[PRCo] The Pittsburgh Roster

[Fred W. Schneider III]

Attached hereto in an MS Word file and an HTML file is the Pittsburgh
Railways passenger car roster.  I've assembled it from a number of
sources ... there are errors ... company bean counters were no better
than amateur historians.  Sometimes we can detect the error, some errors
are undetected.  It is as good as I can make it (subject to my own proof
reading errors).

Work cars are not included because I simply don't have time and
ambition.  Translated: Get a Life.

-- Binary/unsupported file stripped by Listar --
-- Type: application/msword
-- File: PITTSBURGH RAILWAYS COMPANY roster.doc


-- HTML Attachment decoded to text by Listar --
-- File: PITTSBURGH RAILWAYS COMPANY roster.html

 PITTSBURGH RAILWAYS COMPANY



PITTSBURGH RAILWAYS COMPANY 

GENERALIZED PASSENGER CAR ROSTER 1902-1964 



Group 1 Single truck closed wooden two-man cars, 18 foot bodies, various
control systems, various motors, weights around 24,000 lbs. Acquired from
uderliers United Traction Co.; West End Street Ry.; Canonsburg and
Washington; and Pittsburgh and Birmingham. Retired from passenger duty 1907
–1925. Some converted to miscellaneous cars. 



Group 2 Closed wooden two-man motor cars, 20 foot bodies, various control
systems, various motors, weights in neighborhood of 27, 000 lbs. Acquired
from various underliners of Pittsburgh Railways: Fort Pitt Traction Co.;
Consolidated Traction Co.; Monongahela Traction Co.; United Traction Co.;
West End St. Ry.; Suburban St. Ry.; Monongehela City St. Ry.; and Washington
and Canonsburg St. Ry. Retired from passenger duty 1906-1927. Some converted
to miscellaneous cars. 



Group 3 Cars 3310-3329 Single truck, wood, two-man, motor cars. St. Louis
Car1893 according to Harold Cox. Other sources show 1902. Not in surviving
St. Louis Car order books. Built for United Traction Co.Car 3327 sold to
Beaver Valley Traction 1914; all remaining cars converted to miscellaneous
cars between 1910 and 1914. 



Group 4 Cars 3330-3344 built Laclede 1901. Former Southern Traction Co.
cars.DE DT Wood motor cars. Weight 33,400 lbs. Bemis trucks. 4 Westinghouse
#56 motors. Westinghouse B8B control. Double end with one blind side.
Scrapped 1911-1927 except for three cars sold to Pittsburgh and Lake Erie
Railroad in 1911, one sold to Beaver Valley Traction in 1914, and one
converted to miscellaneous car M521 in 1917. 



Group 5 Cars 1500-1995 and 2000-2002. Wooden, ST, DE open motor cars.
Offficial weight was 23,500 lbs. inspite of variations in length, trucks,
motors, controls, and ancestry. These were all the open cars received from
underliers, or at least all that survived long enough to be renumbered into
the Pittsburgh Railways scheme. Most were scrapped between 1915 and 1922,
thelast in 1928 (number 1834 was the last open cars in Pittsburgh). Some
became miscellaneous cars (single truck flat cars were easy to make from
opencars). 



Group 6 Closed trailers A1-A77 and A178, A179. Bodies 20 feet in length. All
from underliers. Numbers possibly incomplete: no record of A19 or A44. Most
retired 1915-1917. 



Group 7 Open trailers B1 – B75 all from underliers. Retirement dates in late
teens and early 1920s. 



Group 8 Single-truck Open motor cars 3001-3060, 11 bench, 24 foot bodies,
25,000 lbs., B23 controllers, Maguire or Lord Baltimore trucks. These were
the only post consolidation Pittsburgh open cars, having been built by St.
Louis Car Co. on contract #262 in 1902. Car 3004 was written off the books
in1911, the others in 1923 and 1924. Probably because of safety
considerations, the newest open cars were removed from the streets after 21
years. 



Group 9 Double truck, wood, high floor cars 3100-3199 – the first
post-consolidation double-truck cars. Built by LaClede in 1902, 30 ft.
bodies, weight 48,000 lbs., motors Westinghouse 56 or Westinghouse 67, B8
control, Bemis 4’-0" wheelbase trucks. Most scrapping dates fall between
1927and 1931, apparently victims of the last purchase of low-floor cars. 



Group 10 Similar to Group 9, Laclede 1902, 47,000 lbs., Westinghouse #62
motors, B23 control, 42 seats. Reassigned to Pittsburgh and Charleroi Street
Railway in 1926, then scrapped 1927-1930. Five cars became miscellaneous
cars. 



Group 11 Cars 3210-3259 – The last major fling with new single-truck motor
cars after the consolidation – built by Laclede in 1903. Wweight 28,400
lbs.,seats 42, Bemis 45 trucks, GE 57 motors, B-23 controllers. 



Group 12 Cars 3260-3309, Identical to Group 11 except built by Brill. 



Groups 11 and 12: 5 cars scrapped between 1907 and 1924; 95 cars scrapped
1926-1930. 



Group 13 Cars 3390-3399. DT, DE, two-man, closed wooden motor cars from St.
Louis Car Co. in 1908. Builder’s contract number was 786. K35 control
(originally B8 control) and Westinghouse 93 motors. Had been equipped with
side rods. St. Louis 47-A trucks. Some may have had Bemis trucks. Built as
Ardmore Street Railway 1-10. Scrapped in 1931-1933. Iscellaneous car M130
was3396. 



Group 14 Cars 3400-3499. DT DE wooden, two-man, motor cars from St. Louis
Carin 1905 (builder’s contract number was 554A). Bemis or St. Louis trucks,
4Westinghouse #56 motors, B8, K11 or K35 controllers. A total of 99 cars
werevestibuled in 1912-13. Some cars rebuilt as single end cars with longer
rear platforms resembling the 3500s, 4000s, and 4100s. Scrapping began in
1924; the last 69 cars were burnt between 1930 and 1934. Two cars (3487 and
3497) became miscellaneous cars. The former was the Charleroi line car
(M132)and is now at the Pennsylvania Trolley Museum (in the double-end
vestibuled configuration). 



Group 15 Cars 3500-3549 built by St. Louis Car Co. in 1908 (ordered 1907
under contract #748). Single end, double truck, high-floor, wood, two-man.
Some were two-motor cars with side rods. Between 1912 and 1913 all cars
received rear platform and doors. Folding panel doors on 39 cars in 1914. At
this point they looked like the 4000s and 4100s. K35 or K43 control. One car
scrapped in each of 1925, 1926, and 1931. All others in 1932, 1933, and
1934.



Group 16a Car 3550, nicknamed the "Merry Window," one of two experimental
cars leading to the rear-entrance high-floor configuration. Built by Niles
in1909. DT DE wood, two-man, closed motor car. Trucks: St. Louis 47A.
ControlK-35. Two Westinghouse 303 motors with side rods, later replaced by 4
Westinghouse 93 motors without side rods. Used as an instruction car after
1921. Scrapped 1932. 



Group 16b Cars 3551-3554, ex Washington and Canonsburg 201-204. These were
the original W&C interurban cars. Built in 1903 by St. Louis Car Co. under
builder’s contract #358. Trucks were St. Louis 47-A. At least in later
years,the cars had 4 Westinghouse 93A2 motors and K35 control. Between 1916
and 1919 the four passenger cars became freight cars F6 to F9, several of
which lasted through the 1950s. 



Group 16c Car 3555 Standard Steel 1909 – DT high floor, steel, closed
two-manmotor car. Standard CP-50 trucks. First new PRC arch roof car. K35
control and 4 Westinghouse #56 motors. Conflicting weights in different PRC
records: 38,000 versus 46,500 lbs. Scrapped 1932. Some sources show as
Kuhlman car; PRC vouchers show Standard Steel. Nicknamed the "Jolly
Bachelor."



Group 16d Car 3556 Standard Steel 1915, apparently a prototype for the 3700
series interurbans. A single-end, low-floor car with Westinghouse HL control
and 4 GE 247I motors. M25 arch bar trucks. Weight 47,000 lbs. Scrapped 1946;
had been photographed in interurban service in Canonsburg in 1945 (replaced
by the 1600 series PCC interurbans). 



Group 17 Cars 3600-3619, Kuhlman 1910. SE, steam coach roof, wooden
arch-window interurban cars. GE type M control with C36C master controller;
4Westinghouse 303 motors, Scrapped between 1925 and 1928 (most apparently
were replaced by the 3750 series low-floor cars). 



Group 18 Cars 3700-3714 Brill contract number 19838 signed Dec. 16, 1915;
deliveries took place between March 12 1917 and November 9 1918 ( an average
of fewer than one car per month). Single end, two-man, double-truck,
semi-steel interuban cars. Hot water heat. Jones control and 4 GE #247
motors. Standard Steel arch bar trucks. In 1920, ten of the cars were
converted from Westinghouse Jones control to series-parallel HL control.
Eventually all had HL control. Car 3706 scrapped 1932, 3702 in 1943, 3707 in
1946, balance in 1951-52. They were replaced by PCC cars in interurban
service. 



Group 19 Cars 3750-3769 built Osgood Bradley 1925, Single-end, low floor,
multiple-unit, interurban cars. Westinghouse HL control and 4 GE 247I
motors.Cars 3750-3758 later (c. 1938) fitted with single left-hand front
doorfor service on route 23 Sewickley or Neville Island. 

Original interurban configuration included smoking section, non-smoking
section, and toilet. All cars eventually high-speed. First car scrapped
1942.Last 16 cars scrapped 1952-1954. Car 3756 to Pittsburgh Electric
RailwayClub 1954. 



Group 20 Cars 3800-3814 built St. Louis Car 1928. Single-end, low floor,
archroof interurban cars. Westinghouse HL control and 4 Westinghouse 535A
motors. M27 arch bar trucks. Replaced by 1700 series interurban PCC cars.
Car3807 was scrapped in 1948 (there is a rumor that it never ran but that
does not agree with paint book repainting dates). All other cars scrapped
1949, 1951 and 1952. 



Group 21 Cars 4000-4079 built J. G. Brill 1909 (#4000) and 1910 (all others)
under two different orders (16863 for 30 cars and 16950 for 50 cars). This
was the standard high-floor motor car of its era, with a pay-as-you-enter
fare collection system. The conductor operated "blinker-style" doors on the
rear platform. A narrow sliding front door for exit only was controlled by
the motorman. Composite wood / steel (or semi-steel, depending on your
parlance.) Most cars had K43 control enabling them to pull motorized
trailers(6 motor trains), some had K-35 and could run only as single-cars
(possibly a retrofit). Trucks were Brill 49-E-2, originally with only one
motor per truck and connecting rods to the other axle. Conversion to
four-motor (Westinghouse 306) cars without side rods accomplished in 1911
and1912 (funded in two lots of 60 and 20). Cars were scrapped (three
converted to miscellaneous cars 

M195, M450 and M451) between 1927 and 1940 … only 47 of the 80 cars lasted
long enough to be replaced by PCC cars. 



Group 22 Cars 4100-4149 built by Pressed Steel in 1911. Similar in
appearanceto the 4000s but built entirely of steel. K-43 control (to allow
operation in 6-motor trains) and 4 Westinghouse 306 motors. Standard CP-50
trucks. Two cars scrapped (includes conversions to miscellaneous cars) 194,
4in 1937, 2 in 1938, 2 in 1939 and 40 in 1940. These were victims of the
1000and 1100 series PCCs. Ten cars were converted to tow-cars M196 and M197
and scrapers M452 through M459. 



Notes on Groups 23 through 37: These were the typical Pittsburgh low-floor
cars, often called Jones cars after P. N. Jones, the Pittsburgh Railways
General Manager at that time. Group 28 consisted of four 45-foot long
trailers converted to single-end motor cars having a center door on only one
side. Some or all of the rebuilt trailers were rebuilt with single-stream
enddoors. All cars were originally two-man cars with center entrance and
center or front exit; all of the 4200s, 4300s, 4400s. 4700s, 4800s and 4900s
were built with single-stream front doors and all single-end cars and some
double-end cars were converted to double-stream front doors to enable
one-manoperation in high traffic conditions. By the time the 5000s were
delivered, the company was committed to one-man operation; these and all
subsequent cars were built with double-front doors and could be operated
either in a two-man center-entrance configuration, or with one-man and
front-entrance. Many of the double-end cars were converted to one-man
operation by the expedient of sealing the center doors, a practical solution
for cars being used on lightly traveled shuttle lines. The standard Jones
carwas 45’-0" long; there were minor height and width differences. Cars with
4200, 4300, and 4400 numbers were built as double end cars although some
wereconverted to single end. All remaining low-floor cars were single end.
Seating capacities and weights varied greatly overtime due to changes in
propulsion hardware and attempts to make cars more amenable to the public. A
small number (10 or more) of double-end cars and 304 single-end cars were
converted from their original speed (about 30 mph maximum) to high speed
(about 40 mph) by rewinding motors, increasing brake ratio, and the addition
of stop lights; this program began in 1930 and affected a limited number of
double-end cars but most 4800s, 4900s, 5000s, 5200s, 5400s and 5500s [see
Transit Journal, March 1932, Page 109]. 





Group 23 Cars 4200-4249 – the first production low-floor cars – double-end,
double-truck cars with M25 trucks, Jones control, and 4 Westinghouse 328
motors. Significant floor to rail height difference when compared to all
other low-floor cars; The 4200s appeared to ride much lower. Built by St.
Louis Car Co. under order no. 996 dated May 5, 1913 and delivered April
through November 1914. Weight 38,000 lbs. Cars 4200-4224, 4227, 4228,
4230-4235, 4239-4241 and 4245 retrofitted with Westinghouse HL control. Cars
4243, 4244, 4246 and 4248 had K35kk control applied. The remaining cars in
the series were scrapped between 1937 and 1942 and may have retained Jones
control. Cars 4205, 4206, 4209, 4211, 4212, 4215, 4217 and 4218 were rebuilt
as single-end cars (however 4211 was at Washington PA as a double-end car in
1953). Cars 4211 and 4212 had dynamic emergency brakes, according to R. H.
Brown for use on route 21 Fineview. Most cars were scrapped between 1938 and
1942. Only cars 4200, 02, 03, 04, 07, 08, 34, 39, 45, and 48 lasted until
the1950s. The closure of Tylerdale and Charleroi car houses eradicated the
last need for this group of cars. 



Group 24 Cars 4250-4299 fabricated by Standard Steel in 1914, the second of
four orders of double-end low-floor cars. In appearance, identical to all
the4300s but not the low 4200s. General Electric Jones control with four GE
247A motors, M25 arch bar trucks. Weight: 35,520 lbs. All of these cars
except 4263 were scrapped between 1935 and 1942, probably retaining all
two-man features and Jones control to the end. Car 4263 was scrapped in
1946.These cars and the low 4300s were generally made surplus by the
conversion of double-end routes to single-end lines. 



Group 25 Cars 4300-4349 were built by Pressed Steel or Standard Steel (there
is a conflict in records) in 1915. These had General Electric Jones control
with 4 GE 247 motors and M25 trucks. Weight 35,520 lbs. Some cars were
reequipped with Westinghouse 328 motors. Cars 4306, 4315, 4316, 4318, 4319,
4321-4325, 4328, 4329, 4333-4342 and 4344-4346 were reconfigured as one-man
cars with K-35 control. Most of the Jones cars were scrapped in the 1930s,
the last of the one-man K-control cars lasted until 1953. 



Group 26 Cars 4350-4399 were built by St. Louis Car Co. on order number
1078;deliveries were made between January and October 1917. Weight 36,610
lbs. All of these cars had the original Jones control replaced thereby
contributing materially to their longevity. Cars 4379 and 4388-4399 received
K-35 controllers and rewound 514PR (high speed motors). In general, the high
speed cars were assigned to Glenwood Car House. The remaining cars were
retrofitted with HL control. One car was scrapped in 1948, one in 1949 and
the remainder between 1950 and 1956. 



Group 27 Consisted of 12 cars built for Beaver Valley Traction Co.,
Rochester, PA, and numbered 400-411, and transferred in 1923 to Pittsburgh
Railways where they were renumbered 4400-4411. Cars had M25 arch bar trucks,
Westinghouse Jones control. All except 4405 were scrapped between 1939 and
1942; the lone exception was retained until 1946 because it had been
configured as an instruction car having both HL and K control. 



Group 28 includes the four experimental converted trailers. These original
operated as motor cars but bearing the original trailers numbers A217, A242,
A283 and A284, but were later renumbered 4420-4423 circa 1928. The first two
were built in 1911, the other two in 1913. Predictably, they had Jones
control and 4 motors mounted on M25 trucks. Car 4421 was converted to a
one-man car, the other three may not have been. 4420, 4422 and 4423 were
scrapped in 1932; the other car in 1942 although it had not been used for
some time. 



Group 29 consisted of the first 100 single-end motor cars, numbered
4700-4799. Apparently because of war-time staff and material shortages,
delivery from Cincinnati Car Co. stretched out from August 1916 until August
1918. Photographic evidence confirms that these cars were built with a
remotecontrol scheme, probably Jones control. All were rebuilt with K-35
control with the exception of 4701, 4703, 4706, 4775 and 4793 with had K-43
control (the first four cars also had Westinghouse automatic couplers for
pulling trailers), and 4767 with received HL remote control. Four 37.5
horsepower motors (Westinghouse 514A) on M25 archbar trucks were relatively
common. Weight 33,200 lbs. The 4700s were used as a test bed for This group
of cars was often used as a test bed; Cars 4730-4733 were fitted with
Westinghouse VA control (automatic progression, rate controller). Car 4731
had Timkin trucks, while 4757 had SKF roller bearings. There were also a
variety of internal changes such as bucket seats and linoleum floors. Only
cars 4700, 4702, 4719, 4730-4733, and 4746 were rebuilt as high-speed cars.
Most of the series was scrapped in 1942 as a consequence of the delivery of
the 1400 series PCCs, some of the high speed cars lasted into the 1946-1951
period. 



Group 30 Cars 4800-4824 built by Osgood Bradley 1921 

Group 31 Cars 4825-4864 built by Pressed Steel 1922 

Group 32 Cars 4865-4939 built by St. Louis, deliveries in 1923 and 1924
(4930-4939) 

These three groups of cars were built with K43A control to enable operation
either singly or with two-motor low-floor trailers. Cars had four
Westinghouse 514 (37.5 h.p.) motors. Weight was 38,500 lbs. It is probable
that all cars in this group were rebuilt for high speed operation, but the
"official roster" shows only 16 rebuilt cars (highly unlikely because of the
longevity of the fleet). Cars 4841 and 4938 were retrofitted with
Westinghouse VA control. Car 4887 was scrapped in 1938 following an accident
in East Pittsburgh and 4906 was destroyed by fire in 1945. The vast majority
of the cars in these three groups were scrapped between 1952 and 1956. 



Group 33 Cars 5000-5099 built by Pressed Steel and delivered in 1925 

Group 34 Cars 5100-5159 built by Osgood Bradley and delivered in 1924 and
1925 

Group 35 Cars 5200-5282 built by Osgood Bradley in 1925 and 1926 

These three groups of cars were fitted Westinghouse HL control and
Westinghouse automatic couplers for either single car or multiple-unit train
operation (available pictures show no more than two cars in a train). The
eventual system conversion to one-man cars in the early 1930s eradicated the
economies inherent in train operation and by 1937, all operations involved
single cars. Seating capacity 52 (lead car) or 56 (second car in train).
Weight 40,500 lbs. Motors: 4 Westinghouse 514P. Car 5206 was converted to a
non-MU car with K43 control. Cars 5000-5054, 5149, and all 5200s were
rebuiltas high speed cars. Car 5206 eventually received K43 control.
Following the cessation of train operation, some cars received Van Dorn
couplers in place of the Westinghouse design. Cars 5274-5279 were fitted
withbucket seats and were assigned to Ingram Car House. Many of the
low-speedcars were out of service prior to World War II, but were restored
toservice during the war. Need for them evaporated with the end of the war,
and they were placed in storage, and then scrapped between 1946 and 1952.
Most high-speed MU cars were scrapped between 1951 and 1956 because of
general reduction in need owing to abandoned routes and a major labor
dispute. 



Group 36 Cars 5400-5464 built by Osgood-Bradley in 1924 

Group 37 Cars 5500-5549 built by Osgood Bradley in 1926-1927 

These were single cars built for one-man operation (PRC nomenclature) but
actually built with conductor’s stands in the middle of the cars, thus
allowing for either one or two-man operation. Cars were built with K-43
control and 4 Westinghouse 514P motors, and of course, M25 trucks. Cars 5470
and 5471 were given WN drive in 1928; this double-reduction gear box was
normally associated with higher speed 300 volt motors implying that those
twocars probably also had a motor change at that time. The use of K43
controlimplies an intention to pull two-motor trailers. At least one 5500
hadK35kk control. One picture has been found showing a 5500 with a
Westinghouse automatic coupler on the rear for this purpose. No pictures
havebeen found showing actual train operation. All were later rebuilt as
high-speed cars. One 5400 was scrapped in 1946, the next in 1949 but most
went between 1952 and 1956. Car 5432 became the traffic paint car M134 in
1957. The first 5500 was scrapped in 1949, the next in 1951, and the
remainder between 1954 and 1956. 



Group 38 – the six double deck cars 



Car 6000 built by Pittsburgh Railways as an open trailer using the bodies of
three single truck open cars (1503, 1562, 1698). Car 6000 was converted to a
motor car in 1913 using Jones control with a GE C-110A master, 4 GE 247
motors. Body burnt 1925. As a trailer, it weighed 42,900 lbs. Length was
given as 48’-0"; height 14’-3", capacity 112 seated, M25 trucks with 22 inch
wheels. 



Cars 6001-6005 built by McGuire Cummings in 1914. Jones control,
Westinghouse328 motors, M25 trucks, seats 110, length 47’-2", height 13’-8".
All five were burnt at the West Park carbarn property in June 1927. 



Group 39 – the three experimtal 6000s from the late 1920s, All three were
single-end cars. 



Cars 6000 and 6001 built by Osgood Bradley (construction no. 9525) in 1928.
Both cars had identical 43’-6" steel bodies. Car 6000 had Westinghouse HB
control (manual notching 5 series, 4 parallel), 4 Westinghouse 1426 motors
(35 h.p., 300 volts) having a balancing speed of about 38 miles per hour.
andOsgood Bradley 45-66-KDA-50 trucks. Car 6001 had Westinghouse VA control
(a unit switch scheme like HL or HB but with automatic progression and rate
control), 1425 motors (25 h.p., 300 volts) with a speed of about 33 miles
perhour, dynamic braking (first five points on the brake valve) and internal
expanding air-brake shoes with automotive type drums (the sixth brake valve
point)., and Timkin-Detroit model 51 trucks with worm gearing. Seating
capacity of both cars was 35. Car 6000 was heavier (36,500 lbs.) than 6001
(35,000 lbs.). Both were removed from property 1940. (See Electric Railway
Journal, 2 June 1928, page 888.) 



Car 6002 built by Osgood-Bradley (construction no. 10180) in 1929. In
contrast to the two earlier cars, this one had an aluminum frame and shell
(the body was 45’-3" long), stanchions, and window frames with only 1/8 inch
thick glass, reducing the total weight to 25,200 lbs. The car featured foot
operated Westinghouse VA control, Westinghouse 1426 motors, dynamic and air
brakes working through a lock-out relay to apply motor shaft disc brakes.
Themaximum operating speed was 45 miles per hour. Until the advent of the
PCCcar in 1936, this was the most sophisticated and fastest car in the PRC
arsenal. This car was removed from the property in 1940. (See Electric
Railway Journal, July, 1929, page 712.) 



Group 40 Cars 2100-2101 were double-truck splice cars rebuilt from single
truck trailers A4 and A76 (2100) as well as A6 and A38 (2101) in an attempt
to produce a longer and less labor-intensive vehicle. Such efforts were not
uncommon in the transit industry; most failed because the owner had added
capital to an already obsolete vehicle. Pittsburgh 2101 entered service as a
trailer in January 1913 and was recreated as a motor car six months later.
Car 2101 was built in 1914. These were 49’-4", 37,000 lb., wood, 56
passengercenter entrance cars on M25 trucks, and featuring Jones control and
Westinghouse 328 motors. Both were burnt at the West Park property in May
1927. 



Group 41 consisted of two types of single-truck cars rebuilt or acquired
second-hand for lightly trafficked shuttle routes such as 29 Thornburg. In
each case, these were the third cars to occupy numbers 1 through 9. 



Cars 1 through 7 were closed, one-man, wooden, low-floor converted from
former two-man cars 465, A120, A81, A101, A123, A111 and A91 (in order) in
1923 and 1924. All were destroyed at West Park property between 1925 and
1934. 



Cars 8 and 9 were single truck, 28’-0 ½" safety cars acquired third-hand in
April 1927. According to Harold Cox, The Birney Car, the two cars were built
for the Medway and Dedham St. Ry. Co. (owner) and used on the Milford and
Uxbridge St. Ry. Co. (operator), of Milford, MA, by Wason Car and Mfg. Co.
in1919 (order 103K). The Wason order consisted of four cars numbered
100-103.Following the 1924 closure of the M&U, two of the cars became
Exeter,Hampton and Amesbury St. Ry. Co., Exeter, NH, cars 2 and 14. The
Exeter property folded in 1926, and both cars were acquired by Pittsburgh
Railways in 1927. Control: 2 K63. Motors: 2 Westinghouse 328. Truck:: Brill
79E1. Seats: 29. Weight: 29,000 lbs. Both cars burnt at West Park on May 4,
1932. 



Group 42 Single truck, wood, open platform, trailer cars A78 to A177 were
built by J.G. Brill in 1903 on construction no. 12716. Brill provided only
the bodies; there was no matching truck order. Apparently Lord Baltimore or
Peckham trucks were salvaged from older cars being scrapped. Body length:
20’0". Overall length: 28’-5". Removals from the roster encompassed the
period from 1911 through 1927 but most cars were sold or scrapped in 1924
and1925. Some rosters show trailers from A1 through A176. 



Group 43 Double truck, low-floor, 44’-0" steel trailers seating 56 built by
Standard Steel and delivered between November 1910 and April 1911. Trucks
T-22-30. Seats: 56. Weight 23,000 lbs. Stove heat. Cars A217 and A242 were
converted to motor cars and were retired as such before the remaining
trailers were scrapped. All other cars in group sold or scrapped between
1931and 1933. 



Group 44 Double truck, low-floor, 44’-0" steel trailers seating 56, built by
Standard Steel and delivered between June 1913 and January 1915. Only six
cars were delivered after 1913. Essentially identical to Group 43 except for
electric heat. Weight 22,000 lbs. Trucks T22-30. Cars A283 and A284
convertedto motor cars. All remaining cars sold or scrapped in 1931-1932. 



Group 45 Double truck, single-end, low-floor trailers, seating 56, built in
two lots by St. Louis Car Co. Carts A300-A374 were built on construction
number 1079 in 1916 and 1917. The remaining 50 trailers were built on
construction number 1149 in 1918, 1919 and 1920. (Note that most car
builderswere overwhelmed with work during World War I and protracted
deliveries were very common. As an example, see also Group 29.) Trucks:
T-22-30.As trailers, these cars weighed 22,000 lbs. No more than 30 of the
cars were scrapped as trailers with the A-series prefix. Most A class cars
were scrapped about 1933. 



Group 45B consists of double truck trailers from the A300-A424 series
reconfigured as non-control motor cars for use in six-motor trains. One
trailer truck was replaced with an M24 truck containing two Westinghouse 328
motors. Weight increased to 24,000 lbs. These cars were prefixed with the
letter B, such as B300 … B423. Most B trailers were scrapped 1937-38. 



Group 45C consists of double-truck trainers from the A300-A424 series that
were rebuilt with two motors for 6-motor train service. A K-63 controller
blocked to allow only series running, a headlight, and a hand brake were
added as hostling controls, thereby eliminating the need for a separate
locomotive in yards to couple trains. There are discrepancies between lists
therefore it is uncertain how many C cars existed … a number in the low 50s
is close. Most C trailers were scrapped in 1937-38. 



Group 46 consists of trailers A600 to A624 built by Pittsburgh Railways in
1916. These were wooden, double-end, double-truck (archbar trucks … what
else) built from two single truck trailers of A1-A179 group spliced
together.Some if not all were motorized and renumbered in the B600-B624
series. Most were retired between 1925 and 1928. 



PCC CARS 



Group 47 Car 100 built by St. Louis Car Co., 1936 



Group 48 Cars 1000-1099 built by St. Louis Car Co., 1937 



Group 49 Cars 1100-1199 built by St. Louis Car Co., 1937-1938 



Group 50 Cars 1200-1299 built by St. Louis Car Co. 1940 



Group 51 Cars 1400-1499 built by St. Louis Car Co. 1942 



Group 52 Cars 1500-1564 built by St. Louis Car Co. 1944-1945 



Group 53 Car 1600 built by St. Louis 1945 - all-electric 



Group 54 Car 1601-1699 St. Louis 1945 – 1946 (1699 only). 



Group 55 Cars 1700-1799 built St. Louis Car Co. 1948 (car 1700 only) – 1949.