[PRCo] DC Streetcar

[PC]

You always post such nice summaries Mr.Brannon.  From the post by Mr.Brashear it seems 'an act of congress' is the original reason for ban on overhead in the city isn't it.  In those days buses had significantly less capacity than trolleys let alone lower acceleration and power and could still queue at bus stops.  While buses are able to pull around one another in theory it is a little more difficult in practice isn't it.  Safety is an issue with people running to catch a bus along with other vehicle traffic.  If the facts were known I seriously doubt buses did better and most likely were slower than the cars weren't they.

Did you see the system Mr.Brannon?  I was able to ride and was impressed with the speeds, especially on the street under wire.  I was there only a few times but I am glad I had the opportunity.


Merry Christmas and Happy New Year.


PC



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On Sun, 12/22/13, Herb Brannon <hrbran at cavtel.net> wrote:

 Subject: Re: [PRCo] DC Streetcar
 To: "Western PA Trolley discussion" <pittsburgh-railways at mailman.dementix.org>
 Date: Sunday, December 22, 2013, 9:53 AM
 
 Interesting is the fact that the reasons (dreamed up by Capital Transit in 1947) for conversion of the Benning Road service from streetcar to bus were first, the fact that during rush hour periods the service frequency had to be less than 60-seconds between cars. These lines (Rosslyn-Kenilworth; Washington Circle-Seat Pleasant; Washington Circle-Kenilworth Junction; 15th & New York-Kenilworth Junction; and Potomac Park-Seat Pleasant) required the use of a "plow pit" at the interface between conduit and overhead operation. The changeover from conduit to overhead and vice versa took an even 60-seconds and could not be speeded up using Capital Transit methods (London (UK) accomplished this faster than 60-seconds) Therefore headways could not be less than 60-seconds. Buses were the answer. Second, eastbound cars at 15th & New York Avenue were being delayed due to heavy traffic and the fact that streetcar movements at that intersection caused missed
 opportunities for cars to go on their proper routes. Streetcars were always backed up two or more blocks waiting for a green light to go their respective ways at 15th & New York. Third, traffic congestion along Benning Road was increasing and those two lanes of streetcar track would make more room for autos. Now, nearly 70 years later, suddenly traffic is no longer a concern for the operation of streetcars on Benning Road.
 
 Not to mention that the new Washington streetcar system uses overhead wire, hanging above the streets, inside the District of Columbia. I supposed that this took "an act of Congress" to allow overhead wire in D.C.
 
 I'm glad the streetcars are coming back, however, why did they have to go in the first place?