[PRCo] Re: SE DE

[John Swindler]

Just wanted a clarification for others.  And according to a couple track maps in the book on New Orleans trolleys, it wasn't just a simple scissors crossover at the other end either.    Canal must have been quite an operation.
 
John, who didn't get to New Orleans until around 1970, but did see two man cars with exact fare.  Now there was a lesson in productivity.  (:>)
 
 
 
> From: fwschneider at comcast.net> Subject: [PRCo] Re: SE DE> Date: Sat, 17 May 2008 17:55:55 -0400> To: pittsburgh-railways at dementia.org> > I'm talking about the Cemeteries end of the line.> > On May 17, 2008, at 4:37 PM, John Swindler wrote:> > >> > Are you implying, Fred, that the Canal cars did not use the loop at > > the foot of Canal St. in 1958?> >> > ?> >> > John> >> From: fwschneider at comcast.net> Subject: [PRCo] Re: SE DE> Date: > >> Sat, 17 May 2008 16:11:17 -0400> To: pittsburgh- > >> railways at dementia.org> > New Orleans ran 45 second headways on > >> Canal in 1958. Don't remember > extreme stacking. Of course they > >> had two man crews. The conductor > was flipping the seats while > >> the motorman was changing poles and > dashing to the other end > >> with his handles.> > On May 17, 2008, at 3:09 PM, Phillip Clark > >> Campbell wrote:> > > ----- Original Message ----> >> From: Herb > >> Brannon <hrbran at sbcglobal.net>> >> To: pittsburgh- > >> railways at dementia.org> >> Sent: Saturday, May 17, 2008 6:07:52 AM> > >> >> Subject: [PRCo] Re: SE DE> >>> >> Congestion on city streets > >> was increasing as were the headways of > >> all streetcar> >> > >> routes in the early 20th Century. A streetcar line, operating with > >> > >> double-end> >> cars and a "tight" (meaning frequency on the > >> line of five minutes > >> or less> >> between vehicles) headway, > >> encountered a problem at the end of the > >> line. T!> > he> >> double-end car required trolley poles to be changed, seats > > to be > >> reversed and> >> operator controls to be moved to the > > new head end of the car. On a > >> line with a> >> three minute > > headway cars would be stacked up waiting to reverse > >> and head > > back> >> the new direction. Most of the time these cars were > > stacked up in > >> the middle of> >> a busy street. With the > > turnaround loop there was a smooth and > >> continuous flow> >> of > > streetcars and blocking of streets was kept to the minimum. A > >> > > single-end car> >> was also easier to justify the change from a two > > man to one man > >> crew on routes> >> carrying heavy passenger > > loads.> >> > Mr.Brannon;> >> >> > This is a great contribution to > > settling the 'why' question isn't > > it. Even those with model > > trolleys tire of changing poles very > > fast and most DE equipment > > is operated as SE. The labor angle you > > introduce is highly > > significant isn't it as this substantially > > contributes to > > costs. It is hig!> > hly obvious that PRC made quite a > > conscious decision to go SE > > by t> > he teens with multiples of orders > > for low-floors. PRC obviously > > had too much experience with this > > changing as well as double > > maintenance on controls. I remember > > something in the archives > > that PRC wanted a loop on 42-Dormont > > didn't they but space > > available dictated a wye and this was early > > on. DE equipment > > was utilized while available but was phased out > > 'about' 15- > > years after the first SE low floor orders weren't they. > > The > > Great Depression helped with that weeding as well didn't it.> >> >> > > > Phil> >> >> >> >> >> >> >> > _________________________________________________________________> > E-mail for the greater good. Join the i’m Initiative from Microsoft.> > http://im.live.com/Messenger/IM/Join/Default.aspx?source=EML_WL_ > > GreaterGood> >> > > 
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