Missing Blocks of Car Numbers

[John Swindler]

>Tom Phillips commented to:
>
>
>
> > And one final question for the trivia fans.  So what were the initial 
>cars assigned to Charleroi-Pittsburgh service???
>
>	Don't know about  *initial*  necessarily, but home builds of 2-cars 
>spliced together, 2000 and 2001??
>
>CAN'T HELP ON THIS ONE - BUT I DO RECALL HAVING SEEN A PHOTO SHOWING ONE OF 
>THESE "SPLICED" CARS IN CHARLEROI -- BELIEVE IT WAS IN THE JULY 1952 (ISSUE 
>20) OF "ELECTRIC RAILROADS", THE ERA PUBLICATION.
>



Low 3200s were first cars assigned to Charleroi through service.  Known 
because they seemed to have a bad habit of running into things - like each 
other and people, and thus made the pages of the Monongahela Valley 
Republician.  Car numbers reported about one-third of the time.  (who has a 
handy-dandy roster to tell us number of cars in low 3200s and when 
delivered)



Pittsburg (without the "h") car No. 3205 was derailed at the curve at 
Finleyville Sunday night and considerable trouble was caused before the 
trolley was finally restored to the tracks and taken to the streetcar barn 
at Charleroi.  (MVR 2 Feb 1905)

Three men were injured, three steet cars were practically demolished and a 
hole was torn through the wall of the Pittsburg & Charleroi Railway 
Company's carbarn at New Eagle, Tuesday evening as a result of a series of 
accidents.  Pittsburg car 3200 had stopped at the Eleventh St. crossing to 
take on passengerrs.  Local car 507 was coming close behind.  The rails were 
slippery, and the motorman was unable to stop the car, which crashed into 
the rear of the Pittsburg car.... The local car was taken to the carbarn at 
New Eagle near here, and the Pittsburg car was taken to Charleroi.  Half an 
hour later, Pittsburg car 3202 was about to pass the New Eagle carbarn on 
its way to Pittsburg, when it shot into an open switch, which had not been 
closed when the injured local car had been taken into the barn.  It plunged 
into the wrecked local car and drove it through the rear wall of the 
building, tearing a great hole.  Car 3202 was damaged, but not so seriously 
that it could not continue its run (MVR 19 Jan 1905)

In a head-on collision between a passenger and a work car on the Pittsburg 
Charleroi street car line near the Harrison distillery at 11:35 this moring, 
Thomas Harrington, superintendent of the southern section of the line 
received injuries which will probably prove fatal. (note: he recovered)  Mr. 
Harrington, who probably saved the lives of many passengers by sticking 
heriocally to the motor of the work car, is now at the Memorial hospital 
wehere his life is despaired of.  The cars that collided were passenger car 
3499 and work car M-90.  The accident occurred just this side of the trestle 
opposite the distillery.  The passenger car was running toward Pittsburg and 
had just turned the currve when Motorman altree first saw the work car 
approaching.  It was hardly more than a hundred yards away and it was 
impossible to stop the cars in time to avoid the collision.  (MVR 1 Nov 
1906)

Valentine and Mary Partisana of Monongahela have begun suit in the civil 
courts against the Pittsburg Railways company to recover damages for the 
death of their son, Dominick, aged four years. The boy was struck by car 
3201 on Main St., Monongahela on 5 May 1905, and severely injured, dying on 
May 31.  (MVR 5 Apr 1906)

H. R. Compston, aged 35, was almost instantly killed by a streetcar a half 
mile abvove Charleroi at 11:20 o'clock Thursday night.  The car was 3203 and 
was going toward Allenport.  (MVR 31 Aug 1905)

Riverview-Allenport car 1763 was derailed at the corner of Robinson St., W. 
Monongahela, about 9 o'clock Wednesday night and direct traffic was tied up 
for over two hours, passengers having to transfer  (MVR 2 Aug 1906)

Joseph Stople, aged 43, was struck by car 3206 on the Pittsburg and 
Charleroi line near the Red Bird mines at 9:30 this moring and killed.  (MVR 
14 Apr 1904)

Car 100 of the Monongahela City line ran into Joe C. Power's milk wagon 
yesterday morning, and "rapid transit" was delayed for a time.  (MVR 14 Mar 
1901)

An unknown man fell from the platform of car 3206 this morning, at the curve 
of Boundry Alley.  (MVR 14 Apr 1904)

Car 1763 jumped the track about 7 o'clock Sunday evening at a point near the 
Ivil mines, injuring several of the passenghers.  The accident was caused by 
dirt on the tracks, washed there by the heavy rain just preceding. (MVR 9 
July 1903)

An unknown man died at the Memorial Hospital at 6 o'clock Sunday morning 
fromthe effects of injuries received on the traks of the pittsburg & 
Charleroi Street Railway company near Bellevernon on Saturday night at 7:25 
o'clock.  Car 1023 was running at a fair rate of speed between Charleroi and 
Bellevernon.  Motorman Buchanan saw a man sitting on the track, but the car 
could not be stopped in time to avoid an accident.  (MVR 24 Mar 1904)

P. J. McDonald, who resides at 425 California Ave., Allegheny, had his left 
leg cut off at Lock 4, just below Charleroi Monday night at 11:55 o'clock.  
He was lying against the bank at the side of the track with his leg on the 
rail and was asleep when car 3206 going to Pittsburg came upon him.  (MVR 20 
July 1905) (note: was probably drunk - commom problem - anyone want to make 
a comment that today we allow the drunks to try to drive home?)

A trolley accident occurred on the Pittsburg Charleroi line between this 
city and Charleroi Friday evening which might have been attended with 
serious consequences but which fortunately only resulted in some of the 
passengers being severely bruised and shaken up.....  Carelessness on the 
part of the motorman on car 3499 caused the collision (MVR 23 Aug 1906)



NOTE:  The following is to bring into question the generally accepted date 
for start of public service on Charleroi line.  That may not be such an easy 
question to answer after all.

The Street Railway Company ran three cars Sunday over the new line from 
Riverview to Castle Hannon, collecting over 600 fares.  The company will 
continue to run three cars every Sunday until the road is completed. (MVR 25 
June 1903)


MONONGAHELA IS NOW CONNECTED WITH PITTSBURG BY TROLLEY - ONE CAR WILL BE RUN 
EVERY DAY

The first car over the new trolley line from Pittsburg to Monongahela 
arrived Friday afternoon about four o'clock, and left a half hour later for 
the return trip.  The car left Pittsburg in the morning, but stops along the 
road to inspect the track were made at frequent intervals, so no idea of the 
time required to make the run can be had from the first trip.  The route of 
the new line is from the Union Station, Pittsburg, along Smithfield St., 
across the Smithfield St. bridge, out the old Brownsville Road through Mt. 
Lebanan and West Liberty borough, White Hall, Finleyville and down Mingo 
Creek.  ....
Commencing Monday morning one round trip will be made each day leaving 
Pittsburg in the morning and returning in the afternoon.  The car will only 
come to Riverview, connecting there with the cars now in operation.  It is 
expected that the road will be in complete operation by August first.  The 
delay is due to the difficulty in getting ballast.  It is being delivered 
now from three different points along the route, and it is confidently 
expected that there will be no further delay in the work.  (MVR 18 June 
1903)


Service Discontinued

The schedule of the street car service between Riverview and Castle Shannon 
has been withdrawn and in the future only one car will be run each day, 
coming over in the morning and returning in the evening.  The Sunday 
schedule will be the same as on weekdays.  The reason for discontinuing the 
service is due to some diffculty between the Mellon interests and the 
Pittsburg Railway company.  At the present time the section is under control 
of the Mellons and they have been operating the few cars which have been 
running on the dividion.  As soon as completed the road becomes the property 
of the Pittsburg Railway company.  (MVR 30 July 1903)  (note: great trivia 
question!)


Trolley Ready Soon

The formal opening of the new Charloeroi line of the Pittsburg Railway 
company, is to take place soon.  The company is making the arrangements for 
the starting of the cars over this new road, and while the tracks and 
bridges have been inplace for some time, the delay has been with the proper 
ballasting of the road bed and making all secure.  Special cars have been 
ordered for the line that will be comfortable for long journeys, and power 
plants have been arranged with auxiliary stations to provide ample motive 
power.  For the present the cars from Charleroi will enter Pittsburg over 
the Hill Top division of the local lines, but when the new tunnnel is 
completed through Mt. Washington it will be the gateway for these cars and 
the Union depot will be the terminal  (MVR 27 Aug 1903)


STREET RAILWAY OPERATING
CAR EVERY HOUR RUNNING FROM RIVERVIEW TO CASTLE SHANNON   CONNECTING THERE 
FOR PITTSBURG

The new division of the Pittsburg Railways company from Riverview to Castle 
Shannon was placed in operation yesterday and it is thought that there will 
be no further breaks in the accommodation.  The first car for Pittsburg 
leaves Riverview at 8 o'clock in the morning and the last one at 8 o'clock 
in the evening running every hour.  Connections are made at Castle Shannon 
for Pittsburg.  The fare from Monongahela is 40 cents, Charleroi 45 cents 
and Allenport 50 cents.  In another week through service will be installed.  
(MVR 3 Sept 1903)


THROUGH SERVICE INAUGURATED

The big double truck cars, specially designed for this division, were put 
into service this morning from Allenport to the Mt. Washington incline, 
running through withoout change.
The first car leaves Allenport at 6 o'clock and is followed by a car every 
hour until 11 o'clock at night, making 18 cars each day to Pittsburg.  The 
schedule time between Mt. Washingotna and Allenport is two hours, or about 
one hour and a half from Monongahela.  When running on time the cars should 
pass through Monongahela on the half hour.  The smaller cars are still in 
service between Rvierview and Monongahela, running every half hour as usual. 
  This gives, in connection with the through cars, a fifteen minute service 
through the town.  The smaller cars may be run thorough to Finleyville later 
on.  (MVR 15 Oct 1903)


The following is for Bob Dettrick

CAR THROUGH TUNNEL-GREAT WORK ACCOMPLISHED

A dream of years was realized yesterday when the first car passed through 
the Mount Washington tunnel and traversed the streets of Mount Washington, 
made a run to Mount Lebanon, marking the beginning of an era of rapid 
transit which will bring these sections within 10 minutes ride of the center 
of the city.  All along the line people cheered the special cars carrying 
the Mount Washington Board Trade, officials of the Pittsburg Railways 
Company and the Beechwood Improvement Company.  Today cars will run 
regularly through the tunnel.  Later it is the intention of the Railways 
company to inaugurate a system by which wagons will be hauled to Knoxville 
and West Liberty.

No effort was made to break records by specal cars yesterday.  They were run 
slowly to give passengers a chance to see the attractions along the route.  
Everywhere people were waiting to welcome the cars.
The ride through the tunnel was the noval attraction.  It is the only one of 
its kind in the world. (note: those from Boston can argue with newspaper's 
editor)  Work on it was started on Oct. 6, 1902, and the brick lining 
finished exactly two years after ground was broken.  The tunnel is 3,500 
feet long, 24 feet wide and 21 feet high.  The rise from Carson st. to the 
south end near North Washington Ave. (note: now called Warrington) is 205 
feet.  In lining it over 7,500,000 brick were used.  The entire cost of the 
work was $2 million.

The entire line to Mt. Lebanon is over private right of way.  There are no 
grade crossings and the schedule time from Mt. Lebanon to Pittsburg post 
office will be 12 minutes.  At present the Charleroi, Mt. Lebanon & Castle 
Shannon and Mt. Washington cars will use the tunnel route.  Work is being 
rushed on an extension to connect with the Knoxville lines at Washington and 
Beltzhoover Avenues.  This will be finished within two months.  A temporary 
connection has been made which will be put in use within a week or 10 days.  
The first car from the Union depot for Monongahela and Charleroi left this 
morning at 5:04 o'clock, and hourly thereafter until 11:04 p.m. (MVR 8 Dec 
1904)


NOTE:  for those who think trolley phones were a recent innovation.....

NEW SYSTEM INSTALLED ON PITTSBURG AND CHARLEROI LINE FOR ACCOMMODATION OF 
CREWS

Street car telephones, over which crews or passengers may converse with 
people at any point reached by telephone, is the latest convenience 
installed in the streetcars running betweeen Pittsburg and Allenport.  On 
each car has been placed portable phone boxes, inside of which is a complete 
Bell long distance outfit, intended mainly for the benefit of the crews who 
wish to call the dispatcher for necessary orders.
Should an accident occur, help can be summoned by carrying the telephone box 
to the nearest pole where connection can be made.  A "jack" hangs down 
within six feet of the gound by inseerting a plug the instrument is ready 
for service.  A push button calls central and the answer is received through 
a "buzzer".
As the power for the Charleroi line is transmitted at high tension wire, 
fuse blocks are used as a precaution against accident.  These blocks have a 
capacity of 500 volts.  More than a 500 volt current strike in the wire 
would melt or blow out the fuses, thus averting danger from a shock.
The new contrivance is the joint work of James W. Boden, superintendent of 
telephone for the Philadelphia Company, and S. P. Grace, chief engineer of 
the C.D. and P.T. cCompany.  (MVR 8 Sept 1904)



WILL BENEFIT TROLLEYS

The act of assembly giving trolleys to right to carry freight will prove a 
boon to every company.  The law will be especially advantageous to those 
copmpanies which traverse a rural section.  Heretofore the value of trolley 
tranchises have been valued in the proportion to the density of population 
int the district rtraversed.  Given the authority to carry freight, the 
companies earnings will be greatly increased.  The law is beneficial, too, 
to the farmer, and he will now be albe to market his product at a lwoer 
cost.  (MVR 9 May 1907)




>
>	The separation of interurban equipment from city equipment was carried on 
>thru PCC days and even into early  ({[pat]])  days!  ONE  DID  NOT assign 
>interurban equipment to city lines except in very rare instances and 
>certainly not without reason.



I'll probably be cursed by many, for several reasons, but saved the above 
paragraph as a door opener for a final comment.  There is one other news 
article I was about to include, but it warrents further research to see if 
an act introduced by Charles A. Bentley in 1907 was actually passed.

We agree that PRC had a separate group of cars in the upper 3000s for 
service to Charleroi and Washington.  That is the 3600s through 3800s.

So my question to pose to the group is why did PRC buy the 3600s in the 
first place?  And before jumping to conclusions about comfort and speed, let 
me pose the following:

Have we overlooked rest rooms?

Anyone have the answer to save me a trip to law library tomorrow?

John

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