Bullet (interurban)

Bullet

Overview
Service type	Interurban trolley
Locale	Pennsylvania; also Utah, New York
First service	1930
Last service	about 1990
Current operator(s)	Pennsylvania & Western Railroad; Bamberger Railroad, Fonda, Johnstown, and Gloversville
Route
Termini	Upper Darby (P&W RR) Norristown (P&W RR)
Distance travelled	13.5 mi (21.7 km)
Average journey time	16 min
On-board services
Seating arrangements	52
Sleeping arrangements	No
Technical
Track gauge	1,435 mm (4 ft 8+1⁄2 in) standard gauge
Operating speed	92 mph (148 km/h) maximum 50.6 mph (81.4 km/h) average
Route map File:Amtrak Northeast Corridor.svg***

Bullet was a high-speed interurban railcar, i.e. it ran like a streetcar (British English: tram) through the towns and at own right-of-ways at high speed between them. They were produced by J. G. Brill and Company in Philadelphia for the Philadelphia and Western Railway (P&W) in 1931, and then the Fonda, Johnstown and Gloversville Railroad in 1932. They were innovative and successful designs but few were sold because of the great depression and the public transport decline in the 1930s. However, some of them ran in almost 60 years.

"Bullet" No. 206 on display at Steamtown in Scranton, PA. Remark the similarity to Fliegender Hamburger, the German.high-speed train from 1933. (Author Peter Van den Bossche)

The first railcar in a wind tunnel

The Bullets are called 'the finest lightweight, high-speed interurban cars ever constructed'. At least, they probably survived all other pre-WWII interurban cars in commercial traffic. They were a result of a broad research program. It was led by the direction of P&W Vice-Chairman W. L. Butler, who had been largely responsible for development of the Red Devil's design, in collaboration with the J. G. Brill Company. As the Red Devils, the Bullets had all-aluminum bodies. However, their design was improved: After a lot of wind tunnel research – the first in the railway industry – the Bullet was streamlined to minimize the air resistance. According to Prof. Felix W. Pawlowski of University of Michigan, this would save 40 % or more of the energy required by the conventional type of suburban car at speeds in excess of 60 mph (97 km/h). They also developed an improved low-level truck (bogie) design, and the Bullets could run as multiple-units. Like the Red Devils, the Bullets had four motors at 76 kW (100 HP) each. The Bullets were longer (17.5 m/55 ft) and a bit heavier (26 tons), but only about half as heavy as conventional railcars of that time. They got power from a trolley, by a third rail, or both.

A forerunner of the high-speed trains…

The Bullet was a forerunner of the high-speed trains, of which the first were inaugurated later into the 30s. Among other trains, the Japanese Odakyū 3000 series SE Romancecar was inspired by the sleek and streamlined Bullets. In 1957, the Romancecar set a speed record for narrow-gauge trains of 145 km/h (90,1 mph). The Bullets are called "ancestors of the TGV, ICE, Shinkansen, and the Acela Express" (in English, the first Shinkansens were named Bullet Trains). The Bullets' maximum speed was at least 148 km/h (92 mph).
       Already in 1907, the P&W had laid a trackage with a quality never seen before by an interurban – free from grade crossing with both railroads and roads, and with a block signal system. Double tracks improved the safety and capacity (the deadliest interurban wrecks were caused by head-on collisions). To utilize the Bullets' potential, major improvements were made to track and signal systems to permit extremely high speeds on the Norristown line. In a test run one of the cars covered the 21.7 km (13.5-mile) P&W line from Norristown to the 69th Street Terminal in Upper Darby in just 11 minutes.

…but few were sold

P&W bought ten Bullets. In addition, five modified Bullets were sold to Fonda, Johnstown & Gloversville (FJ&G) in 1932. In these years, the interurban business declined – because of the depression and a widespread use of automobiles and buses. The interurban cars (like ordinary streetcars) were delayed by traffic congestions in the streets, too. The interurban (and railroad) companies must pay their own right-of-ways; the roads for the private cars and buses were paid by the taxpayers (of which the railroad and interurban companies were among the greatest). In addition, a group named National City Lines but led by General Motors bought streetcar and interurban companies, dismantled the infrastructure and resold the companies to new owners who committed themselves to buy and use buses – from General Motors

Almost 60 years in service

FJ&G's bright orange Bullets ran hourly into Schenectady where they terminated in front of the NYC station – but not long. In 1935, the FJ&G's Mohawk River bridge – after damages because of river ice ten years before – was condemned by New York State as too dangerous for any public transport. With that, interurban service now had to terminate at Scotia across the Mohawk from Schenectady. And in 1936, the company abandoned their passenger service. The five Bullets went to the Bamberger Railroad (BR) interurban in Utah and served the line Salt Lake City–Ogden hourly. As for the few remaining interurban companies, the business flourished during the war because of the car, gas and tires restrictions. In 1952, however, the BR's shops burned, and the company gave up the passenger traffic 6 September that year. Several of their Bullets are preserved in different museums.

A refuge for high-speed interurban cars

Afterwards the Philadelphia area became the refuge for high-speed interurban cars. In 1939, 13 of the 20 Red Devils were sold to Lehigh Valley Transit Company (LVH). Under the name of Liberty Bells they ran till LVH suddenly ceased the service in 1951. From the North Shore Line's Chicago–Milwaukee route a pair of interurban trains named Electroliners were sent eastwards in 1963, after 22 years and more than 3.3 million miles (5.3 million km) each – a mileage which probably surpassed any other interurban car. They were acquired by the Red Arrow Lines, which renamed them Liberty Liners and operated on P&W's right-of-way till about 1976.
       The P&W's Bullets got a remarkably long life thanks to their building quality. Probably also P&W's excellent track condition contributed to reduce the wear and tear. Even if the interurban business already was in crisis when the Bullets were introduced in 1931, some of them survived in almost 60 years, till 1990. And they didn't run as museum cars or heritage streetcars – they served busy commuters in the Philadelphia area. After the P&W time, they were run by SEPTA. Even today, Philadelphia's light rail system – the interurban's successor – is number five in the U.S. by ridership.