View source for PRR MP54

{{Use mdy dates|date=January 2019}}
{{citation style|date=June 2018}}
{{Infobox train
| background = 
| name = MP54
| image = These Should Make Your Day (27047988042).jpg
| caption = Two MP54 trailers, one in the Pennsylvania Railroad livery and the other in the Penn Central livery in Delaware, June 1969.
| interiorimage = 19670630 44 PRR MP54 Interior (11974785143).jpg
| interiorcaption = Interior of an MP54 in 1967.
| stocktype = 
| service = 
| manufacturer = [[Pennsylvania Railroad]], [[American Car and Foundry Company]], [[Pressed Steel Car Company]], [[Standard Steel Car Company]]
| factory = 
| family = P54
| yearscrapped = 1958–1981
| yearconstruction = 1908–1937
| yearservice = 1908–1972 (LIRR)<br />1915–1981 (PRR)
| refurbishment = PRR: 1950
| numberconstruction = 
| numberbuilt = PRR 487<br />LIRR 923<br />PRSL 18
| numberservice = 
| numberpreserved = 
| numberscrapped = 
| formation = Single car,<br />41 "[[Twin unit|bride and groom]]" (motor-trailer)
| fleetnumbers = ''MP54E1'' 497-499, 504-617, 4546-4551, 4553-4557, 5296-5297, 5969-5970<br />''MP54E2'' 618-819, 4561, 4567, 5287-5292, 5298<br />''MP54E3'' 459-496, 4568-4575<br />''MP54T'' 1-43, 5416-5419<br />''MP54E6'' 409-458
| capacity = 
| operator = [[Pennsylvania Railroad]]<br />[[Long Island Rail Road]]<br />[[Pennsylvania-Reading Seashore Lines]]<br />[[Penn Central Railroad]]<br />[[Conrail]]<br />[[New Jersey Department of Transportation]]<br />[[SEPTA]]
| depots = 
| lines = 
| carbody = [[carbon steel]]
| trainlength = 
| carlength = {{convert|64|ft|5+3/4|in|m|abbr=on}}
| width = {{convert|9|ft|11+1/2|in|m|abbr=on}}
| height = To roof: {{convert|13|ft|0|in|m|abbr=on}}<br />To headlight: {{convert|13|ft|9+1/4|in|m|abbr=on}}<br />To collapsed pantograph: {{convert|15|ft|0|in|m|abbr=on}}
| floorheight = {{convert|4|ft|0|in|m|abbr=on}}
| platformheight = 
| entrylevelorstep = 
| art-sections = 
| doors = 2, end vestibule
| maxspeed = {{convert|65|mph|km/h}}
| weight = 
| acceleration = 
| deceleration = 
| traction = 2 × WH 412-A/D {{convert|200|hp|abbr=on}}<br />''MP54E1/E2''<ref name="thirdworld.nl">{{cite web | url=http://thirdworld.nl/a-new-multiple-unit-car-motor-for-the-pennsylvania-railroad | title=Thirdworld.nl}}</ref><br />2 × GE 616 {{convert|200|hp|abbr=on}}<br />''MP54E2''<br />2 × WH 426-A {{convert|370|hp|abbr=on}}<br /> ''MP54E3''<ref name="thirdworld.nl">{{cite web | url=http://thirdworld.nl/a-new-multiple-unit-car-motor-for-the-pennsylvania-railroad | title=Thirdworld.nl}}</ref><br />2 × GE A-626 {{convert|370|hp|abbr=on}}<br />''MP54E3''<ref>{{cite web |url=http://prr.railfan.net/documents/pdf/ThePennsylvaniaElectrification.pdf |title=The Pennsylvania Electrification |website=prr.railfan.net}}</ref><br />2 × WH 431-A {{convert|225|hp|abbr=on}}<br />''MP54E5''<ref name="thirdworld.nl">{{cite web | url=http://thirdworld.nl/a-new-multiple-unit-car-motor-for-the-pennsylvania-railroad | title=Thirdworld.nl}}</ref><br />4 × GE A-630 {{convert|125|hp|abbr=on}}<br />''MP54E6''<ref>{{cite web |url=http://prr.railfan.net/documents/pdf/PRR_FutureMotivePowerInElectrifiedTerritory.pdf |title=Future Motive Power In Electrified Territory |website=prr.railfan.net}}</ref><br />2 × WH 308 {{convert|225|hp|abbr=on}}<br />''LIRR MP54s''<ref name="Googlebook">{{cite web | url=https://books.google.com/books?id=8UY_AQAAMAAJ&q=Long+Island+Railroad+Westinghouse+type+308&pg=PA111 | title=Googlebook| year=1922}}</ref>
| engine = 
| poweroutput = {{convert|400|hp|abbr=on}} (''MP54E1/2'')<br />{{convert|740|hp|abbr=on}} (''MP54E3'')<br />{{convert|450|hp|abbr=on}} (''MP54E5'')<br />{{convert|508|hp|abbr=on}} (''MP54E6'')<ref name="Staufer 1968, p. 170">Staufer (1968), p. 170</ref>
| transmission = 
| aux = 
| hvac = Electric heat
| powersupply = 
| electricsystem = 650&nbsp;V&nbsp;DC [[third rail]]<br />11 kV 25&nbsp;Hz AC [[overhead line|catenary]]
| collectionmethod = [[contact shoe]] (DC), [[Pantograph (transport)|pantograph]] (AC)
| uicclass = Bo’2’+Bo’Bo’
| aarwheels = B-2+B-B
| bogies = 
| brakes = [[Railway air brake|Pneumatic]]
| safety = [[Pulse code cab signaling|Cab signaling]], [[Automatic Train Control]]
| coupling = [[Tightlock coupling|AAR]]
| multipleworking = 
| gauge = {{track gauge|ussg|allk=on}}
}}
The [[Pennsylvania Railroad]]'s '''MP54''' was a class of [[electric multiple unit]] railcars. The class was initially constructed as an unpowered, locomotive hauled coach for suburban operations, but were designed to be rebuilt into self-propelled units as electrification plans were realized. The first of these self-propelled cars were placed in service with the PRR subsidiary [[Long Island Rail Road]] with DC propulsion in 1908 and soon spread to the [[Philadelphia]]-based network of low frequency AC electrified suburban lines in 1915.  Eventually the cars came to be used throughout the railroad's electrified network from [[Washington, D.C.]] to [[New York City]] and [[Harrisburg, Pennsylvania]]. 

The cars became a commuting tradition during their long years of service in several major cities<ref name=Cudahy2003>Cudahy (2003), p. 231</ref> and were known as "red cars" or "red rattlers".<ref name=special>Hulick, p. 19.</ref>  The cars ran in service with the PRR until the [[Penn Central]] merger in 1968 at which point they were already being marked for replacement by new technology railcars such as the [[M1/M3 (railcar)|Budd M1]] and [[Pioneer III]].  After the bankruptcy of the Penn Central the remaining MP54s found themselves being operated by [[Conrail]] under contract with local commuter rail authorities.  The last MP54 cars were retired in 1980-81 while engaged in Philadelphia suburban service with [[SEPTA]].

== Steel suburban cars ==
In 1906, during the PRR construction project to build tunnels under the [[Hudson River|Hudson]] and [[East River]]s and build [[Pennsylvania Station (New York City)|Penn Station]], the PRR announced that all new passenger cars would be made of steel and that wooden cars would not be allowed in the tunnels due to the hazard of fire.<ref>Baer, August 11, 1906.</ref> A design for a steel suburban car with a {{convert|54|ft|2|abbr=on}} passenger compartment, {{convert|64|ft|2|abbr=on}} overall length, and 72 seats was already under development,<ref>Baer, July 1906</ref> along with one for a corresponding passenger-baggage combination car. Anticipating that many of the cars would eventually be used in electrically powered multiple-unit (MU) services, the cars were designed to accommodate electrical equipment<ref name=":0">Ball, p. 65.</ref> and were designated MP54 where the M is for motor and the P is for passenger.<ref name=CCG>[http://prr.railfan.net/documents/pdf/Circulars/146-G_300mono.pdf PRR Classification of Cars 1938].</ref>

Additional types of these cars were developed, all with the same overall length, body shape, and characteristic round end windows often referred to as porthole or owl-eyed windows and large roof-level headlights.<ref name=Cudahy2003/><ref>Staufer (1993), pp. 496, 504</ref> The passenger-baggage combination cars (52 seats) were designated MPB54. In 1911, baggage cars with {{convert|62|ft|2|abbr=on}} baggage compartments were added and designated MB62. In 1913, baggage-mail cars with the same dimensions were added and designated MBM62. In 1914, passenger-baggage combination cars with longer baggage compartments and 40 seats were added and designated MPB54B.  In 1915, passenger-baggage-mail combination cars with 24 seats were added and designated MPBM54.

== Early DC MP54s ==
The first group of MP54 cars was delivered to the PRR subsidiary [[Long Island Rail Road]] (LIRR) in 1908 which was already operating a 650-volt DC electrified service to terminals on Long Island with its fleet of MP41 cars.<ref>Baer, November 2008</ref> Some were used for a while in non-electrified service until the East River tunnels were completed allowing service into Penn Station. Simultaneously, the same electrical system was being installed for use in the Hudson River tunnels and west to [[Manhattan Transfer (PRR station)|Manhattan Transfer]], just east of [[Newark, New Jersey|Newark]] for use by the PRR proper.

Between 1908 and 1915 the LIRR received a total of 225 MP54 type DC powered coaches and 65 other powered MP54-type cars. To supplement these, between 1915 and 1927 a total of 230 T-54 class trailer cars were added to the fleet along with a further 320 DC powered coaches between 1920 and 1927. Finally in 1930 a final batch of 45 MP54 coaches were delivered, resulting in a total fleet of 626 coaches, 15 baggage cars, 52 combines and 230 unpowered trailers for a grand total of 923 MP54 type cars in service on the LIRR.

The LIRR MP54 coaches came in three general styles. Classes MP54, MP54A and MP54A1 were delivered with a "railroad" style [[clerestory]] roof. Classes MP54B and MP54C were delivered with a smooth, "arch" roof. Finally the MP54D and MP54D1 classes were former steam coaches converted to electric operation with clerestory roofs. Unlike the later PRR cars, the LIRR units were primarily constructed by [[American Car and Foundry]] with a few made by [[Pressed Steel Car Company]] or [[Standard Steel Car Company]].

In 1910, the PRR received its first group of MP54-type cars. Six of the coaches and two of the combination cars were provided with DC electrical equipment, and the rest were for service in trains pulled by steam or electric locomotives.<ref>Staufer (1962), p. 102, 136, 138.</ref>

Penn Station opened September 8, 1910, with service to Long Island points being provided by LIRR MP54 cars.<ref>Cudahy (2003)</ref> PRR service out of Penn began November 29, 1910 primarily using [[PRR DD1|electric locomotives]]. The eight electrified PRR MP54 cars were used for shuttle service between Penn Station and Manhattan Transfer, an island station that facilitated passenger transfer with PRR trains going to or from [[Exchange Place (PRR station)|Exchange Place]] in [[Jersey City]]. This shuttle service ended in 1922, and the cars were sent to the LIRR.<ref>Cudahy (2002), p. 47.</ref>

In addition to the cars built for the PRR and LIRR, the [[West Jersey and Seashore Railroad]] (which later became part of the [[Pennsylvania-Reading Seashore Lines]]) received a small fleet of eighteen 650 V DC powered MP54 cars for use on its electrified [[interurban]] line between [[Camden, New Jersey|Camden]], [[Millville, New Jersey|Millville]], and [[Atlantic City]] in 1912. These cars, officially classified as MP54D, came equipped with both third rail and also [[trolley poles]] for the segments of the line that made use of overhead lines. These cars were used until electrified service on the PRSL was ended in 1949.<ref>[http://prr.railfan.net/diagrams/PRRdiagrams.html?diag=MP54d-E95310A.gif&sel=motorpassenger&sz=sm&fr= MP54d diagram]</ref>

== AC Cars for PRR Suburban Service ==
In late 1912, PRR engineers recommended large-scale electrification of PRR lines with [[alternating current]] (AC) at 11,000 volts and 25 cycles, starting with the suburban service along the Main Line between [[Philadelphia]] and [[Paoli, Pennsylvania|Paoli]].<ref>Baer, December 31, 1912</ref> This project was authorized soon thereafter.<ref>Baer, March 12, 1914</ref> In 1914, the PRR started adding AC electrical equipment to 93 MP54-type cars at the [[Altoona Works|Altoona shops]]<ref>Staufer (1962), p. 10</ref> for use in this service. Each car received a [[pantograph (rail)|pantograph]], a [[transformer]], a power [[bogie|truck]], a motorman's cab and controls at each end, and MU circuits. These cars were then designated MP54E to distinguish them from non-electrified cars.

The Paoli line opened with electrical service in 1915 with great success, and other Philadelphia suburban lines were electrified in succeeding years. By 1933 the entire PRR line from Philadelphia to Penn Station had been provided with AC electrification and the lines from Philadelphia to [[Washington, D.C.]] and [[Harrisburg]] were subsequently electrified as well. MP54 cars then provided local service throughout this area. Large numbers of MP54 MU cars were obtained both by electrifying existing non-electrified MP54 cars and by purchasing and building entirely new cars. As improved electrical equipment was developed in later years, a numeral was added to signify the type of this equipment.<ref name=James /><ref>[http://prr.railfan.net/diagrams/PRRdiagrams.html?diag=mp54e5.gif&sel=motorpassenger&sz=sm&fr= MP54E5 diagram]</ref>  Between 1926 and 1930 a further 144 cars were delivered from PRRs main shops in [[Altoona, Pennsylvania]] and Standard Steel in the class MP54E2. Between 1932 and 1937, a total of 46 [[married pair]]s were constructed by Altoona that consisted of an unpowered trailer (designated T) that was towed by a motor car (designated E3), with 736 total horsepower compared with the normal 400: 34 (MP54E3+MP54T) + 4 (MP54E3+MBM62T) + 8 (MPB54BE3+MP54T).<ref name=James>James</ref> These special trailer motors could be identified by a small golden keystone above the number on the side of the car.  They also had larger [[louver]]s on the side due to the greater demand for cooling air.<ref name="Staufer 1968, p. 170"/>

In time it was apparent to better distinguish between the non-electrified and electrified cars aside from the letter E, thus it was decided to make the initial M be a "small" capital letter for the non-electrified cars.<ref>[http://prr.railfan.net/documents/pdf/Circulars/146-F_300mono.pdf PRR Classification of Cars 1931]</ref> Small capital letters are awkward to use, so many books<ref>Bezilla</ref><ref>Cudahy{{full citation needed|date=June 2018|reason=There are two books in the bibliography by Cudahy}}</ref> have used the LIRR scheme of omitting the initial M for the non-electrified cars (P54)<ref name=CCG /> while less commonly a lower-case m is used instead of the small capital (mP54).<ref>[http://prr.railfan.net/documents/pdf/Circulars/146-F_300mono.pdf index to PRR Classification of Cars 1931]</ref>

In 1950, faced with the need for expensive new equipment for unprofitable suburban service,<ref>Bezilla, pp. 189, 193-195.</ref> the PRR decided to extend the life of the MP54 cars instead of buying new equipment. The MP54s were rebuilt at PRR's Wilmington, DE electric shops with an initial batch of fifty {{convert|450|hp|adj=on}} cars in the class MP54E5.<ref>Volkmer, p. 108.</ref>  A follow-up batch of fifty 508&nbsp;hp cars in the class MP54E6 were rebuilt at the Altoona shops (for unknown reasons, the designation MP54E4 was skipped). In addition to the new, more powerful propulsion gear, other new equipment was installed including [[roller bearing]] equipped equalized [[Bogie|trucks]], new windows, and recessed transit-type lighting<ref>Staufer (1968), p. 169</ref>  In 1951 there were a total of 481 AC MP54 cars of all types in service,<ref>Multiple Unit Equipment in Service as of January 15, 1951, (PRR document)</ref> consisting of 405 MP54, 42 MP54T, 10 MPB54B, 9 MPB54, 7 MB62, 4 MBM62, and 4 MBM62T cars.

=== Performance ===
{{original research|section|date=August 2015}}
While state of the art in 1908, when the last brand new MP54 rolled off the assembly line 28 years later, the design did more to suit the PRR's desire for standardization than the comfort of the passengers that rode them.  Each motor car was powered by a single truck at the pantograph end which in turn was equipped with two {{convert|200|hp|adj=on}} 25&nbsp;Hz [[universal motor|series wound AC motors]]. Using AC motors of this type resulted in poor acceleration compared to equivalent DC motors, a problem that was exacerbated by the frequent stops the MP54s would make in local commuter service. While the 99 E5 and E6 units rebuilt in the 1950s had better performance and a stated top speed of {{convert|65|mph|abbr=on}}, older E1 and E2 cars would struggle to reach {{convert|55|mph|abbr=on}}. A further design flaw in the propulsion gear of the E1 and E2 models required that if power was taken off at speeds above {{convert|30|mph|abbr=on}}, it could not be reapplied until the train slowed back to 30&nbsp;mph lest arcing damage the motors.<ref>PRR Electric Operations Rulebook CT290</ref> The 1908 [[bogie|truck]] design provided little in the way of ride quality, and [[friction bearing]]s on unmodified cars retarded performance further. Noise from the primitive toothed gear drivetrain (a characteristic common to contemporary MU cars on other railroads) could become quite loud at high speed which made the relative quiet of unpowered trailer cars (if utilized) attractive to some regular riders.

== Service history ==
[[File:MP54 EMUs at Wilmington, unknown date.jpg|thumb|upright=1.2|MP54s in [[Philadelphia]] suburban service at [[Wilmington, Delaware]]]]
[[File:Conrail EMUs at Washington Union Station, March 1978.jpg|thumb|upright=1.2|[[Conrail]]-operated units entering [[Washington Union Station]] in March 1978]]
The MP54 cars ran from 1915 until 1981 on many lines, through many years of PRR service and into [[Penn Central]], [[Consolidated Rail Corporation|Conrail]], [[New Jersey Department of Transportation]], and then [[SEPTA]] and [[New Jersey Transit]] service. They wore several PRR Tuscan paint schemes as well as Dark Green with white lettering in PC times and a few were painted in white with blue and red stripes during the SEPTA era. Three cars transported train crews and other railroad employees from [[Union Station (Washington, D.C.)|Washington, D.C.'s Union Station]] to the [[Ivy City, Washington, D.C.|Ivy City]] yards in the blue and white scheme of the [[Washington Terminal Company|Washington Terminal]].  The MU coaches were assigned to commuter service along both the [[Keystone Corridor]] on the [[Main Line (Pennsylvania Railroad)|Main Line]] and the [[Northeast Corridor]]. They were also found on the [[Perth Amboy and Woodbridge Railroad]] taking passengers to and from [[South Amboy, New Jersey]] where the [[New York and Long Branch Railroad]] began. A set of MP54 cars also served as the shuttle between [[Princeton Junction (NJT station)|Princeton Junction]]<ref>Volkmer, pp. 86-87.</ref><ref>{{cite news |title=Where the Only Station Stop is Princeton |first=Lawrence |last=Biemiller |newspaper=The Chronicle of Higher Education |location=Washington, D.C. |date=May 16, 2003 |page=A48}}</ref><ref>Treese, pp. 28-30.</ref><ref>Bianculli, pp. 53-58.</ref> and [[Princeton, New Jersey|Princeton]], and was known to generations of Princeton students, faculty, residents and visitors as the "dinky" or the [[Princeton Branch|"PJ&B"]] (Princeton Junction and Back). For many years a single car was used on a run between South Amboy and Trenton via Jamesburg, mainly to transport high school students. For popular events, particularly the [[Army-Navy Game|Army-Navy football games]] in Philadelphia, MP54 cars were used to make up some of the special trains to provide the needed transportation.<ref name=special /><ref>Volkmer, photo, p. 105</ref> During World War II, the PRR was often short of passenger equipment on weekends so trains of MP54 cars were used as advance sections of long-distance trains in the electrified PRR area.<ref name=special /><ref name=wwii>Staufer & Pennypacker, p. 169.</ref> During these years, the PRR also used solid trains of MB62 and MBM62 cars to carry express from Penn Station to various locations.<ref name=wwii /> In the days of [[Penn Central]] the MP54s ventured onto former [[New York, New Haven and Hartford Railroad|New Haven]] tracks solely during [[railfan]] charters, in particular a June 14, 1970 fantrip from [[Pennsylvania Station (New York City)|Penn Station]] to [[New Haven Union Station|New Haven]] which included the [[New Canaan Branch]].

Steam-hauled '''P54''' cars served well into the 1950s alongside their MU siblings. While these cars were more commonly seen in commuter service in the Pittsburgh area, they were also used over the entire PRR and perhaps even off-line in troop train service during World War II. Also during this time, several combine style cars were converted to completely coach seating by the addition of seats and porthole windows to the baggage and mail sections.<ref name=":1">Staufer (1993), p. 378</ref>  Two of these converted cars were sold to the [[Buffalo Creek and Gauley Railroad]] after the war.

At some point during the Penn Central era, several cars were de-motored and used in commuter service behind a [[Pennsylvania Railroad class GG1|GG1]] locomotive. A single pantograph was retained on one of the cars to provide heat and lights.

== Disposition of remaining MP54 cars ==
{{Update|section|date=February 2023
    |reason= Several links are dead and archived web pages may not reflect the present status of these cars.
    |inaccurate=yes}} 
*PRR coach 441 is in active (demotored) use, painted for the [[New York Central Railroad|New York Central]], on the [[Delaware and Ulster Railroad]].<ref name="BERA1">[http://www.bera.org/cgi-bin/pnaerc-query.pl?sel_curown=Delaware+%26+Ulster+Rail+Ride&match_target=&Tech=Yes&pagelen=200 Roster of Preserved North American Electric Railway Cars]</ref>
* PRR coach 442 is stored intact, converted into an open-bench car on the [[Wilmington and Western Railroad|Wilmington & Western Railroad]].<ref name="WWRR1">[http://www.wwrr.com/about/equipment/passenger-cars.aspx Wilmington & Western Railroad: Passenger Car Roster]</ref>
* PRR coach 444 is in active (demotored) use, painted for the [[New York Central Railroad|New York Central]], on the [[Delaware and Ulster Railroad]].<ref name=BERA1 />
* PRR coach 447 is in active (demotored) use, painted for the [[New York Central Railroad|New York Central]], on the [[Delaware and Ulster Railroad]].<ref name=BERA1 />
* PRR coach 450 is stored intact on the [[Wilmington and Western Railroad|Wilmington & Western Railroad]].<ref name=WWRR1 />
* PRR coach 542 is currently abandoned derelict (and is missing trucks and underfloor equipment) in [[Hiltons, Virginia]], at the intersection of 709 (Academy Road) and 712 (A P Carter Hwy).<ref>[https://www.google.com/maps/@36.6542792,-82.4673448,3a,75y,91.63t/data=!3m6!1e1!3m4!1sBhehAcC2_LWC_j-ch6WoiA!2e0!7i13312!8i6656 Google Maps: Mandolin Drive / State Route 709 / State Route 712, Virginia, United States]</ref>
* PRR coach 543 is in active (demotored) use, converted into an open-bench car on the [[Durbin and Greenbrier Valley Railroad]] operating as number 203.<ref>{{Cite web |title=HawkinsRails - Durbin Rocket |url=http://hawkinsrails.net/preservation/dgvr/dgvr_rocket.html |access-date=2023-11-21 |website=hawkinsrails.net}}</ref>
* LIRR coach 1149 is displayed intact as part of the Central New York chapter of the [[National Railway Historical Society]] collection.<ref>{{cite web |title=MP-54A1c MU Coach: LIRR #1149 |url=https://cnynrhs.org/web/wp-content/uploads/2021/02/1149_mu.pdf |website=cnynrhs.org |publisher=Central New York Chapter, NRHS Inc. |access-date=24 February 2023}}</ref>
* LIRR combine 1398 is preserved as the Port Jefferson Station/Terryville Chamber of Commerce office in [[Port Jefferson Station, New York]].<ref>{{cite web |title=The Train Story |url=https://pjstchamber.com/the-train/ |website=pjstchamber.com |publisher=Port Jefferson - Terryville Chamber of Commerce |access-date=24 February 2023}}</ref>
* LIRR coach 4137 is stored intact as part of the [[Seashore Trolley Museum]] collection although in need of extensive restoration.<ref>{{cite web |title=Long Island Rail Road 4137 |url=https://collections.trolleymuseum.org/items/166 |website=collections.trolleymuseum.org |publisher=Seashore Trolley Museum |access-date=24 February 2023}}</ref>
* LIRR coach 4153 was part of the [[Connecticut Trolley Museum]] collection<ref>{{cite web |url=http://www.ct-trolley.org/museum/railroad.php |title=Connecticut Trolley Museum - Our Collection - Locomotives and Railroad Equipment |publisher=Connecticut Trolley Museum |access-date=23 February 2023 |url-status=unfit |archive-url=https://web.archive.org/web/20111005090404/http://www.ct-trolley.org/museum/railroad.php#railcars|archive-date=5 October 2011}}</ref> but was reported by a museum official to have been de-accessioned in 2022.<ref>{{cite web |last1=Brogle |first1=Rob |title=MP-54 #4153 at CT Trolley Museum |url=https://railroad.net/mp-54-4153-at-ct-trolley-museum-t169373-30.html |publisher=Railroad.net |access-date=24 February 2023 |date=13 October 2022}}</ref>

== MP54 cars on other railroads ==
{{expand section|date=January 2010}}

Unpowered MP54 cars (and/or combines and baggage mail cars) were built for or sold to a number of other railroads.  These included [[Atchison, Topeka and Santa Fe Railway|AT&SF (Santa Fe)]], [[Buffalo Creek and Gauley Railroad|BC&G (Buffalo Creek and Gauley)]],<ref name=":1" /> [[Boston and Maine Corporation|B&M (Boston and Maine)]], [[Erie Railroad|Erie]], [[Delaware, Lackawanna and Western Railroad|Lackawanna]], [[Ligonier Valley Railroad]],<ref>{{Cite web |title=PassengerCarList@groups.io {{!}} Ligonier Valley Railroad |url=https://groups.io/g/PassengerCarList/topic/98744466 |access-date=2023-11-21 |website=groups.io}}</ref>  {{Verification needed|date=May 2015}} [[New York, Susquehanna and Western Railroad|NYS&W (New York Susquehanna and Western, Susquehanna)]], [[Norfolk and Western Railway|N&W (Norfolk and Western)]], [[Piedmont and Northern Railway|Piedmont and Northern]] and [[Tuckerton Railroad|Tuckerton]].  Additional road names reported as possible: CR (Conrail), [[Pemberton and Hightstown Railroad|Union Transportation (Pemberton & Hightstown)]], Consolidades de Cuba, and the [[Midland Continental Railroad|Midland Continental]].<ref>[http://www.all-railroads.com/HOmP54.html list and photos of mP54 cars on other railroads] {{webarchive|url=https://web.archive.org/web/20100221100756/http://www.all-railroads.com/HOmP54.html |date=February 21, 2010 }}</ref>

== Similar Pennsylvania railroads' rolling stock ==

In 1907, prior to the purchase of its MP54D's, the [[West Jersey and Seashore Railroad]] expanded its wooden interurban fleet operating its [[Railroad electrification in the United States#West Jersey and Seashore Railroad|electrified service]] from [[Camden, New Jersey|Camden]] to [[Atlantic City]] and [[Millville, New Jersey|Millville]] with an order of porthole-window cars, designated MP2. These were still of wooden construction, but came with stronger steel ends, had passenger compartments {{convert|46|ft|m|abbr=on}} long, overall length {{convert|55|ft|m|abbr=on}}, 58 seats, and were otherwise similar to the MP54 design. Later some of the original all-wooden MP1 cars were upgraded with steel ends matching the MP2 cars.<ref name=wjs>[[Railroad electrification in the United States]]</ref>

The [[Hudson and Manhattan Railroad]] obtained some cars with porthole windows in 1911, designated MP38, for their line to [[Newark, New Jersey|Newark]]. The cars were partly owned by PRR, were painted in PRR colors, had 46 foot passenger compartments, {{convert|48|ft|abbr=on}} overall length, 44 seats, and had additional center-entrance doors. The H&M cars not operated over PRR trackage to Newark had the more common square windows.<ref>Cudahy (2002), pp. 42, 101.</ref>

== Notes ==
{{Reflist|30em}}

== References ==
* {{cite web |last=Baer |first=Christopher T. |title=PRR Chronology:A General Chronology of the Pennsylvania Railroad Company, Predecessors, and Successors and its Historical Context |url=http://prrths.com/Hagley/PRR_hagley_intro.htm |date= |access-date=October 12, 2009 |archive-url=https://web.archive.org/web/20090707002930/http://www.prrths.com/Hagley/PRR_hagley_intro.htm |archive-date=July 7, 2009 |url-status=dead }}
* {{cite book |last=Ball |first=Don |title=The Pennsylvania Railroad, 1940s-1950s |url=https://books.google.com/books?id=3EFCVbnnxQwC |edition=2nd |year=1986 |publisher=Elm Tree Books |location=Chester, Vermont |isbn=978-0-393-02357-2}} Distributed by W. W. Norton, New York.
* {{Bezilla-PRR-Electric-Traction }}
* {{cite book |last=Carleton |first=Paul |title=Under Pennsy Wires |url=https://books.google.com/books?id=_9SOGAAACAA |year=1982 |publisher=D. Carleton Railbooks |location=River Vale, New Jersey}}
* {{Cudahy-Hudson}}
* {{Cudahy-Subways}}
* {{cite book |last1=Dill |first1=Tom |last2=Grande |first2=Walter R. |title=The Red Electrics: Southern Pacific's Oregon Interurban |url=https://books.google.com/books?id=c-59AAAACAAJ |year=1994 |publisher=Pacific Fast Mail |location=Edmonds, Washington |isbn=978-0-915713-28-8}}
* {{cite book |last=Ford |first=Robert S. |title=Red Trains in the East Bay: The History of the Southern Pacific Transbay Train and Ferry System |url=https://books.google.com/books?id=PT8fAQAAIAAJ |year=1977 |series=Interurbans Specials |volume=65 |publisher=[[Interurban Press|Interurbans Publications]] |location=Glendale, California |isbn=978-0-916374-27-3}}
* {{cite journal |last=Hulick |first=Charles |date=Autumn 2000 |title=A Brief History of the Pennsylvania Railroad MP54 Multiple-Unit Cars |journal=[[The Keystone]]|volume=33 |issue=3 }}
* {{cite journal |last=James |first=William |date=Winter 2010 |title=Pennsylvania Railroad MP54 Multiple Unit Cars |journal=[[The Keystone]] |volume=43 |issue=4 }}
* {{cite book |last=Middleton |first=William D. |title=Traction Classics |year=1983 |volume=1 THE INTERURBANS The Great Wood and Steel Cars |chapter=2 The Heavyweight Steel Cars Part 15 Northwestern Pacific's Aluminum Suburbans |location=San Marino, California 91108 U.S.A. |isbn=978-0-87095-085-8 |lccn=83-18482}}
* {{Middleton-Electrified-2nd}}
* {{cite book |last=Middleton |first=William D. |title=The Pennsylvania Railroad under Wire |url=https://books.google.com/books?id=opkGAAAACAAJ |series=Classic Trains |year=2002 |publisher=[[Kalmbach Publishing]] |location=Waukesha, Wisconsin |isbn=978-0-89024-617-7}}
* {{cite book |last=Staufer |first=Alvin F. |title=Pennsy Power: Steam and Electric Locomotives of the Pennsylvania Railroad 1900-1957 |url=https://books.google.com/books?id=H_xSAAAAMAAJ |year=1962 |publisher=Standard Printing and Publishing |location=Carrollton, Ohio |isbn=978-0-944513-04-0}}
* {{cite book |last1=Staufer |first1=Alvin F. |last2=Pennypacker |first2= Bert |title=Pennsy Power II: Steam Diesel and Electric Locomotives of the Pennsylvania Railroad |url=https://books.google.com/books?id=tTrsQwAACAAJ |year=1968 |publisher=Alvin F. Staufer |location=Medina, Ohio |isbn=978-0-944513-05-7}}
* {{cite book |last=Staufer |first=Alvin F. |title=Pennsy Power III: 1847-1968, Steam, Electric, MUs, Motor Cars, Diesels, Cars, Buses, Trucks, Airplanes, Boats, Art |url=https://books.google.com/books?id=UkO2AAAACAAJ |year=1993 |publisher=Alvin F. Staufer |location=Medina, Ohio |isbn=978-0-944513-10-1}}
* {{cite book |last=Treese |first=Lorett |title=Railroads of New Jersey: Fragments of the Past in the Garden State Landscape |url=https://books.google.com/books?id=LkXXZfRFRM0C |year=2006 |publisher=Stackpole Books |location=Mechanicsburg, Pennsylvania |isbn=978-0-8117-3260-4}}
* {{cite book |last=Volkmer |first=William D. |title=Pennsy Electric Years |year=1991 |publisher=Morning Sun Books |location=Edison, New Jersey |isbn=978-1-878887-01-6}}

== External links ==
{{Commons category|PRR MP54}}
* [http://prr.railfan.net/diagrams/PRRdiagrams.html?sel=motorpassenger PRR Motor Passenger diagrams]

{{SEPTA rolling stock timeline}}
{{LIRR and MNCR rolling stock}}

[[Category:Pennsylvania Railroad]]
[[Category:Electric multiple units of the United States]]
[[Category:Rail passenger cars of the United States]]
[[Category:Train-related introductions in 1908]]