[PRCo] Re: http://davesrailpix.railfan.net/pitts/htm/kjpgh300.htm

[John Swindler]

Where was the housing???  What was the housing density along upper Charles 
St. vs. lower Charles St.?  Where did the customers live for both 7 and 9??

Did route 7 always travel along 6, 13/14/15 route into Pittsburgh, or did it 
at one time serve the area north of North Ave.?   Did route 7 once have an 
exclusive service area in the Mexican War street section of Allegheny City 
that would warrent frequent service?

My Gulf Oil map shows that Charles St. served by route 9 was only a bit over 
a half mile in length.  That's a quarter mile to more frequent service on 
either Perrysville or lower Charles St.  There is also a Pleasant Valley 
playground in the area to reduce housing/trolley customers.

Maybe the answer is that route 9 wasn't much more then a franchise car, and 
the business was on the lower area served by frequent route 7 single end 
cars?

Just some suspicions.

So who has a copy of the PUC abandonment petition for route 9???

John




>From: "Donald Galt" <galtfd at att.net>
>Reply-To: pittsburgh-railways at dementia.org
>To: pittsburgh-railways at dementia.org
>Subject: [PRCo] Re: http://davesrailpix.railfan.net/pitts/htm/kjpgh300.htm
>Date: Wed, 16 May 2001 01:01:49 -0700
>
>
>On 15 May 01, at 11:58, mrb190 wrote:
>
> >
> > Why didn't Pgh Railways just have route 7 Charles end at
> > this point?  OR - even have the entire route be a shuttle
> > between Brighton and Perrysville?
>
>That is a wonderful picture!
>
>Can there be any among us who hasn't given at least a passing
>thought to Matt's question?
>
>Okay, it's a given that single-ended cars couldn't be run up Charles
>Street to terminate at Perrysville because there was no way to turn
>them.
>
>Furthermore, given the track layout, there was no alternative to the
>"Charles Street Transfer."
>
>Here's how it stood: After the disappearance of the Charles Street
>carhouse, a northbound car had no options once past Columbus
>Ave. It was either continue on to loop via Strauss and Irwin, or back
>down the wrong side of the street. No crossovers.
>
>Furthermore, there was no right turn from Irwin Avenue to upper
>Charles Street. A double-ended car could presumably reach this
>stretch from below by taking the #7 loop and reversing at Irwin and
>Charles. But one assumes that the Transfer was served from
>Keating by means of the double-tracked west-to-north connection
>at Charles and Perrysville.
>
>Since there was no other junction there, it was impossible to
>operate any sort of loop service involving either the 8 or the 21
>(actually, not *quite* impossible: a 21 car could theoretically turn
>south onto Perrysville, back north across the intersection and then
>turn down Charles Street to return to the city!)
>
>But with the relatively simple expedient of a right turn curve from
>Irwin to Charles - double-tracked except for 100 yards or so
>immediately above Irwin - this route could have served as a useful
>bi-directional alternative to the Perrysville Avenue hill. And with
>some additional specialwork at Perrysville and Charles, the 7 might
>have been something more than a short branch line connecting
>with an orphaned shuttle.
>
>Don
>

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