The Government -- Westinghouse vs GE equipment -- NO Evidence

[Jim Holland]

Greetings!

Kenneth and Tracie Josephson wrote:

> I wonder if any system did try to order a 100% GE or WH fleet. Ken J.

	Just using Cox book *PCCs of North America* (and just considering
motors alone)

		01)--Birmingham  --  WESTINGHOUSE
		02)--Pacific Electric  --  WESTINGHOUSE
		03)--San Diego  --  WESTINGHOUSE - 2-orders
		04)--Louisville  --  WESTINGHOUSE
		05)--Illinois Terminal  --  GENERAL ELECTRIC
		06)--Brooklyn  --  GENERAL ELECTRIC - 2-orders
		07)--Cincinnati  --  WESTINGHOUSE - 4-orders
		08)--Cleveland  --  WESTINGHOUSE - 2-orders
		09)--Shaker Hts  --  GENERAL ELECTRIC - 3-orders
		10)--Johnstown  --  WESTINGHOUSE
		11)--Dallas  --  WESTINGHOUSE
		12)--Vancouver  --  WESTINGHOUSE - 4-orders
		13)--Toronto  --  WESTINGHOUSE - 15-orders

	Look at "Equipment Variations - North American PCC Cars" a supplement
to *PCC--The Car That Fought Back*.  The back page shows 23 variations
on the GE motors and 18 variations on the Westinghouse.  There are 9-GE
Motor controller variations and 15-Westinghouse.  There are 20-GE
Master, Brake & Back Up Controllers and 32-Westinghouse.
	Cincinnati with  ALL  Westinghouse motors also had Westinghouse Motor &
Master Controllers but GE brake controllers on each car.  While railfans
have referred to cars as Westinghouse or GE, what were the
qualifications  --  motors alone?
	Toronto used Westinghouse Motors, Motor Controller, and Master
Controller but GE brake controllers except where that was not applicable
(some master and brake controllers were combined into one package.)
	Pittsburgh used GE brake controllers on all cars except all-electrics
where master and brake controllers are combined.
	St. Louis used GE Brake controllers exclusively and where motors are
Westinghouse, other components except brake controllers are
Westinghouse.  On GE cars, all components are GE.
	And it appears that 99% of the cars that had separate brake controllers
used GE regardless of the origin of other electric components.
	As you mentioned, the industry was evolving - it is history to us and
while we see differences those differences are not pronounced for us.  I
still think that Tom Parkinson has given us the best understanding of
the situation so far.  And since the industry was evolving, the transit
properties never knew which electrical system was better without trying
it because new advancements and refinements were constantly being made
to the products.

	CLARIFICATION:::   I have said that I think this is the best trolleycar
list which exists and that participants here are quite professional -
each and every one.  But misunderstandings can easily surface.
	I read and understood Herb Brannon's post on this topic - the super
stated what he heard and Herb said we need more info for verification. 
I agreed with Herb and used the super as an example to underscore this
point thru implication without stating my agreement with Herb.  That
apparently caused a little confusion for which I apologize.
	In trying to develop a thought it was oversight which left out the fact
that I agreed with Herb - we need verification.  While I re-read what I
wrote, it is much like a math mistake which is not evident until the
figures are re-written on another piece of paper and the problem is
reworked--I did not see this oversight.
	Both the PRCo/pat super and the Muni shopman are very credible sources
of information yet the Muni shopman was wrong about a PCC losing its
dynamics when the trolley pole dewires and we definitely do not have any
concrete information about the Fed requiring a split between GE and
Westinghouse electrical packages.  This is information which we
white-flag and accept as unverified until better information comes
along.
	Trouble is, a seed is planted and us humans being what we are, we won't
leave it alone!  I want to forget this one!

James B. Holland

        Pittsburgh  Railways  Company  (PRCo),   1940  --  1950
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