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. 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 GG1 locomotive. A single pantograph was retained on one of the cars to provide heat and lights. [Detailed information on this is needed.] Unpowered MP54 cars (and/or combines and baggage mail cars) were built for or sold to a number of other railroads. These included AT&SF (Santa Fe), B&M (Boston and Maine), Erie, Lackawanna, NYS&W (New York Susquehanna and Western, Susquehanna), Piedmont and Northern and Tuckerton. Additional road names reported as possible: CR (Conrail), Union Transportation (Pemberton & Hightstown), Midland Continental (combine), Consolidades de Cuba and the Ligonier Valley Railroad. In 1907, prior to the purchase of its MP54D's, the West Jersey and Seashore Railroad expanded its wooden interurban fleet operating its electrified service from Camden to Atlantic City and 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 46 ft. long, overall length 55 ft., 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. The Hudson and Manhattan Railroad obtained some cars with porthole windows in 1911, designated MP38, for their line to Newark. The cars were partly owned by PRR, were painted in PRR colors, had passenger compartments, 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.