D&H Passenger Cars
Delaware & Hudson Railway Complete Passenger Car Roster | ||||||||||
---|---|---|---|---|---|---|---|---|---|---|
No. | Mat'l | Type | AAR Class | Capy. | Built | Builder | Original Owner | Acq'd | Disposition | Notes |
21 | Stainless | Coach | 52 | 1950 | P-S | D&RGW #1241 | 10/1967 | sold to Venezuela 1972 | D&H Color Guide, p. 21 | |
22 | Stainless | Coach | 52 | 1950 | P-S | D&RGW #1242 | 10/1967 | sold to Venezuela 1972 | ||
23 | Stainless | Coach | 52 | 1950 | P-S | D&RGW #1243 | 10/1967 | sold to Venezuela 1972 | ||
24 | Stainless | Coach | 52 | 1950 | P-S | D&RGW #1245 | 10/1967 | sold to Venezuela 1972 | D&H Color Guide, p. 20 | |
25 | Stainless | Coach | 52 | 1950 | P-S | D&RGW #1246 | 10/1967 | sold to Venezuela 1972 | ||
31 | Steel | Coach | 62 | 1949 | ACF | EL #1302 | 3/1970 | "Ausable River" | ||
32 | Steel | Coach | 62 | 1949 | ACF | EL #1303 | 3/1970 | "Bulwagga Bay" | ||
33 | Steel | Coach | 62 | 1949 | ACF | EL #1309 | 3/1970 | "Mount Marcy", later renamed "Schroon Lake" - D&H Color Guide, p. 27 | ||
34 | Steel | Coach | 62 | 1949 | ACF | EL #1313 | 3/1970 | "Whiteface Mountain" - D&H Color Guide, p. 20 | ||
35 | Stainless | Buffet-Lounge Dome | 1955 | Budd | CP #507 | lease 8/1974 | lease terminated 4/1975 | "Willsboro Point" - D&H Color Guide, p. 5, 25 | ||
36 | Stainless | Buffet-Lounge Dome | 1954 | Budd | CP #500 | lease 8/1974 | lease terminated 4/1975 | "Bluff Point" - D&H Color Guide, p. 5, 25 | ||
41 | Stainless | Diner-Lounge | 1950 | P-S | D&RGW #1280 | 10/1967 | "Mt. Timpanogos", later renamed "Saratoga Inn" - D&H Color Guide, p. 22, 26 | |||
42 | Stainless | Diner-Lounge | 1950 | P-S | D&RGW #1281 | 10/1967 | "Jame Peak", later renamed "Adirondack Lodge" | |||
43 | Stainless | Buffet-Lounge | 1950 | P-S | D&RGW #1290 | 10/1967 | transferred to Guilford | "Champlain" - D&H Color Guide, p. 23 | ||
50 | Wood | Business Car | PV | 1886 | Gilbert Car Works | rebuilt from #500 in 1911 | 1886 | rebuilt again to #300 in 1923 | ||
51 | Stainless | Baggage-Mail | 1950 | P-S | D&RGW #1210 | 10/1967 | sold to NdeM 1978 | |||
52 | Stainless | Baggage-Mail | 1950 | P-S | D&RGW #1211 | 10/1967 | sold to NdeM 1978 | |||
53 | Stainless | Baggage-Mail | 1950 | P-S | D&RGW #1212 | 10/1967 | sold to NdeM 1978 | |||
56 | Stainless | Baggage | 1950 | P-S | D&RGW #1200 | 10/1967 | sold to C&O 1977 | "Town of Stillwater" - D&H Color Guide, p. 24 | ||
80 | Wood | Business Car | PV | 1886 | D&H | | 1886 | D&H Canal Company Gravity Railroad "Officers' Car," built in Carbondale to 4'3" gauge. | ||
100 | Wood | Business Car | PV | 1904 | D&H | rebuilt from #199 in 1924 | 1904 | Featured a wood body with steel end reinforcements, a steel underframe and measured 67' over the end sills and 77'7" over the buffers. The observation section was modified to 15', the dining room to 14'. The interior was black walnut with head lining of light gray and included 1 drawing room, 1 stateroom and berths for a sleeping capacity of 7 excluding the porters. The rebuilding included electric lights. The car rode on six wheeled trucks and weighed 158,000 lbs. Became Riding Car # 30107 by 1/1/1941. | ||
100 | Steel | Business Car | PV | Pullman | N&W #102 | 9/1976 | transferred to Guilford | N&W diagram dated 8/15/1957. Sleeps 8 plus 2 porters. | ||
101 | Wood | Combine | CA | 40 | 1904 | D&H | original #545/#539, rebuilt 1926 | 4-wheel trucks and arch roof. Listed in ORER as late as 1953. 40-seat capacity with 35' 2 1/4" baggage compartment and 33'9" passenger compartment. Overall length 76' 5 3/8". | ||
102 | Wood | Combine | CA | 40 | 1904 | D&H | original #546/#549, rebuilt 1927 | sold to Blackmont & Haverhill Railroad | Virtually identical to #101, this car had 2 pairs of windows either side of the baggage door. | |
103 | Wood | Combine | CA | 38 | 1907 | ACF | rebuilt | gone by 1955 | Clerestory roof and 4-wheel trucks. Baggage compartment was 26' 2 7/8" while the passenger compartment was 33' 9 3/8". | |
105 | Wood | Combine | CA | 30 | ACF | rebuilt from #340 in 1940 | Baggage compartment of 32'2 7/8" and a passenger compartment for 30 of 27' 9 3/8". Clerestory roof with 4 wheel trucks. | |||
106 | Wood | Combine | CA | 28 | 1903 | ACF | rebuilt from #269/#322 in 1943 | retired by 1955 | painted in the World's Fair paint scheme | |
107 | Wood | Combine | CA | 36 | 1893 | Wasson | rebuilt from #544/#197 in 1928 | 4-wheel Commonwealth express reefer trucks equipped with Hyatt Roller Bearings. Baggage compartment was 36'10" while the passenger compartment was 30'1". The car had two pairs of baggage doors and a blind end, with open platform on the other. It is frequently seen in photos of the Carbondale local trains. | ||
108 | Wood | Combine | CA | 1907 | ACF | rebuilt from #547/#329 | ||||
109 | Wood | Combine | CA | 1907 | ACF | rebuilt from #548/#330 | ||||
111 | Wood | Combine | CA | 18 | rebuilt from #550/#326 | Built as open platform car. Photographed as #550 on 9/20/1936 in Oneonta (Bob's Photos collection). | ||||
112 | Wood | Combine | CA | 1907 | ACF | rebuilt from #551/#328 | Built as open platform truss rod car. Had 3 bunks in paassenger compartment. D&H in Color, Vol. 1, p. 47 | |||
151 | Steel | Diner-Lounge | DP | 38 | 1928 | Pullman | original #607 | 1940 | D&H Color Guide, p. 16 | |
152 | Steel | Diner | DP | 38 | 1941 | Pullman | 1941 | D&H Color Guide, p. 14 | ||
153 | Wood | Diner | 1904 | Barney & Smith | rebuilt from #605/#600 in 1926 | retired 1962 (?) | Arch roof, 6-wheel Commonwealth top-equalized trucks. Reported to have a Colonial décor, as if a Vermont tavern. Reported to have worn the World's Fair scheme at one time. | |||
153 | Steel | Diner | DA | 38 | 1930 | Pullman | NYC #665 | 3/27/1956 | D&H Color Guide, p. 14 | |
154 | Steel | Diner-Lounge | DA | 1914 | Pullman | NYC #519 | 1941 | D&H Color Guide, p. 17 | ||
161 | Wood | Diner | 28 | 1904 | Barney & Smith | rebuilt from #601 in 1927 | retired prior to 1946 | Arch roof. Small dining section for 14 and parlor seats for 14. The car was one of the first applications of air conditioning on the railroad. Used on Susquehanna Division trains #305-308 until sometime in the mid-1930s. Equiupped with Timken roller bearing trucks. | ||
162 | Wood | Diner | 28 | 1904 | Barney & Smith | rebuilt from #602 in 1931 | retired prior to 1946 | Nearly identical to #161, used in same service. | ||
163 | Wood | Diner | 1932 | D&H | rebuilt from #603 in 1942 | Originally had clerestory roof, given arch roof during rebuilding. Air-conditioned, assigned to Saratoga- Champlain divisions. | ||||
199 | Wood | Business Car | PV | 1904 | D&H | 1904 | Car shell was built by the Oneonta Shops and the interior was constructed as a kit by Barney & Smith of Dayton. The car included a 16' observation section, a 13' dining section, a 6'6" kitchen, a 3'2" pantry, 2 staterooms, 6 berths and 2 folding beds. Rebuilt to #100 in 1924. | |||
200 | Wood | Business Car | PV | 1893 | Wasson | Car was constructed with wood underframe and truss rods and weighed in at 69,300 lbs. It rode on four wheeled pedestal trucks and featured a mahogany and ash interior. The car was rebuilt in 1904 to 65'5" length over sills and a weight of 122,000 lbs. The rebuilding included conversion to six wheeled trucks and the addition of a steel channel underframe. In 1927, car #200 underwent an extensive rebuilding with a metal frame superstructure, fishbelly steel underframe and metal side sills. The interior featured black walnut paneling with hardware finished in a satin silver. It included 3 "Pullman" compartments, with a sleeping capacity of 8 (excluding porters), and a 29' observation section. The car measured 73' over end sills and weighed in at 160,500 lbs. Suggestion that the car was rebuilt again with steel siding in 1940. This car was sold to the Mexican National Railway just prior to the Guilford purchase of the D&H. Trackside with Gerrit Bruins, p. 32, 87 | ||||
201 | Steel | Coach | PB | 76 | 10/1939 | ACF | ||||
202 | Steel | Coach | PB | 76 | 10/1939 | ACF | "Lake Placid," rebuilt 1974-1975 - D&H Color Guide, p. 15 | |||
203 | Steel | Coach | PB | 76 | 10/1939 | ACF | Trackside with Gerrit Bruins, p. 19 | |||
204 | Steel | Coach | PB | 76 | 10/1939 | ACF | "Lake George," rebuilt 1974-1975 | |||
205 | Steel | Coach | PB | 76 | 10/1939 | ACF | "Fort Ticonderoga," rebuilt 1974-1975 - D&H Color Guide, p. 16, 26 | |||
206 | Steel | Coach | PB | 76 | 10/1939 | ACF | "Essex County" - D&H in Color, Vol. 2, p. 27 | |||
208 | Steel | Commuter Coach | PB | Osgood- Bradley | B&A | sold to LIRR / NYS&W | ||||
209 | Steel | Commuter Coach | PB | Osgood- Bradley | B&A | sold to LIRR / NYS&W | ||||
210 | Steel | Commuter Coach | PB | Osgood- Bradley | B&A | sold to LIRR / NYS&W | D&H in Color, Vol. 1, p. 11 D&H Color Guide, p. 18 | |||
211 | Steel | Commuter Coach | PB | Osgood- Bradley | B&A | sold to LIRR / NYS&W | ||||
212 | Steel | Commuter Coach | PB | Osgood- Bradley | B&A | sold to LIRR / NYS&W | ||||
213 | Steel | Commuter Coach | PB | Osgood- Bradley | B&A | sold to LIRR / NYS&W | ||||
214 | Steel | Commuter Coach | PB | Osgood- Bradley | B&A | sold to LIRR / NYS&W | ||||
215 | Steel | Commuter Coach | PB | Osgood- Bradley | B&A | sold to LIRR / NYS&W | ||||
216 | Steel | Commuter Coach | PB | Osgood- Bradley | B&A | sold to LIRR / NYS&W | ||||
217 | Steel | Commuter Coach | PB | Osgood- Bradley | B&A | sold to LIRR / NYS&W | ||||
218 | Steel | Commuter Coach | PB | Osgood- Bradley | B&A | sold to LIRR / NYS&W | ||||
219 | Steel | Commuter Coach | PB | Osgood- Bradley | B&A | sold to LIRR / NYS&W | ||||
220 | Steel | Commuter Coach | PB | Osgood- Bradley | B&A | sold to LIRR / NYS&W | ||||
221 | Steel | Commuter Coach | PB | Osgood- Bradley | B&A | sold to LIRR / NYS&W | ||||
222 | Steel | Coach | PB | 70 | 1916 | Barney & Smith | original #352 | 1940-1944 | 1939 World's Fair green & cream - Trackside with Gerrit Bruins, p. 123 | |
223 | Steel | Coach | PB | 70 | 1916 | Barney & Smith | original #353 | 1940-1944 | D&H Color Guide, p. 13 | |
224 | Steel | Coach | PB | 84 | 1916 | Barney & Smith | original #354 | 1940-1944 | ||
225 | Steel | Coach | PB | 84 | 1916 | Barney & Smith | original #355 | 1940-1944 | ||
226 | Steel | Coach | PB | 84 | 1916 | Barney & Smith | original #356 | 1940-1944 | ||
227 | Steel | Coach | PB | 74 | 1916 | Barney & Smith | original #357 | 1940-1944 | Trackside with Gerrit Bruins, p. 116 | |
228 | Steel | Coach | PB | 74 | 1916 | Barney & Smith | original #358 | 1940-1944 | Trackside with Gerrit Bruins, p. 80 D&H Color Guide, p. 13 | |
229 | Steel | Coach | PB | 74 | 1916 | Barney & Smith | original #359 | 1940-1944 | sold to Central New York Chapter NRHS | "C.J. Brierley" - Trackside with Gerrit Bruins, p. 34 D&H Color Guide, p. 27 |
230 | Steel | Coach | PB | 74 | 1916 | Barney & Smith | original #360 | 1940-1944 | Delaware & Hudson (Shaughnessy), p. 409 | |
231 | Steel | Coach | PB | 86 | 1916 | ACF | original #361 | 1916 | ||
232 | Steel | Coach | PB | 90 | 1916 | ACF | original #362 | 1916 | Trackside with Gerrit Bruins, p. 33, 80 | |
233 | Steel | Coach | PB | 74 | 1916 | ACF | original #363 | 1916 | D&H Color Guide, p. 13 | |
234 | Steel | Coach | PB | 74 | 1916 | ACF | original #364 | 1916 | ||
235 | Steel | Coach | PB | 74 | 1916 | ACF | original #365 | 1916 | ||
236 | Steel | Coach | PB | 74 | 1916 | ACF | original #366 | 1916 | ||
237 | Steel | Coach | PB | 74 | 1916 | ACF | original #367 | 1916 | ||
238 | Steel | Coach | PB | 74 | 1916 | ACF | original #368 | 1916 | ||
239 | Steel | Coach | PB | 90 | 1916 | ACF | original #369 | 1916 | ||
240 | Wood | Coach | PB | 82 | 1904 | Barney & Smith | rebuilt from #246 in 1932 | 1904 | truss rod, arch windows removed during rebuild | |
241 | Wood | Coach | PB | 82 | 1904 | Barney & Smith | rebuilt from #248 in 1932 | 1904 | truss rod, arch windows removed during rebuild D&H in Color, Vol. 1, p. 56 D&H Steam in Color, p. 114 | |
241 | Wood | Business Car | PV | 1893 | Wasson | 1893 | Business car on the G&J. A restoration of one of the Penn Division commuter cars, which had been in company service prior to the restoration. Its numbers are unknown, but samples of such cars include #30110 and #30111. | |||
242 | Wood | Coach | PB | 82 | 1907 | Barney & Smith | rebuilt in 1932 | 1907 | truss rod, arch windows retained during rebuild | |
243 | Wood | Coach | PB | 82 | 1904 | Barney & Smith | rebuilt in 1922 | 1904 | truss rod, arch windows removed during rebuild, painted in streamlined scheme | |
244 | Wood | Coach | PB | 82 | 1904 | Barney & Smith | rebuilt in 1922 | 1904 | truss rod, arch windows removed during rebuild, painted in streamlined scheme | |
245 | Wood | Coach | PB | 82 | 1904 | Barney & Smith | rebuilt in 1922 | 1904 | truss rod, arch windows removed during rebuild | |
247 | Wood | Coach | PB | 82 | 1904 | Barney & Smith | rebuilt post-1922 | 1904 | truss rod, arch windows removed during rebuild | |
248 | Wood | Coach | PB | 82 | 1904 | Barney & Smith | rebuilt post-1922 | 1904 | truss rod, arch windows removed during rebuild, painted in World's Fair scheme | |
249 | Wood | Coach | PB | 82 | 1904 | Barney & Smith | rebuilt post-1922 | 1904 | truss rod, arch windows removed during rebuild | |
250 | Wood | Coach | PB | 82 | 1904 | Barney & Smith | rebuilt post-1922 | 1904 | truss rod, arch windows removed during rebuild, painted in World's Fair scheme | |
251 | Wood | Coach | PB | 82 | 1904 | Barney & Smith | rebuilt post-1922 | 1904 | truss rod, arch windows removed during rebuild | |
252 | Wood | Coach | PB | 82 | 1904 | Barney & Smith | rebuilt post-1922 | 1904 | truss rod, arch windows removed during rebuild, slightly lower than other rebuilds and contained luggage racks, painted in World's Fair scheme | |
253 | Wood | Coach | PB | 82 | 1904 | Barney & Smith | rebuilt from #259 post-1922 | 1904 | truss rod, arch windows removed during rebuild, Delaware & Hudson (Shaughnessy), p. 422 | |
254 | Wood | Coach | PB | 82 | 1904 | Barney & Smith | rebuilt post-1922 | 1904 | truss rod, arch windows removed during rebuild | |
255 | Wood | Coach | PB | 82 | 1904 | Barney & Smith | rebuilt post-1922 | 1904 | truss rod, arch windows removed during rebuild | |
256 | Wood | Coach | PB | 82 | 1904 | Barney & Smith | rebuilt post-1922 | 1904 | truss rod, arch windows removed during rebuild | |
257 | Wood | Coach | PB | 82 | 1904 | Barney & Smith | rebuilt post-1922 | 1904 | truss rod, arch windows removed during rebuild | |
258 | Wood | Coach | PB | 82 | 1904 | Barney & Smith | rebuilt post-1922 | 1904 | truss rod, arch windows removed during rebuild | |
259 | Wood | Coach | PB | 82 | 1907 | Barney & Smith | rebuilt from #346 post-1922 | 1907 | truss rod, arch windows removed during rebuild, steel center sill | |
260 | Wood | Coach | PB | 82 | 1907 | Barney & Smith | rebuilt post-1922 | 1907 | truss rod, arch windows retained during rebuild | |
261 | Wood | Coach | PB | 82 | 1907 | Barney & Smith | rebuilt post-1922 | 1907 | truss rod, arch windows retained during rebuild | |
262 | Wood | Coach | PB | 82 | 1907 | Barney & Smith | rebuilt from #350 post-1922 | 1907 | truss rod, arch windows removed during rebuild, steel center sill | |
263 | Wood | Coach | PB | 82 | 1907 | Barney & Smith | rebuilt from #351 post-1922 | 1907 | truss rod, arch windows removed during rebuild, steel center sill | |
264 | Wood | Coach | PB | 82 | 1904 | Barney & Smith | rebuilt post-1922 | 1904 | truss rod, arch windows removed during rebuild, had partitioned smoking area | |
265 | Wood | Coach | PB | 82 | 1904 | Barney & Smith | rebuilt from #261 post-1922 | 1904 | six axle, truss rod, arch windows removed during rebuild, had partitioned smoking area D&H in Color, Vol. 1, p. 47 | |
271 | Wood | Coach | PB | 74 | 1903 | ACF | rebuilt from #344/#236 in 1927 | 1903 | steel center sill | |
273 | Wood | Coach | PB | 66 | 1907 | ACF | 1907 | after 1946 | ||
274 | Wood | Coach | PB | 74 | 1907 | ACF | original #334 | 1907 | ||
275 | Wood | Coach | PB | 74 | 1907 | ACF | original #335 | 1907 | ||
276 | Wood | Coach | PB | 66 | 1907 | ACF | 1907 | after 1946 | ||
277 | Wood | Coach | PB | 74 | 1907 | ACF | original #337 | 1907 | ||
278 | Wood | Coach | PB | 74 | ||||||
279 | Wood | Coach | PB | 74 | 1907 | ACF | original #339 | 1907 | ||
280 | Coach | PB | 74 | |||||||
281 | Wood | Coach | PB | 74 | 1907 | ACF | original #341 | 1907 | ||
282 | Wood | Coach | PB | 74 | 1907 | ACF | original #342 | 1907 | ||
285 | Wood | Coach | PB | 1893 | Wasson | D&H Canal Co. #268 later #13, rebuilt in 1927 | 1893 | Retained open platforms after rebuild. Used on the Penn Division, it had 32 seats set up in the middle of the car. Its use is unknown. | ||
287 | Wood | Coach | PB | 82 | 1893 | Wasson | rebuilt 1929-1930 | 1893 | truss rod | |
288 | Wood | Coach | PB | 82 | 1893 | Wasson | rebuilt 1929-1930 | 1893 | truss rod | |
289 | Wood | Coach | PB | 82 | 1893 | Wasson | rebuilt 1929-1930 | 1893 | truss rod - D&H Steam in Color, p. 113 | |
290 | Wood | Coach | PB | 82 | 1893 | Wasson | rebuilt 1929-1930 | 1893 | truss rod - D&H in Color, Vol. 1, p. 113 | |
291 | Wood | Coach | PB | 82 | 1893 | Wasson | rebuilt 1929-1930 | 1893 | truss rod | |
292 | Wood | Coach | PB | 82 | 1893 | Wasson | rebuilt 1929-1930 | 1893 | truss rod | |
293 | Wood | Coach | PB | 82 | 1893 | Wasson | rebuilt 1929-1930 | 1893 | truss rod | |
294 | Wood | Coach | PB | 82 | 1893 | Wasson | rebuilt 1929-1930 | 1893 | truss rod | |
295 | Wood | Coach | PB | 82 | 1893 | Wasson | rebuilt 1929-1930 | 1893 | truss rod | |
296 | Wood | Coach | PB | 82 | 1893 | Wasson | rebuilt 1929-1930 | 1893 | truss rod | |
297 | Wood | Coach | PB | 82 | 1893 | Wasson | rebuilt 1929-1930 | 1893 | truss rod - D&H Steam in Color, p. 114 | |
298 | Wood | Coach | PB | 82 | 1893 | Wasson | rebuilt 1929-1930 | 1893 | truss rod | |
299 | Wood | Coach | PB | 82 | 1893 | Wasson | rebuilt 1929-1930 | 1893 | truss rod | |
300 | Wood | Business Car | PV | 1886 | Gilbert Car Works | rebuilt from #50 in 1923 | 1886 | Built as #500, rebuilt to #50 in 1911. Rebuilt again in 1923 at Oneonta to #300. Wood construction with steel end reinforcements. Body length was 73'6" and 84'1" over end sills. It featured a 12'3" observation section, 12'10" dining section, 2 staterooms, and 1 drawing room with sleeping capacity of 9 plus porters. The car's interior featured mahogany paneling with head lining of light blue. After reconstruction, the car weighed 166,000 lbs. A photo from Bob's Photos shows the car in Albany on 4/19/1936. Records say the car was converted to Riding Car #30108 by 1/1/1941. Another photo from Bob's shows the car in Oneonta on 5/22/1960 in company service on what appears to be the Oneonta wreck train as car #30108. | ||
300 | Steel | Business Car | PV | 1928 | Pullman | NYC #2 | 10/1955 | to EL #300, preserved | D&H diagram S-41328 shows its outline dated 12/13/1955. Came to the D&H with President William H. White (D&H President 1954-1966). The car was present in several paint schemes through the 1950s and returned to the original owner when Mr. White left the D&H. It continued service as #300 through the EL merger. It was seen on EL and D&H in EL colors as #300 through the late 1960s. A photo of Penn Central #2 taken in Springfield, MA on 4/1/1971 looks like the same car. Photo caption says the car became a Conrail car (unknown #). Another photo of PC #7 is also similar. Trackside with Gerrit Bruins, p. 124 | |
400 | Steel | Business Car | PV | 1911 | Pullman | built as #500 | 1911 | to Museum of Transportation (St. Louis), 1963 | The car was renumbered as #400 probably at about the time of the delivery of the 2nd #500 in 1917. The car still exists in the collection of the National Museum of Transportation, St. Louis, MO. It was donated by President Hiltz in 1962, supposedly with all interior fittings intact. Trackside with Gerrit Bruins, p. 108 | |
401 | Steel | Baggage | BE | 10/1957 | ACF | 10/1957 | sold to MP (10) and GM&O (15) in 1962-64 | |||
402 | Steel | Baggage | BE | 10/1957 | ACF | 10/1957 | sold to MP (10) and GM&O (15) in 1962-64 | |||
403 | Wood | Baggage | BE | rebuilt from #414 in 1884 | scrapped by 1938 | open platform car with cupola | ||||
403 | Steel | Baggage | BE | 10/1957 | ACF | 10/1957 | sold to MP (10) and GM&O (15) in 1962-64 | |||
404 | Steel | Baggage | BE | 10/1957 | ACF | 10/1957 | sold to MP (10) and GM&O (15) in 1962-64 | |||
405 | Steel | Baggage | BE | 10/1957 | ACF | 10/1957 | sold to GM&O #457 in 1962-64 | Preserved in D&H paint at the Monticello Railway Museum (Monticello, IL) | ||
406 | Steel | Baggage | BE | 10/1957 | ACF | 10/1957 | sold to MP (10) and GM&O (15) in 1962-64 | |||
407 | Steel | Baggage | BE | 10/1957 | ACF | 10/1957 | sold to MP (10) and GM&O (15) in 1962-64 | D&H Color Guide, p. 12 | ||
408 | Steel | Baggage | BE | 10/1957 | ACF | 10/1957 | sold to MP (10) and GM&O (15) in 1962-64 | |||
409 | Steel | Baggage | BE | 10/1957 | ACF | 10/1957 | sold to MP (10) and GM&O (15) in 1962-64 | |||
410 | Steel | Baggage | BE | 10/1957 | ACF | 10/1957 | sold to MP (10) and GM&O (15) in 1962-64 | |||
411 | Wood | Baggage | BE | 1884 | D&H | rebuilt from #431 in 1925 | 1884 | Arch roof, 53' 7 ½" over buffers. Not equipped with diaphragms. | ||
411 | Steel | Baggage | BE | 10/1957 | ACF | 10/1957 | sold to MP (10) and GM&O (15) in 1962-64 | |||
412 | Wood | Baggage | BE | 1891 | D&H | rebuilt from #434 in 1925 | 1891 | Clerestory roof, offset pairs of baggage doors. | ||
412 | Steel | Baggage | BE | 10/1957 | ACF | 10/1957 | sold to MP (10) and GM&O (15) in 1962-64 | |||
413 | Wood | Baggage | BE | 1891 | D&H | 1891 | ||||
413 | Steel | Baggage | BE | 10/1957 | ACF | 10/1957 | sold to MP (10) and GM&O (15) in 1962-64 | |||
414 | Wood | Baggage | BE | 1891 | D&H | rebuilt from #439 in 1925 | 1891 | Arch roof, 53' 7 ½" over buffers. | ||
414 | Steel | Baggage | BE | 10/1957 | ACF | 10/1957 | sold to MP (10) and GM&O (15) in 1962-64 | |||
415 | Wood | Baggage | BE | 1891 | D&H | rebuilt from #441 in 1925 | 1891 | Arch roof, 53' 7 ½" over buffers. | ||
415 | Steel | Baggage | BE | 10/1957 | ACF | 10/1957 | sold to MP (10) and GM&O (15) in 1962-64 | |||
416 | Wood | Baggage | BE | 1891 | D&H | rebuilt from #442 in 1925 | 1891 | Arch roof, 53' 7 ½" over buffers. | ||
416 | Steel | Baggage | BE | 10/1957 | ACF | 10/1957 | sold to MP (10) and GM&O (15) in 1962-64 | |||
417 | Steel | Baggage | BE | 10/1957 | ACF | 10/1957 | sold to MP (10) and GM&O (15) in 1962-64 | |||
418 | Steel | Baggage | BE | 10/1957 | ACF | 10/1957 | sold to MP (10) and GM&O (15) in 1962-64 | |||
419 | Steel | Baggage | BE | 10/1957 | ACF | 10/1957 | sold to MP (10) and GM&O (15) in 1962-64 | |||
420 | Steel | Baggage | BE | 10/1957 | ACF | 10/1957 | sold to MP (10) and GM&O (15) in 1962-64 | |||
421 | Steel | Baggage | BE | 10/1957 | ACF | 10/1957 | sold to MP (10) and GM&O (15) in 1962-64 | |||
422 | Steel | Baggage | BE | 10/1957 | ACF | 10/1957 | sold to MP (10) and GM&O (15) in 1962-64 | |||
423 | Steel | Baggage | BE | 10/1957 | ACF | 10/1957 | sold to MP (10) and GM&O (15) in 1962-64 | |||
424 | Steel | Baggage | BE | 10/1957 | ACF | 10/1957 | sold to MP (10) and GM&O (15) in 1962-64 | |||
425 | Steel | Baggage | BE | 10/1957 | ACF | 10/1957 | sold to MP (10) and GM&O (15) in 1962-64 | |||
443 | Steel | Baggage | BE | rebuilt in 1956 from #702 | 1956 | D&H Color Guide, p. 12 | ||||
444 | Steel | Baggage | BE | rebuilt in 1956 from #709 | 1956 | D&H Color Guide, p. 12 | ||||
447 | Wood | Baggage | BE | 1892 | D&H | rebuilt from #444 in 1931 | 1892 | Arch roof, 64' 5 ½" over buffers. Rode on Taylor trucks. | ||
448 | Wood | Baggage | BE | 1891 | D&H | rebuilt from #425 in 1930 | 1891 | Arch roof, 64' 5 ½" over buffers. Rode on standard 4-wheel trucks. | ||
449 | Wood | Baggage | BE | 1906 | rebuilt from #727 in 1913 | 1906 | Originally baggage-mail #727. It was 5" taller than cars 447-470 and had a width 5" less. | |||
450 | Wood | Baggage | BE | 1891-1909 | rebuilt 1929-1931 | 1891-1909 | Taylor or standard trucks | |||
451 | Wood | Baggage | BE | 1891-1909 | rebuilt 1929-1931 | 1891-1909 | Taylor or standard trucks | |||
452 | Wood | Baggage | BE | 1891-1909 | rebuilt 1929-1931 | 1891-1909 | Taylor or standard trucks | |||
453 | Wood | Baggage | BE | 1891-1909 | rebuilt 1929-1931 | 1891-1909 | Taylor or standard trucks | |||
454 | Wood | Baggage | BE | 1901 | rebuilt from #471 | 1901 | 65' length | |||
455 | Wood | Baggage | BE | 1902 | rebuilt from #497 | 1902 | 65' length | |||
456 | Wood | Baggage | BE | |||||||
457 | Wood | Baggage | BE | 1891-1909 | rebuilt 1929-1931 | 1891-1909 | Taylor or standard trucks | |||
458 | Wood | Baggage | BE | 1891-1909 | rebuilt 1929-1931 | 1891-1909 | Taylor or standard trucks | |||
459 | Wood | Baggage | BE | 1891-1909 | rebuilt 1929-1931 | 1891-1909 | Taylor or standard trucks | |||
460 | Wood | Baggage | BE | 1891-1909 | rebuilt 1929-1931 | 1891-1909 | Taylor or standard trucks | |||
461 | Wood | Baggage | BE | |||||||
462 | Wood | Baggage | BE | 1905 | rebuilt in 1927 | 1905 | 64' 5 ½" length, 4-wheel standard trucks, steel center sill, truss rods | |||
463 | Wood | Baggage | BE | 1905 | rebuilt in 1929 | 1905 | 64' 5 ½" length, 4-wheel standard trucks, steel center sill, truss rods | |||
464 | Wood | Baggage-Mail | BE | 1891-1909 | rebuilt 1929-1931 | 1891-1909 | Taylor or standard trucks D&H in Color, Vol. 1, p. 53 | |||
465 | Wood | Baggage | BE | 1905 | rebuilt in 1929 | 1905 | 64' 5 ½" length, 4-wheel standard trucks, steel center sill, truss rods | |||
466 | Wood | Baggage | BE | 1905 | rebuilt in 1929 | 1905 | 64' 5 ½" length, 4-wheel standard trucks, steel center sill, truss rods | |||
467 | Wood | Baggage | BE | 1906 | rebuilt in 1926 | 1906 | 64' 5 ½" length, retained celerestory roof | |||
468 | Wood | Baggage | BE | 1906 | rebuilt in 1926 | 1906 | 64' 5 ½" length, retained celerestory roof | |||
469 | Wood | Baggage | BE | 1906 | rebuilt in 1926 | 1906 | 64' 5 ½" length, retained celerestory roof | |||
470 | Wood | Baggage | BE | 1891-1909 | rebuilt 1929-1931 | 1891-1909 | Taylor or standard trucks | |||
471 | Wood | Baggage | BE | 1907 | ACF | arch roof, 64'2" length | ||||
472 | Wood | Baggage | BE | 1907 | ACF | clerestory roof, 64'2" length | ||||
473 | Wood | Baggage | BE | 1907 | ACF | clerestory roof, 64'2" length | ||||
474 | Wood | Baggage | BE | 1907 | ACF | clerestory roof, 64'2" length | ||||
475 | Wood | Baggage | BE | 1907 | ACF | clerestory roof, 64'2" length | ||||
476 | Wood | Baggage | BE | 1901 | D&H | rebuilt in 1915 | 1901 | Six-wheel trucks, windows at ends of car, rebuilt to convert from gas to electric lighting. Six-wheel Pullman trucks replaced with standard 4-wheel trucks in 1947. | ||
477 | Wood | Baggage | BE | 1901 | D&H | rebuilt in 1917 | 1901 | Six-wheel trucks, windows at ends of car, rebuilt to convert from gas to electric lighting. Six-wheel Pullman trucks replaced with standard 4-wheel trucks in 1947. | ||
478 | Steel | Baggage-Mail | BE | 1916 | ACF | rebuilt late 1930s | D&H Color Guide, p. 11 | |||
479 | Steel | Baggage-Mail | BE | 1916 | ACF | rebuilt late 1930s | ||||
480 | Steel | Baggage-Mail | BE | 1916 | ACF | rebuilt late 1930s | ||||
481 | Steel | Baggage-Mail | BE | 1916 | ACF | rebuilt late 1930s | D&H in Color, Vol. 1, p. 64 | |||
482 | Steel | Baggage-Mail | BE | 1916 | ACF | rebuilt late 1930s | ||||
483 | Steel | Baggage-Mail | BE | 1916 | ACF | rebuilt late 1930s | D&H Color Guide, p. 113 | |||
484 | Wood | Baggage | BE | 1902 | rebuilt from #950 in 1930 | 1902 | ||||
485 | Wood | Baggage | BE | 1902 | rebuilt from #951 in 1928 | 1902 | Sanitary facilities for baggage man installed in 1949. | |||
486 | Wood | Baggage | BE | 1891 | D&H | rebuilt in 1926 | 1891 | arch roof, 64' 5 ½" length | ||
487 | Wood | Baggage | BE | 1893 | D&H | rebuilt in 1926 | 1893 | arch roof, 64' 5 ½" length | ||
488 | Wood | Baggage-Mail | BE | 1907 | ACF | rebuilt from #954 in 1928 | 1907 | arch roof, 69'2" length Trackside with Gerrit Bruins, p. 77 | ||
489 | Wood | Baggage-Mail | BE | 1907 | ACF | rebuilt from #955 in 1928 | 1907 | clerestory roof, 69'2" length D&H in Color, Vol. 1, p. 53 | ||
490 | Wood | Baggage-Mail | BE | 1907 | ACF | rebuilt from #953 in 1928 | 1907 | clerestory roof, 69'2" length | ||
491 | Wood | Baggage | BE | 1889-1897 | rebuilt from #707-716 series 1913-1915 | 1889-1897 | retired 1955 | original number suggests it may have been built as an RPO | ||
492 | Wood | Baggage | BE | 1889-1897 | rebuilt from #707-716 series 1913-1915 | 1889-1897 | retired 1955 | original number suggests it may have been built as an RPO | ||
493 | Wood | Baggage | BE | 1889-1897 | rebuilt from #707-716 series 1913-1915 | 1889-1897 | retired 1955 | original number suggests it may have been built as an RPO | ||
494 | Wood | Baggage | BE | 1889-1897 | rebuilt from #707-716 series 1913-1915 | 1889-1897 | retired 1955 | original number suggests it may have been built as an RPO | ||
495 | Wood | Baggage | BE | 1889-1897 | rebuilt from #707-716 series 1913-1915 | 1889-1897 | retired 1955 | original number suggests it may have been built as an RPO | ||
496 | Wood | Baggage | BE | 1889-1897 | rebuilt from #707-716 series 1913-1915 | 1889-1897 | retired 1955 | original number suggests it may have been built as an RPO | ||
497 | Wood | Baggage | BE | 1889-1897 | rebuilt from #707-716 series 1913-1915 | 1889-1897 | retired 1955 | original number suggests it may have been built as an RPO | ||
498 | Wood | Baggage | BE | 1889-1897 | rebuilt from #707-716 series 1913-1915 | 1889-1897 | retired 1955 | original number suggests it may have been built as an RPO | ||
499 | Wood | Baggage | BE | 1889-1897 | rebuilt from #707-716 series 1913-1915 | 1889-1897 | retired 1955 | original number suggests it may have been built as an RPO | ||
500 | Wood | Business Car | PV | 1886 | Gilbert Car Works | 1886 | Known as "Directors Car #500," rebuilt to #50 in 1911, rebuilt again to #300 in 1923 | |||
500 | Steel | Business Car | PV | 1911 | Pullman | built as #500 | 1911 | to Museum of Transportation (St. Louis), 1963 | Car was 73'6" over sills and weighed 174,300 lbs. Interior featured Cuban mahogany and Circasian walnut paneling. It featured 1 drawing room and 1 stateroom and had a sleeping capacity of 10 people excluding the porters. Of note is the exterior, which was made of steel sheathing interlocked to resemble wood construction. The car was renumbered as #400 probably at about the time of the delivery of the 2nd #500 in 1917. | |
500 | Steel | Business Car | PV | 1917 | Pullman | 1917 | sold to NdeM 1978 | Car measured 73'6" over sills and weighed 179,000 lbs. upon delivery. Interior fittings included Cuban mahogany and West Indian satinwood paneling. There were 2 staterooms and 1 drawing room with sleeping arrangements for 10 excluding porters. During the operation of the railroad under Federal control, the car was known as "U.S.R.A. No. 133." Sold to the Mexican National Railways along with Car 200. Trackside with Gerrit Bruins, p. 124 D&H in Color, Vol. 1, p. 21 | ||
601 | Wood | Parlor-Café | 1904 | Barney & Smith | rebuilt to #161 in 1927 | retired prior to 1946 | ||||
602 | Wood | Parlor-Café | 1904 | Barney & Smith | rebuilt to #162 in 1931 | retired prior to 1946 | ||||
603 | Wood | Parlor-Café | 1932 | D&H | rebuilt to #163 in 1942 | |||||
605 | Wood | Parlor-Café | 1904 | Barney & Smith | original #600, rebuilt to #153 in 1926 | retired 1962 (?) | ||||
606 | Wood | Diner-Café | 24 | 1907 | Barney & Smith | rebuilt in 1927 | Built as Parlor-Café. | |||
607 | Wood | Diner-Café | 40 | Barney & Smith | rebuilt in 1928, rebuilt again in 1940 to #151 | Built as Parlor-Café. | ||||
608 | Wood | Diner | 30 | 1907 | ACF | rebuilt from #324 into #650, rebuilt again in 1922 to #608 | retired prior to 1946 | Smallest diner on the roster, a total of 69' 5 ½". | ||
? | Wood | Coach | MoW #35215 | open platform - Trackside with Gerrit Bruins, p. 31 D&H in Color, Vol. 1, p. 44 | ||||||
650 | Wood | Coach (Pay Car) | 1907 | ACF | rebuilt from #324 | retired prior to 1946 | Rebuilt again in 1922 to diner #608. | |||
653 | Wood | Coach (Pay Car) | 1893 | Wasson | rebuilt 1927 | 1893 | MoW #35222 | Trackside with Gerrit Bruins, p. 124 | ||
? | Wood | Commuter Coach | MoW #35511 | round roof - D&H in Color, Vol. 1, p. 32 | ||||||
701 | Steel | Baggage-Mail | MB | 1928-1930 | ACF | 1928-1930 | arch roof - D&H Color Guide, p. 11 | |||
702 | Steel | Baggage-Mail | MB | 1928-1930 | ACF | 1928-1930 | arch roof | |||
703 | Steel | Baggage-Mail | MB | 1928-1930 | ACF | 1928-1930 | arch roof | |||
704 | Steel | Baggage-Mail | MB | 1928-1930 | ACF | 1928-1930 | arch roof | |||
705 | Steel | Baggage-Mail | MB | 1928-1930 | ACF | 1928-1930 | arch roof | |||
706 | Steel | Baggage-Mail | MB | 1928-1930 | ACF | 1928-1930 | arch roof | |||
707 | Steel | Baggage-Mail | MB | 1928-1930 | ACF | 1928-1930 | arch roof | |||
708 | Steel | Baggage-Mail | MB | 1928-1930 | ACF | 1928-1930 | arch roof - D&H Color Guide, p. 11 | |||
709 | Steel | Baggage-Mail | MB | 1917 | Pullman | original #729 | 1917 | |||
710 | Steel | Baggage-Mail | MB | 1917 | Pullman | original #730 | 1917 | sold to Gettysburg Railroad | D&H Color Guide, p. 11 | |
711 | Steel | Baggage-Mail | MB | 1917 | Pullman | original #731 | 1917 | |||
716 | Wood | Baggage-Mail | MB | D&H | rebuilt from #726 in 1914 | retired prior to 1948 | Steel center sill and no diaphragms. Overall length was 64' 8 ¼". This car apparently served as the North Creek RPO. | |||
718 | Wood | Baggage-Mail | MB | 1884 | D&H | rebuilt from #700 in 1924 | 1884 | Overall length is 53' 8 ¼". Steel center sill and no diaphragms, arch roof. | ||
719 | Wood | Baggage-Mail | MB | 1883 | rebuilt from #701 in 1913 | 1883 | Overall length was 53' 8 ½". Served in Penn Division traffic. | |||
720 | Wood | Baggage-Mail | MB | 1883 | rebuilt from #705 in 1913 | 1883 | Overall length was 53' 8 ½". Served in Penn Division traffic. | |||
721 | Wood | Baggage-Mail | MB | 1896 | rebuilt from #490 in 1917 | 1896 | Clerestory roof. Overall length was 61' 11 ¼" with 15' 5" RPO section and stove. | |||
722 | Wood | Baggage-Mail | MB | 1896 | rebuilt from #490 in 1917 | 1896 | Clerestory roof. Overall length was 61' 11 ¼" with 15' 5" RPO section. | |||
800 | Wood | Milk Car | BM | 1898 | D&H | rebuilt in 1930 | 1898 | retired after 1946 | 53' 7 ½" in overall length, Commonwealth express reefer trucks. | |
801 | Wood | Milk Car | BM | 1898 | D&H | rebuilt in 1930 | 1898 | retired after 1946 | 53' 7 ½" in overall length, Commonwealth express reefer trucks. | |
802 | Wood | Milk Car | BM | 1900 | D&H | original #462, rebuilt in 1911 | 1900 | retired prior to 1946 | 53' 7 ½" in overall length, Commonwealth express reefer trucks. Diagram notes six vents on each side running the length of the car at floor height. | |
803 | Wood | Milk Car | BM | 1906-1907 | D&H | 1906-1907 | retired prior to 1946 | 53' 7 ½" in overall length, Commonwealth express reefer trucks. | ||
804 | Wood | Milk Car | BM | 1900 | D&H | original #464, rebuilt in 1911 | 1900 | retired prior to 1946 | 53' 7 ½" in overall length, Commonwealth express reefer trucks. Diagram notes six vents on each side running the length of the car at floor height. | |
805 | Wood | Milk Car | BM | 1906-1907 | D&H | 1906-1907 | retired prior to 1946 | 53' 7 ½" in overall length, Commonwealth express reefer trucks. | ||
806 | Wood | Milk Car | BM | 1906-1907 | D&H | 1906-1907 | retired prior to 1946 | 53' 7 ½" in overall length, Commonwealth express reefer trucks. | ||
807 | Wood | Milk Car | BM | 1906-1907 | D&H | 1906-1907 | retired prior to 1946 | 53' 7 ½" in overall length, Commonwealth express reefer trucks. | ||
808 | Wood | Milk Car | BM | 1906-1907 | D&H | 1906-1907 | retired prior to 1946 | 53' 7 ½" in overall length, Commonwealth express reefer trucks. | ||
809 | Wood | Milk Car | BM | 1906-1907 | D&H | 1906-1907 | retired prior to 1946 | 53' 7 ½" in overall length, Commonwealth express reefer trucks. | ||
810 | Wood | Milk Car | BM | 1906-1907 | D&H | 1906-1907 | retired prior to 1946 | 53' 7 ½" in overall length, Commonwealth express reefer trucks. | ||
811 | Wood | Milk Car | BM | 1906-1907 | D&H | 1906-1907 | retired prior to 1946 | 53' 7 ½" in overall length, Commonwealth express reefer trucks. | ||
812 | Wood | Milk Car | BM | 1906-1907 | D&H | 1906-1907 | retired prior to 1946 | 53' 7 ½" in overall length, Commonwealth express reefer trucks. | ||
813 | Wood | Milk Car | BM | 1906-1907 | D&H | 1906-1907 | retired prior to 1946 | 53' 7 ½" in overall length, Commonwealth express reefer trucks. | ||
814 | Wood | Milk Car | BM | 1906-1907 | D&H | 1906-1907 | retired prior to 1946 | 53' 7 ½" in overall length, Commonwealth express reefer trucks. | ||
815 | Wood | Milk Car | BM | 1906-1907 | D&H | 1906-1907 | retired prior to 1946 | 53' 7 ½" in overall length, Commonwealth express reefer trucks. | ||
816 | Wood | Milk Car | BM | 1906-1907 | D&H | 1906-1907 | retired prior to 1946 | 53' 7 ½" in overall length, Commonwealth express reefer trucks. | ||
817 | Wood | Milk Car | BM | 1906-1907 | D&H | 1906-1907 | retired prior to 1946 | 53' 7 ½" in overall length, Commonwealth express reefer trucks. | ||
818 | Wood | Milk Car | BM | 1906-1907 | D&H | 1906-1907 | retired prior to 1946 | 53' 7 ½" in overall length, Commonwealth express reefer trucks. | ||
819 | Wood | Milk Car | BM | 1906-1907 | D&H | 1906-1907 | retired prior to 1946 | 53' 7 ½" in overall length, Commonwealth express reefer trucks. | ||
820 | Wood | Milk Car | BM | 1906-1907 | D&H | 1906-1907 | retired prior to 1946 | 53' 7 ½" in overall length, Commonwealth express reefer trucks. | ||
821 | Wood | Milk Car | BM | 1906-1907 | D&H | 1906-1907 | retired prior to 1946 | 53' 7 ½" in overall length, Commonwealth express reefer trucks. | ||
822 | Wood | Milk Car | BM | 1906-1907 | D&H | 1906-1907 | retired prior to 1946 | 53' 7 ½" in overall length, Commonwealth express reefer trucks. | ||
823 | Wood | Milk Car | BM | 1906-1907 | D&H | 1906-1907 | retired prior to 1946 | 53' 7 ½" in overall length, Commonwealth express reefer trucks. | ||
824 | Wood | Milk Car | BM | 1906-1907 | D&H | rebuilt in 1930 | 1906-1907 | retired after 1946 | 53' 7 ½" in overall length, Commonwealth express reefer trucks. | |
825 | Wood | Milk Car | BM | 1906-1907 | D&H | rebuilt in 1927 | 1906-1907 | retired after 1946 | 53' 7 ½" in overall length, Commonwealth express reefer trucks. | |
826 | Wood | Milk Car | BM | 1906-1907 | D&H | 1906-1907 | retired prior to 1946 | 53' 7 ½" in overall length, Commonwealth express reefer trucks. | ||
827 | Wood | Milk Car | BM | 1906-1907 | D&H | 1906-1907 | retired prior to 1946 | 53' 7 ½" in overall length, Commonwealth express reefer trucks. | ||
828 | Wood | Milk Car | BM | 1906-1907 | D&H | 1906-1907 | retired prior to 1946 | 53' 7 ½" in overall length, Commonwealth express reefer trucks. | ||
829 | Wood | Milk Car | BM | 1906 | D&H | rebuilt in 1911 | 1906 | retired prior to 1946 | 53' 7 ½" in overall length, Commonwealth express reefer trucks. Diagram notes six vents on each side running the length of the car at floor height. | |
830 | Wood | Milk Car | BM | 1906-1907 | D&H | 1906-1907 | retired prior to 1946 | 53' 7 ½" in overall length, Commonwealth express reefer trucks. | ||
831 | Wood | Milk Car | BM | 1906 | D&H | rebuilt in 1911 | 1906 | retired prior to 1946 | 53' 7 ½" in overall length, Commonwealth express reefer trucks. Diagram notes six vents on each side running the length of the car at floor height. | |
832 | Wood | Milk Car | BM | 1906-1907 | D&H | 1906-1907 | retired prior to 1946 | 53' 7 ½" in overall length, Commonwealth express reefer trucks. | ||
833 | Wood | Milk Car | BM | 1906-1907 | D&H | 1906-1907 | retired prior to 1946 | 53' 7 ½" in overall length, Commonwealth express reefer trucks. | ||
834 | Wood | Milk Car | BM | 1906-1907 | D&H | 1906-1907 | retired prior to 1946 | 53' 7 ½" in overall length, Commonwealth express reefer trucks. | ||
835 | Wood | Milk Car | BM | 1906-1907 | D&H | 1906-1907 | retired prior to 1946 | 53' 7 ½" in overall length, Commonwealth express reefer trucks. | ||
836 | Wood | Milk Car | BM | 1906-1907 | D&H | 1906-1907 | retired prior to 1946 | 53' 7 ½" in overall length, Commonwealth express reefer trucks. | ||
837 | Wood | Milk Car | BM | 1906-1907 | D&H | 1906-1907 | retired prior to 1946 | 53' 7 ½" in overall length, Commonwealth express reefer trucks. | ||
838 | Wood | Milk Car | BM | 1906-1907 | D&H | 1906-1907 | retired prior to 1946 | 53' 7 ½" in overall length, Commonwealth express reefer trucks. | ||
839 | Wood | Milk Car | BM | 1906-1907 | D&H | 1906-1907 | retired prior to 1946 | 53' 7 ½" in overall length, Commonwealth express reefer trucks. | ||
840 | Wood | Milk Car | BM | 1906-1907 | D&H | 1906-1907 | retired prior to 1946 | 53' 7 ½" in overall length, Commonwealth express reefer trucks. | ||
841 | Wood | Milk Car | BM | 1906-1907 | D&H | 1906-1907 | retired prior to 1946 | 53' 7 ½" in overall length, Commonwealth express reefer trucks. | ||
842 | Wood | Milk Car | BM | 1906-1907 | D&H | 1906-1907 | retired prior to 1946 | 53' 7 ½" in overall length, Commonwealth express reefer trucks. | ||
843 | Wood | Milk Car | BM | 1906-1907 | D&H | 1906-1907 | retired prior to 1946 | 53' 7 ½" in overall length, Commonwealth express reefer trucks. | ||
844 | Wood | Milk Car | BM | 1906-1907 | D&H | 1906-1907 | retired prior to 1946 | 53' 7 ½" in overall length, Commonwealth express reefer trucks. | ||
845 | Wood | Milk Car | BM | 1906-1907 | D&H | 1906-1907 | retired prior to 1946 | 53' 7 ½" in overall length, Commonwealth express reefer trucks. | ||
846 | Wood | Milk Car | BM | 1906-1907 | D&H | 1906-1907 | retired prior to 1946 | 53' 7 ½" in overall length, Commonwealth express reefer trucks. | ||
847 | Wood | Milk Car | BM | 1906-1907 | D&H | 1906-1907 | retired prior to 1946 | 53' 7 ½" in overall length, Commonwealth express reefer trucks. | ||
1001 | Steel | Coach | PB | 1925 | Standard Steel Car | EL #1001 | 1967 | D&H Color Guide, p. 19 | ||
1010 | Steel | Coach | PB | 1925 | Standard Steel Car | EL #1010 | 1967 | |||
1012 | Steel | Coach | PB | 1925 | Standard Steel Car | EL #1012 | 1967 | D&H Color Guide, p. 19 | ||
1014 | Steel | Coach | PB | 1925 | Standard Steel Car | EL #1014 | 1967 | |||
1021 | Steel | Coach | PB | 1925 | Standard Steel Car | EL #1021 | 1967 | |||
9561 | Stainless | Dome | Budd | AMTK #9561 | ||||||
16611 | Refrigerator (head end car) | |||||||||
16612 | Refrigerator (head end car) | |||||||||
16613 | Refrigerator (head end car) | |||||||||
16614 | Refrigerator (head end car) | |||||||||
16615 | Refrigerator (head end car) | |||||||||
16616 | Refrigerator (head end car) | |||||||||
16617 | Refrigerator (head end car) | |||||||||
16618 | Refrigerator (head end car) | |||||||||
16619 | Refrigerator (head end car) | |||||||||
16850 | Produce (head end car) | |||||||||
16851 | Produce (head end car) | |||||||||
16852 | Produce (head end car) | |||||||||
16853 | Produce (head end car) | |||||||||
16854 | Produce (head end car) | |||||||||
16855 | Produce (head end car) | |||||||||
16856 | Produce (head end car) | |||||||||
16857 | Produce (head end car) | |||||||||
16858 | Produce (head end car) | |||||||||
16859 | Produce (head end car) | |||||||||
16860 | Produce (head end car) | |||||||||
16861 | Produce (head end car) | |||||||||
16862 | Produce (head end car) | |||||||||
16863 | Produce (head end car) | |||||||||
16864 | Produce (head end car) | |||||||||
16865 | Produce (head end car) | |||||||||
16866 | Produce (head end car) | |||||||||
16867 | Produce (head end car) | |||||||||
16868 | Produce (head end car) | |||||||||
16869 | Produce (head end car) | |||||||||
16870 | Produce (head end car) | |||||||||
16871 | Produce (head end car) | |||||||||
16872 | Produce (head end car) | |||||||||
16873 | Produce (head end car) | |||||||||
16874 | Produce (head end car) | |||||||||
16875 | Produce (head end car) | |||||||||
16876 | Produce (head end car) | |||||||||
16877 | Produce (head end car) | |||||||||
16878 | Produce (head end car) | |||||||||
16879 | Produce (head end car) | |||||||||
16880 | Produce (head end car) | |||||||||
16881 | Produce (head end car) | |||||||||
16882 | Produce (head end car) | |||||||||
16883 | Produce (head end car) | |||||||||
16884 | Produce (head end car) | |||||||||
16885 | Produce (head end car) | |||||||||
16886 | Produce (head end car) | |||||||||
16887 | Produce (head end car) | |||||||||
16888 | Produce (head end car) | |||||||||
16889 | Produce (head end car) | |||||||||
16890 | Produce (head end car) |