Questions About MP54s

[One of One-Sixty]

I am kitbashing some PRR MP-54 MU coaches and MPB-54 MU Baggage cars from some Bachmann coaches, and upon doing my research I found that there was various variants of the MP-54s, with that being said, I am basing my kitbash on the MP-54E5, MP-54E6 MU coach cars and MPB-54E5 Baggage cars.

My question is in what consists did these run?  Was it all powered coaches in a consist or was there any unpowered coaches thrown in there as well?  And if so, are they from the earlier variants or just plain MP-54s?

[3rdrail]

There were specific MP54 trailers, with some paired with powered cars. The plain mP54 coaches, as used in the Pittsburgh area could not be used as they had no wiring to permit MU operations.

[rtroop]

The 49 class MP54E5  cars which were rated at 450 horsepower and the 49 MP54E6 MU cars rated at 508 horsepower did not pull non-powered trailers. The single 450 horsepower  MPB54E5 also did not pull trailers.  Only cars rated at 736 horsepower were designed to pull trailers.  These include 38 class MP54E3 and 3 class MP54BE3 and were semi-permanently to 41 class MP54T trailers. The trailers had no pantographs or power trucks but had operator controls on one end.

In addition the 43 class MP54E1 the 144 class MP54E2 which were rated at 400 horsepower did not pull trailers.

[One of One-Sixty]

Okay thanks, thats helps a lot  I am surprised that they only made 49 of each of the two classes.

[rtroop]

Almost all of the over 350 MP54MU cars started life as P54 class cars for suburban service behind steam power. They were built in 1910 and were designed with the future conversion to electric MU operation in mind. The MP54E1s were converted between 1915 and 1922, the MP542Es between 1926 and 1930, and the MP54E3s and MP54BE3s between 1932 and 1937.  Between 1950 and 1953,  98 MP54E1s and MP54E2s were refurbished with new interiors, aluminum window sashes, new trucks and new electrical equipment from either Westinghouse or General Electric. Those with Westinghouse equipment were classed MP54E5 and those with GE equipment became class MP54E6.  These were the final modifications to the MP54 fleet since the new Class MP85 series Budd Pioneer III cars were scheduled to begin service in 1958 and the 38 Budd Silverliners arrived in 1963.  The rough riding, un-air condition MP54s soldiered on through the Penn Central fiasco and well into the Conrail era.

[One of One-Sixty]

Wait I thought the Pioneer III and the Silverliners I designated as MP85e was the same thing, but later after the dissolve of the PRR transist agencies relabeled them kinda like what happened with the Bombardier Comet cars when MBTA, NJT, SEPTA and other companies have done.

[rtroop]

The Pennsy had 4 separate classifications for cars  in the MP85 series.

There were 3 class MP85AE  cars  which weighed 89,400 lbs, seated 125, and were numbered 150,152 154.   

There were 3 class MP85E cars which weighed 93,200 lbs, seated 128, and were numbered 151, 153, 155.

These 6 cars were called Pioneer III by Budd.  All were delivered in 1958 with standard pantographs, Ignitron type vacuum tube rectifiers to convert AC to DC for the traction motors and were rated at 380 horsepower. ( As a side note, Budd’s Pioneer I was a stainless steel airplane from 1929, and the Pioneer II was the stainless steel Pioneer Zephyr.)

There were 19 class MP85BE1 cars which weighed 101,400 lbs, seated 124 and were numbered 201 – 219. 

There were 19 class MP85CE1 cars which weighed 101,400 lbs, seated 127 and were numbered 251 – 269.

These 38 cars were called Silverliners. They were delivered in 1963 with Faively pantographs, used silicon diode rectifiers and were rated at 550 horsepower.

Also, all MU cars that were equipped with cab signals and automatic train stop equipment were given a -TC suffix to the class number.  These included all of the MP85 series and all but about 55 of the MP54 series.

[One of One-Sixty]

I thought 201-219 and 251-269 were Silverliner IIs along with Reading RR Silverliner IIs 9001-9017

[rtroop]

All of the different names used in print can become confusing but a 1964 Budd magazine ad identifies them as Silverliners not Silverliner IIs.  In later (non Pennsy years) I think the original Pioneer III cars  were dubbed Silverliner I and the others Silverliner II. I suppose this  seemed to make sense and fit in with the naming of the Silverliner IIIs from the St.Louis car Company and the Silverliners IVs from GE.  Whatever the popular names were I believe they were listed on the official equipment register by manufacturer and class number only.

[ljudice]

Weren't the MP54's modified again after the metroliners entered service - I seem to recall changes to their windows to prevent "suck-out" which was occurring on some cars???