The PCC ( President Conference Committee ) is the first tram (tram) design built in the United States in the 1930s. The design proved successful in his home country, and after World War II, the license was allowed to be used elsewhere in the world. PCC cars have proven to be iconic long-lasting tram designs, and PCC cars are still operating around the world.
Video PCC streetcar
Origins
The acronym "PCC" came from a design committee formed in 1929 as the "President Conference Committee", renamed "Committee of the President of the President of the Electric Railway" (ERPCC) in 1931. The membership of the group consisted mainly of representatives of some of the larger operators of the US urban electric railroad plus potential producers. Three interurban lines and at least one "heavy rail", or fast transport, operator - Chicago Rapid Transit Company - are also represented. Also included in the membership list are the manufacturer of surface automobiles (trams) and interested component suppliers.
ERPCC's goal is to design an accelerated, convenient, quiet, and fast tram, and drive the tram to be operated by operators seated using the pedal controls mounted on the floor to better meet the railway needs and to be more attractive to motorists. ERPCC prepares detailed research plans, conducts extensive research on tram designs, built and tested components, modifies and revisions as required by findings, and ultimately produces a set of specifications for standard and fixed design (although one with a simple list of options available with additional space for customer customization) to be built with standard parts compared to specially designed carbody with different parts added depending on the wishes and requirements of the individual customer. A flagship product emerged, PCC cars, as evidenced in recent years by many national and international users.
Many design patents result from ERPCC work. It was transferred to a new business entity called Transit Research Corporation (TRC) when the ERPCC expired in 1936. Although the company is continuing research work on improving the basic design of the car and will issue the set of specifications three times in the next year, because the TRC defines the PCC car as a vehicle whatever uses the patent in which it collects the royalties, it is formed for the primary purpose of controlling those patents and promoting the standardization that ERPCC envisions. The company is funded by a collection of patent royalties from trains that buy PCC cars. The company is controlled by a sound trust that represents the property that has been invested in the ERPCC work. One of the participants at the Committee meeting, the Philadelphia trolley producer JG Brill and Company brought a competitive design - Brilliner - to the market in 1938. With elements designed by Raymond Loewy and very similar to the PCC display, Brilliner did not attract large orders, built only for Atlantic City Transit and Red Arrow Lines in suburban Philadelphia. Less than 50 sold.
A significant contribution to PCC design is noise reduction by extensive use of rubber in springs and other components to prevent vibration, vibration, and thus noise and to provide an unprecedented level of comfort. Wheel tires are installed between rubber sandwiches and thus electrically isolated so that shunts are used to finish the soil. The resistant wheels are used on most PCC cars with older cousins ​​known as "Super-Resilient".
Gears are another source of sufficient noise, solved by using hypoid teeth mounted at right angles to the shaft, where three of the six teeth constantly use the main gear, reducing play and noise. All truck parts can be driven using rubber to reduce noise as well. "Satisfactory Wheel Bearing, Important Importance: Develop New Truck Design, Use of Rubber Dock" is a title in a paper that Chief Engineer Clarence F. Hirshfeld presented and published.
After a suitable specification document for the purchase of cars made by TRC, the order was placed by eight companies in 1935 and 1936. First is Brooklyn & amp; Queens Transit Corporation (B & QT) for 100 cars, then Baltimore Transit Co. (BTCo) for 27 cars, Chicago Surface Lines (CSL) for 83 cars, Pittsburgh Railways Co. (PRCO) for 101 cars, San Diego Electric Railway (SDERy) for 25 cars, Los Angeles Railway (LARy) for 60 cars, and then Boston Elevated Railway (BERy) for 1 car. In late 1935 or early 1936, Westinghouse Electric Corporation pressed a car to be equipped with their electrical equipment for testing in Pittsburgh, because the Brooklyn order would have all cars equipped by General Electric, and Clark Equipment Company pressed one car to make. by them from aluminum for delivery to B & QT. Agreement between parties is reached where Car Company St. Louis will build 101 cars that are basically the same and Clark will build one of his own body designs.
Brooklyn received its first car # 1001 on May 28, 1936, PRCo received delivery of # 100 cars on July 26, 1936, and Baltimore received its first car on September 2, 1936. At the end of 1936 a discussion of operating experience noted that the Brooklyn Car had ran as far as 3000 mile by the time the Pittsburgh automobile had run for 1000 miles. The first cars placed in scheduled public services were PRCO # 100 in August and B & QT launched its first scheduled service with a group of cars on October 1, 1936, followed by CSL on 13 November 1936. Production continues in North America by St. Louis Car Co. and Pullman-Standard until 1952, with 4978 units under construction. Under license to use TRC patented designs, thousands of PCCs and some PCC cars were produced in Europe until the last half of the 20th century. The cars are well built and hundreds are still operating. The majority of major tram systems in North America survived after 1935 bought PCC streetcars; systems that ultimately terminate tram operations often sell their cars to survivors.
Several dozen remain in public transport services, such as in Boston, and in Philadelphia, Kenosha, San Diego, and San Francisco after extensive reforms. All other functional and functioning North American PCC cars are operated by museums and cultural heritage railroads. Some retired PCCs from Boston, Cleveland and Philadelphia were purchased as junk and kept privately outside Windber, Pennsylvania since 1992.
Washington, DC, PCC is unique because it plows the channels that collect currents from the gap between the rails in which the plow is declining, calling the positive and negative rails beneath the road on either side. In the city limits is the "plow hole", where the plow is dropped and thrown away, the trolley pole is raised, and the car then goes on, using the top wire; the process reversed in the opposite direction to Washington.
"PCC cars are not just modular vehicles but the result of a systems engineering approach is just to mass-produce rail cars." Research on passenger comfort resulting from vibration, acceleration, lighting, heating and cooling, seat distance, cushion height, space for arms, legs, passenger stands, heavy economy affecting maintenance, electricity costs, reduced component wear and tracks. Dimensions are made to fit the majority but can be easily changed for special situations. Windows is spaced to match the seats.
While some components in PCC cars have been used before - tough wheels, magnetic braking, sealed gear, and modular design to name a few - ERPCC is redesigned, refined, and refined much of this while developing new acceleration and braking control and putting it all in one package. PCC is much more than a good design, it is an excellent design with modern transit rail vehicles that basically improve the design with the latest technology.
Maps PCC streetcar
Performance
Westinghouse developed the XD-323 swivel accelerator for motor control with 99 points; it was installed in the first PRCo car, # 100, and a small modification allowed in the last PCC produced in North America for San Francisco in 1952. Before the tram control, which existed from the 1890s, required the operator to stand at three feet high vertical "stand switch" to rotate the handle onto one of the six brass points mounted inside the holder to provide traction motor control and acceleration. PCCs have under floor accelerators where the pedal connections are activated for resistance bands fitted to each PCC point around the outer edges of the accelerator. A rotating arm in the center has a roller at both ends that interrupts resistance alternately when it rotates about 180 degrees. This same accelerator is also used for dynamic braking; when the power pedal is released, the accelerator seeks optimal braking for speed, which prevents pause when the brake pedal is pressed. General Electric Developed a control system for PCC cars that reflect the Westinghouse scheme in function, although not in simplicity or maintenance. With GE commutator motor controllers operating under air pressure, it must be redesigned with the advent of All-Electric PCC. Acceleration varies between 1.5- and 4.75-mph per second depending on the depression of the power pedal with the accelerator progressing automatically by the low-voltage pilot motor. Service braking also varies and the maximum dynamic application speed decreases to 4.75-mph/sec; pressing the brake pedal into an emergency also brings friction and magnetic brakes into play provides a maximum deceleration of 9.0-mph/s. Compared to a maximum of 14 points on the old time equipment, PCC is much more subtle.
Most PCCs use three pedals with the switch of the dead to the left, the brakes in the middle, and the power pedal on the right. Sucking the brakes about halfway and then releasing the deadman pedal puts the PCC in the "park". Lifting the man himself would muster all the brakes, drop the sand, and balance the door so it could be pushed easily. Chicago uses a "bike type lever" for power and brakes but turns some cars into two pedals. St. Louis Public Service Co. (SLPS) using two pedals, both with heel interlocks. The right pedal is the brake; pressing this pedal about half way while lifting away from the heel that applied "garden". After the brake is removed, the heel does not need to be tied with the interlock (although the professional driver must close the brakes at all times.) The left pedal uses power and the heel interlock must be moved at any time because it is a dead person; only when the brakes are in the "park" can the deadman be released.
SLPS is unique because all 300 PCCs are All-Electric with 1500s booked in late 1939, 1600s ordered late 1940s and 1700s in January 1945. SLPS is a revolving laboratory for All-Electrics and what is learned here applied. to the Post-World War II All-Electric Demonstrator of the Autumn of 1945.
From 1936 to 1945, PCC cars were 'Air-Electric' with friction brakes, doors, and windshield wipers operated by air pressure. The PRCo PCC 1600 from 1945 is a WW2 All-Electric Demonstrator post that eliminates air compressors and associated piping while incorporating features such as standee windows, tilted windshields to remove evening glare, redesign of the rear, forced air vents, and other features.. Dynamic brakes are service brakes on all PCCs; when it was almost stopped, the friction brake stopped and cradled the car in the "park". The dynamic brake slows the "Water" car to 3.0-mph where the locking relay points allow the automatic application of air-friction brakes applied to each of the eight wheels. In the effective All-Electric car the dynamics are effective for 0.75-mph where the locking relay then let the spring applied friction brakes to engage drums on each of the four motor drive shafts; this finished stopping and holding the car in the park. Drum brake is released by electric solenoid operation from low voltage battery power; the power failure will prevent the drum release which will prevent power applications, the fail-safe feature. Drum brakes are quite popular and greatly reduce maintenance so some "Water" cars are fitted with drums. Four magnetic brakes, one between wheels on each side of each truck, apply additional braking for emergency stop where all brakes are commonly used.
"This show [acceleration and braking] allows the P.C.C car to outperform an average car which, in the United States, has a much higher performance than a typical British vehicle." This, of course, is only true when comparing with cars in that period.
North American body variations
In North America there are two main body standards, 1936 and 1945, sometimes called pre-war and post-war, the most prominent difference being the window.
Pre-war cars usually have a right-side arrangement of the front door, five windows, a central door, five windows, and one large rear quarter window. These cars are 46 ft (14.0 m) long and 8 ft 4 deep (254 cm) wide. There is a variation, Washington, DC ordering a shorter car, at 44 feet (13.4 m), with one fewer windows, while Chicago orders a longer and wider car, at 50 ft 5 in (15.4 m) with 8 ft 9 in (267). cm), with a three-door arrangement
Postwar cars have a rationalized window arrangement. The windows and pillars are narrower, and there is a small "standee" window above each window. The right side setting is usually the front door, windows 7, side door, four windows, and two rear quarter windows. Most postwar cars have a length of 46Ã, 5 ft deep (14.1 m). Other body differences are the hidden windshield and wider doors. There is much less variation of this style, width is the most common.
Most of the cars are double-ended, at 50Ã, ft 5Ã, in (15.4 m) long with a width of 9Ã, ft (270 cm cm), larger than standard, with different door arrangements. Only Dallas orders standard double-size cars. All cars that ended up defending body style before the war until the end of production.
The PCC in Toronto features a green bull's eye light on the front of each car above the destination mark.
Fast transit car
There are four fast-moving companies on the committee, but the main focus is the tram, the fast transit development is slower. Differences in operations between systems also make the difficulty of standardization.
In 1940, Brooklyn had five articulated sidewalks with 3 parts PCC components, after World War II Chicago ordered four similar trainset. Chicago ordered two from Pullman and two from St. Louis, with different equipment, so that competing manufacturers can be directly compared. The experience of the train affects the following car standards.
The car should be about 48Ã, ft (14.6 m) long (Chicago maximum, Boston has some 55Ã, ft (16.8 m) long) with one taxi per car arranged in "married" two sets of cars, double ended single car variant was possible. The number and type of doors and windows, interior layout, and width of the car vary with each system. Boston has two sizes, the longest at 55 ft (16.8 m), and the narrowest at 8 ft 4 in (254 cm), Cleveland has the widest at 10 ft 4 deep (315 cm).
Trucks are the main focus, both Clark and St. Louis developed a 28-inch (710 mm) truck with a maximum speed of 70 mph (110 km/h), but only Boston uses it, Clark B10s on 40 cars. Chicago uses tram type trucks, with 26-inch wheels (660 mm) and speeds of 50 mph (80 km/h), enough for their systems. When Clark stopped building rail equipment in 1952 PCC trucks were no longer available, Boston and Cleveland later used a non PCC truck with a 281 (710 mm) wheel.
Chicago ordered the first 770 series cars (720 50 double ended) 6000 in 1948 (before the standard, which they influenced), Boston (40, then 100) in 1950, and Cleveland (70 18 ended double) in 1952. The first 200 cars in Chicago was completely new, but in 1953 they started using components that were rescued from the new tram, but were no longer needed. Toronto, on committee, did not buy anything, nor did Brooklyn, who had bought the first five trainsets.
240 PCC rapid transit cars were built in four years, from 1948 to 1952, then 438 cars with non-PCC trucks until 1957, the last of the 570 Chicago cars built with rescued components shipped in 1958. Some Chicago cars are on Regular service in 1990, car # 30 generated its final income in 1999.
Manufacturing
North America
PCC car was originally built in the United States by St. Louis Car Company (SLCCo) and Standard Pullman. Clark Equipment builds the only aluminum-body PCC as well as all the narrow gauge B1 trucks for Los Angeles, all standard and wide air and all-B2 standard and wide range B2 trucks, and B2B trucks used under PRCo 1725-1799 and Toronto 4500 -4549. SLCCo builds all B3 trucks, both standard and wide. PCC cars for Canadian cities are assembled in Montreal, Quebec by Canada Car and Foundry from the bodies and trucks supplied by St. Louis. Louis Car.
Westinghouse (Westinghouse Electric, Westinghouse Air Brake Company, Canadian Westinghouse Co.) and General Electric provide electrical and brake components designed and built in collaboration with ERPCC. Customers determine the equipment to be installed, similar performance and most cities ordered from both suppliers. Since Westinghouse is home-based near Pittsburgh, PRCo orders 75% of its PCC fleet with Westinghouse equipment, a balance with GE. Indeed, PCC is often identified as Westinghouse or GE.
The last PCC streetcars built for the North American system are the 25th batch for the San Francisco City Railway, manufactured by St. Car Company. Louis and sent in 1951-2.
Approximately 4586 PCC cars were purchased by United States transit companies - 1052 Standard Pullman and 3534 by St. Louis. Most transit companies buy one type, but Chicago, Baltimore, Cleveland, and Shaker Heights operate both instances. Baltimore Transit Co. (BTC) regard Pullman cars as superior construction. The cars of St. Louis has a more aesthetic design with a more rounded front and rear plus other luxurious ornaments. BTC finds Pullman cars easier to work with. The cars of St. Louis had curved, curved wells.
Europe
PCC technology is exported to Europe, with La Brugeoise et Nivelles (now BN Bombardier division) from Bruges, Belgium, building several hundred trams that see services in Brussels, Antwerp, Ghent, The Hague, Saint-ÃÆ' â € ° tienne, Marseille and Belgrade (the last city to buy a vehicle originally used by the Belgian Vicinal train).
The first European PCC car was probably developed in 1942 by Fiat Italia for Madrid's tram system. Due to the development of World War II, the delivery of units from Italy had to be stopped and eventually 110 cars were built in Spain for Fiat designs, either by CAF (CompaÃÆ' Â ± ÃÆ'a Auxiliar de Ferrocarriles ) in Beasain or MMC ( Material MÃÆ'³vil y Construcciones ) in Zaragoza. These units worked in Madrid until May 1972
KD Tatra of Prague also purchased the PCC license, and built 18,680 PCC-based cars from the Tatra T1, Tatra T2, Tatra T3 and Tatra T4 models. Most are Tatra T3 types; 14,113 units sold worldwide, especially in countries formerly eastern bloc. â € ¢ KD Tatra began marketing to the whole world until 2000, when the company faced bankruptcy and reorganization. The tram business is sold to Siemens SKV, which discontinues these products. Variants and reconstructions of T3 cars (usually with the center of the lower floors) continue to be produced by Czech tram makers such as Skoda subsidiaries, Pars Nova and Pragoimex. PCC Tatra is the most PCC in the world.
Another Central European company that produces PCC cars (though not licensed) is the Polish Konstal in ChorzÃÆ'w, Upper Silesia. Type KonN 13N borrows a lot from the Tatra T1 CKD design (but with Belgian electrical equipment) and is used in Warsaw until December 31, 2012. The new type 102N, 102Na and 105N, manufactured from 1969-1979, uses 13N electrical equipment. After much modernization, the improved 105Na Constellation type and later versions based on it were still produced until the early 2000s (albeit with modern electronic equipment) by Konstal, purchased by Alstom in 1997. The 105Na generation car is still used in all cities- city ​​in Poland, except Olsztyn, who opened its tram network by 2015. The Modertrans Company of Pozna? still produces the Modeta Beta tram, a construction essentially equivalent to the 105Na Convertible with the lower-tiered middle segment added (not wrong with modern German M/N tramway modification involving the addition of a low floor segment, which is also offered by Modertrans under the Beta Moderus name).
Romania also produces trams coming from PCC, which include locally made Electroputere V54 and V951, produced in total 302 units, made between 1951 and 1959 by Electroputere Craiova, which is operated in Bucharest, Timi? Oara and Oradea. The Bukarest-operated example was then modernized between 1976 and 1982 into the EP/V3A tram and eventually retired in 2000, while examples operated by other cities were all retired in 1989. When introduced, they were unofficially named "Pullman" because of its resemblance to PCCs. Romania also imported Tatra T3R and T4R PCCs between 1970 and 1981 from Czechoslovakia, some still running in Bucharest today, being one of the oldest trams operating there.
PCC fleet
The following are known figures (2008.09.13):
The numbers for the Tatra tram are from Wikipedia articles on each tram model.
PCCs still in active service
North America
In North America, most PCC-based systems were dismantled in the post-war period for bus-based transport networks. Of the railway transport systems that survived this period, most have replaced their PCCs with modern railway vehicles (LRVs) in the early 1980s. Some sites just ended operations with PCC:
- The first PCC car in Canada was operated by the Toronto Transit Commission (TTC) in 1937. In 1954 Toronto had the largest PCC fleet in the world, including many who bought traces from US cities that ignored tram services. after the Second World War. Despite acquiring new specially designed roadcars in the late 1970s and 1980s (and which will be upgraded to the modern LRV by 2019), the TTC continued to use PCC in regular service until the mid-1990s, and retained two (# 4500 and # 4549) for charter purposes. These vehicles sometimes enter the revenue service to mark special occasions. Recently they have been on display on the Harbourfront 509 route on weekends over the summer. A number of different models of Toronto PCC cars are on display at the Canadian Electric Railway Historical Society museum, Halton County Radial Railway, near Rockwood, Ontario. Some under operating conditions and rides are available to the public. The Edmonton Radial Railway Society operates the TTC 4612 at Fort Edmonton Park and has 4349 and 4367 cars in storage. Toronto sold their PCCs earlier to Alexandria, Egypt from 1966 to 1968. These cars remained in operation until 1984.
- The Newark City Subway used them up to upgrade to the modern LRV in 2001.
- The unique Tandy Center subway in Fort Worth, Texas, closed in 2002. The space shuttle between the mall and the parking lot, this system uses a number of PCCs, but the exterior was heavily modified in the 1970s, making them largely non- can be recognized.
In 2005, there were still places in North America where transit agencies hire PCCs in actual revenue services (compared to short-term or intermittent inheritance rail services). Of these, only one has been operating continuously since the PCC heyday:
- The Ashmont-Matthew High Speed ​​Line in Boston is a light rail extension of the heavy MBTA Red Line. It runs from the Ashmont end of the Red Line to Mattapan, and runs PCCs exclusively. The line was closed for reconstruction from 24 June 2006 to 22 December 2007, but the PCC car has been re-operated because the channel bridge can not support heavier lighter vehicles (LRV) operating on the MBTA Green Line.
Not considered a historic piece of equipment, the PCC car used on the Mattmont-Ashmont line represents the oldest car still in revenue service, originally built between 1943 and 1946. These cars are also the only air-powered PCCs that still operate on a regular basis in North America. Some retired PCCs from Boston are now at the Seashore Trolley Museum.
Beginning in the late 1990s, several cities began using historic PCCs to serve historic tram lines that incorporated aspects of tourist attractions and transit: The F Market Line (San Francisco's historic tramway), opened in 1995, runs along Market Street from The Castro to the Ferry Building, then along the northern and western Embarcadero to Fisherman's Wharf. This line is run by a mixture of PCC cars built between 1946 and 1952, and previous pre-PCC cars. Because of its success, the second inheritance lane was inaugurated in 2015, E Embarcadero, which serves to facilitate a seat from San Francisco's Caltrain Station to Fisherman's Wharf. Although San Francisco had removed PCC from its revenue service when the city train was converted into a Muni Metro system in 1980, they had made occasional festival trips in the years to come before returning to full-time service. The 1074 car was painted in the Toronto Transportation Commission uniform, but this car was never on the TTC list. Kenosha Electric Streetcar in Kenosha, Wisconsin, has operated six Toronto PCC Transit Commissions (five since 2000 and sixth since 2009) and one used SEPTA car since 2009. Kenosha Electric is unique among modern PCC operations because PCC does not operate in the city before 2000 - the original rail system was closed in 1932 before the PCC car was built. The two cars are still painted in their original TTC colors, while others have been redecorated in several US cities including Pittsburgh, Johnstown, Chicago, and Cincinnati.
As many cities contemplate new transit projects, PCC-based tram lines are an attractive option because of their relatively low cost and can serve as a tourist attraction in and of themselves, especially on routes through the historic city center.
Europe
The pre-war tram network is largely intact in some European cities, and many still use PCC as part or all of their inventory. Old-fashioned PCC is still used in Belgium. Vehicles used in Antwerp and Ghent are gauges, while those used in Brussels are standard gauges. One of the peculiarities of four-axle Brussels PCC vehicles is that some of them have been equipped with bogies and electric motors obtained from second-hand in the United States from disabled trams from Kansas City, Missouri, and Johnstown, Pennsylvania. The last of the originally 171 cars 4-axle class 7000 PCC in Brussels was withdrawn on February 12, 2010, with PCC articulated (130 class 7700 six-axle cars and 60 7900 axle eight-wheeled cars) remaining in service.
The Sofia, Bulgaria tram system has 16 221 km long trails served by 190 trams, some of which are Tatra PCCs. Some are built exclusively for service in Sofia, while others are second-hand imports.
In Romania, Bucharest's extensive tram network has a fleet of 130 Tatra T4R PCCs, built between 1973 and 1975, being the oldest tram operating there.
The largest number of PCCs (Tatra models) operates in Russia and other former Soviet states.
Some tram lines in the Czech Republic and Slovakia still use the Tatra PCC car, while many in Poland still operate the Konstal tram starting with PCC equipment. Some in the former East Germany are still using it, but many have been modified extensively.
The Gothenburg M25, M28 and M29 type trams, shipped between 1958 and 1967 resemble PCC cars only in appearance, as they are so technically different.
The German manufacturer DUEWAG produced a large number of GT6 and GT8 Streetcars for many German and European cities after 1951. The tram appearance was inspired by PCC, but there was no connection between the two with PCC in technical terms.
Latin America
PCC cars are also exported to Latin America, though not in large numbers, to Mexico and Buenos Aires in particular, in Buenos Aires they ran through exclusive road rights in Urquiza Line suburbs for the time being, these were changed at the end to operate in two, three or four parts formulations are articulated like most modern LRVs.
See also
References
Further reading
- Carlson et al. (1986), The Colorful Streetcars We Rode, Bulletin 125 Association of Central Railway Electrics, Chicago, Il. ISBN: 0-915348-25-X
- Kashin, S.; Demoro, H. (1986), An American Original: The PCC Car , Interurban Press, ISBN: 0-916374-73-4
- (in Spanish) LÃÆ'³pez Bustos, Carlos, TranvÃÆ'as de Madrid , Aldaba Ediciones, Madrid 1986, ISBNÃ, 84-86629-00-4
- Wickson, Ted, ed. (November-December 2015). "PCC tram in Canada" (PDF) . Canadian Railway . No. 659. p.Ã, 255-298 . Retrieved January 26 2017 .
External links
- List of PCC Streetcars in the 21st century
- PCC streetcar club
- PCC Car - The Industry Savior?
- PCC Car - Not So Standard
- PCC tram in NYC
- Madrid tram (in Dutch)
- About 30 videos from PCC San Francisco from the early 1980s
Source of the article : Wikipedia
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