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October 31st, 1956...Farewell to Brooklyn's streetcars/etc.
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NEW YORK OMNIBUS 2629
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PostPosted: Mon Dec 14, 2020 11:38 am    Post subject: Reply with quote

Before leaving the subject of classic Euro trams, here's an interesting page on the trams of Warsaw*.......

https://en.wikipedia.org/wiki/Trams_in_Warsaw

*There are a number of interesting photos on this page, showing both modern LRV units and vintage trams.......
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NEW YORK OMNIBUS 2629
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PostPosted: Mon Dec 14, 2020 5:57 pm    Post subject: Reply with quote

Though articulated trams had been commonplace in many European countries for many decades, they were not commonplace here in the States, with a few exceptions.

Both Detroit and Cleveland once operated articulated streetcars; MILWAUKEE ELECTRIC once operated articulated interurban; likewise, the WB&A and the ILLINOIS TERMINAL.

The CNS&M (NORTH SHORE) operated the famed articulated "ELECTROLINERS".

Boston, until the early 1920's, operated a substantial fleet of home-built "Two Rooms And A Bath" cars (both utilizing both single- and double truck- car bodies)

One experimental "Two Rooms" once operated in Brooklyn; in the 1920's, a more "modern" articulated streetcar ran for the B&QT for a few years, but was not successful.

In Baltimore, articulated cars, rebuilt from older, obsolete cars, ran until the late 1940's..

The BMT once operated articulated rapid transit cars (including the "D" Type "TRIPLEX" units of 1925, which ran for 40 years, as well as the newer "Multi-Sections); there were also a few modern articulated postwar rapid transit cars in Chicago........

"NYO"


Last edited by NEW YORK OMNIBUS 2629 on Wed Dec 16, 2020 11:44 am; edited 1 time in total
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NEW YORK OMNIBUS 2629
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PostPosted: Mon Dec 14, 2020 10:03 pm    Post subject: Reply with quote

One-man/two-man........

When many traction companies began to convert their cars to one-man operation, in many instances, they converted their double-ended cars into single-ended units.

This conversion would consist of either blocking off or removing the rear platform doors, as well as the doors on the left side of the car.

By the 1930's, virtually all of PSNJ's deck roof and Compromise roof-cars had been so converted.

In Brooklyn, a group of center entrance trailers that had been in storage after trailer operation was abandoned, were converted into one-man, front entrance cars; here, a new set of entrance doors were cut into the car body, and the center doors on the left side were blocked off, and seats installed over the location over the former stepwell.

Another group of Brooklyn center entrance motor car were also likewise rebuilt for one-man operation.

In Boston, a group of second-hand double-ended PCC's were converted into single-ended cars; this rebuild resulted in rather ungainly-looking cars.

Though two-man operation on PSNJ's ESSEX Division vanished in 1935, all of the cars assigned to this division retained their original double-ended configurations until they were retired......

"NYO"
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NEW YORK OMNIBUS 2629
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PostPosted: Wed Dec 16, 2020 12:57 am    Post subject: Reply with quote

The only "production model" articulated trains on the BMT were the "Multi-Sections"* and the earlier "Triplex" units (the "Bluebirds" were few in number, with only a few sets built)

The newer "Multis": were retired in 1961, while the older "Triplex" units lasted until 1965.

With new "open gangway" cars coming to the BMT/IND ("B" Division) in the near future, one can only wonder if true articulated equipment will ever return to the New York subways.....

"NYO"

*Interestingly, these cars were the first designed for possible OPTO in New York........
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NEW YORK OMNIBUS 2629
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PostPosted: Thu Dec 17, 2020 12:13 am    Post subject: Reply with quote

Like Boston and other cities, Brooklyn once operated center-entrance cars.

As the B&QT fleet was being converted over to one-man operation in later years, these 5000-series center entrance cars were converted to one-man operation, by installing a new door up front, and blocking off the center door on the left-hand side.

Thus rebuilt, these cars served several lines until the after WW2......

https://www.newdavesrailpix.com/nyc/htm/bqt816.htm

(courtesy: davesrailpix)
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PostPosted: Thu Dec 17, 2020 12:18 am    Post subject: Reply with quote

Car #5100, a (deck roof) center entrance car rebuilt for one-man operation, is seen here at the busy Wiiliamsburg Bridge terminal, in the company of several Peter Witts......

https://www.newdavesrailpix.com/nyc/htm/bqt712.htm

(courtesy: nycsubway.org)
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PostPosted: Thu Dec 17, 2020 12:26 am    Post subject: Reply with quote

Unlike some other cities (such as Boston) Brooklyn's PCC fleet were never equipped for MU operation.

It would have been quite interesting, to say the least, to see a three-car train of PCC's gliding over the Brooklyn Bridge, during rush hours...... Wink

https://www.newdavesrailpix.com/nyc/htm/bqt466.htm

(courtesy: davesrailpix)
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PostPosted: Thu Dec 17, 2020 12:33 am    Post subject: Reply with quote

In Brooklyn, the once-commonplace Peter Witt cars were well-liked by both crews and passengers; commodius and reliable, these handsome cars were familiar sights in Brooklyn until the 1950's.

A converted "muzzle loader" (former center entrance car) can just be glimpsed on the left.......

https://www.newdavesrailpix.com/nyc/htm/bqt262.htm

(courtesy: nycsubway.org)
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PostPosted: Thu Dec 17, 2020 12:40 am    Post subject: Reply with quote

Here, another converted (former center entrance) Norton's Point car, #5088, is seen here undergoing repairs......

https://www.newdavesrailpix.com/nyc/htm/bqt017.htm

(courtesy: davesrailpix)
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PostPosted: Mon Dec 28, 2020 12:45 am    Post subject: Reply with quote

.....it would have been interesting if postwar PCC's had ever operated in Brooklyn; or, the type such as those that once ran in Chicago, three doors to a side, and (often) operated by a two-man crew, highly unusual for a PCC.....

"NYO"
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PostPosted: Mon Dec 28, 2020 12:52 am    Post subject: Reply with quote

Here is an excellent photo gallery dedicated to CSL/CTA PCC's.

Imagine if cars of this type ever operated in Brooklyn.......

https://www.newdavesrailpix.com/chi/chi_sub_old_stcr_pccs.htm

(courtesy: davesrailpix)
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PostPosted: Tue Dec 29, 2020 3:52 pm    Post subject: Reply with quote

PE's unique and distinctive double-ended PCC's had an almost exotic look, compared to Brooklyn's fleet.

Had such equipment ever been used on B&QT rails, it would have been interesting to see what routes they might have been assigned to......

https://www.newdavesrailpix.com/pe/htm/pe084.htm

(courtesy: davesrailpix)
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PostPosted: Tue Jul 27, 2021 10:49 pm    Post subject: Reply with quote

......I still wonder why the BoT purchased new trolleybuses for Brooklyn in 1947; it would have made more sense to purchase new diesel buses, given the fact that the Brooklyn trolleybus fleet would be OOS by 1960.

Many former US trolleybuses went south of the border when their systems went to diesel coach; too bad that none of Brooklyn's fleet had that luck......

"NYO"
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PostPosted: Wed Jul 28, 2021 3:30 pm    Post subject: Reply with quote

The 200 trackless trolleys the city bought from St. Louis Car Company were phased out in twelve years. When the PCC's from St. Louis were scrapped after twenty, Dad said that was a bookkeeping decision. They had been given a depreciation life of 20 years. I wonder which bus fleets have lasted beyond their book value.
---
The trolley coach I rode on Flushing Avenue in regular service (not the fan trip) in 1960 was rattling.
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NEW YORK OMNIBUS 2629
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PostPosted: Wed Jul 28, 2021 11:49 pm    Post subject: Reply with quote

N4 Jamaica wrote:
The 200 trackless trolleys the city bought from St. Louis Car Company were phased out in twelve years. When the PCC's from St. Louis were scrapped after twenty, Dad said that was a bookkeeping decision. They had been given a depreciation life of 20 years. I wonder which bus fleets have lasted beyond their book value.
---
The trolley coach I rode on Flushing Avenue in regular service (not the fan trip) in 1960 was rattling.


Joe:

As always, appreciate your input.

It is no wonder that the PCC fleet looked as battered as it did during the last few years of streetcar operation; many cars had already lost their headlight wings.....the "Tee-Yay" knew that they'd be phasing out the cars soon, so why give them any TLC? (recall, the Peter Witts had already been gone for several years, by 1956)

With the streetcars gone, the City now had the responsibility of cleaning the streets of snow......the days of the hulking, humming sweepers and plows were now gone forever......

"NYO"
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