[PRCo] Re: West End - Part 4

[Edward H. Lybarger]

Thanks to Matt for digging this info out of the PTM Library.  I think he
enjoyed his visit and that we'll see him back!

Ed

-----Original Message-----
From: pittsburgh-railways-bounce at lists.dementia.org
[mailto:pittsburgh-railways-bounce at lists.dementia.org]On Behalf Of Matt
Barry
Sent: Wednesday, November 19, 2003 7:00 PM
To: pittsburgh-railways at dementia.org
Subject: [PRCo] West End - Part 4


The Pittsburgh Press, January 17, 1961.
 The Public Utility Commission today gave Pittsburgh Railways Co. final
approval to run buses instead of trolleys on its West End lines.  Its
also ordered the firm to remove rails and restore disturbed areas in
five suburban Pittsburgh communities which objected to the conversion.

Commission action, vigorously pressed by the City, clears the way for
completion of the long-delayed State Highways Department work in the
Point Park area in Pittsburgh.

 Delayed pending permanent approval of the bus operation was:

 1.  Completion of the Penn-Lincoln Parkway Point interchange street
pattern providing quick access between the Fort Pitt and Fort Duquesne
Bridges.

2.  Needed improvements by the City and State in the affected West End
area, particularly the resurfacing of W. Carson Street in the Fort Pitt
Bridge area.

3.  Completion of the eight million dollar State Point Park because part
of the park area is occupied by trolley tracks.

 The PUC approved agreements under which the City, Allegheny County and
Highways Department take over track facilities to be abandoned by the
company.  They will be left in place and the City said it agreed to this
arrangement to expedite completion of the Point Park improvement.

 The Railways company is directed to burn off or remove railheads at its
own expense in the boroughs of Crafton, Ingram, McKees Rocks, Carnegie
and Stowe Twp. In "absence of appropriate or controlling" agreements
with the communities.

 In addition to removing poles and overhead construction not needed by
other utilities, the company must burn off railheads imbedded in
concrete, remove rails in block stone, brick and cinder surfaces and
restore the torn areas with appropriate material.  Ties stay in place.

 An official deadline for the completion of the conversion work was set
for Dec. 31, 1962, but the job is expected to be finished much sooner.

 The line was given temporary approval to substitute buses for trolleys
on June 8, 1959, pending completion of hearings at which objections of
the protesting communities were aired.

 Borough officials protested that no provisions were made for removal of
rail facilities and repaving of the track strip in their streets.

 In addition to contending that trolley service is adequate they said
numerous "potholes" created hazardous traffic conditions.  Company
witnesses maintained, however, that they were caused by heavy motor
traffic and not by trolleys.

 The record shows, the PUC said, that paving in the track areas
"generally is in as good condition as in the adjoining shoulder pavement."

 Many of the recommendations by the borough engineers for restoration of
the track areas, it added, "would impose greater obligations" on the
company that its franchise or common law dictates.

____________________________________________________________________________
_________

 The following is a caption under a photo of a PCC being dismantled at
Ingram.

  Pittsburgh Post-Gazette, April 4, 1961

SCRAPPED - Old trolleys never die - they're just scrapped.  Workmen of
the Iron and Metal Co. of Monongahela, Pa., are ready to swing half a
trolley (PRC PCC #1097) aboard a trailer for the trip to the company's
yards, where the trolley will be pounded into scrap.  All but four of
the 29 trolleys consigned to scrap by the Pittsburgh Railways Co. have
been dismantled at the Berry Street carbarn where picture was taken.