[PRCo] PCC Track Switch Toggle / Power Apply

[Jim Holland]

I used that track switch / drum brake application several
 times just to say I did it but the 1101s  (ex-SLPS)  also
had a track brake switch and it was much easier to
 use that when applying power for a switch.   
This would be like the old cars as well since the track
 brake would stop the car when power was released  -- 
not smoothly but it was a brake  --  feather it.
.
 http://www.davesrailpix.com/sf/htm/sf044.htm
.
http://www.davesrailpix.com/sf/htm/sf189.htm
.
.
 Actually, the fear of over running the point using
power apply is more a figment of the imagination
 than real.   I never had a problem.
.
The Baby Tens, not unlike PRCo 1700--1724 with
 B3 trucks also had the track switch toggle ala PRCo
but most of them didn't not work~!~!~!     These tens
 (1016--1040) didn't have a track brake switch either so
it was necessary to use power and go immediately to
 brake as we were to make a full stop before an
electric point after setting it.
.
 Just down the street from me at the Ocean  --
wish the PCCs were still there:::::::
 http://www.davesrailpix.com/sf/htm/sf175.htm
.
http://www.davesrailpix.com/sf/htm/sf145.htm
.
.
 The Torpedoes, originally double ended, didn't have
a working track switch nor track brake switch and
 were cranky PCCs to operate.   Even after the
recent massive rebuild of some cars in the 1006-
 1015 series, the braking was just as bad.   To
make matters worse the cars were 4 or 5 feet
 longer than the other PCCs~!~!~!   Never had
a problem setting a switch and stopping.
.
 http://www.davesrailpix.com/sf/htm/sf177.htm
.
http://www.davesrailpix.com/sf/htm/sf155.htm
.
.
 West Portal also thriving business area.  L-Taraval turns
west to the Ocean and K-Ingleside & M-Ocean-View
 continue straight for half mile until they split.    Tunnel
over 2-miles long and originally had 2 stations inside.
 Now the east end connects directly to subway under
Market so should the tunnel also be consider Subway?
 Couple then and now photos:
.
http://www.davesrailpix.com/sf/htm/sf034.htm
.
 http://www.davesrailpix.com/sf/htm/sf118.htm
.
http://www.davesrailpix.com/sf/htm/sf036.htm
.
.
.
> ----- Forwarded Message ----
> From: Phillip Clark Campbell <pcc_sr at yahoo.com>
> To: pittsburgh-railways at dementia.org
> Sent: Sunday, September 30, 2007 2:13:47 PM
> Subject: [PRCo] Re: 1700-series PCC Interurban TrolleyCars
>
> St.Louis had a different system didn't they. There was a dash toggle 
> but it applied the drum brakes only if the power was moderately 
> applied; too much power or no power and the drums didn't apply. This 
> increased the current draw which would seem unwanted from the 
> description Mr.Cefer gave. Releasing the power while pressing the drum 
> toggle (which was for track switch operation and may have been labeled 
> as such) released the drums so another brake application would be 
> needed to stop the car before the point.. St.Louis thus used power 
> apply; assume the operation was the same or similar in San Francisco 
> with the ex-St.Louis cars.
>
> The old streetcars would use power / brake simultaneously but had the 
> advantage of being able to cancel the power with brake applied to keep 
> from overshooting the point.
>
> If my memory serves me it was in the 1920s when Pgh first used 
> electric track switches.
>
> Phil
>
>
> ----- Original Message ----
> From: Herb Brannon <hrbran at sbcglobal.net>
> To: pittsburgh-railways at dementia.org
> Sent: Sunday, September 30, 2007 1:45:01 PM
> Subject: [PRCo] Re: 1700-series PCC Interurban TrolleyCars
>
> It is much safer to simply push one of the gang switches to get a 
> switch to set for the curve rather than apply power. This gang switch 
> took the place of applying power. If an operator were applying power 
> and the switch did not set for the selected curve then the switch may 
> be "overrun", that is, passing the switch point and ending up past the 
> diverging track. This was one of the several "Cardinal Sins" when 
> operating a streetcar. This 'track switch' was standard on all PCCs. I 
> don't know when the frist 'track switches' came into use.
> Mark McGuire <macmarka at netzero.net> wrote:
> Now please explain to a rookie what the track switch is for. I thought 
> the switches were controled by either coasting through or applying 
> power. Was this button mainly used in the older days?
>
> -- Jim Holland
> wrote:
> http://www.pa-trolley.org/Roster/Images/PRC1711interior1.JPG
> .
> Really like this photo:
> .
> Toggles in groups start from left
> .
> .......Gong; Front Door #1; Front Door #2; Center Doors.
> ................Both center doors operated as one.
> .
> .......Track Switch; Dimmer Headlight; Windshield Wipe; Sander
> .
> .......Headlight; blank; Interior Lights; Cab Heat.
> .
> .
> .
> In __PRCo__ days:::
> .
> .......Roof light rotary switch was under the dash on the far left.
> .
> .......Electric Horn was an oval shaped press button on top of far left
> dash.
> .
> .......Select cars had typical Home Light Switch in Jct.
> ...............box on top of right dash to set brush in
> ..............track brake for sweeping dirt off rails
> ..............to aid contact for signal system.
> ..
> Strong Box in center of dash with provision for padlock.
> .
> .......Slots for rolls of coins
> .
> .......Transfers, specials, tickets, Day Cards.
> .
> Voltmeter
> .
> Deadman, Brake, Power Pedals from left.
> .
> Air vent above pedals.
> .
> Heater under dash to right.
> .
> Circuit breakers behind door ahead of heater.
> .
> 2 boxes under small side window:::::::
> .
> .......first is passenger bell
> .
> .......2nd is emergency buzzer.
> .
> .
> .
> ^~^~^~^~^~^~^~^~^~^
> Jim Holland
> .
> Studying Pittsburgh Railways Company
> .
> ....................From 1930 -- 1950
> .
> Pennsylvania Trolley Museum (PTM)
> .
> http://www.pa-trolley.org/
> .
> N.M.R.A.
> .
> http://www..nmra.org/