 | |
 Map of the Pennsylvania Railroad up to 1945 | |
| Overview | |
|---|---|
| Headquarters | Philadelphia, Pennsylvania, U.S. |
| Key people |
|
| Founder | Samuel Vaughan Merrick |
| Reporting mark | PRR |
| Locale | Northeastern United States |
| Dates of operation | April 13, 1846 (1846-04-13)–January 31, 1968 (1968-01-31) (renamed toPenn Central Transportation Company) |
| Successor | Penn Central Transportation Company |
| Technical | |
| Track gauge | 4 ft 8+1⁄2 in (1,435 mm)standard gauge |
| Previous gauge | At one time4 ft 9 in (1,448 mm) |
| Electrification | 12.5 kV 25 Hz AC: New York City-Washington, D.C./South Amboy;Philadelphia-Harrisburg;North Jersey Coast Line |
| Length | 11,640.66 miles (18,733.83 kilometers) (1926) |
ThePennsylvania Railroad (reporting markPRR), legal name as thePennsylvania Railroad Company, also known as the "Pennsy," was an AmericanClass I railroad that was established in 1846 and headquartered inPhiladelphia, Pennsylvania. At its peak in 1882, the Pennsylvania Railroad was the largest railroad (by traffic and revenue), the largest transportation enterprise, and the largest corporation in the world.[1]
Over its existence, Pennsylvania Railroad acquired, merged with, or owned part of at least 800 other rail lines and companies.[2] At the end of 1926, it operated 11,640.66 miles (18,733.83 kilometers) of rail line;[notes 1][3] in the 1920s, it carried nearly three times the traffic as other railroads of comparable length, such as theUnion Pacific andAtchison, Topeka & Santa Fe railroads. Its only formidable rival was theNew York Central Railroad (NYC), which carried around three-quarters of the Pennsy's ton-miles.
In 1968, the Pennsylvania Railroad merged with New York Central, and the railroad eventually went by the name ofPenn Central Transportation Company, or "Penn Central" for short. The former competitors' networks integrated poorly with each other, and the railroad filed for bankruptcy within two years.[4]: Chapter 1
Bankruptcy continued and on April 1, 1976, the railroad gave up its rail assets, along with the assets of several other failing northeastern railroads, to a new railroad namedConsolidated Rail Corporation, or Conrail for short. Conrail was itself purchased and split up in 1999 between theNorfolk Southern Railway andCSX Transportation, with Norfolk Southern getting 58 percent of the system, including nearly all of the remaining former Pennsylvania Railroad trackage.Amtrak received the electrified segment of theMain Line east of Harrisburg.
The Penn Central Corporation held several non-rail assets which it continued to manage after the formation of Conrail. It reorganized in 1994 asAmerican Premier Underwriters, which continues to operate as a property and casualty insurance company.[5]
With the opening of theErie Canal in 1825 and the beginnings of theChesapeake and Ohio Canal in 1828, Philadelphia business interests became concerned that the port of Philadelphia would lose traffic. The state legislature was pressed to build a canal across Pennsylvania and thus theMain Line of Public Works was commissioned in 1826.[6] It soon became evident that a single canal would not be practical and a series of railroads, inclined planes, and canals was proposed.[7] The route consisted of thePhiladelphia and Columbia Railroad, canals up the Susquehanna and Juniata rivers, aninclined plane railroad called theAllegheny Portage Railroad, a tunnel across theAllegheny Mountains, and canals down the Conemaugh and Allegheny rivers toPittsburgh, Pennsylvania, on the Ohio River; it was completed in 1834. Because freight and passengers had to change conveyances several times along the route and canals froze in winter, it soon became apparent that the system was cumbersome, and a better way was needed.[7][8]
There were two applications made to the Pennsylvania legislature in 1846. The first was for a new railroad called The Pennsylvania Railroad Company to build a line betweenHarrisburg and Pittsburgh, Pennsylvania. The second was theBaltimore and Ohio Railroad (B&O), which wanted to build to Pittsburgh from Cumberland, Maryland. Both applications were granted with conditions. If the Pennsylvania Railroad did not raise enough capital and contract to build enough railroad within a year, then the B&O bill would become effective and the Pennsy's void, thereby allowing the B&O to build into Pennsylvania and on to Pittsburgh. The Pennsylvania Railroad fulfilled the requirements andLetters Patent were issued by the Pennsylvania governor on February 25, 1847. The governor declared the B&O's rights void the following August.[3]
In 1847, the Pennsy's directors choseJ. Edgar Thomson, an engineer from theGeorgia Railroad, to survey and construct the line. He chose a route that followed the west bank of the Susquehanna River northward to the confluence with the Juniata River, following its banks until the foothills of the Allegheny Mountains were reached at a point that would becomeAltoona, Pennsylvania.[7] To traverse the mountains, the line would climb a moderate grade for 10 miles (16 km) until it reached a split of two mountain ravines which were crossed by building a fill and having the tracks ascend a 220-degree curve known asHorseshoe Curve that limited the grade to less than 2 percent. The crest of the mountain would be penetrated by the 3,612 ft (1,101 m)Gallitzin Tunnels, from which the route descended by a more moderate grade toJohnstown.[citation needed]
The western end of the line was simultaneously built from Pittsburgh, eastward along the Allegheny and Conemaugh rivers to Johnstown, while the eastern end was built from Harrisburg to Altoona. In 1848, the Pennsy contracted with theHarrisburg, Portsmouth, Mountjoy and Lancaster Railroad (HPMtJ&L) to buy and use equipment over both roads, providing service from Harrisburg east to Lancaster.[3] In 1851, tracks were completed between Pittsburgh and Johnstown. In 1852, a continuous railroad line ran between Philadelphia and Pittsburgh over the tracks of several entities including the Pennsylvania Railroad. In 1853, the Pennsy was grantedtrackage rights over the Philadelphia and Columbia, providing a connection between the two cities and connecting with the HPMtJ&L at Lancaster and Columbia.[3] By 1854, the Pennsy completed its line from Harrisburg to Pittsburgh, eliminating the use of the inclined planes of the Allegheny Portage Railroad.[citation needed]
In 1857, the PRR purchased the Main Line of Public Works from the state of Pennsylvania. This purchase included 275 miles (443 km) of canal, the Philadelphia & Columbia Railroad, and the New Portage Railroad (which replaced the now abandoned Allegheny Portage Railroad).[3] The Pennsy abandoned most of the New Portage Railroad in 1857 as it was now redundant with the Pennsylvania Railroad's own line. In 1861, the Pennsy leased the HPMtJ&L to bring the entire stretch of road between Pittsburgh and Philadelphia under its control.[citation needed]
The Johnstown to Pittsburgh stretch of canal was abandoned in 1865 and the rest of the canals sold to thePennsylvania Canal Company in 1866.[3]
The main line was double track from its inception, and by the end of the century, a third and fourth track were added. Over the next 50 years, the Pennsy expanded by gaining control of other railroads by stock purchases and 999-year leases.[8][notes 2] At the end of its first year of operation, the Pennsylvania Railroad paid a dividend and continued the dividend without interruption until 1946.[citation needed]
The Pennsy's charter was supplemented on March 23, 1853, to allow it to purchase stock and guarantee bonds of railroads in other states, up to a percentage of its capital stock. Several lines were then aided by the Pennsy in hopes to secure additional traffic. By the end of 1854, the Pennsy purchased stock in the Ohio & Pennsylvania, Ohio & Indiana, Marietta & Cincinnati, Maysville & Big Sandy, and Springfield, Mt. Vernon & Pittsburgh railroads, totalling $1,450,000 (equivalent to $50.7 million in 2024). The Steubenville & Indiana was assisted by the Pennsy in the form of a guarantee of $500,000 worth of bonds. In 1856, a controlling interest was purchased in the Cumberland Valley Railroad and the Pennsy constructed additional lines in Philadelphia. In 1857, the aforementioned Main Line of Public Works was purchased for $7,500,000 ($253 million in 2024).[3]
The Empire Transportation Company was founded in 1865 by Joseph D. Potts and became a multi-modal freight transportation subsidiary of the Pennsylvania Railroad. It owned oil tanker cars and used them to transport refined oil for mostly independent oil refiners during the era ofJohn D. Rockefeller's andStandard Oil's oil refinery mergers of the 1870s. The company also owned grain freight boats on the Great Lakes and oil pipelines in theoil regions of Pennsylvania. When the company attempted to buy and build some oil refineries in 1877, Standard Oil bought the company.[9][10]
The controlling, non-institutional shareholders of the PRR during the early 1960s wereHenry Stryker Taylor, who was a part of theJacob Bunn business dynasty of Illinois, and Howard Butcher III, a principal in the Philadelphia brokerage house of Butcher & Sherrerd (later Butcher & Singer).
On February 1, 1968, the Pennsylvania Railroad merged with its longtime arch-rival, the New York Central Railroad. The Pennsylvania Railroad absorbed the New York Central and eventually went by the name ofPenn Central Transportation Company.[11]
TheInterstate Commerce Commission (ICC) required that the ailingNew York, New Haven & Hartford Railroad (NH) be added in 1969. A series of events including inflation, poor management, abnormally harsh weather, and the withdrawal of a government-guaranteed $200 million operating loan forced Penn Central to file for bankruptcy protection on June 21, 1970.[4] In May 1971, passenger operations, including equipment, were transferred to a new government-subsidized company called the National Railroad Passenger Corporation, orAmtrak. This was devised to relieve the Penn Central (and other railroads) of money-losing passenger service. Penn Central rail lines, including ex-Pennsy lines, were transferred to Conrail in 1976, and eventually Amtrak received theNortheast Corridor andKeystone Corridor lines.
After Conrail was divided between theNorfolk Southern Railway andCSX Transportation, most of the former Pennsy's remaining trackage went to Norfolk Southern. The few parts of the Pennsylvania Railroad that went to CSX after the Conrail split were:
After 1976, the Penn Central Corporation held diversified non-rail assets including theBuckeye Pipeline and a stake inMadison Square Garden. The company began to acquire a portfolio of insurance companies in 1988. In 1994, the company reorganized asAmerican Premier Underwriters, a subsidiary ofAmerican Financial Group, which continues to operate as a property and casualty insurance company as-of January 2024.[5]
| Year | Traffic |
|---|---|
| 1925 | 44,864 |
| 1925 | 48,890 |
| 1933 | 26,818 |
| 1944 | 71,249 |
| 1960 | 42,775 |
| 1967 | 50,730 |
| Year | Traffic |
|---|---|
| 1920 | 7,325 |
| 1925 | 4,518 |
| 1933 | 2,017 |
| 1944 | 13,047 |
| 1960 | 2,463 |
| 1967 | 1,757 |
John Edgar Thomson (1808–1874) was the entrepreneur who led the Pennsylvania Railroad from 1852 until his death in 1874, making it the largest business enterprise in the world and a world-class model for technological and managerial innovation. He served as the Pennsy's first Chief Engineer and third President.[22] Thomson's sober, technical, methodical, and non-ideological personality had an important influence on the Pennsylvania Railroad, which in the mid-19th century was on the technical cutting edge of rail development, while nonetheless reflecting Thomson's personality in its conservatism and its steady growth while avoiding financial risks. His Pennsylvania Railroad was in his day the largest railroad in the world, with 6,000 miles of track, and was famous for steady financial dividends, high quality construction, constantly improving equipment, technological advances (such as replacing wood fuel with coal), and innovation in management techniques for a large complex organization.[23]
The railroad's other presidents were:
The Pennsylvania Railroad's board chairman/CEOs were:
The railroad's only vice-president was:
The Pennsy's main line extended from Philadelphia to Pittsburgh, Pennsylvania.
In 1861, the Pennsylvania Railroad gained control of theNorthern Central Railway, giving it access toBaltimore, Maryland, and points along theSusquehanna River via connections atColumbia, Pennsylvania, orHarrisburg, Pennsylvania.[25]
On December 1, 1871, the Pennsy leased theUnited New Jersey Railroad and Canal Company, which included the originalCamden and Amboy Railroad fromCamden, New Jersey, across theDelaware River from Philadelphia, toSouth Amboy, New Jersey, acrossRaritan Bay from New York City, and a newer line fromPhiladelphia toJersey City, New Jersey, much closer to New York City, viaTrenton, New Jersey. Track connection in Philadelphia was made via the Pennsy'sConnecting Railway and the jointly ownedJunction Railroad.[26]
The Pennsy'sBaltimore and Potomac Rail Road opened on July 2, 1872, between Baltimore andWashington, D.C. This route required transfer viahorse car in Baltimore to the other lines heading north from the city. On June 29, 1873, theBaltimore and Potomac Tunnel through Baltimore was completed. The Pennsylvania Railroad started the Pennsylvania Air Line service ("air line" at the time being understood as a nearly-straight and nearly-flat route with distance similar to "as the crow flies") via the Northern Central Railway and Columbia, Pennsylvania. This service was 54.5 miles (87.7 km) longer than the old route but avoided the transfer in Baltimore. TheUnion Railroad line opened on July 24, 1873. This route eliminated the transfer in Baltimore. Pennsy officials contracted with both the Union Railroad and thePhiladelphia, Wilmington and Baltimore Railroad (PW&B) for access to this line. The Pennsy's New York–Washington trains began using the route the next day, ending Pennsylvania Air Line service. In the early 1880s, the Pennsylvania acquired a majority of PW&B Railroad's stock. This action forced the Baltimore and Ohio Railroad (B&O) to build theBaltimore and Philadelphia Railroad to keep its Philadelphia access, where it connected with theReading Company for its competingRoyal Blue Line passenger trains to reach New York City.
In 1885, the PRR began passenger train service from New York City via Philadelphia toWashington, D.C. with limited stops along the route. This service became known as the "Congressional Limited Express."[27] The service expanded, and by the 1920s, the Pennsy was operating hourly passenger train service between New York, Philadelphia and Washington. In 1952, 18-car stainless steel streamliners were introduced on theMorning Congressional andAfternoon Congressional between New York and Washington, as well as theSenator from Boston to Washington.[28]
On July 1, 1869, the Pennsylvania Railroad leased thePittsburgh, Fort Wayne and Chicago Railway (PFtW&C) in which it had previously been an investor. The lease gave the Pennsy complete control of that line's direct route through northern Ohio and Indiana as well as entry into the emerging rail hub city ofChicago, Illinois. Acquisitions along the PFtW&C:Erie and Pittsburgh Railroad, Cleveland and Pittsburgh Railroad, Toledo, Columbus and Ohio River Railroad, and Pittsburgh, Youngstown and Ashtabula Railway gave the Pennsy access to the iron ore traffic on Lake Erie.[8]
On June 15, 1887, thePennsylvania Limited began running between New York and Chicago. This was also the introduction of the vestibule, an enclosed platform at the end of each passenger car, allowing protected access to the entire train. In 1902 thePennsylvania Limited was replaced by thePennsylvania Special which in turn was replaced in 1912 by theBroadway Limited which became the most famous train operated by the Pennsylvania Railroad.[29][30] This train ran from New York City to Chicago, via Philadelphia, with an additional section between Harrisburg and Washington (later operated as a separate Washington–Chicago train, theLiberty Limited).
In 1890, the Pennsylvania Railroad gained control of thePittsburgh, Cincinnati, Chicago and St. Louis Railroad (PCC&StL), itself the merged product of numerous smaller lines in Ohio, Indiana, and Illinois. Commonly called thePanhandle Route, this line ran west from Pittsburgh toBradford, Ohio, where it split, with one line to Chicago and the other toEast St. Louis, Illinois, viaIndianapolis, Indiana. In 1905, the acquisition of theVandalia Railroad gave the Pennsy access across the Mississippi River toSt. Louis, Missouri.[8]
Double-tracked for much of its length, the line served the coal region of southern Illinois and as a passenger route for the Pennsylvania Railroad's Blue Ribbon named trainsThe St. Louisan,The Jeffersonian, and theSpirit of St. Louis.[31]
By 1906, the Pennsylvania built severallow-grade lines for freight to bypass areas of steep grade (slope) and avoid congestion. These included:
Some other lines were planned, but never completed:
Early in the 20th century, the Pennsy triedelectric power for its trains. Its first effort was in the New York terminal area, where tunnels and a city law restricting the burning of coal precluded steam locomotives. In 1910, the railroad began operating adirect current (DC) 650-volt system whose third-rail powered Pennsy locomotives (and LIRR passenger cars) used to enter Penn Station in New York City via theHudson River tunnels.[45]
The next area to be electrified was the Philadelphia terminal area, where Pennsy officials decided to useoverhead lines to supply power to the suburban trains running out ofBroad Street Station. Unlike the New York terminal system, overhead wires would carry 11,000-volt 25-Hertzalternating current (AC) power, which became the standard for future installations. On September 12, 1915, electrification of the line from Philadelphia to Paoli, Pennsylvania, was completed.[46] Other Philadelphia lines electrified were theChestnut Hill Branch (March 30, 1918),[47] White Marsh (1924), the main line toWilmington, Delaware (September 30, 1928),[47]West Chester (December 2, 1928),[47]Trenton line (June 29, 1930),[47] and completed on July 20, 1930, theSchuylkill Branch to Norristown, Pennsylvania,[47] later followed by the rest of the main line to Trenton, New Jersey.
In 1928, PRR's president William Wallace Atterbury announced plans to electrify the lines between New York, Philadelphia, Washington, and Harrisburg. In January 1933, through main-line service between New York and Philadelphia/Wilmington/Paoli was placed in operation. The first test run of an electric train between Philadelphia and Washington occurred on January 28, 1935. On February 1, theCongressional in both directions were the first trains in regular electric operation between New York and Washington, drawn by the first of theGG1-type locomotives.[48]: 74
In 1934, the Pennsylvania received a $77 million loan from theNew Deal'sPublic Works Administration[49] to complete the electrification project begun in 1928. Work was started January 27, 1937, on the main line from Paoli to Harrisburg; the low-grade freight line from Morrisville through Columbia to Enola Yard in Pennsylvania; thePort Road Branch from Perryville, Maryland, to Columbia; the Jamesburg Branch and Amboy Secondary freight line from Monmouth Junction to South Amboy; and the Landover-South End freight line from Landover, Maryland, through Washington toPotomac Yard in Alexandria, Virginia.[notes 7] In less than a year, on January 15, 1938, the first passenger train, theMetropolitan, went into operation over the newly electrified line from Philadelphia to Harrisburg. On April 15, the electrified freight service from Harrisburg and Enola Yard east was inaugurated, thus completing the Pennsy's eastern seaboard electrification program.[50] The railroad had electrified 2,677 miles (4,308 km) of its track, representing 41% of the country's electrically operated standard railroad trackage. Portions of the electrified trackage are still in use, owned and operated by Amtrak as the Northeast Corridor and Keystone Corridor high-speed rail routes,[51] bySEPTA,[52] and byNJ Transit.[53]
The Pennsylvania Railroad's corporate symbol was thekeystone, the Commonwealth of Pennsylvania's state symbol, with the letters "PRR" intertwined inside. When colored, it was bright red with a silver-grey inline and lettering.
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The Pennsylvania Railroad bought its first 75freight cars in 1849.[3]: 20 Two years later, the Pennsy owned 439 freight cars. By 1857, it had 1,861 cars, and in 1866, 9,379 cars.[54]: 663 Freight equipment was either acquired new from builders or built by the railroad itself.[3]: 433
The Pennsy acquired more cars from the railroads it absorbed. In some instances, privately owned cars were either purchased from a builder or railroad acquisition. One such example was the 1877 purchase of Empire Transportation merchandise and oil cars.[54]: 666
By the mid-1860s, the railroad had 9,379 freight cars; a decade later, 32,718; the mid-1880s, over 49,000; 1896, more than 87,000.[54]: 666
The Pennsy changed its car reporting methods around 1900.[54]: 667 The railroads owned and operated by the Pennsylvania Railroad system were now included in reports, in addition to the Pennsylvania Railroad proper. So, in 1900, the Pennsy had over 180,000 freight cars; by 1910, 263,039. The zenith of freight car ownership was reached in 1919 when the Pennsy owned a reported 282,729 freight cars.[54]: 668
Steel in freight car construction began during the later part of the 19th century, when cars were now being built with a steel underframe and wooden bodies or were all steel. The Pennsy steadily replaced their wooden cars with steel versions until there were no more wooden cars by 1934.[54]: 669
During the first quarter of the 20th century, the average capacity of a Pennsylvania Railroad freight car increased from 31 to 54 short tons (28 to 48 long tons; 28 to 49 t). This increased to 55 short tons (49 long tons; 50 t) in the mid-1930s and then to 56 short tons (50 long tons; 51 t) in 1945.[54]: 669
By the start of 1946, the Pennsy's freight car ownership decreased to 240,293 cars[54]: 663 and in 1963, down to 140,535. The Pennsylvania Railroad used a classification system for their freight cars. Similar to their locomotives, the Pennsy used a letter system to designate the various types and sub-types of freight and maintenance cars.[55]
As noted, Pennsy colors and paint schemes were standardized. Locomotives were painted in a shade of green so dark it seemed almost black. The official name for this color was DGLE (Dark Green Locomotive Enamel), though often referred to as "Brunswick Green." The undercarriage of the locomotives was painted in black, referred to as "True Black." The passenger cars of the Pennsy were paintedTuscan red, a brick-colored shade of red. Some electric locomotives and most passenger-hauling diesel locomotives were also painted in Tuscan Red. Freight cars of the Pennsy had their own color, known as "Freight Car Color," an iron-oxide shade of red. On passenger locomotives and cars, the lettering and outlining was originally done in real gold leaf. After World War II, the lettering was done in a light shade of gold, called Buff yellow.[56]
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For most of its existence, the Pennsylvania Railroad was conservative in its locomotive choices and pursued standardization, both in locomotive types and their component parts.[57] Almost alone among U.S. railroads, the Pennsy designed most of its steam locomotive classes itself. It built most of them atAltoona Works, outsourcing only when Pennsy facilities could not keep up with the railroad's needs. In such cases, subcontractors were hired to build to PRR designs,[58] unlike most railroads that ordered to broad specifications and left most design choices to the builder.[57]
The Pennsy's favorite outsourced locomotive builder wasBaldwin Locomotive Works, which received its raw materials and shipped out its finished products on Pennsy lines. The two companies were headquartered in the same city; Pennsy and Baldwin management and engineers knew each other well. When the Pennsy and Baldwin shops were at capacity, orders went to theLima Locomotive Works in Lima, Ohio.[58] Only as a last resort would the Pennsy use theAmerican Locomotive Company (Alco), based in Schenectady, New York, which also built for Pennsy's rival, the New York Central.
The Pennsylvania Railroad had a design style that it favored in its locomotives. One example was the square-shoulderedBelpaire firebox. This British-style firebox was a Pennsy trademark that was rarely used by other locomotive builders in the United States. The Pennsy also usedtrack pans extensively to retrieve water for the locomotive while in motion. Using this system meant that thetenders of their locomotives had a comparatively large proportion of coal (which could not be taken on board while running) compared to water capacity. Locomotives of the Pennsylvania had a relatively clean look to them. Only necessary devices were used, and they were mounted neatly on the locomotive.[57] Smoke box fronts bore a round locomotive number board denoting a freight locomotive or a keystone number board denoting a passenger locomotive. Otherwise, the smoke box was uncluttered except for a headlamp at the top and a steam-driven dynamo generator behind it. In later years the positions of the two were reversed, since the generator needed more maintenance than the lamp.[57]
Each class of steam locomotive was assigned a class designation.[59] Early on this was simply a letter, but when these ran short the scheme was changed so that eachwheel arrangement had its own letter, and different types in the same arrangement had different numbers added to the letter. Sub-types were indicated by a lower-case letter; super-heating was designated by an "s" until the mid-1920s, by which time all new locomotives were super-heated. A K4sa class was a4-6-2 "Pacific" type (K) of the fourth class of Pacifics designed by the Pennsy. It was super-heated (s) and was of the first variant type (a) after the original (unlettered). Steam locomotives remained part of the Pennsy fleet until 1957.
The Pennsy's reliance on steam locomotives in the mid-20th century contributed to its decline. Steam locomotives require more maintenance than diesel locomotives, are less cost efficient, and require more personnel to operate. Plus, coaling and watering facilities and machine shops added greatly to steam-related costs. Like other railroads, the Pennsy was unable to update its roster at will during the World War II years; by the end of the war their roster was in rough shape. In addition, the Pennsy was saddled with unsuccessful experimental steam locomotives such as theQ1,S1, andT1 "Duplex Drive" locomotives, and theS2 turbine locomotive. Unlike most of their competition, the Pennsy did not acquire any Northerns or Berkshires.
Pennsy competitors managed this period better with their diesel locomotive rosters.[60] The Pennsylvania Railroad voluntarily preserved a roundhouse full of representative steam locomotives atNorthumberland, Pennsylvania in 1957 and kept them there for several decades. These locomotives, with the exception of I1sa #4483 which is on display at Hamburg, New York, are now at theRailroad Museum of Pennsylvania in Strasburg, Pennsylvania. In sharp contrast, the New York Central's President,Alfred E. Perlman, deliberately scrapped all but two steam locomotives,[61] with the older one (L2d) surviving only by accident.
On December 18, 1987, the State of Pennsylvania designated the Pennsy'sK4s as the official State Steam Locomotive. The two surviving K4s areNo. 1361, which is undergoing restoration to operating condition at theRailroaders Memorial Museum inAltoona, andNo. 3750, which remains on static display at thePennsylvania Railroad Museum inStrasburg.[62]
As of 2020[update] the only operable Pennsylvania Railroad steam locomotive is class B4a engine # 643, built in July 1901 in Altoona. Engine 643 is maintained by volunteers of the Williams Grove Historical Steam Engine Association outside of Harrisburg and is operated several weekends each summer.[63] As of 2020[update] however, a major construction project has been underway since 2014, building a new operational example of a class T1 engine numbered5550, as all original class T1 locomotives have been scrapped. The project is being undertaken by thePennsylvania Railroad T1 Steam Locomotive Trust and is projected to be finished by 2030.[64]
When work on the Hudson River tunnels and New York's Penn Station was in progress, the type ofelectric locomotives to be used was an important consideration. At that time only a few electric locomotives existed. Several experimental locomotives were designed by railroad andWestinghouse engineers and tried on theWest Jersey & Seashore Railroad track. From these tests theDD1 class was developed.[45] The DD1s were used in pairs (back-to-back). Thirty-three of these engines having Westinghouse equipment were built at Altoona. They were capable of speeds up to 85 miles per hour (137 km/h). Placed in service in 1910, they performed well, lasting in regular service through the 1940s.[48]: 74–75
Steel suburban passenger cars capable of being electrified forMU operation were designed due to the need for such cars in service to Penn Station through its associated tunnels and were designatedMP54.[65] Designs for corresponding cars accommodating baggage and mail were produced also. Eight of these cars were electrified with DC equipment to provide shuttle service from Penn Station to Manhattan Transfer between 1910 and 1922. More extensive electrification plans required AC electrification, starting with 93 cars for the Paoli Line in 1915. With the expansion of the AC electrification, additional MP54 cars were electrified or purchased new until a total of 481 cars was reached in 1951. Replacement with newer types of cars began in 1958 and the last MP54 cars were retired in the early 1980s.[66]
The singleFF1 appeared in 1917 and ran experimentally for a number of years in preparation for electrification over the Allegheny Mountains that never came to fruition. Its AC induction motors and side-rod drive powered six axles.[45] It developed a startingtractive force of 140,000 pounds (64,000 kg), which was capable of ripping couplers out of the fragile wooden freight cars in use at the time.[67]: 123
In 1924, another side-rod locomotive was designed: (theL5 class).[45] Two DC locomotives were built for the New York electrified zone and a third, road number 3930, was AC-equipped and put in service at Philadelphia. Later 21 more L-5 locomotives were built for the New York service. A six-wheeled switching engine was the next electric motive power designed, being classified asB1.[45] Of the first 16 AC engines, two were used at Philadelphia and 14 on the Bay Ridge line, while 12 DC-equipped engines were assigned toSunnyside Yard in Queens, New York.
TheO1 class was a light passenger type.[45] Eight of these engines were built from June 1930 to December 1931. TheP5 class was also introduced, with two of this class being placed in service during July and August 1931.[68] Following these came the P5A, a slightly heavier design capable of traveling 80 miles per hour (130 km/h) and with atractive force of 56,250 pounds (25,510 kg). In all, 89 of these locomotives were built. The first had a box cab design and were placed in service in 1932. The following year, the last 28 under construction were redesigned to have a streamlined type of cab. Some engines underwent re-gearing for freight service.[48]: 74–75
In 1933, two entirely new locomotives were being planned: theR1 and theGG-1 class. The R-1 had a rigid frame for its four driving axles, while the GG-1 had two frames which were articulated. Both of these prototypes, along with an O-1, a P5A and a K4s steam locomotive underwent exhaustive testing. Testing was conducted over a special section of test track near Claymont, Delaware, and lasted for nearly two years.[68]
As a result of these experiments, the GG1 type was chosen and the construction of 57 locomotives was authorized. The first GG1 was finished in April and by August 1935 all 57 were completed. These first GG1 engines were designated for passenger service, while most of the P5A type were made available for freight service. Some of the later-built GG1s were assigned to freight service as well. The total number of GG1s built was 139. They are rated at 4,620 hp (3,450 kW) at speeds of 100 miles per hour (160 km/h).[48]: 75
On August 26, 1999, the U.S. Postal Service issued commemorative 33-centAll Aboard! 20th Century American Trains stamps. These commemorative stamps featured five celebrated American passenger trains from the 1930s and 1940s. One of the five stamps features an image of a GG-1 locomotive pulling the "Congressional Limited Express." The official Pennsylvania State Electric Locomotive is the GG-1 #4859. It received this designation on December 18, 1987, and is currently on display in Harrisburg, Pennsylvania.[62]
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In June 1937, the Pennsy acquired its firstdiesel locomotive: a 600-hp diesel-electricswitch engine from Electro-Motive Corporation (EMC), a predecessor of General MotorsElectro-Motive Division (EMD). EMC called it anSW model; the railroad dubbed it class ES6.[69]
The Pennsy bought its second diesel, another switcher, in October 1941: anEMD NW2 (Pennsy class ES10). Wartime restrictions soon restricted locomotive builders' production of diesels intended for freight service. Still, the Pennsy managed to add 15 Baldwin switchers and one EMD switcher.
After the war, the Pennsy began to buy diesel locomotives in earnest. From 1945 through 1947, the railroad bought roughly 100 switcher, freight, and passenger diesels from various builders, then another 800 or so (total) in 1948 and 1949.[69]
For passenger units, the PRR purchased 60E7-class locomotives from EMD, which the Pennsy dubbed the EP20 class. 46 of this number were designated "A" units, meaning that they had a cab for the train crew. The remaining 14 were "B" units, cabless booster units controlled by an "A" unit. The Pennsy also acquired 15Alco PA1/PB1 units (class AP20) and 27 Baldwin DR-6-4-2000 (class BP20) units.[69] The Baldwin units were originally for the passenger service fleet, but these locomotives proved troublesome, and some were reclassified as BF16z freight locomotives.[70]
The Pennsy also bought 24Baldwin DR-12-8-1500/2s, called "Centipedes" and classified by Pennsy as BP60. The Centipede had an immense weight of 593.71 short tons (538,600 kg) and a starting tractive effort of 205,000 pounds. Unreliable and expensive to maintain, they were quickly relegated to helper service.[71]
From 1950 to 1952, the Pennsy bought 74 EMDE8A locomotives, the successor to the E7, and classified them EP22s. Also, the PRR purchased 40 dual-serviceEMD FP7 units which were similar to the E7/8 units but using 4 axles instead of 6.
From the late 1940s through to the merger with the New York Central in 1968, the Pennsy purchased about 1,500 diesel freight units.[69][notes 8] 2/3 of these units were built by EMD, primarilyF3s,F7s,GP9s,GP35s,SD40s, andSD45s. Early on in dieselization of freight units, the Pennsy purchased cab units from Alco, Baldwin, EMD, and Fairbanks Morse. Heading into the 1950s, the Pennsy continued to add more diesel units to their fleet. Still preferring EMD, the Pennsy did addFA units andBLH RF-16 "Sharks". In 1956, the Pennsy called for bids to supply a large order of diesel locomotives. GM/EMD gave the Pennsy an exceptional deal on new, reliable GP9s, and received the entire order. When this large diesel order arrived the following year, the Pennsy retired all of its remaining steam engines. One of the losing bidders, Baldwin Locomotive Works — a longtime supplier of Pennsy locomotives — had been counting on winning at least some of the work. When EMD won it all, the 126-year-old Baldwin declared bankruptcy.[72]
For the last decade of Pennsy's existence (1960s), the Pennsy was ordering 4-axle power, buying Alco's 'Century' series locomotives, newcomer General Electric (GE)U25Bs, and EMDGP30s and GP35s. But by 1965, the Pennsy turned exclusively to 6-axle power, buying Alco'sC628 andC630, GE'sU25C,U28C, andU30C, and EMD'sSD35, SD40, and SD45.[69]
The Pennsylvania Railroad was one of the first railroads to replacesemaphore signals withposition-light signals.[59] Such signals, which featured a large round target with up to eight amber-colored lights in a circle and one in the center, could be lit in various patterns to convey different meanings, were more visible in fog, and remained effective even when one light in a row was inoperative.[73]
Signal aspects, or meanings, were displayed as rows of three lit lights. The aspects corresponded with upper-quadrant semaphore signal positions: vertical for "proceed", a 45° angle rising to the right for "approach", horizontal for "stop", a 45° angle rising to the left for "restriction", a "X" shape for "take siding", and a full circle (used in electrified territory) for "lower pantograph". Additional aspects were conveyed with a second target head below the first, either a single light, a partial target, or a full target. Separate Manual Block signal aspects existed as well.[73]
In later years, interlocking home signals north and west of Rockville (near Harrisburg) were modified so that the two outside lights in the horizontal "stop" row had red lenses; the center lamp would be extinguished when the signal displayed "stop".[73] Such "red-eye" lenses were also temporarily installed at Overbrook Interlocking near Philadelphia.[73]
Starting in the late 1920s, the Pennsy installedPulse code cab signaling along certain tracks used by high-speed passenger trains. Information traveled through the rails usingtrack circuits, was picked up by a sensor on the locomotive, and displayed in the engineer's cab. The Pennsy ultimately installed cab signals on its New York-Washington, Philadelphia-Pittsburgh, and Pittsburgh-Indianapolis lines (the latter which was later downgraded by PC and ultimately abandoned by Conrail). The Pennsylvania also experimented with cab signals without wayside signals, an approach later expanded by Conrail (Conemaugh line) and Norfolk Southern Railway (Cleveland line). Cab signals were subsequently adopted by several other U.S. railroads, especially on passenger lines. This technology, advanced for its time, is still used by Amtrak.[73]
The back shops of the Pennsylvania Railroad were more ingrained in the culture of the corporation than in most other railroads, mainly due to the large output of highly distinctive locomotives produced by them over the course of decades. The earliest locomotive and car repair shops were established in the mid-1850s in West Philadelphia, Harrisburg, Altoona, and Pittsburgh. Those atAltoona, Pennsylvania (below) became the primary repair and erecting facilities for the system throughout its existence and employed up to 16,000 people. The second largest were located inColumbus, Ohio, commonly called the "20th Street Shops" and the "Panhandle Shops," employing up to 8,000 in the 1920s. The shops atFort Wayne, Indiana were also a major repair facility, first established by thePittsburgh, Fort Wayne and Chicago Railway. The yards and shops inWilmington, Delaware were built to serve the southern section of the system, employing up to 2,500 in the 1920s. The car shop atHollidaysburg, Pennsylvania was the largest in the world, measuring 2,760 by 330 feet. Additional repair facilities were located inDennison, Ohio;Renovo, Pennsylvania;Pitcairn, Pennsylvania, andMifflin, Pennsylvania.[74]
In 1849, Pennsy officials developed plans to construct a repair facility at Altoona. Construction started in 1850, and soon, several small buildings housed amachine shop, woodworking shop, blacksmith shop, locomotive repair shop, and foundry. These facilities were later demolished to make room for continuing expansion.
By 1926, the Altoona Works occupied 217.82 acres (88.15 ha) and consisted of four units: the Altoona Machine Shops, Altoona Car Shops, Juniata Shops, and South Altoona Foundries.[3]: 432–436
In 1875, the Altoona Works started a Test Department for Pennsy equipment, both built and purchased.[3]: 435 In following years, the Pennsylvania Railroad led the nation in the development of research and testing procedures of practical value for the railroad industry. Use of the testing facilities was discontinued in 1968.[4]: Chapter 1
By 1945, the Altoona Works had become one of the largest repair and construction facilities for locomotives and cars in the world. Since 1968, many of the structures of Altoona Works were demolished.[4]: Chapter 4
The Pennsylvania Railroad had severalrailroad yards (rail yards) throughout its system.
The Pennsy built several grand passenger stations, alone or with other railroads. These architectural marvels, whose city name was usually preceded by "Penn Station", were the hubs for the PRR's passenger service. Many are still in use today, served by Amtrak and regional passenger carriers.
| Location | Station Name | Photo | Description |
|---|---|---|---|
| Baltimore | Penn Station |  | Main article:Pennsylvania Station (Baltimore) The main station of Baltimore, thisBeaux-Arts building was built in 1911 from a design by architectKenneth MacKenzie Murchison. It is currently served by Amtrak andMARC commuter service. Both approaches to the station are via tunnels, theB&P Tunnel to the south and theUnion Tunnel to the north. |
| Chicago | Chicago Union Station |  | Main article:Chicago Union Station The PRR, along with theMilwaukee Road and theBurlington Route, builtChicago Union Station, the only one ofChicago's old stations still used as an intercity train station. It was designed byGraham, Anderson, Probst & White in the Beaux-Arts style and opened in 1925. Today, Union Station serves as the Midwestern hub for Amtrak and a terminal for sixMetra commuter lines. |
| New York City | New York Penn Station |  | Main articles:Pennsylvania Station (New York City) andPennsylvania Station (1910–1963) Theoriginal Pennsylvania Station was designed by the noted architectural firm of McKim, Mead and White and was modeled on the RomanBaths of Caracalla; it was notable for its high vaulted ceilings. The station opened in 1910 to provide access to Manhattan from New Jersey without having to use a ferry, making the Pennsy the only railroad to enter New York City from the south. The station was served by the Pennsy's own trains as well as those of its subsidiary, theLong Island Rail Road. Infamously, the station's headhouse was demolished for redevelopment in 1963. However, most of the station's rail infrastructure (platforms, tracks, concourses, waiting room) and staircases were below street level, and survived as thecurrent Pennsylvania Station. The station continues as an underground operation (serving Amtrak, New Jersey Transit and the LIRR) and is the busiest intercity railroad station in the United States.[80] |
| Newark, New Jersey | Penn Station |  | Main article:Pennsylvania Station (Newark) Newark's Pennsylvania Station was designed byMcKim, Mead and White. It opened in 1935, was completed in 1937 and was refurbished in 2007.[81] Its style is a mixture ofArt Deco andNeo-Classical. All Amtrak trains stop here, and the station serves three commuter lines,PATH rapid transit to Jersey City and Manhattan, and theNewark Light Rail. |
| Philadelphia, PA | Broad Street Station |  | Main article:Broad Street Station (Philadelphia) Broad Street Station was the first of the great passenger stations built by the Pennsy. Opened in 1881 at a cost of $4,272,268.53 ($139 million in 2024),[3] the station was expanded in the early 1890s by famed Philadelphia architectFrank Furness. For most of its existence it was, with City Hall, one of the crown jewels of Philadelphia's architecture, and until a 1923 fire, had the largest train shed in the world (a 91 m span). It was the terminal for the Pennsylvania in Philadelphia, bringing trains into the center of the city at Broad and Filbert streets. The station was demolished in 1953 after the Pennsy moved passenger service to30th Street Station. |
| Philadelphia | 30th Street Station |  | Main article:30th Street Station 30th Street Station displays its majestic—and traditional—architectural style with its enormous waiting room and its vestibules. The station, in spite of its architectural classicism, opened in 1933, when modern and Art Deco styles were more popular. Its construction was needed to accommodate increased intercity and suburban traffic. It replaced the 32nd Street Station (West Philadelphia). It is now the primary rail station in Philadelphia, serving long-distance and commuter trains. |
| Pittsburgh | Union Station |  | Main article:Union Station (Pittsburgh) The original station was built in 1865 and was destroyed by fire in 1877 during the Pittsburgh Riots. A temporary station was quickly built but, remained in service until the early 1900s, when the present station was built between 1898 and 1903, renovated in 1954, and partially repurposed in 1988.[82] The station was originally called Union Station, and served as the terminal for the Allegheny Valley, PFtW&C, and the Pennsylvania Railroad. |
| Washington, D.C. | Washington Union Station |  | Main article:Washington Union Station Union Station, built jointly with the B&O, served as a hub for Pennsy passenger services in the nation's capital, with connections to the B&O, andSouthern Railway. The station was designed by architectDaniel Burnham and opened in 1908. TheRichmond, Fredericksburg & Potomac Railroad provided a link toRichmond, Virginia, about 100 miles (160 km) to the south, where major north–south lines of theAtlantic Coast Line andSeaboard Air Line railroads provided service to North and South Carolina, Georgia, and Florida.Washington Union Station is the location ofAmtrak's headquarters and serves Amtrak and regional commuter railroads, including MARC andVRE. |
As a part of Norfolk Southern's 30th anniversary, they painted 20 new locomotives into predecessor schemes. NS #8102, aGE ES44AC, was painted into the Pennsylvania RR scheme.
As a part ofNew Jersey Transit's 40th anniversary in 2019, three locomotives were painted into predecessor schemes.Bombardier ALP-46A #4636 was wrapped into the Pennsylvania RR scheme.[83]
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