|Comments: This was an experimental articulated car similar
in concept to the "two rooms and a bath" style successfully employed in Boston,
but using two double-trucked cars. PRL&P rebuilt this car in 1913
from two former C&S Standard cars (No.'s 100 and 101). A conductor's
cab/entrance way was hung between the two cars, each of which had one platform
and vestibule removed. This created one of the few center entrance
cars ever used in Portland (see also the 1130 series).
The idea behind this unique car was to produce a unit which
would hold a larger number of passengers than a single car, thus reducing
the number of cars needed during rush periods. In addition, the rebuild
made this into a more efficient boarding PAYE (pay as you enter) car.
Lastly, it was hoped that the outdated, small C&S Standards could once
again be effectively used and for a low remodelling expense.
Passengers boarded the three-foot-high joined cars via three
steps; the first two into the center vestibule, and the last one on a pivotal
section between that compartment and either car. The center compartment
was carried on a steel underframe which pivoted on center bearings.
It contained four doors (all mounted on the "near side"), the central two
of which were for entrance, with the outer two reserved for exit. The
conductor sat at his post behind the entrance doors in the center compartment.
Barriers at each end of the platform steps separated the flow of boarding
and alighting passengers. A movable post holding fare registering and
door operating mechanisms was placed in the center of the compartment near
the condutor's stool and the bell cord (used to signal the motorman).
The trolley poles (one on each car) were operated through ventilator slots
in the center compartment roof. The conductor also had his own emergency
air brake control.
End platforms were adjusted according to the direction the
car was taking. Folding longitudinal seats blocked the doors on the
rear end of the car, while the opposite end was reserved for use by the
motorman. These rear seats increased the seating capacity of the cars
This articulated car was built at a cost of approximately
$1,900. Four additional articulateds were planned, but not constructed
due to the lack of success of the original. Car 100-101 proved too
slow both in boarding and acceleration. It invariably held up traffic
during rush hour.
Nevertheless, this car saw regular service on the Alberta
Line for several months after it went into service in 1914. A humorous
story survives this brief tenure of operation. The forward trolley
pole was soon the only one used following an incident in which the rear pole
tripped an electric overhead switch causing each car to take a different
route through the intersection of SW 5th and Morrison downtown and stranding
the conductor, whose cubicle had fallen off in the middle of the intersection!
The articulated car was later tried on the Kenton Traction
Company's line and humorous stories are told about this period too.
Quitting time at the Swift and Company stockyards in North Portland usually
saw a rush of riders, and the articulated was talked up as a solution.
But the stockyard men developed a way of getting a free ride home.
Two would pay their fares and each go into a different car, whereupon they
would throw open the windows and let their friends swarm aboard. It
is said that this experience not only ended the use of the articulated on
this line, but soured management on the idea of center entrance cars in general.
The two units making up the articulated were rebuilt as separate cars again
Retirement: 1933 = 101; 1936
Technical Notes: Most likely received Nelson
Safety Fenders during the rebuild.
101 was remodeled for one-man operation when it was converted
back into a single car again in 1920, but 100 was apparently not one-manned
until the year it was retired.