Route 100 N-5

This is sort of a branch from another thread about the Silverliner V.

I'm wondering why the N-5 weighs around 41 tons while the rebuilt "PCC-2" is about 22.5 tons. They both are trollleys which hold about the same number of people, run on 600 volt DC systems, have HVAC systems and other basic stuff. Using a third rail instead of trolley wires shouldn't make much difference, and high-level stations allows the N-5 to avoid having steps.

The N-5 is also completely grade separated and doesn't share tracks with other systems (passenger or freight). They also only run the same type of cars on the entire line.

Not getting too technical, the N-5 is a third rail powered interurban car, a bit more heavier that a true "trolley" (or light rail in modern terms). The N-5 is somewhat in between a heavy rail car and a streetcar. The high-level platforms and grade seperate ROW give the Route 100 a commuter rail feel. The interiors of the N-5 also resembles a commuter car.

When attempting to categorise the N-5's, we must keep in mind the lineage of both the car and the railway. Route 100, as the P&W, has often been described as "America's most unusual electric railway". It has steam railroad origins, though it was never operated using steam, is "interurbanesque" with its mostly single car trains, on board fare collection, & short station platforms, and has aspects of urban rapid transit, with its third rail operation, complete grade separation, and high level station platforms.

Because of the uniqueness of the railway, it would follow that the cars used would also be unique. The original 1907 St. Louis Cars ( of which only No. 46 survives--having spent most of its life as work car No 446) were definately interurbans, which were a heavier, faster, ususally more luxurious derivation of the city streetcar, even being equipped with trolley poles ( the connection with the Lehigh Valley Transit Co.'s Liberty Bell Route from Allentown required a half block of street running in Norristown by P&W cars to reach the then ground level Norristown terminus. The LVT was a "true" or typical interurban). The 1920's era 50 series cars ( three of them) and the 60 series cars, as built, also had trolley poles, and were actually interurban cars. ( The 60 series cars were rebuilt just prior to the advent of the Bullet Cars into the 160 series, or Strafford Cars, at which time the poles were removed).

The Bullet Cars, though they were never equipped with poles, and were not configured for ground level loading, the second story Norristown Terminus having been placed in service just prior to their introduction, are also more interurban than anything else, being a direct descendant of the Cincinnati & Lake Erie's "Red Devil" interurban cars ( some of which later operated over the P&W as the LVT 1000 series Liberty Bell Route Cars).

Interurban cars ranged in type from little more than "gussied up" streetcars to small mainline railroad type trains ( ie the North Shore- Red Arrow Electroliners-Liberty Liners). With this lineage, IMHO, the current N-5's are more interurban than anything else, having a more direct relationship to an LRV, though heavier and without poles. Their manner of operation is more like light rail than it is like commuter rail, but these cars like the railway itself, will always defy strict categorization.