Speed--Tunnel; Derail Operation

[John Swindler]

In reply to Jim Holland's questions:

as with traffic on a freeway, excess vehicle speeds tend to be self 
regulating during rush hours.  It's the mid-day, evening and weekend cars 
that would be easier to check.  Besides, don't think it was random anyway - 
supervisors knew who to watch.

Don't remember whether it was an operator or John Baxter who told me time 
required to run through tunnel, but 2 1/4 minutes comes to mind.  And that 
it was less then a minute to cross the Smithfield St. Bridge.

As for derail signal, center was red, but impression is that upper signal 
was white.  Would feel more comfortable if someone could check an old 
operator's manual rather then trying to rely on memory from 30+ years ago.

John S.

>From: Jim Holland <pghpcc at pacbell.net>
>Reply-To: pittsburgh-railways at dementia.org
>To: pittsburgh-railways at dementia.org
>Subject: Speed--Tunnel;  Derail  Operation
>Date: Fri, 10 Dec 1999 00:37:05 -0800
>
>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
>     To e-mail *off-list,* please click here: mailto:pghpcc at pacbell.net
>N.M.R.A.  Life member #2190; http://www.mcs.net:80/~weyand/nmra/

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