[PRCo] Re: One Question & One Item For The List

[Phillip Clark Campbell]

Very nice models Mr.Brannon.  Would you please provide a track plan?
The dual overhead in this location seems pressed by the intersection
and needs of operation.  In many or most cases where a DE terminal
is a single track the car does not clear the signals until it changes
ends and returns to the previous siding (there are exceptions.)  The
stub track is the domain of one car until it completely clears.  While
the IB track is not a siding for the 38A as this is the end of its line,
it can be used that way.  If a PCC followed a DE car the DE car can
clear the signals and allow the PCC to pass. If a DE car follows another,
if the 2nd DE car gets a proceed, if a DE car is already at Clearview,
then it takes the other track and changes ends there to return.  If it
has layover time then it moves to the other track; if it does not lay over
it is unclear how it activates the signals the other direction.
This is a Bill Vigrass picture isn't it.  This does not make it any more clear:
<http://www.davesrailpix.com/pitts/htm/bvp105.htm>
In the larger photo you provided it is abundantly clear dual overhead is
used; the nachod contactor is on one wire with another wire immediately
adjacent.  As it is not used further, it is anchored to a line pole.

<http://www.davesrailpix.com/pitts/htm/bvp081.htm>

Again, this photo is not clear but the width of the hanger and what is
apparent shows dual overhead.  The nachod contactor we see is in the
overhead for 4322 so it shall clear the signal before across the points.
After changing ends she passes thru contactors to protect the single
track heading toward Castle Shannon.

It still begs the question as to why dual overhead.  The contactors are
bi-directional.  Putting them in one wire the car would clear the signals
when arriving at Clearview and set them for protection upon leaving!
Some special aspect of the signalling may apply.

About 1950 only one car served the 38A except for rush hours when
2-cars were used.  The complication in the signals arises when some
rail car uses the 38A and proceeds north beyond Clearview.

This photo should give more evidence but shows the least doesn't it:
<http://www.davesrailpix.com/pitts/htm/bvp083.htm>

After the DE equipment was removed and only PCCs used the line in
rush hours the overhead was changed from dual to single.



Phil





>________________________________
> From: Herb Brannon <hrbran at cavtel.net>
>To: Pittsburgh Railways Group <pittsburgh-railways at dementix.org> 
>Sent: Tuesday, December 11, 2012 11:51 PM
>Subject: [PRCo] One Question & One Item For The List
> 
>Question:::::
>Take a look at the photo of Clearview Loop showing cars 4902 and 1206. This
>photo is from "Transit In The Triangle" Page 142, and was taken on August
>2, 1946. Look at the outbound track heading down toward the 38A
>right-of-way then look above that track at the overhead wire(s). Does
>anyone know why there is "dual-overhead" running down that track?
>Item:::::
>Just a photo or two of my HO trolley layout which is under construction and
>has a long, long, long way to go yet before it will be complete. It is
>strictly my own design and will showcase what could have been if a more
>progressive attitude toward public transit had prevailed in the PCC era.
>You will note a PRCo/PATransit 1700-series PCC crossing the street in front
>of a GMC TDH4110. The fleet colors (orange/cream/red trim) I selected
>inasmuch as they were the colors of the old Akron Transportation Company
>streetcars, trolley coaches and buses back in "the day". I have a lot of
>work to do on this layout and have actually stopped work on it pending my
>moving back to the Pittsburgh area. Hopefully I can get it done before I
>die.
>
>I am interested in why there was dual overhead on that stretch of track at
>Clearview Loop.
>
>-- 
>Herb Brannon
>In Cuyahoga Valley National Park
>
>
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