[PRCo] Curves do wear faster, Ken

[Fred W. Schneider III]

Kenneth Josephson wrote:
> 
> John Swindler wrote:
> 
> > The only restriction was probably the diameter of South Hills Tunnel as it
> > would apply to vehicle width.
> 
> I seem to remember reading something about PAT not being able to use the LRVs on
> the Overbrook or Drake lines because of line pole or platform cleareances in a
> few spots. I don't remember where the problems supposedly were, so I don't even
> know if it was true.
> 
> Again, cost considerations. Most of the Pittsburgh lines looped through the
> downtown. So turn around loops had to be installed only at turn backs and and
> outlying terminals. If say, seventy five percent of the cars were single ended,
> this would save in initial expense and maintenance costs since othree quarters
> of the fleet had only one controller, catcher, retriever, headlight, fender,
> pilot, main roll sign, gong, etc. There wouldn't have to be reversible seats and
> two farebox mounts. This adds up. Loops don't get the pounding the stretches of
> revenue trackage do, so they probably don't wear out as quickly.

Ro the contrary, loops wear out much faster than tangent track.  Arden
still has 1903 rail in service from the original Washington and
Cononsburg.  Loops wear out very rapidly because one wheel on each axle
is always sliding against the rear instead of rolling on it.  Loops and
curves also wear out more rapidly because centrifugal force pushes the
cars against the outer rail ... on long freight trains the power of the
engine may pull the cars against the inner rail.  (I remember observing
rail on the B&O Thomas Viaduct outside of Baltimore that was virtually
shot after ten years because of the curveture).  A lot of the special
work in the SEPTA Elmwood Yard was in horrendous condition after ten
years but I think that may have been due to it being laid out of gauge
to begin with.  The wear problem on curves (both rail and flange) can be
minimized with flange oilers, curve greasers, or routine visits to the
curve by a maintenance man with a bucket of grease and a long handled
paint brush.  Does this really happen today?  I would suspect not to the
degree that it once was because these are local dollars and rail
replacement is largely federal money.  
> 
> So would the costs of having to purchase land for a several dozen loops, paying
> taxes on the real estate and maintaining a fleet of 1800 cars, of which just
> twenty five percent were double ended come to less than the maintenance of 1800
> double ended cars and no loops?

There are no taxes on real estate ... remember this is a government
business.  fws
> 
> Would there really be any difference?   Ken J.