[PRCo] Re: 1019

[Jim Holland]

Hi Mark!


Sounds like more of a problem than it is  --  anything new seems 
daunting but you very soon get used to it.
.
We have locations on our TrolleyCoach system where the overhead is dead 
for about a coach length up a modest grade  --  22-Fillmore crossing 
Duboce on Church Northbound for those familiar with SF.     Not a real 
problem with the present coaches which have battery propulsion but with 
the older coaches, we didn't not have a real problem here  --  
pedestrians, vehicles rail, rubber-tired, etc. all interfered here.
.
Believe there is a location at PTM where the activity to set the turnout 
is reversed from normal because of special concerns at this location so 
it is coast-diverge and toggle/power for straight thru.
.
.
.
Mark McGuire wrote: So being that the tunnel OB was an 6% grade uphill, 
one would have to have sufficient momentum to be able to coast through 
the first contactor,correct?Does PTM have the same overhead contactors? 
Forgive the novice questions but I'm really trying to understand this. 
This is one reason I will be paying close attention to whoever the 
operator is during our visit in November. I wonder if there is a way to 
purchase an operator's handbook.
>
> -- Jim Holland <PRCoPCC at P-R-Co.com> wrote:
> Looking for a specific photo of 1019 All Over The Web -- Only to find
> it in my own collection!!! It is emerging from the Tunnel at SHJ OB
> on a charter:
> .
> 1959.06.14 -1019 Last PRMA West End trip: 26, 34/31, 30, 27, 21, 39, 47,
> 44, 42, 38, 38A, 35.
> .
> The contraption on the left contains pushbuttons to activate the turnout
> and interlocking in case the switch is *Missed.*
> .
> Note the dual overhead contactors for operating the turnout -- the
> very first one is right at the tunnel edge and the operator does what is
> necessary to set the switch for the desired direction but nothing
> happens to the turnout until the trolleypole hits the second
> contactor. The turnout will set according to what transpired at the
> first contactor and Regardless of what the operator did passing through
> the second contactor.
> .
> For PRCo it was coast the contactor for Straight Through - push the dash
> toggle on PCCs or power through on the older cars for Diverge. I-F
> the operator Coasts the first contactor he can power through the second
> contactor and the turnout will still set or remain set for Straight
> Through. Whether the first contactor also set priority for
> interlocking at this location or whether that was strictly track
> operated circuitry is unknown to me At This Time. That works in
> reverse as well - Dash Toggle or Power through the first and coast
> through the second and the turnout still sets for Diverge.
> .
> This dual overhead contactor system was also used at other locations
> throughout Pittsburgh by PRCo but only a couple will be mentioned here
> -- Dawn Jct OB which was also US&S interlocked, Brookline Jct OB,
> Forbes and//or Fifth near Craft Ave Car House and others.
> .
> These people probably got lost as did Charlie on the MTA in their search
> for the Subway to Wilkinsburg~!~!~!
> .
> .
> ^~^~^~^~^~^~^~^~^~^
> Jim Holland
> .
> Studying Pittsburgh Railways Company (PRCo)
> .
> ..............................From 1930 -- 1950
> .
> Pennsylvania Trolley Museum (PTM)
> .
> http://www.pa-trolley.org/
> .
> N.M.R.A.
> .
> http://www.nmra.org/
>
http://lists.dementia.org/files/pittsburgh-railways/1019%2086%20Xpress%20Via%20Subway%20OB%20SHJ%2019590514%20unk.jpg