from visiting musical groups, a special salute to the nation's military personnel, living history demonstrations and a chance to climb aboard additional pieces of the Museum's collection. In addition, the Museum looks forward to continuing its campus expansion during Labor Day Weekend when it will open the historic 1869 North Passenger Car Shop to the public. This 30,000 sq. ft. building will provide indoor exhibit space for some of the most precious and endangered pieces of the Museum's collection. New interpretive panels within the building will provide unique glimpses into the history of railroading and railroading trades. For information call 410-752-2490 or www.borail.org. [from http://www.borail.org/press_room]

• Two years have passed since the record-breaking President's Day snowstorm partially collapsed the B&O Railroad Museum's signature Roundhouse roof on February 17, 2003. The Museum remained closed for 22 months while the Roundhouse was rebuilt and restored. On Saturday, November 13, 2004, the Museum reopened to the public. In just a few short months, the Museum has broken attendance records and doubled its membership base: from November 13 through the end of 2004, the Museum had 40,000 visitors and Museum Membership has doubled from 2,500 to 5,000 members. The Museum continues to bring in substantial revenue, firing up its own economic engine in preparation for a grand reopening celebration in May when it will unveil an additional 50,000 sq. ft. of exhibit space to the public including a new restoration facility to repair the pieces of the collection that were damaged in the collapse.

This copyrighted article was written for the "Transfer Table", the newsletter of the Wilmington Chapter of the National Railway Historical Society by Chapter Member Richard E. Hall © Richard E. Hall 2002, 2005

THE PRR RELIC CARS by Richard E. Hall

    All of the members of the Wilmington Chapter, NRHS, should be familiar with the Railroad Museum of Pennsylvania at Strasburg and their fine collection of railroad cars, locomotives, railroad artifacts, and related material. The library associated with the Railroad Museum has been growing and now the Railroad Museum has the first PHMS Archivists outside of Harrisburg. I would expect all of you to have seen the restored and preserved equipment from the PRR "relic collection" which is displayed there. But how much do you know about the old cars which had been restored at the Wilmington Shops to be preserved in the original PRR collection? Each of the old PRR cars has more of a story to tell than is probably practical for the Museum to attempt to present with their descriptive placards placed by the cars or through those individuals who serve as guides for the public.

    There were thirteen cars which had been saved in the PRR "relic collection" and twelve of them are in the Railroad Museum of Pennsylvania at Strasburg. Of those thirteen, eleven are cars of PRR standard classes. The steel coaches P53 number 1650, P58 1651, and what the PRR termed steel hopper gondola class Gl number 33164 survived by being in revenue service. The Gl hopper had been renumbered to 148169 but as a relic car was returned to its original number assigned when it had been built. It had been built before the system wide renumbering of PRR cars in the early 1900's. One baggage car, class Ba number 6, supposedly survived only by being de- trucked and placed on the ground to serve as a shed. Of the remaining seven, the PRR collection records show six survived by having been reassigned and renumbered to company service as MofW cars and the remaining car had been built as a company service car. The PRR records do not show it, but I am inclined to believe the CVRR car was also an MW car. There are also questions about what the relic collection record presents for the CVRR cars original type and use. As was implied above, what is presented for the class Ba wooden baggage car may well be considered as only part of the story for the cars history.

    The fact the PRR presented two locomotives in the historic collection as representatives of other than what they actually were without an explanation is somewhat troubling. One of those was in the original relic collection and the other was one of the modern steam locomotives which was saved. It seems as if the PRR management thought those outside the railroad were not smart enough to know the difference or to care. Considering what the PRR did with the two locomotives is enough to raise questions in regard to the accuracy of the history which has been presented for two of the cars in the relic collection.

    There have been published accounts which have stated the PRR moved the relic collection of cars and locomotives from the New York Worlds Fair directly to the Northumberland enginehouse. Not only is such a statement not accurate, it is not logical. At the time the Worlds Fair closed, Northumberland was a very active locomotive servicing facility serving a large number of steam locomotives. There was no place to provide "dead storage" for the collection of relic equipment. On the other hand, the 1930's main line electrification had replaced large numbers of steam locomotives which had been serviced at Trenton, creating underutilized and surplus buildings there. It was also relatively close to New York which minimized transportation costs for moving the relic equipment.

    Only the H3 and E2/E7s locomotives and tenders were moved to the Northumberland enginehouse with the narrow gauge "Fodd" 2-6-0 going to Canton , Ohio. Although "F" was the PRR class for 2-6-0 locomotives it did not apply to the narrow gauge equipment where it was used to identify the little 2-6-0 as a freight locomotive. The remainder of the equipment went to Trenton and was placed in either the Old Erecting Shop or the Blacksmith Shop. The John Bull coach and the Cumberland Valley combine were stored in the Blacksmith Shop and the relic cars listed below were all stored in the Old Erecting Shop at Trenton. The above is based on a carbon copy of a typed document headed in two lines "LOCOMOTIVE, PASSENGER, FREIGHT, AND WORK CARS - RESTORED TO ORIGINAL CONSTRUCTION FOR HISTORICAL COLLECTION". It lists the following; "Name or Number - Former - Present", "Description", "Class" where applicable, "Present Location". In the bottom left corner is C.W.P., Phila., Pa., - 11-20-50-.(5d).

    There was one car in the relic collection which rather regrettably did not come to the Railroad Museum of Pennsylvania with the other relic cars. One of my favorites, the class Ta tool & block car went to the Children's Museum of Indianapolis and is on display in their All Aboard gallery. In correspondence with Andrea Hughes, Curator, I was advised of some facts of their acquiring the car. Although it would have been nice to have the tool car at Strasburg, at least it has a good home and seems to be serving a very good purpose there.

    Following are some comments and data on the cars from the PRR relic collection, those now at the Railroad Museum of Pennsylvania and the stray class Ta tool car now in Indianapolis. The numbers following the name or class are (1) original number on restored car and (2) the last number the PRR stated as used on the car before  being restored. Other numbers found relating to the car are given in the text.

"John Bull Coach" C&A 3
This old Camden & Amboy passenger coach seems to be referred to most often as the "John Bull coach" rather than properly identified by its railroad name or reporting marks [initials] and the car number. The C& A coach has rejoined the other relic cars at Strasburg on a long term loan lasting for at least three years after being displayed in the Smithsonian's railroad hall. After months of negotiations and planning the arrangements were worked out for the C&A coach to be moved to Strasburg and be displayed with the John Bull locomotive, C&A #1. An interesting account of moving the car from the Smithsonian in D.C. to Strasburg was printed in the Friends of the Railroad Museum publication, the "Milepost", Volume 20, No.4, November 2002. A detailed account of the move is to be presented in a future issue of the "Milepost". Following much preparation the actual move took only three days, July 24, 25 and 26, 2002. Starting on July 24, the car was encased in a steel frame covered with plywood and plastic tarps for the trip to Strasburg on an air-ride trailer. The truck with C&A #3 left Washington at 8:00 PM on Thursday evening traveling with a police escort and proceeded at 25 MPH over routes 50, 95, 495 and 270, arrived in Strasburg at 12:45 AM Friday morning. Displayed with the C&A "John Bull" locomotive provides a unique and valuable asset to the collection where people may actually view and compare the size and construction of older equipment by actually comparing it with more modern equipment. Unfortunately, many people are unable to visualize such comparisons from seeing photos or drawings. Well built and properly displayed models and dioramas are a help, but even they still fall short of the public being able to view the actual equipment.

    There has probably been enough published over the years about this old Camden & Amboy passenger car No.3 without too much being repeated here. Even so, some of the following data and information may not be well known, except for the built date. It represents an early railroad passenger coach built about 1836 in the Camden & Amboy shops, reportedly by the railroads master car builder Edwin Lockwood.

    This coach provided seating for 48 passengers, IL 29'63/4", IW 8'13/4", IH 6'41/2", length over buffers 35'7", body height 7'10_", width 8'6-1/2", height over roof 10', it has 30" Ø wheels in a 3'9" wheelbase truck and 19'9" total wheelbase. I have an old photo of this car body only, no trucks, loaded on a steel flat car inside the Wilmington Shops, but there was no date or other data with the photo.

    This old C&A coach is regarded as being the oldest eight wheel American passenger car still in existence. There was a report dating to about 1840 which stated there were 15 coaches of this type in service on the C&A. At the time the C&A was taken over by the PRR all of the old equipment was quickly replaced by the PRR with their standard design, including some cars of this type which were obsolete. C&A car #3 was sold to Samuel Newton who set the body on posts to use it for a chicken house near South Amboy. The disposition of the trucks is unknown, probably sold as scrap. The PRR located the car still on the farm in 1892 and retrieved it to restore for the Worlds Columbian Exposition. The metal parts from an old C&A passenger car truck were discovered in a marl pit and were salvaged to fabricate replica trucks. A second car had been discovered covered with trash in a lumberyard by a railroad official some years earlier. In an unusual move for the era, he had acquired it and the second car was then stored in the Meadows Shops for safe keeping. After being shown at the 1893 fair, there is little known about the history of the two relic cars. Both cars were reported to have been accounted for in 1907, but between then and 1927, the second car had disappeared with no record found as to its disposition. John H. White Jr. wisely pointed out in his fine work "The American Railroad Passenger Car" one important fact we may often be inclined to overlook with such old railroad equipment. We should view the existing car somewhat critically and in his words, "not accepted without qualification as a representative example of antique car construction". As John pointed out, with the cars age when it was retired, rebuilding over the years and the restoration which predated today's guidelines, some features and details have probably been changed. One detail on C&A #3 which has been changed is the 4'81/2" track gauge. The early C&A was built with 4'10" track gauge and when the car was restored for display in 1893 the PRR still listed 4'9" as their "official" track gauge. Not to be overlooked is the fact the original passenger cars used with the C&A John Bull were much like the early stage coach type passenger cars of the B&O, NC&F and other early railroads. The "John Bull coach" designation is probably more old PRR promotional hype which has stuck than based on established facts when some details are considered.

CVRR B - C-54 - 496091
The PRR records list this car as a passenger/baggage car seating 24 and under the car class gives "Cumberland Valley Pioneer Car", old CVRR "B". The last identification used on the car when restored for the relic collection was the letter "B" instead of a number, with the built date given as 1855 @ Chambersburg Shops. Now we have a small problem. First to the PRR description of the car, body dimensions are IL 42'5", IW 8'101/2", IH 6'8", OL 43'1", OW 9'0", OH 7'8", over pulling face of couplers 50'81/2", height to top of roof 10'11", truck wheelbase 5'1", wheels 30"¯ journals 3"x 5", total wheelbase 38'10", weight 31,500#. Now to look at the apparent gap in this cars history. A document listing the old CVRR car numbers and new PRR numbers dated 2/1/1920 lists three CVRR passenger equipment cars identified with letters, "B', "C", and "D" but all three were class BM70E baggage mail cars built in 5/1914.  Turning to the CVRR work equipment we don't fare much better, but there are a couple of possibilities. The main problem is the listed car type and built dates do not agree with what the PRR has given for CVRR car "B". It is felt a slight oversight or error in listing one car description may cause us to overlook the most likely car to provide the missing history for CVRR car "B" in the PRR collection. CVRR work car C-54 was listed as a mail car converted to MW boarding car. It is listed as built in the CVRR shops in 1856 and any rebuilding of the car is unknown, but the following seems to be a reasonable scenario. In the 1900 era, old car "B" was a wooden mail-baggage car which was replaced in 5/1914 with a steel mail-baggage car with the "B" car identification transferred to the new car. The former "B" was transferred to work equipment and renumbered C-54 in 1914, then renumbered to PRR 496091 in 1920. The 1856 date for CVRR C-54 is the closest date found to the 1855 date given by the PRR for the relic car and it was built in the CVRR shops, but it is listed as being the wrong type. If CVRR MW car C-54 was renumbered to PRR MW 496091 in which would provide a means for it to have survived and be selected for a relic car. Note one of the steel BM70E cars had been CVRR "B" and it was a common practice for a new car to carry the number, or possibly in this case the letter, of the car which it was replacing. Going back to the 1902 ORER listings, CVRR "B" was identified as a "Comb. Mail & Bagg." car, not a passenger baggage car. Only the CVRR mail-baggage cars had letters, the old wooden passenger-baggage cars of the CVRR were numbered from 1 to 19, with not all of those numbers being used. The Museum staff acknowledges their research shows the car has undergone many changes over the years, including a change in the roof type. CVRR "B" is an interesting car which has survived by being used as a MW car but how accurately does it present the car and at what point in its lifetime? If they can be found, the PHMC has some of the CVRR records and PRR car records might provide the answers to some of the above speculation.

Ba 6 - 5506 - 490091
Listed in PRR records as built in January 1882. It dates to an era when the PRR had a separate number series for passenger coaches, baggage cars, express cars, postal cars, box cars, PRR Empire Line box cars, PRR Green Line tank cars, C&T freight train cabin cars, MW cabin cars (camp cars) and hand cars, ten car types all numbered in a series with the numbers running from 1 to Ð> however many cars were in the series. By 1887, the PRR baggage car were numbered 1 to 89, an increase of only one since 1879. Contrary to what has been presented by the PRR records, my thought is this car had been renumbered to the 5500 series, then to the MW series, but documentation has not been found. Typical PRR practice would have been to 5506, but we can't count on the PRR always doing by what was their typical practice. It was later in MW service and then placed on the ground to be used as a shed in West Yard in Wilmington. When it was selected for restoration to be displayed with the PRR relic equipment at the 1939 New York Worlds Fair, the Wilmington wreck train was sent to West Yard, the car was lifted and placed on a flat car to take it to the Wilmington Shop for restoration. All deteriorated wood was replaced using methods which would preserve as much of the old wood as possible and appropriate trucks were located to place under the restored car. The late Bill Grant took photos for the PRR showing the car being removed from West Yard but unfortunately his photo collection is not currently accessible. It has been so long since Bill showed us those photos one time when my wife and I visited the Grants I do not remember if they showed if any number was still visible on the car body. (My wife knew the Grant family because her brother, the late Wesley Winant, Bill Grant, John Harris and chapter member William V. (Bill) Russell traveled around together taking locomotive photos in the 1930's.) The design which became class Ba was adopted as standard in 1881 according to the PRR data sheet, but a later PRR Form 146 lists 1887 which was after this car was built. Many such discrepancies have been found in researching railroad history. The data listed by the PRR for car 6 is as follows. Built January 1882, capacity 20,000#, IL 39'5", IW 8'73/4", IH 9'37/8". OL 40'2", OW 9'41/2", OH 10'27/8", length between pulling faces 46'6", height to top of roof 13'115/8", truck wheelbase 6', wheels 33"¯, journals 31/2"x 7", total wheelbase 35'2", total weight of car 39,800#. Considering the possibly of an error in the built date, this may have been built 11/22/1882 as #6, later renumbered 5506, later transferred to MW service as tool and block car 490091 on 5/26/1909. It replaced an old tool car built in 1881 which had been renumbered to MW 191094 (old second PRR MW series, before 1905 new series) and renumbered to 490091 on 6/2/1905. The baggage car number 5506 vacated by the class Ba in 1909 was not filled until 1911 when it was used on a class B60 steel baggage car which was assigned to trains 1 & 8 between Philadelphia and Pittsburgh As a tool & block car, the old class Ba car was probably replaced in MW service by another car in the late 1920 era car program and placed in West Yard as a shed at that time. Although entirely speculative, this scenario at least offers some points on which to attempt to establish some future documentation of the cars history.

Bc 5403 - 490092
Listed as built for PW&B in 11/1893 as a baggage/mail car-transferred to MW tool & block car 490092, date unknown but it may have been sometime after 1917. The old wooden PB&W car number 5403 class Bc was replaced with a new class MBM62, with the same car number, in 1916, all steel, electric lights, 38' baggage and 20' RPO apartments, assigned to service on the branch between Townsend, Del. and Centerville, Md. We don't know, but that may also have been the assignment of the old class Bc car. The class Bc design was adopted as a PRR standard in 1892. The PRR gave the following information, capacity baggage end 20,000#, mail end 10,000# (146-D lists 16,000#), body IL 52'111/4", IW 9'11/2", IH 9'3", OL 53'8", OW 9'101/4", OH 10'43/4", between pulling faces 60'5", height over roof 14'13/8", 6 wheel trucks, truck wheelbase 10'6", wheels 36"¯, journals 33/4"x 7", total wheelbase 47'6", total weight 71,200#. Form 146-D gives the baggage IL as 31'5" and the mail compartment 21'6". As MW car 490092 , note it was only one digit higher than the number which is thought to have been on the class Ba MW car. The class Bc car was the third car to have been numbered 490092, the first had been renumbered from an old box car on 1/6/1906, original number and class unknown, which was torn up at Pitcairn on 2/17/1913 after it had been replaced. First 490092 was replaced with a class Xc box car, old number 5474, built 1891, renumbered to MW 490092 on 1/14/1913. The box car was in turn replaced when the class Bc baggage-mail car was renumbered to 490092 (3rd).

Bd 6076 - 489631
Data from PRR 1/1919 Passenger Car Register, the data sheet from the collection record is missing. Listed as built for the PRR in 10/1899, steam heat, carburetor-mantle lamps for lighting, short platforms, an interesting point is the car was to have been replaced in the 1917 program but was still listed as being in service on 1/1919. The car did not have a fixed assignment at the time, being used as and where needed-Removed from passenger service and assigned to MW as 489361. The following data is from PRR Form 146-D, 11/27/1916, the baggage/mail car design was adopted as a PRR standard.1892, capacity baggage compartment 20,000#, capacity mail compartment 10,000#, IL 45'101/2", IW 9'11/4", OL 46'71/2", OW 9'101/4", length over drawbar 49'8", height to top of roof 13'77/8", 4 wheel trucks with 36"¯ wheels, truck wheelbase 7', total wheelbase 36'10", total weight of car 57,800#. Baggage-express car 6076 was the last car in a list of 44 class Bd baggage cars which were recommended to be replaced by 49 new steel class B60 baggage-express cars as part of the 1917 passenger car programme. Note the "programme" spelling used on all of the PRR documents checked. The other wooden baggage-express cars to be replaced in the 1917 programme were three classes Bc and two class Be. Two additional class Bd cars, #6000 and 6001, were to be replaced by "2 class MB-62 baggage cars with A.C. motors". Ten other class Bd cars were recommended to be replaced by class B60a baggage-express (automotive) cars and another ten by class B74a horse express cars. These were all PRR owned cars, additional cars to be replaced by class B69 were three bd and three Bd on the Northern Central and one Bb and two Bd on the WJ&S. These cars along with various coaches and combines were listed in a letter dated July 5, 1916. It was in preparation for submitting the 1917 programme for approval to replace remaining wooden passenger equipment "after the completion of the existing programmes".

Og 4639 - 490038
The "O" in the PRR class designated a wooden passenger-baggage combine, The familiar PB class familiar PB class designation for passenger-baggage cars was adopted with the introduction of all steel cars. This car was built 3/1895 (car records also show 2/2/1895) and was in passenger service only a relatively short time, being transferred to MW service and renumbered 490038 on 12/19/1914 as a tool & block car, replacing a class Ta which had been built on 7/12/1880 as #91038, to 191038, to 490038 on 6/17/1905 and scrapped @ Pitcairn on 11/16/1914. Class Og 4639 was brought to USSAS compliance when converted to MW service @ Pitcairn on 12/19/1914. This combine design was adopted as a PRR Standard in 1891. The PRR gave the following information; seating capacity 42 (also listed as 40) persons, baggage capacity 18,000#, (also some Og seated 48, baggage 13,000# in a 19' compartment) body IL 59'11/2", IW 8'9", IH 9'41/8", OL 60'0", OW 9'10",OH 10'43/4", between pulling face of couplers 66'9", height over top of roof 14'13/8", 6 wheel trucks with 36"¯ wheels and 10'6" truck wheel base, journals 33/4"x 7", total wheel base 53'10", total weight 77,800#. (There was also a PRR class Oga with 4 wheel trucks and 41/4"x 8" journals).

Pf 3556 - 490569
This car had been built for the Northern Central Railway on 8/12/1896. The number was changed to X3556 in 1915 as surplus equipment still in service after being replaced. Just as PRR practice allowed a locomotive to remain in service after being replaced by prefixing the number with "0" (on Lines West it was with "1") passenger cars remained in service by prefixing the number with "X". Such old passenger service cars often remained in service for several months, some for over a year after being replaced. It had been replaced with a steel class P70 coach using the same number in 1915 for Baltimore to Harrisburg service. The car was transferred to MW service as a MW cabin car, a PRR term which when used for work cars included camp cars, tool & block cars and some riding cars, not to be confused with a C&T cabin for freight trains, was renumbered to 490569 on 2/2/1915. This Pf coach design was adopted as a PRR standard in The PRR historical data sheet gave the following information; seating capacity 58 persons, body IL 45'83/4", IW 8'9", IH 9'51/4", Ol 46'71/4", OW 9'10", OH 10'55/8", length between pulling faces 53'0", height to top of roof 14'13/8", 4 wheel truck wheelbase 7'0" with 36"¯ wheels, total wheelbase 40'0", total weight of car 52.400#.

Ph 8177 - 496121
This car was built in 3/1896 for PRR Lines West in PCC&StL series 1-297, renumbered to 8177. Car was transferred to MW service and renumbered to 496121 for MW service. There is no data currently available on when the car was transferred to MW service but the number 496121 instead of an old Lines West 990000 series number suggests it was done during one of the early 1920 era programs. The date the Ph coach design was adopted as PRR standard is listed as 1892. The historical data sheet gives the following information: seating capacity shown as 62 persons, body IL 52'101/4", IW 8'9", IH 9'53/8", Ol 53'91/4", OW 9'10", OH 10'61/16", length between pulling faces 60'11", height over top of roof 14'13/8", 4 wheel trucks with 7' wheelbase, 36"¯ wheels, 4"x 8" journals, total wheelbase 47'2" and the total weight of the car was 71,650#.

P53 1650
This was an early experimental all steel design coach which was not duplicated but remained in passenger service until preserved for the PRR relic collection. It had at one time been assigned to the Ridgway Branch of the Renovo Division along with experimental class P58 car number 1651. Design adopted as a PRR standard in1908 but this car was not duplicated. The PRR gave the following information on the historical data sheet; seating capacity 64 persons, body IL 52'93/8", IW 9"11/8", IH 9'61/4", OL 53'53/4", OW 9'93/4", OH 10'5", length between pulling faces 62'1/2", height over top of roof 14'1/2", 4 wheel truck wheelbase 7' wheels 36"¯ with 5"x 9" journals, total wheelbase 47'3", total weight of car 95,400#.

P58 1651
This was an early experimental all steel design coach which was not duplicated but remained in passenger service until preserved for the PRR relic collection. It had at one time been assigned to the Ridgeway Branch of the Renovo Division along with experimental class P53 car number 1650. Design adopted as a PRR standard in 1906 but this car was not duplicated. The PRR gave the following information on the historical data sheet; seating capacity 72 persons, body IL 57'101/2", IW 8'111/2", IH 9'43/8", OL 58'53/4", OW 9'93/4", OH 10'5", length between pulling faces 67'51/2", height over top of roof 14'1/2", 4 wheel truck wheelbase 7' wheels 36"¯ with 5"x 9" journals, total wheelbase 52'3", total weight of car 103,500#.

Ta 60 - 99002 - 199002 -495062 - 490468
Originally built as wreck train tool & block car number MW 60, this car went through several number changes, first to 99002, then 199002, to 495062 on 7/13/1905, reassigned to Erie and renumbered to 490468 on 1/11/1908. Still in MW service in late 1930's when set aside for restoration and display at 1939 New York Worlds Fair with the original number MW 60 on the car. After the NY Fair the tool and block car was stored with the other cars from the relic collection in the old Erecting Shop at Trenton and eventually moved to the Northumberland Engine House for storage. Because of one of the Pennsy's little non-standard quirks in terminology calling camp cars and tool and block cars "MW cabin cars" and the fact it has a cupola like a C&T cabin car. This tool & block car is now generally referred to erroneously as being a "caboose". Restored to its original appearance as part of the PRR relic collection, the class Ta tool car was sent to The Children's Museum of Indianapolis in 1968 when they received the Reuben Wells locomotive. The tool car was officially donated to the Children's Museum in 1985. The tool car design was adopted as standard in 1877, the class was designated as "I" under the original car class system and became class "Ta" when the car classes were revised, the car was built 6/13/1888 as wreck train tool & block car, some minor revisions were made in the cupola and other details over the years without changing the car class. Number 498068 was reused on 2/13/1953 for a class FGRa flat car converted from PB&W class GRa gondola 367869 built by the Ralston Steel Car Co. in 6/1913, as a company service car it was fitted as a carrier car for car mounted wheels. The following information was given on the PRR historical data sheet for the class Ta tool car. Dimensions IL 36'0", IW 8'7", IH at ends 6'113/4", IH in cupola 9'75/8", OL 41'1/2", OW 9'41/4", Oh 10'45/8" body roof, length between pulling faces 41'21/2", height over cupola 14'25/16", 7' wheelbase truck with 33"¯ wheels, 31/4"x 7" journals, total wheelbase 32'2", total weight of empty car 33,000#. Form 146-B had a notation to add 6,000# to the car's light weight when the car was equipped with wrecking tools.

Gg 1818 - 491715
The class Gg wooden self clearing hopper bottom gondola was the first standard design hopper car and was produced in substantial numbers, some even being built after the all steel hopper cars were put in production- this car was among the last used in revenue service and survived by being transferred to company service as an ash car, but the exact date is not known at this time. We do know this Gg replaced a class Ge gondola built in 2/9/1898 as 395637, to MW 491715 on 2/24/1908 and was renumbered to 495637 in 8/1916. The 491715 number is not found on the PRR 6/30/1918 ICC Valuation Report. The class Gg in the relic collection had been built in 7/1895 as PY&A 1818, in PY&A 1701-2425 which included both Gg and Gl class cars. There was a notation in the 1902 ORER those cars were fitted with automatic couplers and air brakes, the latter still not being all that common on freight equipment. It was renumbered in 1905 to PY&A series 722895-723000. It was later transferred to MW service and renumbered to 491715 at an unknown date. It was transferred after the 1900 ledger entries had been transferred to Hollereth cards in 1917 and it was numbered in the PRR MW series, a Lines West MW number in the 990000 series was not used. Those two facts suggest the car was transferred to MW in the 1920's, one of the very last class Gg cars remaining in service. The car was still being used in MW service, but scheduled for replacement, when it was selected for preservation and display in the relic collection for the 1939 Worlds Fair in New York- The PRR drawings for this class shows metal sheets covering the slope sheets in class Gg cars but such sheets were not in this car as restored for the relic collection. The PRR data sheet for car 1818 in the relic collection under "Kind of Equipment. Wood Hopper Gondola (with steel lining on the hopper slope timbers)." The class Gg was designed and built as a wooden Lines West car at a time when wooden cars were becoming obsolete. Restored as PY&ARR 1818 it is stenciled with 80,000 lb capacity, cars of this class varied with 70,000, 80,000 and 100,000 lb capacity shown in the ORER. Although the car is stenciled as 80,000 lb. capacity, the Historical Data sheet gives the capacity as 70,000 lb and the journal size as 41/2"x 8". The class Gg wooden hopper design was adopted as a PRR standard in 1895 as a hopper bottom gondola, it predates the PRR recognition of self clearing hopper cars as a distinct car type. The PRR gave the following information on the historic data sheet; built 7/1895 capacity 70,000#, body IL 27'7", width 8' 5", OL 28'0", OW 8'11", length between pulling faces 31'9", height to top of sides 8'9", extreme width 10'21/2", 5' wheelbase arch bar trucks with 33"¯ wheels and 41/4"x 8" journals, total wheelbase 24'10' and total weight empty 35,200#. The cubic capacity of glass Gg cars was listed as 1,223 cubic feet when level full.

Gl 33164 - 148169
As a class GL hopper gondola in PRR number series 33001 to 34115 this was one of 1,115 early all steel hopper cars with 100,000 lb. capacity journals. The car was later renumbered to 148169 in the 1905 renumbering, in the number series 144203 to 148680. This series later included cars in both class GL and cars rebuilt to class GLc, also many cars with 110,000 lb. capacity journals, as did 148680, although there were still a number of cars with 100,000 lb. capacity journals. As an example of the PRR non-standard standards, the class GLa cars were an entirely different design cars shorter inside and with a side sill having a straight bottom chord in contrast to the fishbelly side sill of the GL class. Practically all of the class GL cars had been rebuilt to class GLc by the mid 1930's and many were further modified to class GLca, one class GLcb and class GLh, the latter class had been BWCX cars. There had been a number of GL cars in the Berwind White Coal Company hopper car fleet which were acquired by the PRR in 1955 and assigned class GLh to distinguish them from the old PRR cars. A visual indication of class GL is the rivet pattern for the center slope sheets on the car in the relic collection, the rivets angle up to a higher position on the car side. At this point there has not been anything found to document rather the PRR had to recreate the GL center slope sheet angle or if there was actually a car remaining which had not been converted. Considering some of the other changes which the PRR made to back date the car, I would not be surprised to find they actually changed the slope sheets to recreate a class GL car from a class GLa car. It was also necessary to have the car back dated to "as built" so it was not to USSAS and was on arch bar trucks. The GL cars converted to class GLc had the angle of the center slope sheets lowered which increased the cubic capacity of the car for more pay load. The GLc modification placed the rivets at a lower angle which aids in visually identifying the cars. The car in the relic collection has the vertical brake staff on the right hand side of the "B" end and the grab irons and ladders back dated so they do not conform to USSAS. The design was adopted as a PRR standard in1898 as a hopper bottom gondola, it predates the PRR recognition of self clearing hopper cars as a distinct car type. The following information was on the historic data sheet; capacity 100,000#, body IL 31-'6-1/4", IW 9'6", OL 32'-1-3/4", length between pulling faces 34'-11", height to top of sides 10,0". Extreme width 10'11/2", 5'6" wheelbase trucks with 33" Ø wheels and 51/2"x 10" journals, total wheelbase 28'-9", total weight of empty car 39,200#. The cubic capacity of class GL was 1,672 cubic feet level full, cars later equipped with steel wheels had the capacity increased to 110,000#.

    There are now several additional PRR freight, passenger, and company service cars in the collection of the Railroad Museum of Pennsylvania but they were not part of the original relic collection so they are not covered here. It is interesting to note some of the PRR cars acquired by the Museum since it opened had also survived by having been in MW service. The two class Fm flat cars out in the yard now being used by the museum were acquired somewhat by default, each had a unit of the relic collection semi-permanently loaded on them when the equipment was shipped to Strasburg. Blocking cut to conform to all of the wheels was securely attached to the flat car deck, additional blocking was placed so as to be inconspicuous. All of the blocking and the supports were painted the same "PRR freight car color" red as the flat car side frames. The two Fm cars are now so rusted little of the lettering remains legible. Class Fm flat car 473567, built 11, 1906, carried the replica John Bull locomotive and tender, Fm 473613, built 7, 1902, had Camden & Amboy #3, the so called John Bull passenger coach.

    The PRR air brake instruction car 492445 which had been owned by Red Clay Valley Equipment & Leasing and loaned to Historic Red Clay Valley for the Wilmington & Western is now scheduled for restoration with an appropriation finally having been made for the work. Number 492445 had been built in 1910 as class M70 number 6517, a full length RPO equipped with steam heat, axle driven generator for electric lights. It was assigned to service on New York to Chicago trains prior to the USPO establishing the standard RPO lengths. Removed from RPO service and converted to air brake instruction car in 1928, used for instruction mostly in the western Pennsylvania and New York state area. The number 6517 was reused in 1949 when M70 6548, built in 1934, was rebuilt to M70b, used 6517 until retired in 1960. Hopefully the worked for goal of having it utilized as a teaching tool will now be realized. © Richard E. Hall 2002, 2005

This copyrighted article was written for the "Transfer Table", the newsletter of the Wilmington Chapter of the National Railway Historical Society by Chapter Member Richard E. Hall © Richard E. Hall 2002, 2005

OLD ACID TANK CARS by Richard E. Hall

    The old PRR records preserved in the Hagley collection are a wonderful and remarkable source of valuable information. What is equally fascinating as some of the information found in the PRR records are unexpected non PRR items, information and photos which are scattered through the collection. Some are propositional material for products which found their way into the files, some are the result of ideas tested but rejected, and a few are from investigating some problem. Considering what is scattered through the material at Hagley, one may only wonder how much more there is among the PRR material on the ninth and twelfth floors in the PHMC collection in Harrisburg.

    Thanks to the work done by Chris Baer, at least the material at Hagley is better cataloged than at Harrisburg. In a way, the problem at Harrisburg might be expected, the state naturally did not provide Sharon Nelson with enough qualified and railroad knowledgeable staff. Sharon is able to do only so much herself, it is not Sharon's fault the large notebook with the index for PRR drawings is about three quarters full of drawings marked P&RRR. To us that is obviously Philadelphia & Reading, or Reading Company material. Only an archivist or assistant with some railroad background or an interest in railroads would know the difference.

    Among the little gems found in the PRR collection at Hagley are a photo of a Wilmington & Philadelphia Traction Company solid tire emergency truck with the legs of a shears type crane for setting line poles carried on the side, blocking the drivers side of the cab. It was in an advertising brochure for the winch used with the shears crane but it was barely visible in the photo. [see April 2005 Transfer Table]

    Other interesting photos have shown an early White bus with flanged railroad wheels, a late 1920's era 8 cylinder Brooks steam powered highway bus, battery car drawings and information promoting the idea for the PRR to use them on the Eastern Shore branch lines. There is an advertisement for two models of gas electric track motor cars with an air compressor, an electric welder, and two ton shears crane were available as extras, the crane only for the larger model, and many other items of interest. The PRR even bought a couple of the electric cars to test their air compressor performance against the one of the special Ingersoll-Rand combined air compressor and track motor cars.

    There is even information and photos for an experimental Illinois Central gondola built with a cement body. The PRR was interested enough to borrow the car for a few test shipments, but rejected the idea of a cast cement freight car body as a few other railroads had done. It might be noted the cement car body was not duplicated. During the comparatively short length of time it was in existence, the body held up better than might be expected for cast cement.

    The latest find was in a folder of material on tank cars, I was disappointed because I was not finding anything on the old PRR tank fleet of PRR class Aa, Ab, Ac and Ad revenue tank cars. Then I encountered  letters where a car inspector had reported a tank car owned by the Pennsylvania Salt Manufacturing Co. had been leaking muriatic acid. Other cars of the same type operated by the same company had also been reported  as leaking. In those cases, Penn Salt claimed the cars had been tested when they returned to the plant and in almost every case, no leaks had been found.

    To the PRR officials, the several reports of leaks indicated there was a persistent problem which must be addressed by the PRR if the cars were to be handled in PRR trains. The PRR officials determined it was essential the railroad's car inspectors and Mechanical Department Officials thoroughly investigate the situation. Officials of the PRR Mechanical Department visited the Penn Salt Nathona Plant and their inspection of the car and investigation of the car maintenance procedures and records of the company indicated the car had not been leaking.

    The inspection report of the acid tank car which had been claimed to be leaking and another similar car at the Pennsylvania Salt Manufacturing Co. plant was accompanied by three photos. The construction of the 1912 era muriatic acid tank cars should appeal to anyone who has an interest in freight cars, especially those of a much earlier era.

    The duPont company had at one time had TW type wooden tank cars for transporting muriatic acid, but from available information they were like the TW cars used for shipping spring water and vinegar. The report included photos of two Pennsylvania Salt Manufacturing Company cars, car number 50 had a wooden underframe, built April 4, 1913, car number 53 has a steel underframe and had built on February 1, 1915. It was the wooden tanks which make the P.S.M. CO. cars rather unique. They were basically short flat cars with four small wooden tanks mounted horizontally and crosswise on the car. These were tanks on their side, not like the vertical tubs we often associate with many of the multiple vat pickle tank cars of years past.

    I am sure most of you are familiar with the typical acid tank car of not too many years ago with their smaller diameter, higher than typical dome, often with an inverted "U" type jacket encasing the tank shell and dome for air insulation. There were different materials used to line the steel tank shell and the jacket was made in three sections for easy removal. Other than being made in three sections, the jacket was much like the one found on the former UTLX 85915 with its 10195 gallon capacity tank shell and 272 gallon dome, now on the W&W. It is interesting to note one of the rather primitive looking acid tank cars was built in February 1915, only a few months over five years before the November 1920 built date of UTLX 85915.

    The PRR had the Penn Salt cars examined after the reports of leakage reached higher levels of management. A letter from the PRR Superintendent of Motive Power in Pittsburgh to the General Superintendent of Motive Power included photos of both a wooden underframe and a steel underframe car with the same type of tanks. There was some interesting information for those interested in the development of rolling stock. They also provide enough of a description for a modeler of early 1900 era equipment to model the car.

    And what about the leaks that were reported? The PRR investigation of the Penn Salt cars concluded the supposed leak was actually rain water collecting and laying in the metal cradle or shoe supporting each tank. When the car was moved it caused the water to seep out to the end of the saddle which then looked to the car inspectors as if the cars wooden tank was leaking.

    The tank car bodies were 30'-10" over the end sills and not only conformed to the MCB Rulings, they actually exceeded the requirements. The center sills were two 6"x10" inch timbers with a 5"x10" filler timber between them. The intermediate sills were 6"x10" and the two side sills were 5"x 9-1/2" timbers. End sills were 10"x10" timbers and there were no head blocks on those cars. There were two 5"x 9-3/4" draft timbers between the end and bolsters, secured to the center sills with eight 7/8" Ø bolts.

    There were two types of trucks used with two sizes of journals, but some were being replaced so all of the cars had 60,000# journals even though the cars were never loaded in excess of 40,000#. There were three 6"x18" timbers to support the wooden tanks and the timbers extended to within two feet of the ends of the car. The bottoms of four equally spaced saddles cut in the timbers to the radius of the tanks were about eight inches above the floor of the car.

    An interesting point about the wooden frame tank car is its close resemblance to the old wooden class Fa MW cars. The trucks on the wooden car # 50 look like the old PRR type 2B1F1 arch bar freight truck. The trucks under the steel frame car #53 look like another design of arch bar truck used by the PRR, their type 2B1F2.

    The wooden tank was cradled in what was termed a metal shoe formed from 5/16" thick iron plate to conform to the radius of the tank in order to distribute the strain of resting on the saddle timbers over the width of the tank. It was between the metal cradle and wooden tank where rainwater would run down the tank and collect in the cradle. When it later seeped out at the end of the cradle, between the cradle and the wooden tank, it would cause the tank to appear to be leaking.

Just as the description failed to give us the width of the car body, so does it omit the length and diameter of the four tanks, but we can estimate the diameter was about five feet, judging the diameter by the spacing of the truck journals and allowing for the outside of the head to be slightly larger for the rods holding the heads. The tank staves were 2-3/4" thick and varied from 4" to 5" wide. The staves were first boiled in a tar solution to create a surface which the coating applied to the inside of the tank would stick, which it would not do to untreated wood.

The tanks were held together by eight 3/8"x1-1/2" metal bands with 3/4" ends which were drawn up tight before coating the inside of the tank with 1/8" to 1/4" of what was described as a plastic tar compound. The end of the tank was a sheet of 1/4" thick rubber held in place by a head of 2-3/4" x 10" planks. As may be seen in the photos, a 1/2"x4" iron band on each end had equally spaced holes for 16 iron rods 3/4" Ø with both ends threaded for nuts. The rods extended through the bands on the outside of both heads and were drawn up to tightly seal the tank ends.

The tanks were held in place on the car by a metal strap at each end, the straps being 3/8" thick and 1-1/2" wide with each end as a threaded rod 3/4" Ø. The rods with the threaded ends were long enough to pass down through the 18" saddle timbers and car floor. Note this was in 1916 which pre dates the use of the "X" suffix on the reporting marks of privately owned cars. At the time, PSMCo. had 15 acid cars of this type, 12 being the older wooden underframe cars like #45 which is the one which generated the inspection by the PRR, and #50 shown in the photo, and three new steel underframe cars like #53 in the other photo. Between not being the best photo reproduction and the weathered markings on the car, the #50 is found on the end of the arch bar truck bolster and the shallow steel side sill on #53 caused the reporting marks and number to be moved up on the saddle timber.

Checking some of the available copies of the ORER, in find the following PSMX type TW cars were in service in 1927, 39 with 33,500# capacity, 40,41,44, 46 to 49 and 51 to 54, all with 28,180 lb. capacity, also #55 with 33,500 lb., 56 with 35,220 lb., 57 & 58 with 33,500 lb. and 59 with 35,220 lb. capacity. Other than the known earlier numbers, we do not know how many, or if all, of the additional numbers were like the cars in the photos. There were 14 additional TW type cars numbered between 501 and 517, but we don't know if they were like the typical wooden vinegar cars. We find that by 1933 the wooden underframe cars were gone, leaving numbers 52, 53, 54, 56, 58 and 59 still in the ORER.

It is not surprising to find these cars gone from the ORER by 1940, but as an item of local interest, by then the DUPX reporting marks for DuPont listed three type TW cars with wooden tanks. Unfortunately, I never was able to find anyone in DuPont who could, or would, provide any information, photos or drawings on those or some of the many other interesting DUPX cars. Details which were not described in the letter, but which should not be overlooked. The older wooden car has diamond arch bar type trucks, very similar if not the same as the PRR truck mentioned above. Note the truck on the "B" end of the wooden frame car has different journal boxes and lids, not at all uncommon on arch bar tucks and even the later Andrews cast sideframe type. Mismatched journal lids could often be found on any of the old solid bearing trucks where a lid had been replaced.

The wooden walkway on top of the tanks should not be overlooked. Its length may be judged by the end supports for the light pipe handrail seen on both cars, but it shows more clearly in the wooden underframe car photo with slightly better contrast. The 3/4" rods extending the length of the tanks served as the ladder to reach the walkway, permissible then but not today. Note the 18" height of the support timbers is not all in one piece and the main timbers are only half the length of the car. The iron splice plate joining the two halves is clearly visible, giving an idea of the height of the main timbers, with the additional height being the short sections between tanks and at the ends. A minor detail which might be overlooked, the wooden car has a tack board attached to the center of the side sill, the tack board on the steel frame car is also centered, but recessed slightly under the side sill. The older and smaller type "KC" combination brake cylinder, reservoir, valve and strainer is only faintly visible in the shadows under the car..

Not relating to the tank cars, but note the very light rail and wide tie spacing used in the Penn. Salt Co. Nathona Plant where their car shop was located and these cars were maintained. The photos of the PSMCo. tank cars #50 and 53 were taken at the Nathona Plant where the "leaking" tank car #45 car was inspected by the PRR officials.

In the end view of the car, note the four wheel locomotive crane for coal handling seen in the background to the right of the tank car. From what we are able to see in the photo, it looks like it was an Industrial Works four wheel type "D" steam crane, like the one the PW&B called the "sand digger" they had in the Seaford area for so long. The capacity for the type "D" varied from three to ten tons, boom lengths and ballasting also varied. When properly ballasted, the type "D" had a tractive effort of 2,300#. The backgrounds in photos very often contain a wealth of very interesting details often unrelated to the subject matter and should not be overlooked.

© Richard E. Hall 2002, 2005

FOR THE RECORD: Partial Production History of The Transfer Table

SCHEDULE NOTES

Notices, announcements, schedules, etc. are provided here as a service to the members. The Chapter has no affiliation with any commercial operation, museum, or tourist line.

NOW THROUGH FALL 2005 - THE WEST CHESTER RAILROAD Flea Market, Antiques, and Collectibles at West Chester Station on the Last Sunday of each month during the scheduled runs May , June, July, August, September, October call 610-430-2233 or www.westchesterrr.net

Sat., May 7, 2005 thru Mon., April 10, 2006 EXHIBIT -- CATASTROPHE ON THE RAILS: TRAIN WRECKS OF THE NORTHEAST UNITED STATES. Railroad Museum of Pennsylvania, Strasburg, PA, Regular Museum hours = 9 - 5 Mon. thru Sat; 12 - 5 Sundays

May 30, 2005, Grand Reopening Celebration At Baltimore & Ohio Railroad Museum. Museum will unveil new state of the art restoration facility and open the historic North Passenger Car Shop to the public. Info http://www.borail.org/tickets/grandreopeningcelebration.asp or call (410) 752-2490

Sunday, June 12, C&O and Baltimore Streetcars at the Baltimore Society of Model Engineers Open House, 1-5 PM, Admission is by donation. We suggest donations of $5 per person, 225 W. Saratoga Street, Baltimore.  More info leave a message at 410-837-BSME (2763), visit http://www.modelengineers.com or send e-mail to: bsme1932@yahoo.com

Saturday, June 25, DINNER TRAIN ON DELAWARE & ULSTER RR, Leave 5:30 pm from Arkville, NY. 22-mile trip round trip to Roxbury, NY. Fare: $60.00 for dinner and trip. Sponsored by the Ontario & Western Railway Historical Society. Information: www.nyow.org

Friday, July 1, through Monday, July 4, 2005, Steamtown National Historic Site 10th anniversary. Rolling into the future after Ten Years of Steam, Stories, Partnerships and Pride, the park's year-long celebration includes special commemorative events, presentations by guest speakers and lecturers, special interpretive programs, rotating exhibits and demonstrations, entertainment, movie and documentary film screenings, and special weekend activities. From http://www.nps.gov/stea/2005.htm

Friday, July 1 through Sunday, July 10, 2005 = RAILROAD HERITAGE DAYS Railroad Museum of Pennsylvania, Strasburg, PA, Regular Museum hours = 9 - 5 Mon. thru Sat; 12 - 5 Sundays The exhibit will showcase historical and contemporary displays and presentations on Pennsylvania's many remarkable railroads, operating model train layouts, railroad art, music, stories, special photo opportunities, interpretive tours and much more. Pennsy Days, Reading RR Days, and Kids Days, which are incorporated into this event for 2005.

Wednesday, August 17 through Saturday, August 20, 2005 = RAILROAD CIRCUS DAYS Railroad Museum of Pennsylvania, Strasburg, PA, Regular Museum hours = 9 - 5 Mon. thru Sat; 12 - 5 SundaysFun of the big top in colorful and exact miniature: scale model replicas of circus trains, equipment and performances, displayed by the Circus Model Builders International.

Saturday, November 5 & Sunday, November 6, 2005 = TRAINS & TROOPS Railroad Museum of Pennsylvania, Strasburg, PA, Regular Museum hours = 9 - 5 Mon. thru Sat; 12 - 5 Sundays Guys & gals in uniform, splendid railroad and military archival displays, enjoy the patriotic spirit. Ride troop trains on Strasburg Rail Road with living history reenactors on both days. Trains & Troops program. Troop train tickets are sold separately by the Strasburg Rail Road on line at www.strasburgrailroad.com.

Saturday, December 10 & Saturday, December 17, 2005 = HOME FOR THE HOLIDAYS Railroad Museum of Pennsylvania, Strasburg, PA, Regular Museum hours = 9 - 5 Mon. thru Sat; 12 - 5 Sundays Nostalgic glimpse at holiday rail travel - costumed engineers, conductors, ticket agents and passengers representing the past century and enjoy seasonal music, festive decorations, Jack Frost Station and a Polar Express party for young children among our world-class collection of trains. Included in the regular Museum admission. Ride the Santa trains on the Strasburg Rail Road with the jolly old elf on both days. Home for the Holidays program. Santa train tickets are sold separately by the Strasburg Rail Road on line at www.strasburgrailroad.com

CHAPTER EVENTS  

Thursday May 19, 2005 7 PM, Chapter Meeting, Annual Doug Weaver Memorial Photo Contest 2005 special category: Trackwork (primary subject matter = multiple tracks, turnouts, or diamonds, etc.)

Thursday June 16, 2005, 7 PM Chapter Meeting program by Michael Burkhart

Thursday July 21, 2005, 7 PM Chapter Meeting program by Dave Warner entitled "36 Years of PATCO"

Thursday Aug. 18, 2005, 7 PM Chapter Trip in lieu of normal meeting

Thursday Sept. 15, 2005, 7 PM Chapter Meeting program by Phil Snyder entitled "25 Years Ago"

Thursday Oct. 20, 2005, 7 PM Chapter Meeting program by Dave Ruth entitled "Enola"

Thursday Nov. 17, 2005, 7 PM Chapter Meeting program by Frank Ferguson entitled "2004 Part Two"

Sunday Dec. 11, 2005, 5 PM Holiday Dinner in lieu of normal monthly meeting program by Steve Barry

The Wilmington Chapter of the National Railway Historical Society (NRHS) meets at 7:00 PM on the third Thursday of each month [except August & December] in the Darley Room at the Claymont Community Center on Green Street in Claymont, Delaware.  Visitors are always welcome. Admission to regular meetings is free. Check out our Website, thanks to Russ Fox at:   http://www.WilmingtonNRHS.com

The Transfer Table
   The Transfer Table is published six to ten times per year as the newsletter of the Wilmington Chapter of the National Railway Historical Society.  Items in this publication do not represent the official position of either Officers or Members of the Wilmington Chapter or the Editor of this publication.

    Permission to reprint articles and news items appearing herein is granted to NRHS Chapters and other newsletters provided appropriate credit is given.   Contributions are always welcome and should be sent to the editor at SD40GMA@aol.com or send to: P.O. Box 1136, Hockessin, DE 19707-5136. Deadline for entries is the 25th of the month.

    Chapter Officers
    President:   Phil Snyder
    Vice President & Historian:  Ron Cleaves
    Treasurer:   Ralph Stevens, Jr.
    Secretary:   Dan Frederick
    National Director:   Tom Posatko
    Editor:  Greg Ajamian
    Education Fund:   Ed Thornton
    Public Relations:    Frank Ferguson, Jr.
    Trip Director & Event Photographer:  Bruce Barry
    Web Master:   Russ Fox

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