Jack May visits the Rock Hill Trolley Museum

[daveklepper]

On Israel Independence Day, Jack May sent me a fine present.  Thanks, Jack

Jack May	3:21 PM (1 hour ago)

The Rockhill Trolley Museum and the East Broad Top Railroad jointly sponsored a "Winter Spectacular" on Saturday, February 19, 2022.  I left Montclair very early in the morning to drive to Orbisonia, picking up John Wilkins at Metropark and Fred Schneider in Lancaster along the way.  https://rockhilltrolley.org/event/winter-trolley-spectacular/ and https://eastbroadtop.com/events/winter-spectacular/.

The museum, which had also been known at the Shade Gap Electric Railway and Railways to Yesterday in the past, is right across Meadow Street (State Highway 994) from the East Broad Top's main station.  It operates over the EBT's former Shade Gap branch, which the museum regauged from 3 feet to standard.

The forecast was for a cold day with partly cloudy skies and the possibility of midday snow squalls.  It turned out to be correct, as you will see in part 1 of this report, which deals with our first round trip, aboard former York, Pa. Brill-built lightweight curved-side car 163 from the trolley station to Blacklog Narrows at the end of the 1.8-mile line.  The photos below were all taken within a 15- or 20-minute period, and I think you'll agree that they demonstrate the vagaries of mother nature.

[pennytrains]

I've always wanted to go there!  

[Flintlock76]

Those shot of trolleys in the snow are classic, especially the first one!  

Thanks David!

[daveklepper]

163, 1st photo, was built by Brill for York, PA, shown at Altoff siding.  The other photo of it (front) is at Blacklog Narrows. ditto the views with Sweeoer 107.  Johnstown 311 is also at Altoff siding.

Jack writes that a  frther report on the visit will be sent.  I'll put material on East Broadtop N. G. steam in a separate thread.

[daveklepper]

In part 2 we look at some of the other streetcars that were operated for the trolley museum's Winter Spectacular.  The highlight of the gala in this enthusiast's opinion was the appearance (in both meanings of the word) of interurban car 315.  This beauty was built by Kuhlman in 1909 for the Aurora, Elgin & Chicago Railway, which after a bankruptcy was reorganized in 1922 as the Chicago, Aurora & Elgin Railroad.

 

Joel Salomon, President of the museum, explained its unexpected addition to the festivities, indicating that . . . even with the cold, wind and the snow squall, the day worked out very well and the museum had plenty of volunteers to keep the schedule operating . . .

The decision to bring out AE&C interurban 315 came at the last minute and its operation turned out

to be a popular hit despite the extremely cold wait at Blacklog Narrows before returning.

 

Above and below: Two views of ex-Aurora, Elgin & Chicago interurban 315. 

The car still needs a great deal of work, but already makes a powerful impression,

evoking memories and imagery of a time when large, fast and comfortable electric

cars carried passengers between urban areas and rural districts.  These two

exposures convey an exciting image of these vehicles; first a three-quarter

view and then an evocative image of it advancing toward the photographer

as it is about to enter Altoff Siding.

Joel also wrote that he's looking forward to warmer weather to continue working on the 315

and finishing the second broom on Scranton sweeper 107.  And speaking of the 107,

here's a view in the sun after it had returned to home base from Blacklog Narrows.

There is still snow on the ground as No. 107 poses for photographers.  Despite the sun coming

out for a time, it stayed cold enough that some of the snow lasted into the evening.  The single-truck

steeple-cab style work car was built by the Chicago & Joliet Electric Railway in 1910 and numbered

99 until 1933, when the line was converted to bus operation and it was sold to Scranton.



Above and below:  The trolley-museum’s roster has Porto car two deck-roof semi-convertibles.

Porto car 249, the far older, has maximum traction trucks, and was built by Brill in Philadelphia for the Portuguese city in 1904, while single-truck No. 172 (not pictured) was built to similar Brill specifications by the streetcar

company itself in 1929(!.  The color of its side panels is a close match to the livery

still used by the this car's sisters that currently run in heritage service in Porto, with route 1 (one

of three such lines) operating through Foz (see the destination sign) en route to its current western

terminal.

 

 

 

A gathering in traction orange.  Former York Railways car 163 is sandwiched in by two traditional

units from Johnstown.  This all-Pennsylvania lineup portray three of the most reliable cars on the

Rockhill roster.  Curveside No. 163 was built by Brill for York in 1924, No. 355 by built by St. Louis

Car in 1925 for Johnstown, and No. 311, originally built by Wason for Bangor, Maine, eventually

ran in Johnstown from 1941 until the untimely end of streetcar service in the western Pennsylvania

city in 1960.  I had broken into the hobby a couple of years before the 1960 demise, and was very

pleased that the operators of various charters in that city allowed this young kid (at the time) to

operate the double-ended cars on various streets, interspersed among regular in-service

single-end PCC cars.

Speaking of PCCs, here is an iconic modern car far from its original home, where it connected

Chestnut Hill with South Philadelphia.  No. 2743 is an example of the thousands of PCC cars

built throughout the world to provide transit users with smooth, quiet, fast and frequent service. 

A result of large investments in research and development into rail operation in the streets and

on private rights-of-way by the industry's "Presidents Conference Committee," the operation of

streetcars was able to be maintained until updated technology was developed.  This lead to the

Light Rail Revolution and the building of electric rail transit after 1978 in many cities worldwide,

particularly in the United States, Canada, France and Great Britain, as well as other countries. 

While we all love our traditional streetcars from earlier times and are grateful to the phalanx of

volunteers that continue to keep them operable--many over 100 years after their original

construction--these modern cars also garner the esteem of electric traction enthusiasts.

No. 2743 was part of an order of 210 such all-electric streamliners for the Philadelphia

Transit Company from the St. Louis Car Co. in 1947-48.  One of the greatest challenges

for the hard-working volunteers of the museum was to change the car's axle width from its

original 5' 2¼" Pennsylvania gauge to 4' 8½" standard gauge.  The PCC trucks that now

rest under the car were obtained from Cleveland and rebuilt with the appropriate parts to

enable the trucks to operate on the museum's standard-gauge track.  The 2743 is single

ended, which means that it must be operated from a rear controller when returning from

Blacklog to the Meadow Street platform, as there is no turning loop or wye at the far end

of the line.  The Friends of Philadelphia Trolleys sponsored the exterior and interior

restoration of the 2743, bringing it to this late 1950s, early '60s appearance.

 

 

 

 

Note the "Pay Leave" sign in the windshield.  The crews of many cars of this type consisted

of a motorman, who operated them, and a conductor, who collected the fares, thereby avoiding

delaying passengers by not tying up the motorman with making change and issuing  transfers

to the public.  While two-person operation was common from the beginnings of street railways,

these particular cars (as well as earlier ones--both streamliners and newer traditional units)

were equipped with a seat for the conductor just short of the middle door, where all passengers

boarded.  The riders would either sit in the back of the car or pay their fare to the conductor

and sit in the front.  As the car neared the stop where a particular passenger in the back

planned to alight, he/she would walk forward and pay the conductor while passing his or her

"station," and then alight through the front door.  The other side of the sign, which would be

flipped over and used during periods of lower ridership, reads "Pay Enter," which indicated
to the public that the car was staffed only by the operator and they should enter through the

front door.

PCC cars from that era still provide the public with swift and comfortable transit service in

such cities as San Francisco, Boston and El Paso.  And perhaps once a rebuilding project

is completed, also in Philadelphia.
 

And now the second pièce de résistance of the day--or was it tied for first?  


Looking a bit worse from wear and desperately needing its accumulating rust wiped away, the

museum's former Red Arrow Lines Liberty Liner, the "Independence Hall," made its appearance

on schedule at 1 p.m.  Despite the car's lack of heat, the hearty participants crowded aboard the

iconic streamliner for a trip to Blacklog Narrows.  But operation of the 1941-built former North Shore

Line Electroliner certainly warmed the cockles of the heart of this electric traction enthusiast, who

had ridden the speedster in revenue service in both its previous lives.  As a result of its ravenous

need to consume power the trolley poles of all the other cars scheduled to run on this Saturday

were pulled down during this excursion.


Speaking of speed, the museum has entered a partnership with Henry Posner III, principal of the

Railroad Development Corporation, who needed a place to operate and demonstrate his new

"Pop-Up" Metro.  Two of these cars are now stored at the museum and are periodically operated

on invitation to demonstrate the concept to potential customers interested in installing the system. 

The museum's Carbarn 2 was extended to house the unit and Posner built a high-level platform

station to board passengers for the runs to Blacklog Narrows on these occasions, which are forced

to operate at relatively low speeds.  That will change as a project will result in the gradual installation

of an upgraded roadbed.  Tamping and surfacing of the track is well on its way and I was able to

observe lots of shimmering new ballast.  This should especially benefit the operation of the Liberty Liner,

which soon should be able to further manifest its capabilities.  I fortunately was able to ride a

demonstration run of the Pop-Up Metro back in September, and took these photos.



Above and below:  Two views of the Pop-Up Metro train.  The high level platform and carbarn extension are very prominent in the top view.  The cars are totally rebuilt units that once ran on London Underground's District line.  The Metro-Cammell D78 stock Class-230 cars were constructed in 1980 and were totally modernized by British manufacturer Vivarail to run on battery power.

We had to leave before it got dark, so I missed the opportunity to obtain any night views.  But Joel Salomon's camera captured this classic.  It certainly demonstrates the appeal of the museum's equipment in all kinds of lighting.


Johnstown cars 355 and 311 are featured in this Joel Salomon photo


Every aspect of the museum's performance was excellent; I have no complaints--only great

respect for the staff and management, who worked their hearts out and tried to fulfill every

request made by the visitors. 

Part 3 will relate my visit to the East Broad Top on the other side of Meadow Street.   

Dave:  I'l start a new Thread, Jack May visits the East Broadtop.

[MidlandMike]

Dave, your first post had good photos, however, your last post had icons for photos, and when I clicked on the icons I got "Gone/  Error 410"

[daveklepper]

Some repair work has been completed, and some photos show.  The repair should be completed today.

[daveklepper]

Not quite perfect, but will do for now.   Took more work than expected.

[Flintlock76]

Some great shots David!  And I love that big Kuhlman!

I'm guessing it's the same Kuhlman company that went on to produce diners years later.

[zugmann]

A lot of transit agencies seem to do the pay as you enter for inbound (to the city) routes, but pay as you exit for outbound routes.  

 

I read it was a way to reduce dwell time in crowded inner-city streets.  

[pennytrains]

That last photo, of the two Johnstown cars at night, that's the one that really moves me.  What could be more inviting than a warm, cheery, trolley on a cold winter's night!  

[Fr.Al]

I'm headed there Saturday!

[pennytrains]

Lucky fellow!  

[Flintlock76]

Have fun Father!  But I'm sure you will!  

[Fr.Al]

I'm sure I will, too. I am lucky, within a 100 mile radius, I have the EBT, the Oil Creek and Titusville, and the Everett. I 've booked a ride on the Everett for the following Saturday. But the big one will be the Western Maryland Scenic next month. The 2-6-6-2 is supposed to doing the honors. Good stuff.

[daveklepper]

Since Jack did not photograph any steam, I'm not starting a new  thread afterall, but continuing this one.  Of course the East Broad Top website incldes steam photos.  - Dave

To lead into my relating this last segment of the report, I've added two photos taken back on the Rockhill Trolley Museum side (or should I say site), indicating where East Broad Top trains are wyed to reverse direction, and showing that they are among streetcars at that point.
 



Above and below:  Views of East Broad Top Motor M-1 reversing direction on its 3-foot-gauge track that runs along and across the Rockhill Museum's standard-gauge rails.  The first, from Joel Salomon, shows two Brill products alongside each other, the gas-electric unit from 1927 and the York Railways curveside from 1924.  The second, from my camera, features the Liberty Liner, with the M-1 in the background.  Note the dual gauge track on the right in both photos.  They were taken late in the afternoon, when the snow cover was finally fading from the scene, and just before we left the property to return home, .


 In 2008 the Electric Railroaders' Association chartered East Broad Top Motor Car M-1 as part of its convention, which mainly took place in Philadelphia, but also included a journey to Orbisonia/Rockhill.*  We had a great time aboard the doodlebug, but with limited time today, I chose to pass on the opportunity to ride in that car and instead made reservations for us aboard on Car M-3--and as it happened, it was a joy to ride. 

waterway.* Orbisonia and Rockhill are two distinct communities, each a borough, having its own zip code and government, and separated by Blacklog Creek.  Both the trolley museum and narrow-gauge railroad are headquartered in Rockhill (once called Rockhill Furnace) on the west side of the narrow

We start with some photos of our first impression of the site after parking the car upon our arrival. 




Above and below:  Two views of the handsome doodlebug taken at the time of our late morning arrival at the East Broad Top's 1906-built Orbisonia station--prior to the snow!  The gas-powered M-1 first appeared in the roster of the 3-foot gauge EBT 95 years ago.  It was built by the railroad from a J. G. Brill-supplied kit in 1927 in its Rockhill shops, and performed in service for mail, express and passengers continuously throughout the years of the railroad's operation as a common carrier (until 1956) and then beyond, once tourist excursions began operating.






The sight of Parlor Car 20 also was a welcoming sign for the participants in the Winter Festival, as it was spotted for photos between the parking lot and the station.  The Orbisonia was built by Billmeyer & Smalls in the early 1880s for the Bradford, Bordell & Kinzua Railroad.  It was acquired by EBT in 1907 and was mainly used for transporting the road's President and other high officials.

I suspect the Orbisonia will be operated at an extra fare once steam-powered excursions are re-inaugurated.  In fact that seemed to be on the mind of most attendees, who can't wait to begin experiencing rides behind one of the locomotives that are being restored and readied for operation.  Unfortunately no date certain was given, except for "sometime this coming spring."  Among the other East Broad Top events that were scheduled as part of the Winter Spectacular (in addition to rides aboard the M-1 train and the M-3), were tours of the roundhouse, the Orbisonia station and a movie night, but we did not participate in any of these.

After taking these photos we crossed the road and spent almost 3 hours riding and photographing the trolleys.  But we came back in the afternoon to get ready for our 2:15 p.m. reservation to ride in Motor Car M-3.  Snow was now on the ground and there was better light from the parking lot side of the station for photographing the M-1 doodlebug.

In this view, Winter Spectacular participants are being loaded into the passenger portion of Brill Motor Car 1 and the caboose it hauled on the hour-long every 90-minute round trips scheduled for the day.

Our accommodations, however, were aboard the M-3, and it made its appearance right on time.



Above and below:  Motor car M-3 was also built in the East Broad Top's shops, but back in 1924.  Constructed to be an inspection car/maintenance vehicle, it was rebuilt in 1928 with a drive train from a Nash automobile.  The radiator of the four-wheeler looks pure Nash; the cowcatcher, not.




The roughly 9-mile round trip took a little over 45 minutes, including a layover at the railroad's Colgate Grove wye.  On the return trip we crossed Meadow Road, and then after receiving the go-ahead from the dispatcher, traversed the wye to change direction and return to the station.  There were 5 passengers plus the engineer aboard--and because of not having a heater, it was really c-o-l-d, but all in all the experience was definitely worth the effort.

The M-1 ran 15 minutes behind us on the M-3.  Here it is for one last time, waiting for permission to access the Colgate Grove wye.


This concludes the trip report.  Although it was a very long day, we all agreed it was well worth it.

Jack May


P. S.  Ed Springer corrected me about how the Philadelphia Transportation Company handled Pay As You Leave streetcar operation.  Basically, I had it backwards, as passengers entered through the front doors no matter whether they were boarding a PAYE or PAYL car.  For the latter, to quote Ed:  "Passengers who did not pay immediately sat forward the center doors and paid the conductor as they exited the center doors. Other passengers upon boarding paid the conductor immediately and sat behind the center doors."

 

Editor’s addition:   Jack did not participate in the shop tor and did not have the opportunity to photograph an East Broadtop steam locomotive on this trip.  The website provides an essential supplement: