Mike's Rails

Thoroughbred Power - 25

2012-02-14T05:00:00.001-05:00

This year marks the 30th anniversary of the Norfolk Southern Railway. I am posting my own photos of NS motive power starting in order of company number, in two groups: units still wearing Conrail blue paint, and the Thoroughbred units.
On Saturday June 2, and Sunday June 3 Norfolk Southern Days at the Railroad Museum of Pennsylvania in Strasburg, Pennsylvania will feature contemporary and historic railroad equipment, music by the Norfolk Southern Lawmen, and other special presentations.

NS #2620 EMD SD70 at Sinking Spring, Pennsylvania on Sep 19, 2010 - the bright sky has been cut and pasted from another photo.

Thoroughbred Power - 24

2012-02-13T05:00:00.002-05:00

This year marks the 30th anniversary of the Norfolk Southern Railway. I am posting my own photos of NS motive power starting in order of company number, in two groups: units still wearing Conrail blue paint, and the Thoroughbred units.
On Saturday June 2, and Sunday June 3 Norfolk Southern Days at the Railroad Museum of Pennsylvania in Strasburg, Pennsylvania will feature contemporary and historic railroad equipment, music by the Norfolk Southern Lawmen, and other special presentations.

NS #2239 EMD SW1500 at Temple, Pennsylvania Jul 6, 2005
NS #2217 EMD SW1500 at Enola yard, Pennsylvania on Sep 17, 2007
NS #2353 EMD SW1500 at Sinking Spring, Pennsylvania on May 10, 2008

Septa's Silverliner V

2012-02-12T08:58:00.004-05:00

My first look at a SEPTA (Southeast Pennsylvania Transit Authority) Silverliner V, latest of the Silverliner family of electric multiple unit commuter cars which date back to the early 1960's Silverliner I. Three generations of Silverliners currently serve: III a multiple unit car, IV a locomotive drawn car, and now V. I photographed this unit at Wilmington, Delaware Amtrak station on Feb. 7, 2012. It is SEPTA train #220, the 6:03 AM train to Philadelphia and Norristown. This train operates over Amtrak's Northeast corridor until just before Philadelphia's 30th Street Station.

The new rail cars are manufactured by Hyundai Rotem of South Korea and Sojitz Corp. of America at a plant in South Philadelphia operated by Hyundai. The empty car shells are delivered from South Korea by ship to Philadelphia's Packer Marine Terminal and from there to the assembly plant in the old Philadelphia navy yard by flatbed trailer where they are turned into fully equipped electric multiple unit cars.

Thoroughbred Power - 23

2012-02-10T05:00:00.004-05:00

This year marks the 30th anniversary of the Norfolk Southern Railway. I am posting my own photos of NS motive power starting in order of company number, in two groups: units still wearing Conrail blue paint, and the Thoroughbred units.
On Saturday June 2, and Sunday June 3 Norfolk Southern Days at the Railroad Museum of Pennsylvania in Strasburg, Pennsylvania will feature contemporary and historic railroad equipment, music by the Norfolk Southern Lawmen, and other special presentations.

NS #1421 EMD GP15 at Lancaster, Pennsylvania's Dillerville yard on June 18, 2005. This former Pennsylvania Railroad unit has been repainted in Norfolk Southern colors unlike many other GP15 units that kept their Conrail blue color until retirement

Thoroughbred Power - 22

2012-02-09T05:00:00.002-05:00

This year marks the 30th anniversary of the Norfolk Southern Railway. I am posting my own photos of NS motive power starting in order of company number, in two groups: units still wearing Conrail blue paint, and the Thoroughbred units.
On Saturday June 2, and Sunday June 3 Norfolk Southern Days at the Railroad Museum of Pennsylvania in Strasburg, Pennsylvania will feature contemporary and historic railroad equipment, music by the Norfolk Southern Lawmen, and other special presentations.

NS #872 EMD/NS RPU6 slug at Dillerville Yard, Lancaster, Pennsylvania on July 8, 2010 -- with a GP-38 behind it.

Thoroughbred Power - 21

2012-02-08T05:00:00.006-05:00

This year marks the 30th anniversary of the Norfolk Southern Railway. I am posting my own photos of NS motive power starting in order of company number, in two groups: units still wearing Conrail blue paint, and the Thoroughbred units.
On Saturday June 2, and Sunday June 3 Norfolk Southern Days at the Railroad Museum of Pennsylvania in Strasburg, Pennsylvania will feature contemporary and historic railroad equipment, music by the Norfolk Southern Lawmen, and other special presentations.

NS #863 EMD/NS RPU6 slug at Sinking Spring, Pennsylvania on Jul 28, 2007. Slugs have no prime mover (diesel engine and generator) and must get their power from an accompanying "mother" unit. Useful for moving heavy weight at very low speed such as in a rail yard.

Senate Trip Continues

2012-02-07T13:01:00.002-05:00

I'm with the 1915 version of the electric shuttle carrying US Senators from the Russell Senate Office Building to the Capitol Building.
The more modern version of the Senate shuttle, manually operated. The newer office buildings have automated shuttles. It is a very short ride.

Senator Commuter

2012-02-07T08:05:00.005-05:00

This morning I am riding Amtrak train 111 from Wilmington, Delaware to Washington with United States Senator Chris Coons of Delaware. The senator commutes regularly by train like thousands of other Americans. The ride is fast and comfortable. Delaware's other US Senator Tom Carper is also on this train.

Thoroughbred Power - 20

2012-02-07T05:00:00.003-05:00

This year marks the 30th anniversary of the Norfolk Southern Railway. I am posting my own photos of NS motive power starting in order of company number, in two groups: units still wearing Conrail blue paint, and the Thoroughbred units.
On Saturday June 2, and Sunday June 3 Norfolk Southern Days at the Railroad Museum of Pennsylvania in Strasburg, Pennsylvania will feature contemporary and historic railroad equipment, music by the Norfolk Southern Lawmen, and other special presentations.

NS #8450 GE D8-40CW about to pass under Weavertown Road at the Elk Plant in Myerstown, Pennsylvania on Mar 3, 2007

Thoroughbred Power - 19

2012-02-06T05:00:00.003-05:00

Thoroughbred Power - 18

2012-02-03T05:00:00.006-05:00

Thoroughbred Power - 17

2012-02-02T05:00:00.003-05:00

Thoroughbred Power - 16

2012-02-01T05:00:00.003-05:00

Thoroughbred Power - 15

2012-01-31T05:00:00.005-05:00

Thoroughbred Power - 14

2012-01-30T05:00:00.003-05:00

This year marks the 30th anniversary of the Norfolk Southern Railway. I am posting my own photos of NS motive power starting in order of company number, in two groups: units still wearing Conrail blue paint, and the Thoroughbred units.
On Saturday June 2, and Sunday June 3 Norfolk Southern Days at the Railroad Museum of Pennsylvania in Strasburg, Pennsylvania will feature contemporary and historic railroad equipment, music by the Norfolk Southern Lawmen, and other special presentations.

NS #5644 EMD SD60I at the Railroad Museum of Pennsylvania on May 29, 2009 during Conrail Days. Below shows the old Conrail number 6757 temporary decal for a night photo shoot by the Conrail Historical Society. This locomotive was assembled at Conrail's Altoona, Pennsylvania engine shop that continues to subcontract locomotive assembly under Norfolk Southern ownership.

Thoroughbred Power - 13

2012-01-27T05:00:00.006-05:00

This year marks the 30th anniversary of the Norfolk Southern Railway. I am posting my own photos of NS motive power starting in order of company number, in two groups: units still wearing Conrail blue paint, and the Thoroughbred units.
On Saturday June 2, and Sunday June 3 Norfolk Southern Days at the Railroad Museum of Pennsylvania in Strasburg, Pennsylvania will feature contemporary and historic railroad equipment, music by the Norfolk Southern Lawmen, and other special presentations.

NS #5338 EMD GP38-2 at Lancaster, Pennsylvania on Nov 13, 2007 not having transmission work done. Someone has painted out the R in Conrail.

Thoroughbred Power - 12

2012-01-26T05:00:00.002-05:00

Thoroughbred Power - 11

2012-01-25T05:00:00.003-05:00

Thoroughbred Power - 10

2012-01-24T05:00:00.003-05:00

Thoroughbred Power - 9

2012-01-23T05:00:00.002-05:00

This year marks the 30th anniversary of the Norfolk Southern Railway. I am posting my own photos of NS motive power starting in order of company number, in two groups: units still wearing Conrail blue paint, and the Thoroughbred units.
On Saturday June 2, and Sunday June 3 Norfolk Southern Days at the Railroad Museum of Pennsylvania in Strasburg, Pennsylvania will feature contemporary and historic railroad equipment, music by the Norfolk Southern Lawmen, and other special presentations.

NS 3419 EMD SD40-2 at Dillerville Yard, Lancaster, Pennsylvania on Jun 1, 2007
NS 3420 EMD SD40-2 at Dillerville Yard, Lancaster, Pennsylvania on Jun 11, 2007
NS 3419 & 3420 EMD SD40-2 at Dillerville Yard, Lancaster, Pennsylvania on Apr 1, 2008

Thoroughbred Power - 8

2012-01-20T05:00:00.006-05:00

Thoroughbred Power - 7

2012-01-19T05:00:00.004-05:00

Norfolk Southern #2227, EMD SW1500 switcher at Temple, Pennsylvania on July 6, 2005

Thoroughbred Power - 6

2012-01-18T05:00:00.002-05:00

NS #2214, EMD class SW???? at Enola Yard, Pennsylvania at the East End of the Rockville Bridge across the Susquehanna River. Sept. 17, 2007.

Thoroughbred Power - 5

2012-01-17T05:00:00.001-05:00

Continuing my posts for Norfolk Southern Railway's 30th anniversary year. Here, sandwiched between two GE high power units is EMD SW1001 switcher #2100 crossing the intersections of Main St. and Race St. in Richland, Pennsylvania westbound on the old Lebanon Valley line of the Reading Company, now the main Norfolk Southern line between the New York and Philadelphia areas and points West.

Thoroughbred Power - 4

2012-01-16T05:00:00.000-05:00

My final EMD GP15 is Norfolk Southern #1422, shown here at Dillerville Yard in Lancaster, Pennsylvania.

Thoroughbred Power - 3

2012-01-13T05:00:00.003-05:00

Norfolk Southern Railway's 30th anniversary year.

We continue with NS #1412 EMD GP15. You can see in the locomotive roster this class is no longer active.

Thoroughbred Power - 2

2012-01-12T05:00:00.008-05:00

Starting a series featuring whatever photos I've taken of Norfolk Southern motive power. This year the railroad is celebrating their 30th anniversary.

You may want to refer to this site for NS Locomotive Roster details.

I am going to start the series with Norfolk Southern locomotives still wearing their Conrail blue paint.

This is #1410, an EMD GP15 hiding behind a GP38-2 at Lancaster, Pennsylvania's Dillerville Yard. I will have a lot of pics from this location because it is 10 minutes from my house.

Thoroughbred Power - 1

2012-01-11T05:00:00.003-05:00

Safety is number one. Not just a throwaway slogan. Read about Norfolk Southern Railway and their safety process.
Shown here at Lancaster, Pennsylvania Dillerville Yard, NS 5669 EMD GP38-2 is a visual reminder of the NS commitment to safety.

Day Off

2012-01-10T05:00:00.001-05:00

Taking a day off here before starting a series featuring Norfolk Southern Railroad motive power. They are not the only class I in Pennsylvania, but the only one I can conveniently photograph without taking a trip.

Railroad Museum Rolling Stock - 111 AMTK E60CH #603

2012-01-09T05:00:00.005-05:00

This completes my series on the rolling stock collection at the Railroad Museum of Pennsylvania in Strasburg, Pennsylvania. I started on August 8, 2011 with Camden & Amboy coach B dating from 1836.

Amtrak No. 603 (ex-964), E60CH passenger locomotive, General Electric 1976

When Amtrak started operations on May 1, 1971, it initially relied on an inherited and aging fleet of GG1 electric locomotives for its electrified passenger service. Looking to replace the GG1's, Amtrak ordered 26 new electric locomotives from General Electric of Erie, PA in 1973. These were classified as E60, were built between 1974 and 1976 and assigned road numbers between 950 and 976 (though later the 14 units remaining with Amtrak were re-numbered within the 600-621 range -- not all numbers being used).

This was Amtrak’s first new electric locomotive purchase and coincided with orders for new diesel-electrics from both General Electric and General Motors. The order was split between 15 class E60CP units with steam generators for older passenger equipment, and 11 E60CH units with newer Head-End Power (HEP) generators for the newly ordered Amfleet and rebuilt Heritage Fleet equipment.

The E60’s, like Amtrak’s first diesels, were based on existing locomotives designed for freight service. They feature a boxy, dual-cab car body and ride on a pair of three-axle trucks. Their as-built weight of 387,000 lbs. was more than double the optimum weight for passenger service and contributed to poor running during testing. The locomotives had a tendency to yaw sideways when accelerating, placing high stress on the rails. The Federal Railroad Administration refused to allow the E60’s to operate at the intended 120 mph after they derailed twice during testing.
After numerous refinements and additional tests, the locomotives entered passenger service at slightly reduced speeds. However, they encountered new problems when turning on the tight radius return loops at Sunnyside yard, New York. The locomotives had been designed for close coupling with passenger equipment…so close that the diaphragms on their coaches would sheer the headlights off of their nose. All headlights were subsequently moved above the cab windows.

By 1984, with the arrival of new AEM7 electrics, most of the E60 fleet went into storage (accompanying the GG1’s they were meant to replace). Ten units (958-963, 967, 971-973) were sold to New Jersey Transit in 1984. Two additional units, 966 and 968 were sold to the Navajo Mine Railroad (the current status of these locomotives is not known). The remainder of the fleet (then numbered between 600-612 and 620-621, with not all sequential numbers used) spent the next two decades in and out of storage lines, being reactivated during peak seasons or during the overhaul of AEM7’s. When returned to service, they were used mainly on heavy, long-distance trains (the Crescent, Silver Meteor, Broadway, etc.) and special movements including circus and mail trains, or maintenance of way runs. In 1998, some were upgraded to E60MA’s, to haul heavy long-distance trains between New York and Washington.
By 2003 only a handful of E60's remained on Amtrak. These were scheduled for overhaul and new cab-signal equipment to permit 120 mph running, comparable to the rest of Amtrak's fleet. None of these overhauls were fully completed when word was passed down to scrap the entire fleet.

No. 603, however, was literally within 24 hours of being tested for return to service when the final order to scrap was issued. The locomotive has been equipped with the new cab signal system, and is mechanically sound. It retains much of its original equipment and configuration.

No. 603 is believed to have been built in June 1976. Unlike those units delivered with steam heat, the 603 was never modified, retaining its original underbody. 603 also retains the original doors and windows, which had been replaced on several other units. For these reasons, this unit was selected for preservation at the Museum.

No. 603 was delivered by a Amtrak special movement to Leaman Place Junction in January 2004, where the Strasburg Rail Road then hauled it to Strasburg.
Twenty six built by GE, Erie, PA, 1974-6.

Today E60C locomotives still run hauling coal on private lines from mines to power plants in 5 Western states.

• 6,000+/- Horsepower.
• Weight 183 tons.
• Original cost $692,000.
• Designed for 120 MPH passenger
service on Northeast Corridor
• Ran regularly, at reduced speed
to avoid derailment, until 1984, then
on standby service.
• Length 70 ft.
• Wheel arrangement C-C
• Max. short time rail HP 9,800
• Max. tractive effort 75,000
• Continuous rail HP 5,100
• Continuous tractive effort
34,000 at 56 mph
• Accelerate four Amcoaches (0-
120 mph) 2.91 min., 4.17 miles
• Accelerate seven Amcoaches (0-
120 mph) 5.16 min., 7.79 miles
• Equipped with 750 kw. motor
alternator set to power Amfleet cars

Railroad Museum Rolling Stock - 110 AMTK MPC85E9 #860

2012-01-06T05:00:00.005-05:00

Continuing the rolling stock collection of the Railroad Museum of Pennsylvania, in Strasburg, Pennsylvania. In the next post I will get to the newest piece of rolling stock in the collection, Amtrak #603, a GE type E60 electric locomotive built in 1976.

Amtrak No. 860, Metroliner snack bar coach, Budd Co. 1968

In the late 1950s, the Pennsylvania Railroad was undergoing severe financial difficulties and was at the point where they were considering dumping their entire electrified rail system in favor of an all-diesel operation as a cost saving measure. However. consultants hired by the PRR recommended improvements to the already-electrified areas for both passenger and freight service.

In 1957, General Electric, with the Pennsylvania Railroad's permission, conducted a motive-power study of its own with the recommendation that the PRR improve its profitable freight operations and defer putting valuable come into the less profitable passenger operations.

Eventually, however, passenger service did receive its due as the decision to stay with electric service meant that the PRR had to develop successors to its fleet of aging multiple-unit (MU) cars. In 1958, the railroad accepted delivery of six new self-propelled stainless-steel Pioneer III cars from Philadelphia's Budd Company which were to serve as prototypes for later models. Each car could carry 125 passengers at speeds up to 90 mph. But because of the PRR's poor financial condition, outside help was needed before any more Pioneer units could be built.

The city of Philadelphia was quick to establish an agency that cooperated with the PRR in designing (and financing) the next stage (1963) of mass-produced car which followed the Pioneer III cars. These new units, nicknamed Silverliners, were improved versions of the earlier Budd cars with a top speed of 100 mph.

In 1965, Congress passed the High-Speed Ground Transportation Act. This legislation helped enable the Pennsylvania Railroad to develop a fleet of 160-mph rail cars for service between New York City and Washington, DC, and to upgrade the roadbed to accommodate this speed. This was a dual attempt to lift some of the burden from the already-aging GG 1 electric locomotives and to help make the railroad more competitive with the airlines.

In 1966, the PRR placed an order with the Budd Co. for 50 Metroliners. Service was scheduled to be.-in in 1967, but technical difficulties delayed the official debut until January 1969. The original cost of a Metroliner Snack Bar Coach, such as No. 860, was $434,638.

Strange as it may seem, No. 860 quite possibly could be the only car of its kind to survive the scrap line and tell the Metroliner story to our children and grandchildren.
Built Jan 1968
Class MPC85E9
Length 85' 0”
Width 10' 6”
Height 12' 8”
Weight 165,206 lb.
Seating 60
Motors 4 – 300 HP

Railroad Museum Rolling Stock - 109 MCRR C415 #701

2012-01-05T05:00:00.004-05:00

Continuing the rolling stock collection of the Railroad Museum of Pennsylvania, in Strasburg, Pennsylvania. Only 2 more to go until I will get to the newest piece of rolling stock in the collection, Amtrak #603, a GE type E60 electric locomotive built in 1976.

Monongahela Connecting Railroad No. 701, class C-415 switcher, Alco 1968

Built by the American Locomotive Works (ALCO) at Schenectady, New York during July 1968; It is ALCO Class C-415, and one of a kind. It is equipped with high adhesion trucks and a low tight clearance cab for working within the steel mills. It is Construction No. 6005-1. Overall weight is 283,140 lbs. It was purchased for the Railroad Museum of Pennsylvania in January 1992.
Weight 283,140 Lbs.
Horsepower 1500
Total Wheelbase: 36 ft, 9 in.
Truck Wheelbase: 9 ft, 1 in.
Length over Coupling Faces 53 ft, l in.
Tractive Effort 70,785 lbs
Height: 16 ft, 4 in.
Width at Cab: 9 ft, 11-3/4 in.
Maximum Speed 84 mph

Railroad Museum Rolling Stock - 108 PRR TP1 #500001

2012-01-04T05:00:00.004-05:00

Continuing the rolling stock collection of the Railroad Museum of Pennsylvania, in Strasburg, Pennsylvania. Only 3 more to go until I will get to the newest piece of rolling stock in the collection, Amtrak #603, a GE type E60 electric locomotive built in 1976.

Pennsylvania Railroad No. 500001, class TP-1 tank car "Rail Whale", Samuel Rea car shops 1966

Tank Car No. 500001
Class TP-1
Built Samuel Rea Shops, Holidaysburg, PA
January 1966
Capacity 38,000 gallons
Length: 77'
Weight: 126,000 lbs.
Donated by Conrail 1998
Built to transport helium.

Railroad Museum Rolling Stock - 107 CR X60V #228964

2012-01-03T05:00:00.005-05:00

Continuing the rolling stock collection of the Railroad Museum of Pennsylvania, in Strasburg, Pennsylvania. Only 4 more to go until I will get to the newest piece of rolling stock in the collection, Amtrak #603, a GE type E60 electric locomotive built in 1976.

Conrail No. 228964, class X60V Box car 93', Pullman Standard 1966

Gift 2007 of Eric Levin. High Cube Boxcar. Built for New York Central, later Penn Central No. 293856. Class X60V

Railroad Museum Rolling Stock - 106 PRR H34B #477577

2012-01-02T05:00:00.006-05:00

Continuing the rolling stock collection of the Railroad Museum of Pennsylvania, in Strasburg, Pennsylvania. Only 5 more to go until I will get to the newest piece of rolling stock in the collection, Amtrak #603, a GE type E60 electric locomotive built in 1976.

Pennsylvania Railroad No. 477577, class H43B Hopper, Samuel Rea car shops 1965

Currently Conrail No. 477577, Gift of Eric Levin 2007
Capacity 200,000 Lbs.

Happy New Year

2011-12-30T12:00:00.001-05:00

From me and this 1942 Alco RS-1 now in a new home at the Army Transportation Museum at Fort Eustis in Hampton, Virginia

Railroad Museum Rolling Stock - 105 PRR G39A #13182

2011-12-30T05:00:00.004-05:00

Railroad Museum Rolling Stock - 104 PRR E44A #4465

2011-12-29T05:00:00.004-05:00

Continuing the rolling stock collection of the Railroad Museum of Pennsylvania, in Strasburg, Pennsylvania. I will post a new item each day until, early next January, I will get to the newest piece of rolling stock in the collection, Amtrak #603, a GE type E60 electric locomotive built in 1976.

Pennsylvania Railroad No. 4465, class E44A electric freight locomotive, General Electric 1963

n 1949 Westinghouse Electric ended ten years of research & development into converting AC to DC through use of ignitron rectifier tubes. These are water-cooled electron tubes filled with mercury. AC power passes through the tube and is broken into DC power pulses. These pulses exit the tube and go to a reactor which smooths them and feeds them to DC traction motors. In late 1949 the PRR had Westinghouse install the ignitron system on an MP54 MU car for testing. Tests were conducted for two years and in 1951 the Pennsy asked Westinghouse to build an experimental freight locomotive using the same technology. If successful this would replace the P5a fleet. In a move to cover all options the PRR asked General Electric build a freight locomotive that used an upgrade of the conventional AC technology.

Both builders were given free rein in developing their locomotives. In 1951 both demonstrators were delivered. The "Battle of the Electrics" began. General Electric placed class E2b in service. These were B-B units with upgraded conventional technology, AC transmission, AC traction motors, mounted on "covered wagon" car bodies similar to streamlined diesel-electrics already in service. These could be operated in MU with existing P5a units. The Westinghouse units, classed as E3b and E2c employed the new ignitron rectifier technology. The E3b had three 2 axle (B) trucks under each car body. The E3c had two 3 axle (C) trucks under the car body. Car bodies for both types were built by Baldwin and were originally designed for diesel-electrics operated by the National Railways of Mexico. The "Battle" lasted for nearly 10 years.

During the testing period two events occurred that had a major impact on the development of the E-44s.. First, General Electric realized that the Westinghouse ignitron technology was superior to their conventional AC/AC set up. Westinghouse dropped its interest in manufacturing electric locomotive components. As a result General Electric licensed the ignitron technology from Westinghouse. Second, the PRR engaged three different engineering firms, not connected with the railroad, to study the feasibility of continuing the use of overhead electric wires to power trains. This study was caused by the dieselization of the rest of the railroad and the economies of that process were too obvious to ignore. The 1957 studies all concurred that continued operation of the electrified portion of the system was the right way to go. One reason for this was the fact that the system was already in place. This installation cost is the major drawback of electric railways. While it is environmentally superior to all other forms of locomotive powering the cost of erecting enough of a system to reap the benefits is extremely expensive. With the favorable results of the electrified territory study the E44 program began to develop. This was the last order for electric locomotives placed by the Pennsy. It was also the last locomotive order that saw the word "Pennsylvania" spelled out on the sides of the locomotives and it was the largest electric locomotive order placed since the GG-1 order of the 1930's.

By 1962 GE had developed and perfected the solid-state silicon diode 'rectifier. This device eliminated the water-cooled tubes and the hazard of working with mercury. Then an improved traction motor allowed horsepower to rise to 5,000 per locomotive. A load control system further improved locomotive performance. These improvements were packaged in a new locomotive designated the E44a and the last six units were delivered as such. No. 4460 the first E44a was delivered out of sequence. According to its GE Construction Number is should have been PRR 4436. The PRR began a program to upgrade the first 60 E44s to Class E44a but the program was terminated in 1971 by the bankruptcy of the Penn-Central, the PRR successor. PC called the class E-50 because silicon-diode motors really had 5,000 HP not 4,400 as did the ignitron motors. With the formation of the Consolidated Rail Corporation (Conrail) in 1976 the E44 retrofit program was restarted. So committed to electric freight power was Conrail that in 1978-79 the entire E44 fleet, now called E50, was rebuilt and repainted. This modernization program was not going to prolong the life of the locomotives.

When Consolidated Rail Corporation was formed in 1976 the ownership of almost all the ex-PRR electrified territory was transferred from PC to Amtrak. Conrail agreed to pay Amtrak car-mileage fees and a surcharge for the electricity used by the locomotives pulling the trains. As Amtrak looked for ways to reduce both maintenance costs and reliance on government subsidies the fees charged Conrail were greatly increased. Still dependent on government money itself, in 1980 Conrail dropped the use of electric locomotives and began to divert traffic off the tracks of the old PRR electrified lines. The E44s were stored near Harrisburg.

In 1989 a Museum member learned of the plight of the last 6 E44s. He set the process in motion to allow No. 4465 to become a part of the Museum's collection of rolling stock. Museum Curator Benjamin F.G. Kline, Jr. picked 4465, then numbered Amtrak 502, as the locomotive to be added to the Museum's collection. This is the last E44 built, the last electric locomotive delivered to the PRR and the last surviving E44. Part of the acquisition process included a fundraising effort on the part of the Friends of the Railroad Museum to cover the cost of removing the transformer and its fluid and moving the locomotive from its storage location in Wilmington, DE to Strasburg, PA.

The Pennsylvania Class E44a was designed by The General Electric Company in Erie, PA in the now classic road-switcher configuration. It has a long and a short hood separated by the operating cab, with the short hood being designated as the front. Unlike modern road switchers such as the GE Dash8 or the EMD 50 or 60 Series both hoods are of the high variety. That is, there is no windshield that runs across the width of the locomotive cab.

The most prominent feature of the top of the locomotive are the two Faivley pantographs which collect 11,000 volts of electricity from the overhead trolley wire, for transmission to the transformer. While one pantograph is in service the other serves as a spare. These pantographs closely resemble a human arm and are now very much standard in the railroad industry. They have almost completely replaced the diamond shaped pantograph that was common in the first 40 years of the 20th Century. Another feature on the top of the locomotive is a steel sheet welded into place above the air horns. This serves as a mount for the Sinclair type radio antenna. For the uninitiated this is the antenna that resembles an old steam iron. The rest of the roof is dominated by bolt on hatch covers with lift rings. Removing these gives access to equipment located inside the car body. Slotted louvers are also found in the roof.

The short hood, called No. 1 Nose in the operator’s manual, contains the toilet, hand brake, air brake rack, manual system for raising the pantographs, battery charging panel, cab signal control panel and other electric equipment to operate locomotive controls. Entry is through a door in the nose or from the cab.

Shields over the cab entrance doors protect the crew from sparks and arcing from the pantographs directly overhead. The operating cab contains two complete operating positions so the engineer, "motorman" in PRR parlance, is always facing forward. Access to the relay compartment is in the operating cab.

Behind the cab and relay compartment is the transformer. This was a part of the car body side and a thermometer to monitor transformer temperature can be found on the right side of the locomotive. The pantographs are directly connected to the transformer. Please note that the transformer has been removed from the locomotive on display. The transformer sides have been replaced by sheet metal to provide a continuous car body. The transformer compartment also housed high voltage contactors and circuit breakers.

Three compartments are located behind the transformer. Air for cooling is supplied by an equipment blower that draws outside air in from vents at top of the sides in the center of the locomotive. This air is fed to the traction motors for cooling. The rectifier compartment is just behind the equipment blower. It contains the air cooled silicon-diode rectifiers and the rectifier temperature regulating equipment. The control compartment contains the accelerating controller and the dynamic brake equipment.

In the end of the long hood, called No. 2 Nose in the operator’s manual, are two auxiliary air tanks, the air compressor and compressor motor. This unit supplies air for the 26L brake system, independent (locomotive) brake, pantograph raising and lowering, bell ringer, sander valves and windshield wipers.

Under the locomotive we find two 3 axle (C) trucks. Each axle has its own traction motor. Look for the accordion shaped air duct to provide air for cooling to each motor. Behind the front truck are the twin main air tanks. On the right side behind the air tanks is the battery compartment while on the left side is a storage area.

Between these two compartments are the braking excitation resistors. The smoothing reactor is directly in front of the rear truck.

Railroad Museum Rolling Stock - 103 CR GP30 #2233

2011-12-28T05:00:00.005-05:00

Railroad Museum Rolling Stock - 102 PRR X54 #19103

2011-12-27T05:00:00.004-05:00

Merry Christmas

2011-12-23T12:00:00.003-05:00

From me in front of a splendid 1963 GE E44A electric freight locomotive in the Railroad museum OF Pennsylvania.

Railroad Museum Rolling Stock - 100-101 PRR MP58 #246-247

2011-12-23T05:00:00.006-05:00

Railroad Museum Rolling Stock - 99 RDG #M20

2011-12-22T05:00:00.004-05:00

Railroad Museum Rolling Stock - 98 PRR F41 #469877

2011-12-21T05:00:00.004-05:00

Railroad Museum Rolling Stock - 97 PRR GP9 #7006

2011-12-20T05:00:00.004-05:00

Railroad Museum Rolling Stock - 96 PC #32367

2011-12-19T05:00:00.004-05:00

Railroad Museum Rolling Stock - 95 CR #45210

2011-12-16T05:00:00.004-05:00

Railroad Museum Rolling Stock - 93-94 military flatcars

2011-12-14T05:00:00.005-05:00

Railroad Museum Rolling Stock - 91-92 military boxcars

2011-12-12T05:00:00.004-05:00

Railroad Museum Rolling Stock - 90 PRR H30A #255750

2011-12-09T05:00:00.004-05:00

Railroad Museum Rolling Stock - 89 Brookville

2011-12-08T05:00:00.003-05:00

Railroad Museum Rolling Stock - 88 LVRR RDC1 #40

2011-12-07T05:00:00.005-05:00

Railroad Museum Rolling Stock - 87 BLW #1200

2011-12-06T05:00:00.003-05:00

Railroad Museum Rolling Stock - 86 P&LE #508

2011-12-05T05:00:00.003-05:00

Railroad Museum Rolling Stock - 85 PRR sleeper #8581

2011-12-02T05:00:00.007-05:00

Railroad Museum Rolling Stock - 84 PPL #1

2011-12-01T05:00:00.003-05:00

Time Off

2011-11-29T07:25:00.000-05:00

Will be back from a week off on Thursday, Dec. 1, 2011
Mike

Railroad Museum Rolling Stock - 83 MRR #67

2011-11-23T05:00:00.000-05:00

Continuing the rolling stock collection of the Railroad Museum of Pennsylvania, in Strasburg, Pennsylvania. I will post a new item each day until, early next January, I will get to the newest piece of rolling stock in the collection, Amtrak #603, a GE type E60 electric locomotive built in 1976.

Monongahela Railroad No. 67, cupola caboose, International Car 1949

Many Americans are familiar with the small car, usually red, that announces the end of a freight train. Called a CABOOSE the word is thought to come from the Dutch kabuis or cabin house. The origins of the car itself date back to the early days of railroading.

The movement of freight has always been accompanied by a certain amount of record keeping. On a freight train it is the responsibility of the Conductor to manage this information along with the train itself. Empty or partially empty cars served as the first offices for conductors. In addition, early locomotives required a great deal of lubrication and other attention. These locomotives had very limited storage capacity for fuel and water. This combination of factors made for slow progress and created frequent stops that were relatively close together. As a result the train crew was often away from home for an extended period of time.

Early cabooses were traveling offices but later eating and sleeping accommodations were added. This allowed the crew some creature comforts while away on the road. As railroading matured each crew was assigned its own caboose and it was not unusual to find them living "out of it" while plying their trade. Each individual caboose became an extension of its crew's collective personality with such things as window curtains and carpeting in evidence. Elaborate and complicated rules for handling a caboose added to the movement of equipment in freight yards.

Changes in work rules over the years and the development of advanced technology saw a change in the life of a caboose. First, cabooses were no longer assigned to individual crews. Later they were "pooled" and ran across many divisions in an arrangement similar to locomotives. Second, the development of trackside detection equipment and the FRED (Flashing Rear End Device) enabled the railroad to gather the information electronically that conductors and brakemen collected manually to monitor train safety. Third, the elimination of the caboose contributed to a reduction in operating costs as fuel was not needed to move them and they no longer needed to be handled in yards. Today the caboose is moving toward complete extinction as more and more trains run without them. Railroads do recognize the need for crew accommodations and modern locomotives have enlarged cabs which allow the paperwork side of freight railroading to continue. It must be realized that even this is changing as computer terminals, radios, fax machines, cellular phones and even satellites are changing the way the railroads do business.

The Monongahela Railway caboose on display is a 1949 product of the International Car & Equipment Company. It was purchased new by the Monongahela and after 40 years of service was donated by that railroad to the Smithsonian Institution's National Museum of American History in Washington, D.C. An agreement between the Smithsonian and the PHMC allows the caboose to remain here on long term exhibition. This caboose was repaired and repainted by the railroad before being donated.

The underside reveals a belt driven electric generator, a battery box and a modern braking system. Closer examination will show a drain line for the icebox, and the soil pipe for the toilet. The trucks are not using roller bearing journals which might say something about the cost of this item. All safety handles are painted bright yellow to increase visibility. The end platforms and steps are of the open grid "catwalk" type. This allows debris from, footwear to be scrapped off and returned to the ground. Proper footing is important as railroading requires much climbing and many injuries are the result of falls. Clean tread on footwear is of great importance. There are ladders to the roof, unusual on a caboose that saw service into the 1980's but these could have been reinstalled when the caboose was being prepared for museum display. The cupola is full width but not of the wide-vision variety.

The numerous holes in the side walls inside are evidence of frequent modification and modernization. The combination conductor's desk/table has two seats and a rack for waybills. Missing from this area are storage hardware for flags, fusees (flares) and torpedoes. These items were to be openly stored and convenient to the crew. In its last years the two-way radio would also have been mounted close to this location. Behind the seat closest to the end door is a brake application handle and an air pressure gauge. This allowed the conductor to apply the train brakes in an emergency. A partial application would set up a drag on the locomotive and give the engineer a certain indication that the conductor felt he was exceeding the allowed speed limit. Other holes in the walls in this area could have been caused by pinning up notices on operating changes or motivational and/or decorative art.

Across from the table is a sink, a coal stove and a coal bunker. The water storage tank would have been mounted on the wall above the sink. The post-World-War II era would have seen meal preparation become a relatively simple thing. Each crew member would have furnished his own utensils, place setting and, of course, food. While No. 67 ended its career with an oil burning stove the Monongahela removed it and replaced it with an original equipment coal stove. The famous pot-bellied stove did double duty as it supplied car heating and also heated food and coffee. The top of this stove has a rail to keep the coffee pot from sliding onto the floor as slack action jolted the caboose. While the smoke stack from the stove to the roof is missing the metal heat shields are very much in evidence. These would also have reflected heat across the aisle and throughout the rest of the caboose. On the locker wall above the coal bunker are mounting brackets for marker lights.

The center of the caboose is composed of several lockers. There are four lockers for the personal gear of crew members. A narrow locker, near the bunks, houses a collapsible stretcher and blanket for transporting an injured person. One locker in the center is used to store lanterns and other railroad equipment and across the aisle from it is a space housing the icebox. A ladder allows access to the cupola but there are steps built into the locker walls as well. Long term seating in the cupola was probably uncomfortable as one was required to sit with their legs straight out in front of them.

The end opposite the conductor's desk has a bench that converts into an upper and lower berth. How much use these would have gotten as sleeping accommodations is uncertain as by the time this caboose was built railroad hotels or YMCAs were in common use for railroad employees who were away from their homes overnight. Surely, they saw some use as crews endured long waits on passing sidings to meet other trains. Across the aisle from than is a small room that houses a toilet. An absence of holes in the walls makes it hard to determine if the toilet was a wet or dry type. That is, whether or not water was used to remove waste from the bowl. One thing is for certain and that is that all waste was deposited directly onto the track below. The lack of a door says something about life in an all male environment. Or maybe it says something about some people and avoidance of work. The interpreter is left to their own speculation here.

As on the outside all safety handles and footholds are painted bright yellow. The builders realized that slack action was both constant and voluminous as handles are in abundance. The emergency stop cord running down the center of the roof is encased in a series of yellow water pipe handles.

By 1990 cabooses were being phased out but would remain on those trains that engaged in reverse moves across public grade crossings. Those few assignments would be held down by bay-window cabooses purchased from the Chicago & North Western (C & NW) and the three remaining cupola cabooses, one of which is our number 67, would be replaced.

The beginning of the 1990's also saw many changes in the railroad scene in southwestern PA. CSX sold its share of the Monongahela to Conrail and this was followed by the P & LE doing the same thing. Following the usual negotiation with the appropriate union, the Monongahela became a part of Conrail. Despite this it will be some time before all traces of this vest-pocket coal hauler vanish.
Loan: National Museum of American History, Smithsonian Institution
Caboose
Monongahela Railway Company, No. 67
Steel Construction
International Car & Equipment Company, Chicago, IL 1949

Railroad Museum Rolling Stock - 82 PRR POS21 #8420

2011-11-22T05:00:00.001-05:00

Railroad Museum Rolling Stock - 81 mower

2011-11-21T05:00:00.001-05:00

Railroad Museum Rolling Stock - 80 M&PA NW2 #81

2011-11-18T05:00:00.001-05:00

Railroad Museum Rolling Stock - 79 PRR EP20 #5901

2011-11-17T05:00:00.000-05:00

Continuing the rolling stock collection of the Railroad Museum of Pennsylvania, in Strasburg, Pennsylvania. I will post a new item each day until, early next January, I will get to the newest piece of rolling stock in the collection, Amtrak #603, a GE type E60 electric locomotive built in 1976.

Pennsylvania Railroad No. 5901, class EP20, type E7, GM-EMD 1945

The end of WWII saw a revival of interest in long distance travel for pleasure as well as business. The railroads were fully expecting to claim the majority of this traffic. Joint agreements and run-through consists were quickly put into service after the cessation of hostilities. As a hefty contributor to the war effort the PRR was left with a locomotive fleet that was aging and worn out. The war years had seen new construction severely curtailed and maintenance deferred. Several new steam locomotive designs were coming out of the erecting shops and the major locomotive builders were all touting the advantages of their new diesel-electric locomotives.

The South Wind was a Chicago-Miami passenger train that ran across the PRR, The Louisville & Nashville (L&N), and The Atlantic Coast Line (ACL). The three railroads agreed to use compatible locomotives on this train and the L & N and the ACL already had purchased locomotives from General Motors' Electromotive Division (EMD). Being outnumbered the PRR ordered EMD's new Class E-7 passenger diesels. In a last minute contractual disagreement the Pennsy withdrew from the agreement to pool locomotives. This left two brand new locomotives without an assignment.

The locomotives were temporarily placed in Harrisburg, PA where they were used
on a variety of passenger runs between there and Altoona. The largest limiting factor on the use of these locomotives was the lack of fueling facilities. After the establishment of a fuel pad at Mansfield, Ohio (really a tank car and a pump) 5901 and her sister 5900 saw service on the Harrisburg-Detroit Red Arrow.

It is interesting to note that the PRR's first ever passenger diesels arrived in Harrisburg on the very same day as the first production units of the much heralded Class T1 steam locomotives. On that day the diesels would be ignored but that would soon change. While assigned to the Red Arrow 5900/5901 ran 69,000 miles in six months without a single road failure. This was significant because the best of the T1's was only able to run 2,800 miles. Once the PRR management overcame their shock they accepted the inevitable and began a dieselization program that was without equal in the history of American railroading. The idea was dieselize first and standardize later. This was an expensive measure as diesels of all types and from all builders were acquired in a relatively short period of time. In addition, the millions of dollars the railroad had invested in radical new steam designs would see little or no return.

In less than a decade the complex steam designs were out of service and the railroad was forced to use older steam locomotives to rescue their less reliable diesels. Some rail and business historians believe that this massive financial burden was one of many factors that eventually led to the demise of the PRR. An unfortunate side effect of all this financial unpleasantness was that none of these extraordinary steam designs was saved for posterity. Today only photographs and writings give evidence of their existence.

The Pennsy was so pleased with its initial two E-7 diesels that it ordered 46 additional "A" units and 14 "B" units between August 1947 and April 1949. In the 1950's the EP20's were assisted in their work by 75 Class E-8 locomotives that were similar in external appearance. These 134 locomotives were the major power pool for almost all passenger trains that ran west of Harrisburg, PA.

As passenger business dwindled during the 1960's No. 5900/5901 were reassigned to the New York & Long Branch, a commuter line that was jointly operated by the PRR and the Central Railroad of New Jersey (CNJ). When the Pennsylvania Railroad and the New York Central merged in 1968, most E-7 locomotives passed to Penn Central's diesel roster. No. 5900 experienced a major mechanical failure in 1968 and was moved to Altoona, PA for scrapping. No. 5901, now numbered Penn Central 4201, remained in service until the rear coupler pocket was damaged in a minor collision at Bay Head, New Jersey in 1973. While this damage was minor the locomotive was getting old and it was sent to Harrisburg, PA to await the inevitable trip to the scrap yard. While at Harrisburg it was literally hidden in an abandoned portion of the engine house by railroad employees who knew of its historical significance. For many years Penn Central managers in Harrisburg conspired with a Mechanical Department employee in Philadelphia to keep the locomotive off the scrap list. Eventually the PHNC was able to pay the $20,000.00 scrap value to the railroad and in May of 1976 finally had a secure home.

No. 5901 is an excellent example of the "Covered Wagon" type carbody design that was a hallmark of first generation road diesel construction. This style was developed to allow repair and/or maintenance work to continue while the unit was in service but that theory certainly received mixed reviews. The unit features the famous "Bulldog" nose that replaced the pronounced slant of the nose on the earlier E models. This style was used on both the Class E passenger locomotives and their Class F freight hauling cousins.

Behind the operating cab are two large diesel engines driving electrical generators and other related equipment. The rear of the unit houses a steam heat generator similar to the ones used in the Class GG1 locomotives to supply steam heat for passenger cars.

The locomotive rides on two three axle A-1 -A trucks. The center axle is an unpowered idler that distributes the weight of the locomotive over a larger area of track, improves the ride and increases braking ability. This was standard EMD practice on Class E locomotives. The Class F locomotives used two axle "B" trucks with all axles being powered. This increased weight on drivers and therefore pulling power.

In 1930 General Motors Corporation purchased the Electro-Motive Corporation in LaGrange Illinois and soon became the leader in diesel-electric sales. The designs of the renamed Electro-Motive Division were nothing if not reliable and this coupled with their mass production capabilities eventually forced much of their competition out of business. Class E-7 was EMD's first postwar passenger design and production ran from 1945 to 1949 when the 2,250 horsepower Class E-8 was introduced. E-7 production was 428 "A" units and 82 "B" units for a total of 510. By the early 1960's only EMD and Alco were supplying American railroads with road units. Eventually, even Alco would be forced out by General Electric. By the 1990's the EMD/GE battle would be in a seesaw situation for market dominance with each builder taking the lead as orders were placed for new units.

As an aside it should be pointed out that almost every use of a railroad theme in advertising (other than for actual railroads) employs either a steam locomotive or a diesel with this type carbody, a design that has been out of production for over thirty years.

In 1996 this locomotive was restored to its early 1950's appearance.
Traction Motors: EMD Model D7 2 per truck (4 per unit)
Traction Motor Voltage: 600 D. C.
A-1-A / A-1-A
Length: 71' 1-1/4"
Electro-Motive Div. Gen. Motors Corp. LaGrange, IL 1945
Wt: 157.5 Tons (315,000 lbs.)
Fuel Cap.: Oil-1,200 gallons Water-1,200 gallons
Class: EP-20 (EMD Class E-7)
Tractive Effort: Starting: 53,850 lbs. Continuous: 18,750 lbs.
Driving Wheel Diameter: 36"
Engine: 2 per locomotive EMD Model 567A
Cylinders: 12
567 cubic Inches per cyl.
Horsepower: 1,000
Main Generator: EMD Model D4D (2 per unit)

Railroad Museum Rolling Stock - 78 NYSL&C #757

2011-11-16T05:00:00.000-05:00

Railroad Museum Rolling Stock - 77 CNJ #122

2011-11-15T05:00:00.001-05:00

Railroad Museum Rolling Stock - 76 PRR GG1 #4935

2011-11-14T05:00:00.001-05:00

Rising Above the Floods of 2011 on the BNSF

2011-11-11T15:50:00.004-05:00

Click here for Video from BNSF

Railroad Museum Rolling Stock - 75 PRR N5c #477947

2011-11-11T05:00:00.000-05:00

Railroad Museum Rolling Stock - 74 BSC #111

2011-11-10T05:00:00.000-05:00

Railroad Museum Rolling Stock - 73 ARR #1034

2011-11-09T05:00:00.000-05:00

Railroad Museum Rolling Stock - 72 PPL #4094

2011-11-08T05:00:00.000-05:00

Railroad Museum Rolling Stock - 71 J Bull replica

2011-11-07T05:00:00.002-05:00

Railroad Museum Rolling Stock - 70 J Stevens replica

2011-11-04T05:00:00.002-04:00

Amtrak Drops the Ball

2011-11-03T07:41:00.001-04:00

Just when I thought Amtrak was getting somewhere they pull something like this. Read the Lancaster Newspapers story about commuters locked out of the station.
What I find outrageous is a seeming lack of concern by Amtrak.

Railroad Museum Rolling Stock - 69 ACFX #4556

2011-11-03T05:00:00.000-04:00

That's a Railroad Car in Front of us

2011-11-02T16:55:00.005-04:00

Hey look! That's a railroad car in front of us at the traffic light. Yes, really, it's the Norfolk Southern's Triple Crown bi-modal transportation service. Read about it by clicking here.

And here they come. A whole train of them coming up on us in Sinking Spring, Pennsylvania.

And this is what they look like on their special railroad trucks. While they are a train they're not clogging up the highways. We only see them one at a time making local pickups and deliveries. Smart customers using a smart railroad.

Railroad Museum Rolling Stock - 68 RDG #1

2011-11-02T05:00:00.000-04:00

Railroad Museum Rolling Stock - 67 LVRR #75073

2011-11-01T05:00:00.000-04:00

The Old Rail Yard Fades Away

2011-10-31T08:32:00.003-04:00

At first the rails start to go. They will be stacked up for salvage. The ties will be dumped into gondolas for disposal.

And it will start to look like this.

And eventually it will look like this. My photos are from Lancaster, Pennsylvania at the Norfolk Southern Dillerville Yard and also the former site of the Armstrong commercial flooring plant. The plant site is now the property of Franklin and Marshall College. As this part of the rail yard gets relocated a few miles away the college and Lancaster General Hospital will become the new landlords of property that has had rails on it for well over 100 years. Already the land which had the Reading and Lancaster passenger station on it is a professional baseball stadium and the transferred yard acreage will become more athletic fields, some street connections, and the new home of Drexel University School of Medicine.

Railroad Museum Rolling Stock - 66 L&NE #14518

2011-10-31T05:00:00.000-04:00

Railroad Museum Rolling Stock - 65 PRR B1 #5690

2011-10-28T05:00:00.000-04:00

Railroad Museum Rolling Stock - 64 PRR GG1 #4800

2011-10-27T05:00:00.000-04:00

Railroad Museum Rolling Stock - 63 RDG #800

2011-10-26T05:00:00.000-04:00

Railroad Museum Rolling Stock - 62 Vulcan 8T

2011-10-25T05:00:00.000-04:00

Railroad Museum Rolling Stock - 61 PRR M1b #6755

2011-10-24T05:00:00.001-04:00

Railroad Museum Rolling Stock - 60 PRR X29 #38482

2011-10-21T05:00:00.000-04:00

Railroad Museum Rolling Stock - 59 CR #31188

2011-10-20T05:00:00.000-04:00

Railroad Museum Rolling Stock - 58 PRR B60B #9536

2011-10-19T05:00:00.000-04:00

Railroad Museum Rolling Stock - 57 PRR B74b #490014

2011-10-18T05:00:00.000-04:00

Railroad Museum Rolling Stock - 56 PRR P70 #1006

2011-10-17T05:00:00.000-04:00

Railroad Museum Rolling Stock - 55 RDG #1189

2011-10-14T05:00:00.001-04:00

Moving a Conrail Diesel

2011-10-13T17:36:00.003-04:00

September 30, 2011 the crew at the Railroad Museum of Pennsylvania moves Conrail GP30 #2233 out of the museum for a visit to Virginia where it will be photographed by the Norfolk Southern Railroad along with other historic rolling stock for the line's 30th anniversary in 2012.

Railroad Museum Rolling Stock - 53 & 54 LVRR #1552

2011-10-13T05:00:00.000-04:00

Railroad Museum Rolling Stock - 52 PRR G5s #5741

2011-10-12T05:00:00.000-04:00

Railroad Museum Rolling Stock - 51 FGE #57708

2011-10-11T05:00:00.001-04:00

Railroad Museum Rolling Stock - 50 LM&W #20

2011-10-10T05:00:00.000-04:00

Railroad Museum Rolling Stock - 49 PRR K4s #3750

2011-10-07T05:00:00.002-04:00

Railroad Museum Rolling Stock - 48 RDG #5078

2011-10-06T05:00:00.001-04:00

Railroad Museum Rolling Stock - 47 BEDT #13

2011-10-05T05:00:00.000-04:00

Railroad Museum Rolling Stock - 46 RDG #1251

2011-10-04T05:00:00.000-04:00

Railroad Museum Rolling Stock - 45 CM&L #4

2011-10-03T05:00:00.004-04:00