Speed--Tunnel; Derail Operation

[Jim Holland]

Greetings!

John Swindler wrote:

> At the risk of again trying to rely on a questionable memory, vaguely recall
> small metal plate suspended from the trolley span wire at the south end of
> the tunnel with a number punched out that would tell the motorman how much
> time to take going inbound through the tunnel.  That's how speed was
> controlled.  Supervisor could stand on porch in front of his office in
> administration building and time cars going inbound through the tunnel (and
> write up those who didn't take enough time).

	From what you are saying this was a fixed plate and number.  Must have
been extremely difficult for the super to keep track of each individual
car during rush hours!  While it is possible to see the end, it would be
easy to get cars confused.
	We had similar time limit inbound thru Twin Peaks in SF from Forest
Hill to Eureka Station.

> As for derails, . . . It was a positive action, delayed
> throw switch.  Motorman had to apply power to throw switch, then apply brake
> because of delayed action.  Again, simple but elegant solution.
> Signal light had three positions.  Normal red light in center, then when
> derail switch activated, upper light would show, then when switch physically
> moved, lower green light would show.

	THANKS for this information!  Can we stretch your memory to remember
the color of the top light???!!!
	Think is was strictly against the rules for the motorman to use the
power pedal to set the switch in Pgh. - they were required to use the
control panel switch.  But here in SF using the power pedal was the
preferred method (most of the track switch toggles didn't work nohow!!!

James B. Holland
------- -- ---------
        Pittsburgh Railways Company (PRCo), June of 1949 -- June of 1953
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