The Pullman-Standard 5077 cubic foot boxcar was a 50 ft Plate B design built between 1972 and 1979. It became one of the most common modern boxcars in North American service, used by dozens of railroads and later by leasing companies and private owners. Although outwardly similar to the FMC 5077, the Pullman-Standard car was a completely separate design, with distinctive body construction, side-sill arrangements, roof types and ends.
More than 4,000 were built new, with an additional 300 kits supplied for assembly by other firms. Many remain in service today, particularly those rebuilt for paper and building-material traffic.
Construction and Orders
Pullman-Standard produced 4,301 complete PS-5077s between October 1972 and August 1979 for seven original customers. A further 300 body kits were supplied in 1975–76 for assembly by Golden Tye at Pickens, South Carolina, under a contract with the National Railway Utilization Company (NRUC).
These kit-built cars used Pullman-fabricated bodies and doors mounted on Berwick Forge & Fabricating underframes, resulting in subtle underframe and fastener differences from standard Pullman construction.
Original Customers
| Lot | Customer | Notes |
|---|---|---|
| 9602 | Penn Central (later Conrail and CP) PC 168000-168499 (500) 10/1972 | Only lot with 12 side posts |
| 9794 | Railbox RBOX 14000-14999 (1000) 1-3/1975 | Early Railbox deliveries |
| 9831 | Railbox RBOX 15000-16499 (1500) 8-11/1975 | Ten‑post body, several sublots |
| 9831A | C&IM 1010 (1?) 12/1975 | Ten‑post body, several sublots |
| 9832 | Railbox RBOX 21000-21599 (600) 4-6/1976 | Later Railbox cars |
| 9916 | Pearl River Valley, St Johnsbury & Lamoille County PRV 1000-1049 (5) 7/1976 | Distinct sill pattern |
| 9962 | St Lawrence Railroad NSL 101600-101899 (300) 9-10/1977 & 4/1978 | Stanray roof variant |
| 1059 | Chicago & North Western CNW 163000-163299 7-8/1979 | Final PS lot |
Kit-Built Cars (NRUC Programme)
Three hundred body kits were assembled by Golden Tye for NRUC customers including the St Lawrence Railroad and Pickens Railway. These cars combined Pullman-built superstructures with Berwick underframes, which can be identified by their distinctive bolt spacing and the absence of jack pads.
Body Styles
Two principal body styles were used during production, both with a 10 ft wide door opening:
- Twelve‑post body — Only on Lot 9602 (Penn Central). First post Z‑section, others hat‑section.
- Ten‑post body — Wider hat‑section posts, used on all later lots and on the kit cars.
Side Sills
Pullman used several sill designs over the production run, reflecting continuous refinement of the structure:
- L‑angle sill, narrow leg uppermost, with notches over the trucks – Lot 9602.
- C‑channel sill with lower leg bent inward – early mid‑production.
- Plate sill with bent lower edge and notched stirrup areas – Lots 9831, 9832, 9916, 9962.
- C‑channel sill with radiused lower edge – Lot 1059.
- Kit‑car sill – Pullman body mated to Berwick underframe, no jack pad, different Huck‑bolt spacing.
Roofs
Most PS‑5077s were delivered with Pullman’s proprietary 15‑panel “bow‑tie” roof, recognisable by its shallow diagonal depressions. The St Lawrence Railroad order (Lot 9962) used Stanray’s 15‑panel diagonal‑panel roof instead. When later converted for pulp and paper service, some cars gained roof extensions and vent fittings to improve airflow and resist condensation.
Ends
Three end patterns were fitted during production:
- Pullman N4/5 sine‑wave corrugated — narrow upper corrugation.
- Pullman 5/5 sine‑wave corrugated — standard production type.
- Pullman 5/5 with vents — fitted to later lots and paper conversions.
Converted cars also received reinforcement plates welded between the corrugations to resist damage from shifting loads.
Doors
As Built
- Pullman‑Standard embossed‑panel door — standard on most cars.
- YSD 5/6/6 corrugated door — specified on NSL and CNW cars.
Replacement and Conversion Types
Many cars received new doors in later years. Documented replacement types include:
- YSD corrugated
- EZ‑Roll 7‑panel
- Rail Car Specialties 6‑panel
- YSD exterior‑post plug door with horizontal gear
- Prime Railway Services 8‑panel door (for raised‑roof, Plate C conversions)
Brake Equipment
Two brake lever arrangements were supplied:
- Horizontal lever — on four production lots and all kit cars.
- Vertical lever (hook‑and‑eye) — on the remaining lots.
Handbrake types included Ajax, Ellcon‑National, and Universal, depending on customer preference.
Underframes and Draft Gear
Customers could specify either rigid draft gear or 10 in travel end‑of‑car cushioning. Later in life, several second‑hand cars were retrofitted with cushioning units to protect loads. The NRUC kit cars used Berwick underframes with distinctive crossbearer spacing and visible bolt patterns.
Trucks
- As delivered: 70‑ton ASF Ride Control roller‑bearing trucks with 33 in wheels.
- Upgraded conversions: 100‑ton Barber S‑2 trucks with 36 in wheels.
Pulp and Paper Conversions
In 2000–2002, fleets from Lots 9602 and 9831 were rebuilt for baled wood‑pulp and paper service by BC Rail and Canadian Pacific. The modifications included:
- Raising the roof by 5 in (10 ft 7 in → 11 ft)
- Increasing door opening height from 9 ft 11 in to 10 ft 7 in
- Adding roof and floor vents to exhaust moisture
- Welding reinforcement plates between end corrugations
- Upgrading trucks and bolsters for 100‑ton capacity
Typical examples include CP 214456 (ex‑PC) and CP 214870 (ex‑RBOX), rebuilt at Alstom Transport Services, Calgary. These cars continue to serve in paper, plywood, and building‑materials traffic.
Spotting Features
- Early 12‑post body (Penn Central only) versus later 10‑post design.
- Bow‑tie roof standard; Stanray diagonal‑panel roof exclusive to St Lawrence RR.
- Side sill variations by lot — L‑angle on Lot 9602, radiused C‑channel on Lot 1059.
- Door types vary by customer and rebuild era.
- Reinforced ends and roof vents on later pulp‑service cars.
Legacy
The Pullman‑Standard 5077 was among the last general‑purpose boxcars designed before widespread adoption of taller plate C and F cars. Its combination of light weight, high cubic capacity, and strong welded body made it popular across North America. Many passed to leasing companies and Class I successors, while modified examples remain active in secondary service. The PS‑5077 represents a defining freight‑car design of the transition from 1970s boxcar pooling to the modern era.