PAT Arch St. wye

[Jim Holland]

Greetings!

> Bob Rathke wrote:

> . . . Considering the speed with  which PRC and PAT
> removed the turnouts to abandoned lines, there must have been a more
> significant reason (other than infrequent fire reroutings) for the wye.

	It was probably kept just for emergency use.  This is a congested area
and alternate routes are needed  *just--in--case.*  We could probably
find many examples on PRCo.
	While not as interesting as a wye, downtown had many turns that were
just for emergencies - just like NS it is congested and anything can and
will happen.
	1)--Inbound 5th to IB Smithfield.
	2)--Inbound Smithfield to OB 6th.
	3)--OB 7th to IB Grant.
	4)--Sixth Avenue to and from Grant.
	5)--11th St. OB to Grant OB.
	NEVER  saw any of the above used - but they existed  *just--in--case.*
	M-A-N-Y  more examples downtown.

	Also, West Library Loop existed long before Simmons so why build
Simmons in the first place and why keep W. Library after Simmons was
built.  Fair Ground Trippers turned at W. Library but still hardly a
justification.  And W. Library was around for a  VERY  long time - even
after Fair trippers stopped.
	Once a car turned into the 42-Dormont wye before backing up, the track
joined the Outbound 38-Mt.Lebanon with a crossover a couple car lengths
inbound of that.  Saw a 42-car use it once, a 12, when its reverser
wouldn't kick in!  That existed right up to the end of the 38-line.

	On the interurbans near Paris, between Frederick and Elwyn (NcNeilly)
was an extremely long crossover which lasted well into ({[pat]}) days
and only work equipment would be able to use it.

	I would bet that the extra tracks and loops at Kennywood lasted thru
the end of the 68-line!

	East Liberty would have extra turns as well for emergencies.

	The turnouts - points and mates -  to and from Carson West from
Smithfield North remained into the ({[pat]}) days even though the frogs
were removed.  Possibly some distant hope which never materialized of
running West End service this way!

	The track straight across 9th on Penn had the crossing frogs removed
but the rails on 9th to Liberty were raised to allow a car to cross Penn
and I was on board 1646 when we did this!  The flange rode across the
rail head and the rail on 9th leading to the rail on Penn was raised to
allow this but it was necessary for the flange to bounce thru the
flangeway on Penn!

	Also, look at the intersection of 5th & 6th Avenues with all the
turnouts and semi-grand union which lasted almost to the end!

James B. Holland

        Pittsburgh  Railways  Company  (PRCo),   1930  --  1950
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