[PRCo] Re: WP signals

[Fred Schneider]

Headlights usually are in series with other bulbs, Phil.

Usually there are six bulbs on a car in series.   They may be a string of six interior bulbs, or five interior bulbs and a headlight.   

I have no idea how West Penn did it with their portable headlights.   They may have been in series with other bulbs or they may have had a dropping resistor to reduce that single circuit to 110 volts for one bulb, or it may have included the headlight and the four classification lights at each corner of the car.   

The only difference between regular 110 volt bulbs and railway bulbs is the latter are designed to tolerate high vibration levels.   



On Nov 23, 2010, at 8:58 PM, Phillip Clark Campbell wrote:

> Mr.Long,
> Thank you for your efforts.  I was re-reading the WP books;
> the signal system always interested me.  I am basically
> familiar with how it worked;  just had a couple questions for
> clarification.
> 
> Thank you for mentioning the lights were in series;  I didn't
> ask this figuring the Rwy wouldn't run this risk of failure
> while the block was occupied.  The thought did cross my mind,
> however, because I believe it was mentioned that lights used
> in / on the equipment were used for the signals.  These are
> often strung in series to operate off the 600 aren't they.  Headlights
> are an obvious exception.
> 
> I observed the same on Prc;  operators were very professional.
> Exceptions exist of course so the word 'accident' may be employed.
> Operators into Charleroi were more like family to many of us who
> rode regularly;  locals often brought them food and treats for their
> long journeys.
> 
> 
> Phil
> Without  a   'coast'   but  not  a   'cause.'
> 
> 
> 
> 
> 
> ________________________________
> From: Dwight Long <dwightlong at verizon.net>
> To: pittsburgh-railways at dementia.org
> Sent: Tue, November 23, 2010 8:37:39 PM
> Subject: [PRCo] Re: WP signals
> 
> Phil
> 
> I don't know what the frame of reference was for this post, but I can add this:
> 
> Yes, there were two "paddle" switches in the West Penn system--one turned off 
> the lights in the section just vacated and the other turned them on in the 
> section ahead. West Penn often operated their spring switch-equipped crossing 
> sidings left-handed so that the motormen could lean out the door and throw these 
> switches when located in the space  between the tracks.  This, however, was not 
> universally true.
> 
> The system over the years presented very few problems from "signal failure."  
> But it was not a fail safe system.  Such a system would have had the lights on 
> constantly except when the block was occupied.  In that manner, signal lights 
> out would have meant that a car could not enter the block.
> 
> The biggest problem was that the lights were connected in series, just like old 
> fashioned Christmas tree lamps, and if one went out, all did.  However, the most 
> likely time for one to fail was when first switched on from cold, and motormen 
> were not permitted to pass into a non-lit section without dispatcher authority. 
> The problem was mitigated somewhat by running the voltage at less than for what 
> the lamps were rated.
> 
> Second sections were rare on WP, but one could follow into the block on its 
> leader, maintaining visual contact but with sufficient distance to stop if the 
> leader did.  The alternative, for a not-too-close following section, or an 
> excursion car, was to wait for the leader to vacate the block ahead (lights 
> out!) and then proceed as normal, lighting up the block before entry.
> 
> There were intermediate lights at places such as curves with limited visibility, 
> etc, but this of course did not help the spacing problem with following moves, 
> just alerted the motorman if an opposing car had ignored the crossing point and 
> entered the block.
> 
> Human error as well as electrical error was always a potential in a system as 
> primitive as this.  However, on the up side, WP motormen were very professional, 
> conscientious, and alert to their surroundings, the schedules and normal 
> crossing points, and the like.  Such a system would probably be asking for a 
> collision with today's far less well trained and disciplined work force.
> 
> What prompted this enquiry?
> 
> Dwight
>  ----- Original Message ----- 
>  From: Phillip Clark Campbell 
>  To: pittsburgh-railways at dementia.org 
>  Sent: Tuesday, 23 November, 2010 19:59
>  Subject: [PRCo] WP signals
> 
> 
>  I assume that releasing the signals behind at a siding and
>  activating the signals ahead were separate functions.  The
>  drawing suggests they 'may' work simultaneously.  This is
>  in regards to the manual signals.
>  With 30-60 min headways there isn't much problem with
>  following cars, just opposing.  Did this system of signals
>  present many problems?  Did WP have cornfield meets
>  from signal failure?
> 
>  How were signals handled when a second section was added
>  to a schedule?  Did both cars occupy the single track at the
>  same time?  Spacing could be a problem with all the curves.
>  I could see the first car forgetting about the second section
>  then shutting down the signals at the next siding.  This could
>  allow an opposing car to meet the second section on single
>  track.
> 
> 
>   Phil
>  Without  a   'coast'   but  not  a   'cause.'
> 
> 
> 
> 
> 
>