In 1931 and 1932, Pullman rebuilt 20 16-section cars to have 14 sections and 6 washrooms. What was the reason for the 4 additional washrooms?
Incidentally 4 of these cars were rebuilt for service on a a New York-New Orleans train.
You got this out of Neubauer’s list while reviewing the four Williams, didn’t you?
Nope, Passenger Car Catalog Pullman Operated Equipment 1912-1949 by Kratville.
This work shows diagrams of the floor plans of various cars.
The new names of the cars were Henry W. Grady, John T. Morgan, John M. Morehead, and John Slidell.
I guess it was because of the Jim Crow laws, racial segregation. The population of African Americans in New Orleans is still high nowadays, and the south was governed by the party that passed the Jim Crow laws, African Americans were not allowed to vote, serve on juries and local office… Just a wild guess. [C]
The cars were probably a response to the Pickwick Night Coach, a double-deck Pullman-style road coach. Pacific Greyhound bought 10 around 1930, probably for LA-SF service.
The 16 section cars cars were originally rebuilt (to plan 2412H) for SP’s Sunset and Lark (used between LA and SF on both trains), with ten standard section plus four sections paired with four of the lavatories set up as “private sections”. Car names started with “Dale”. Most of the cars were rebuilt in 1937 to plan 4042B (10 sec, 2DBR, 1Cpt) and named for colleges. Four similar cars were rebuilt for Southern.
The names of the cars rebuilt to plan 2412H cars that were painted for Southern Ry. and named after important southerners:
Marshland → John T. Morgan → wrecked in 1933 on PRR at Tuxedo MD
Nacora → Daleview → John T. Morgan (1933) → Smith College
Trollope → John Slidell → Tufts College
Krantwood → John Morehead → Salem College
Graytown → Henry W. Grady → Heidelberg College
All four of the names had prevously been used on other cars assigned to Southern, built new in 1925 and 1929.
All of the rebuilds were plan 4042B 10 secs, 2 DBR, 1 Cpt. and ended up in Southern Railway ownership.
Thanks again to the Pullman Project database.
That’s it!.
The sections and their assigned washrooms were arranged on each side of the aisle thus from one end of the car: public washroo,: private section, 2 private washrooms (each taking 1/2 the space of a section, and thus were not as roomy as a regular washroom), private section, and then 5 ordinary sections. From the diagram, these private sections had curtains, just as the other sections did, so the porter was not hampered in preparing the berths as they were hampered by the aisle walls in enclosed sections. The only advantage (as I see such) to these sections was that the occupant(s) did not have to wait to use the washroom.
Although later better known for “High Speed” freight service, this steam road handled interurban trailers for short distances for several connecting lines. Although several other trunk lines shared its territory, it was the only road that regularly did so.
I think I remember reading about such an arrangement between the Indiana Railroad (the interurban) and the Nickle Plate (NYC&StL). 'No reason that steam railroad would not have had similar arrangements with the C&LE, Detroit-Toledo, and Northen Ohio.
Yup. Most of the distances NKP handled the cars were fairly short. CERA box trailers had normal train air on their radial couplers. The cars were handled in short cuts, so the relative underframe strength wasn’t an issue. Most of the activity had dried up by the time any ICC orders about arch-bar trucks in interchange service kicked in.
A specific streetcar route operated for only one week, inaugurated and ended several years after WWII. It represented a curtailmenet of a much longer lasting line, the curtailment caused by a reconstruction and repair project. Its own end after one week was caused by a street repaving project, but middle portion of the original line was continued to be operated by streetcars for several months more, with one end at the one-week line’s cutback terminal and the other at an even more distant terminal than the original line, using different equipment.
Only double-end streetcars were used in all these operations.
Where, when, why?
Hint: Both the long-term line and the subsequent one-week shortened line served two large and important educational institutions, and at the end of the week, only one was seved by the remnant, although the other still had some streetcar service.
Hint: The long term original line served a large city and a snall city. The one-week operation served only the small city. The route that ran on the remaining section served the small city and a suburban town that also had a direct streetcar line to the large city. The eventual replacement bus again served a close copy of the original route involting the large and small cities.
For a time it was operated with trackless trolleys. This involved new wire over a large turnback loop over two streets that never had streetcar rails.
Today, the bus also is close to the original route, but is extended over a second bus line that has been combined with it. One can transfer to rail at four locations,. two at its terminals.
East Coast
The constructioni project that closed the two-city line and instituted the one-week cutback to just one city, the smaller, involved a bridge rebuilding.
The Briege having been rebuilt during the time when there was no transit service across it, still has the name of one of the two educational insitutions but is used only very occasionally by its students. However, students of the other educaional institution use it regulaly, to and from classes, and some resent its name. The very first local horsedrawn transit service in the metropolitan area used the bridge; it had an early horsedrawn streetcar line, electrified before 1900, and lasted until the bridge was overhauled without streetcar tracks and the one-week-only service inaugurated, itself ended by a paving project at the lines other end. When the bridge reopened, it was with pre-WWII gas buses, then came TTs with new wire over the bridge, and then diesel buses. The TTs were the miniority make within the total large TT fleet of the system.
Before the bridge rebuilding, the streetcar line had partially or fully off-street loops at each end, but never saw regular service from any of the PCCs in a fairly large fleet of PCCs, athough PCCs did cover the line or part of it on fantrips. One type of double-end lightwieghts from a very large fleet of them was used. But the remaining trackage after the one week saw only the oldest cars still in use by the system, also double-end. (PCCs were and are the only single-end cars ever used on the system. Een then, the system did use double-end PCCs, the only North American system that used both single and double-end PCCs.)
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Looks like line 76, which ran from Harvard Square to MIT for a week before the MIT-Central Square section was added to the Watertown-Central Square line. Converted to trackless trolley April 1950, to bus in 1961. The then-MTA used type 5 and center-entrance cars on routes requiring double ended cars. The PCCs began arriving in the late 1930s, with the double-end PCCs coming used from Dallas in 1956. Some of the Dallas cars are still in service on the Mattapan line along with a few original Boston PCCs.
The MIT bridge links Boston and Cambridge across the Charles. My Dad used it to get to MIT from his frat house in the 1940s.
OK except:
- Bridge always named Harvard Bridge, much to annoyance of us MIT people. When first opened around 1885, MIT, fairly new at the time, had not moved from the original Back Bay campus across the river to Cambrudge along Memorial Drive.
2, No Dallas cars are still in service on MBTA. Mattapan - Ashmont was their last passenger-carrying regular route, but now only the wartime PCCs are there. No Dallas car got the heavy rebuilding and air-conditioning that all Boston PCCs still in service receive
- Type 4 dseck-roof heavyweight cars, even older than the Center=Entramce cars, were used on Central Square - Watertown until end of streetcar service in 1950 or 1951, and thus ran to MIT. to Memorial Drive, 1949 and early 1950.
Look forward to your question.
Dad always called it the MIT bridge…Maybe to annoy the Harvard folks. At least that explains why the frat house is in Back Bay.
I’ll post a new question later today.
Type 4 at Central Square
At MIT
All of the type 4s were scrapped. A few type 5s are around in museums, along with a couple of center-entrance cars.
For good customer Union Pacific, Pullman rebuilt several UP-owned cars to plan 4177 for service on light-traffic lines in Idaho and Washington. The cars were Pullman-oprated, but some of the cars’ accomodations were of a type not normally associated with Pullman. To satisfy somebody’s problem with the cars being labelled as …-sleepers, they were listed under another designation in UP’s and Pullman’s list of cars. Give the car designation and maybe one of the cars’ endpoints.