[PRCo] Re: The Pittsburgh Roster

[Fred W. Schneider III]

Yes, except that every time I try to send it, the system deletes it!  

Before you put it on any web site, spend a day with me proof reading
it.  

"Dietrich, Robert J." wrote:
> 
> Fred:
> 
> Thanks for doing all this for us.  I think this effort falls into the
> category of no one else "could" do it.
> 
> Do I have permission to incorporate it into the web site, when I get to it?
> 
> If you send the word file directly to Derrick he can put it on his web page
> and send everyone the link.
> 
> Thanks.
> 
> Bob
> 
>  -----Original Message-----
> From:   Fred W. Schneider III [mailto:fschnei at supernet.com]
> Sent:   Tuesday, April 24, 2001 8:40 PM
> To:     pittsburgh-railways at dementia.org; Harold Geissenheimer
> Subject:        [PRCo] The Pittsburgh Roster
> 
> 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 1/2" 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.
> 
> 
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>