TIMEPOINTS VOL 17 NO 4 APRIL, 1959
THE SOUTHERN CALIFORNIA TRACTION REVIEW
Feature Article:
In these days of the bus reign in local transit; the mention of streetcars is very rare, but rarer yet is a system in which streetcars predominate. This system, of course, is the last of the U.S. streetcar giants, the Pittsburgh Railways.
In the following paragraphs we will condense the pertinent data which appears in the just-released 1958 Annual Report of Prys. Notice carefully the wording of the statements and the amazing equipment, line and traffic statistics. This report could well have been written during the 1940's or 1930's. Even as the PCC empire crumbles, a lot remains (as is shown in the statistics).
“The redevelopment in the City of Duquesne to eliminate a blighted area and the reconstruction of certain highways are referred to in that Report necessitated the conversion of the Duquesne-McKeesport street railway route, extending from Downtown Pittsburgh through the City of Duquesne and into the business district of the city of McKeesport, to bus operation. By reason of certain street improvements planned by the City of Pittsburgh, this route together with a shorter street railway route between East Liberty and Munhall utilizing some of the same streets in the City of Pittsburgh as the Duquesne-McKeesport street railway route were converted from street railway to bus operation. Bus operation on these routes commenced on September 21, 1958. In connection with the discontinuance of street car operation on these two routes, 34 street cars were retired from service.
“A plan of Allegheny County to rebuild a bridge crossing the Allegheny River, presently occupied by street railway tracks, required the Company to either spend a considerable sum to build street railway tracks on the new bridge or convert the street railway route to bus operation. Under the auspices of Allegheny County, the two boroughs and one township, on whose streets the street railway tracks would no longer by useful in case of abandonment, agreed to permit the Company to abandon the tracks in place, which made it feasible for the Company to convert the street railway route affected to bus operation. The Pennsylvania Public Utility Commission has approved the conversion of the street railway facilities, but does not require actual conversion until December 31, 1960.
“In each of the Annual Reports for 1955 and 1956 reference was made to certain litigation in which the Company was contesting a decision of the Pennsylvania Public Utilities Commission permitting the construction of a new Fort Pitt Bridge in Pittsburgh without making provision for street railway tracks, which litigation was decided adversely to the Company. The new bridge will eventually replace the present Point Bridge on which the street railway tracks provide the only access for streetcars to Downtown Pittsburgh from a portion of the System serving an area of approximately 100,000 inhabitants and known as the West End System. During 1958 the Pennsylvania Department of Highways had under consideration the construction of certain approaches to the Fort Pitt Bridge from the Downtown portion of the City of Pittsburgh, which approaches, together with the connection approaches to a proposed new Fort Duquesne Bridge would cross the street railway tracks serving the West End System. Under date of December 29, 1958 the Pennsylvania Department of Highways agreed with the Company to pay to the Company $300,000 in cash and to take over the street railway tracks in the West End System which are on State highways and to relieve the Company from any removal responsibility, conditioned upon the Company converting the six street railway routes in the West End System to bus operation, and upon each of the City of Pittsburgh, the Country of Allegheny, and seven other local municipal governments relieving the Company from track removal responsibility. There are
approximately 34 miles of paved track in streets in the West End
System, of which approximately 15 miles are covered by the agreement with the
State Department of Highways, and approximately 12 miles are on streets of the
City of Pittsburgh and other municipalities which so far have authorized the
agreement. The conversion from street
railway to bus operation will also require approval by the Pennsylvania Public Utilities Commission.”
SUMMARY OF EQUIPMENT AND SERVICE STATISTICS-Pittsburgh Railways-1951-1958 |
|||||||
|
1958 |
1957 |
1956 |
1955 |
|||
|
|||||||
Miles of 1st Main Track |
215.05 |
223.89 |
226.67 |
227.80 |
|||
Miles of Single Track |
398.97 |
417.51 |
426.41 |
426.60 |
|||
Miles of Bus Routes |
|
|
|
|
|||
|
Regular Routes |
269.10 |
244.89 |
233.72 |
237.06 |
||
|
Sightseeing & Special |
54.01 |
56.05 |
51.01 |
56.13 |
||
Total |
323.11 |
300.94 |
284.73 |
293.19 |
|||
|
|||||||
Car Houses |
7 |
7 |
7 |
7 |
|||
Bus Garages |
3 |
3 |
3 |
3 |
|||
Car Shops |
1 |
1 |
1 |
1 |
|||
Bus Repair Shops |
1 |
1 |
1 |
1 |
|||
Number of Vehicles: |
|||||||
|
Street Cars |
608 |
642 |
654 |
664 |
||
|
Buses: 40-45 passenger |
127 |
113 |
103 |
88 |
||
|
25-36 passenger |
102 |
102 |
102 |
139 |
||
|
Total |
837 |
857 |
859 |
891 |
||
|
|||||||
Total Revenue |
1958 |
1957 |
1956 |
1955 |
|||
|
Street Cars |
69,365,418 |
71,690.041 |
89,873,695 |
94,036,237 |
||
|
Buses |
15,340,767 |
13,793,621 |
16,239,139 |
16,938,439 |
||
|
Total |
84,706,185 |
85,483,662 |
106,112,834 |
110,974,676 |
||
|
|||||||
Total Passengers |
|||||||
|
Street Cars |
86,679,811 |
90,038,608 |
112,730,520 |
116,497,506 |
||
|
Buses |
19,119,891 |
17.039,053 |
20,134,406 |
21,013,638 |
||
|
Total |
105,799,702 |
107.077,661 |
132,864,926 |
137,511,144 |
||
|
|||||||
Passenger Vehicle Miles |
1958 |
1957 |
1956 |
1955 |
|||
|
Street Cars |
15,626,252 |
14,987,859 |
18,427,740 |
19,117,445 |
||
|
Buses |
5,998,000 |
5,099,093 |
6,098,275 |
6,582,664 |
||
|
Total |
21,624,252 |
20,086,952 |
24,526,015 |
25,810,109 |
||
Passenger Revenue Per Mile |
|
|
|
|
|||
|
Street Cars $ |
.9949 |
.9145 |
.9453 |
.9121 |
||
|
|
.6224 |
.5849 |
.5732 |
.5318 |
||
|
|
.8916 |
.8510 |
.8528 |
.8151 |
||
|
|||||||
|
Average fare per passenger |
1958 |
1957 |
1956 |
1955 |
||
|
Street Cars $ |
.2241 |
.1968 |
.1938 |
.1865 |
||
|
Buses $ |
.2433 |
.2162 |
.2153 |
.2067 |
||
|
Combined |
.2276 |
.2000 |
.1971 |
.1896 |
||
|
|||||||
|
1954 |
1953 |
1952 |
1951 |
|||
Miles of 1st Main Track |
228.36 |
228.10 |
287.08 |
300.83 |
|||
Miles of Single Track |
429.31 |
430.78 |
509.50 |
532.90 |
|||
Miles of Bus Routes |
|||||||
|
Regular Routes |
242.41 |
216.93 |
198.53 |
184.02 |
||
|
Sightseeing & Special |
55.45 |
55.45 |
55.45 |
55.45 |
||
|
Total |
297.86 |
272.38 |
253.98 |
239.47 |
||
|
|||||||
Car Houses |
7 |
10 |
12 |
13 |
|||
Bus Garages |
3 |
3 |
3 |
3 |
|||
Car Shops |
1 |
1 |
1 |
1 |
|||
Bus Repair Shops |
1 |
1 |
- |
- |
|||
Number of Vehicles |
|||||||
|
Street Cars |
675 |
973 |
1078 |
1156 |
||
|
Buses: 40-45 pass. |
88 |
88 |
- |
- |
||
|
25-36 pass. |
139 |
139 |
228 |
198 |
||
|
Total |
902 |
1200 |
1306 |
1354 |
||
|
|||||||
Total Revenue |
1954 |
1953 |
1952 |
1951 |
|||
|
Street Cars |
92,157,535 |
133,591,572 |
149,951,078 |
172,066,026 |
||
|
Buses |
15,852,292 |
20,357,721 |
19,099,990 |
19,764,544 |
||
|
Total |
108,009,827 |
153,949,293 |
168,051,068 |
191,830,570 |
||
|
|||||||
Passengers |
|||||||
|
Street Cars |
113,646,113 |
164,0666,255 |
184,271,335 |
213,098,640 |
||
|
Buses |
19,757,632 |
24,483,508 |
22,988,327 |
23,731,336 |
||
Total |
|
133,403,745 |
188,549,763 |
207,259,662 |
236,829,976 |
||
|
|||||||
Passenger Vehicle Miles |
|||||||
|
Street Cars |
19,656,986 |
25,666,948 |
28,709,319 |
31,647,234 |
||
|
Buses |
6,298,182 |
7,696,847 |
7,373,235 |
7,389,773 |
||
|
Total |
25,955,168 |
33,363,795 |
36,082,554 |
39,037,007 |
||
|
|||||||
Passenger Revenue Per Mile |
|||||||
|
Street Cars |
.8712 |
.8475 |
.8338 |
.7675 |
||
|
Buses |
.5094 |
.4938 |
.4835 |
.4366 |
||
|
Combined |
.7834 |
.7659 |
.7659 |
.7049 |
||
|
|||||||
Average Fare per passenger |
|||||||
|
Street Cars |
.1858 |
.1628 |
.1596 |
.1412 |
||
|
Buses |
.2024 |
.1867 |
.1866 |
.1632 |
||
|
Combined |
.1883 |
.1660 |
.1627 |
.1434 |
||
TRANSIT NEWS (LOCAL):
LAST “COMBO” RUNS ON P.E. (MTA)
The end of a dying era came on April 25th when the last remaining “combo” of the once great Pacific Electric made its final run on the Long Beach Line.
Under charter to the Association, the 1546 (ex-498) carried some 45 members and friends to Long Beach and back under intermittent rain--the first rain in Los Angeles area in over 60 days.
Still the showers did not dampen the spirits of the fans, who took
photos at various places long the line.
The car itself performed beautifully and showed that good speed was one
its virtues.
Even though MTA plans to dismantle it for parts (unless efforts to buy it are successful), the car was scrupulously cleaned inside--from the ceiling to its seats and floor. It also had minor repairs taken care of, having been out of service some time for a B.O. pump.
1546 outlasted three other “blimp” combos which came to PE during World War II. Two were scrapped by PE in 1952, while MTA scrapped one, the 499, in 1958. Now it seems that the 498 has reached the end of the line.
MORGAN YARD RELOCATION
BEGINS
Track crews of the ex-LATL division of the MTA have begun work on the Morgan Yard Relocation in Long Beach. The work, necessitated by freeway construction, involves single-tracking the line just as it turns off Ocean Ave. and moving it about 50 feet east of its present location.
Additionally, Morgan Yard itself will be reduced in size so that only about a half-dozen cars can be accommodated there. New ties, spikes, and good relay rail is being used in the construction.
THREE MORE H3's SAVED FROM TORCH
Last minute maneuverings have prevented three additional H3 trolleys from joining the “infamous” stack of streetcars at Terminal Island. These latter cars were purchased at the last minute from National Metals, which had been awarded all but one H3 in the recent bidding held by MTA. All cars concerned were still at South Park Shops.
Car 1423 was purchased by Herb Redlich for Orange Empire Traction, the local trolley museum. It will be moved to the Perris, California museum site.
1444 was purchased by a non-railfan to place in the center of his miniature golf course in the Gardena area.
And car 1450, noted for its singular controllers which is unlike that of its sisters, was purchased by Ray Ballash. This car will also go to Perris.
Though
purchased from National Metals, MTA crews replaced all missing parts on the
cars so that they would be in operating condition. MTA crews had previously
stripped parts from these and other H type cars which could be used on their
PCC’s and ex-Pacific Electric cars.
For the first time in over 50 years, South Park Shop switcher operated on a public street. The occasion was the switching of the three H3's purchased from National Metals.
Because 1423, 1444 and 1450 were all missing compressor governors, it
was not feasible to operate them under their own power. The switcher was faced with the problem of
putting the cars on the north side of the transfer table, away from the doomed
cars on the south side. The only way to
do this without the 9550 winding up with an H3 between it and the transfer
table was to wye the cars into 54th Street.
This was done and history was made.
The last time this venerable veteran of the rails ventured off company property was in 1907 when it was dispatched to pick up a Los Angeles and Redondo flat car at Jefferson an Grand and bring it to South Park Shops.
In commenting on what should be done to relieve the smog situation in Los Angeles, A.C. Rubel, president of Union Oil Company, said that the LA area must have an adequate public transportation system. “And by that, I don’t mean more buses.
His comment was one of several suggestions for meeting LA’s biggest
problem, and was directed to the County Board of Supevisors at their April 7th
meeting. He spoke as chairman of the
air pollution policy committee of the Western Oil & Gas Association. (General Motors, please note.)
STANDARD
GAUGE EQUIPMENT ROSTER
As of March, 1959, the following cars are being carried on the active list of the MTA. 1500 and 1700 class cars are the “blimps,” while 1800 class equipment are the PE 600(ex-5050) suburbans.
1500 thru 1503, 1510, 1515 thru 1516, 1518 thru 1531, 1535 thru 1545. 1700 thru 1703, 1705 thru 1708. 40 cars.
1800 thru 1803, 1805 thru 1810, 1812, 1814 thru 1815. 13 cars. Total: 53 cars.
Car 3028, which was the only PCC with its original molding before it
went into the shops in March, emerged in new MTA green with changes in its
molding. The car now resembles all
other PCC’s in its class. (Another
fantrip gimmick gone.)
ODDS AND ENDS . . .
Due to a backlog of work, it now takes over two months to put a streetcar thru a Class ‘C’ inspection
at South Park. A ‘C’ inspection
involves extensive reconditioning from ‘A’ to ‘Z’ including repainting inside
and out.
TRANSIT NEWS (EASTERN):
WASHINGTON, D.C.
O. Roy Chalk’s D.C. Transit has ordered 200 of a new type of transit GM bus. This new design is supposed to become the standard GM city model and looks more like a Greyhound type than a local bus.
These new units, to be delivered next fall, may replace streetcars in the gradual scrapping program forced upon O. Roy Chalk by the D.C. Commissioners.
Their delivery is expected anytime.