HDTenEightyP/NetNews huggingface dataset:
From: craig@kralizec.zeta.org.au (Craig Dewick)
Newsgroups: rec.railroad
Subject: Re: rail grinder in ames
Date: 30 Sep 92 21:55:12 GMT
Organization: Kralizec Dialup Unix Sydney: +61-2-837-1183 V.32

737ochs@gw.wmich.edu writes:

>I've seen the Loram units working before, and it is GREAT!!!! They had
>a caboose(bay window) 3 or 4 tank cars for water, and 2 grinding units, that
>when looked at from the side, remind me vaguely of a shay, because of the
>shape. There's dark smoke, sparks flying everywhere, a great site. They
>photograph good too.

There is a Loram Rail Grinder being used by the State Rail Authority here in
NSW, Australia. I spotted it the other day somewhere.
 
It's been here on trial for about two years now, and it was put to good use
when it was decided to alter the railhead profile on some of the main lines to
reduce rail and wheel wear, and wheel 'scalloping'. It hasn't been used for
about 11 months (at least I haven't seen it).

As you say, they are fantastic to watch! I had a look over it when it was
sitting in a siding near where I live waiting for it's next assignment. The
number of grinding wheels was amazing.
-- 
Craig Dewick               | Railway Preservation Industries - Working to
craig@kralizec.zeta.org.au | Advance the Preservation of Australian Railways
From: dfl@panix.com (Danny O'Bedlam)
Newsgroups: rec.railroad
Subject: Re: NYC: Grand Concourse-Jerome Ave. track connection
Date: 27 Sep 92 09:29:49 GMT
Distribution: rec
Organization: Panix, (New Yawk City)

In <RABIN.92Sep26175703@epic.CS.Yale.Edu> rabin@CS.Yale.Edu (Dan Rabin) writes:
>A few weeks ago there was some discussion speculating about the
>existence and location of a track connection in the Bronx between the
>Grand Concourse (IND) line and the Jerome Avenue (IRT) line. 
>  -- Dan Rabin (rabin-dan@cs.yale.edu)

	The only reference materials I have (drawing-wise) that would
indicate a connection is a historical track map that shows a sort-of
connection between the IRT and IND where the two SHOPs meet.  The
IRT line to Woodlawn was built first and has a Jerome Ave Shop.
The IND Concourse line (line "C" btw) was opened in 1933 and connects
with the Concourse Shop, which is I believe across the street from
Jerome Ave, that is, across Jerome Avenue.  I can't see any direct
connections from signal layouts of Concourse yard.  
-- 
***********************************************************************
* Danny O'Bedlam  = dfl@panix.com = cmcl2!panix!dfl = Danny Lieberman *
* PO Box 3131 Church St Station, New Yawk, New Yawk, 10008-3131 (usa) *
***********************************************************************
Newsgroups: rec.railroad
From: 11jodom@gallua.gallaudet.edu (..The Kangol Kid..)
Subject: Re: NYC color-coding, again (was Re: Chicago Rapid Transit reference.)
Organization: Gallaudet University
Date: Mon, 5 Oct 1992 19:22:44 GMT

In article <29454@olympus.wustl.edu>, jps@dworkin.wustl.edu (James Sterbenz) writes:
> In article <1992Sep30.172044.9268@news.columbia.edu> brennan@cunixf.cc.columbia.edu (Joseph Brennan) writes:
>>I was actually thinking of posting all the letter and number codes
>>that have been used on the New York subway...
> 
> Joe, along these lines can you give us the athoritative meanings of the 
> shapes of the train designations (e.g. the letter/number is inside 
> a circle diamond, etc.).  How long has this been used?
> 
     The Circle means Regular Hours trains...

     The Diamond means Rush Hour trains...  

	[Note:  not all lines follow this... this tends to be for the
           ends of the lines, like the IRT #5 for example.   In the Bronx
           it becomes the Bronx Thru Express (Diamond Green #5) which means
           it is an Express, when the Round #5 would have stopped at those
           stations during regular hours.]


If you are still confused, welcome to New York's system.



> 
> --
> James Sterbenz  IBM HPCC       (High Performance Computing and Communications)
>                 472 Wheelers Farms Rd. MS93           jpgs@watson.vnet.ibm.com
>                 Milford CT 06460-1844 USA                      +1 203 783 4380
>
From: ggg9y@poe.acc.Virginia.EDU (Garth G. Groff)
Newsgroups: rec.railroad
Subject: Re: Railroad Management and the Military
Date: 29 Sep 92 17:15:50 GMT
Article-I.D.: murdoch.1992Sep29.171550.9148
Distribution: na
Organization: University of Virginia


MILITARY MODEL

Surprising that the military model worked so well for
railroads, but so poorly for the military itself.  The
military chain of command and organziational structure
in the civil war was extremely chaotic at best.  And 
as most people who have served recently, its not much
better now (my own opinion based on personal experience).

~S
--
Garth (Haridas) Groff
"Not yet famous author"
ggg9y@poe.acc.virginia.EDU         Chant "Govinda Bohlo Hare"
Newsgroups: rec.railroad
From: msb@sq.sq.com (Mark Brader)
Subject: Re: garbage trains, money trains, and other novelties for out of towners.
Organization: SoftQuad Inc., Toronto, Canada
Date: Sat, 3 Oct 92 23:39:17 GMT

Nigel Allen (Nigel.Allen@bbs.oit.unc.edu) writes:
> Toronto's subway has garbage trains (or at least one garbage train,
> anyway), for the same reasons that the New York subway does.  It starts
> its run while regular subway trains are still running.

Specifically, the subway operates from 6 am (9 am Sundays) until after
1 am, and the earliest I've seen a garbage train is about midnight.
There are two garbage trains, but I don't know if they both run every day.

> It's an aluminum car (all Toronto's revenue subway cars are aluminum
> now; the original, red Gloucester cars were sold to Lima, Peru, I think)
> with circular windows.

I heard that such a sale was intended but fell through and the cars were
scrapped (except one which went to the Halton County Radial Railway,
the streetcar museum south of Rockwood).  In addition to the red-painted
steel cars, there were also 6 aluminum Gloucester cars.

The car described above is the old, one-car garbage train, which was
originally a Tokyo subway car and is therefore nicknamed "Tokyo Rose".
It's a short car, maybe 40 feet long, and was becoming inadequate.
The new garbage train consists of a pair of the aluminum Gloucester
cars and is about 115 feet long, which should provide enough capacity
for some time.  I haven't noticed whether both cars are actually used.

The garbage trains are unheated, by the way, for obvious reasons.
The crews wear heavy clothing in winter.

> There's some other work equipment that I haven't seen except in
> photographs. I think at least one piece of subway work equipment was
> rebuilt from a PCC streetcar.

Yes, though i don't know the specifics.  Since subway and streetcar
tracks are the same gauge (4 feet 10 7/8 inches), the same rail grinding
car could be used for both.  Whereas all the vehicles mentioned so far
are electric, there is also some diesel work equipment, and this is
occasionally seen in motion around midnight also.

Are there any large subway systems where a garbage train is *not* used?
It seems the obvious approach to me.
-- 
Mark Brader			"Metal urgy.  The urge to use metals.
SoftQuad Inc., Toronto		 That was humans, all right."
utzoo!sq!msb, msb@sq.com			-- Terry Pratchett: Truckers

This article is in the public domain.
From: pierson@empror.enet.dec.com (dave pierson)
Newsgroups: rec.railroad
Subject: Swiss Tunnels (was Re: Three-phase electrification (was ...))
Date: 28 Sep 92 16:47:26 GMT
Organization: Digital Equipment Corporation

In article <9209281518.AA15387@hplomg.hpl.hp.com>,
BRANDT_JOBST/HP1900_01@HPLOMG.HPL.HP.COM writes...
>Max Wyss writes:

>> The ARB (Arth-Rigi-Bahn) never ran on 3-phase AC. They electrified in 1907
>> with 750 VDC and switched to 1500 VDC later.

>That may be true because I didn't talk to the operators when I rode this
>line in 1948 when it was run under two overhead wires with two trolley
>poles.  Maybe you could clarify this.  I assumed that the only reason to run
>two pickups would be for three phase.  What was it.  The line to Arth ran
>under one wire and had no provision for cog operation.
	Sometimes the overhead (or conductor rails) are provided for both
	"sides" (or "poles") of the DC supply.  Usually to reduce electrolysis
	problems.  Doesn't seem likely in the Alps...

>Meanwhile, how is the double track work coming along in Bonstetten/Wettswil?
>.... and why did the nation vote against the Transalpine tunnels?

	??  Which nation?  The UPI article i saw said 64% _for_ the base
	tunnels...

thanks
dave pierson			|the facts, as accurately as i can manage,
Digital Equipment Corporation	|the opinions, my own.
146 Main St			|I am the NRA.
Maynard, Mass	
01754				pierson@majsty.enet.dec.com
"He has read everything, and, to his credit, written nothing."  A J Raffles
From: Steve_Hooper@mindlink.bc.ca (Steve Hooper)
Newsgroups: rec.railroad
Subject: Re: locomotive cables
Date: 5 Oct 92 05:10:03 GMT
Organization: MIND LINK! - British Columbia, Canada
Distribution: world


The three MU (Multiple-Unit) AIR hoses you see are for:

Main Reservoir
Actuating
Equalizing Reservoir

The large ELECTRICAL cable is for transmitting commands between the
locomotives, ie if the lead unit is in third notch, all trailing units will
be in third notch.  Also controls things such as headlights...if you move the
headlight switch on the lead unit to the Full Power REAR position, the rear
light on the lead unit does not go on...rather, the last unit's headlight (or
tail light depending on which way it is faced) will turn on.

As an aside, this is set by a seperate switch on each unit that has the
following positions:

               Single Or
             Intermediate Unit


Controlling with   =     Controlling with
unit at Long       =     unit at Short
Hood End           =     hood end
                                 Controlled
               From either
               end





--

 steve_hooper@mindlink.bc.ca   []  Conductor on the High Iron of
 OR      a777@mindlink.bc.ca   []     CP Rail - Cascade Sub
 The Great White North in      []
 Vancouver, BC CANADA          []   Opinions are mine, NOT CP's
Newsgroups: rec.railroad
From: dfl@panix.com (Danny O'Bedlam)
Subject: shapes of train letters and numbers (was NYCTA other stuff)
Date: Thu, 1 Oct 1992 06:02:38 GMT
Organization: Panix, (New Yawk City)

In <29454@olympus.wustl.edu> jps@dworkin.wustl.edu (James Sterbenz) writes:
>Joe, along these lines can you give us the athoritative meanings of the 
>shapes of the train designations (e.g. the letter/number is inside 
>a circle diamond, etc.).  How long has this been used?

Lemme take a crack at that.  Since the letters and numbers came into
use a circle was used for normal service and a diamond was used for
Rush Hour service.  Diamonds are still used, but other indications
that were on maps up until the mid 1970s are not.  Rush hour 
service used to be shown with dotted lines.  Routes such as the
RJ would be a good example.  Also until it was discontinued a
few years ago (long after they stopped calling it the RJ) the
R to Chambers St was colored Brown instead of Yellow because it
ran up Nassau St.
-- 
***********************************************************************
* Danny O'Bedlam  = dfl@panix.com = cmcl2!panix!dfl = Danny Lieberman *
* PO Box 3131 Church St Station, New Yawk, New Yawk, 10008-3131 (usa) *
***********************************************************************
From: rad@railnet.nshore.ORG (Rick DeMattia)
Newsgroups: rec.railroad
Subject: Train gifs - email for those without ftp access
Keywords: picture archive
Date: Fri, 02 Oct 92 21:28:00 EDT
Followup-To: rec.railroad
Distribution: na
Organization: Railnet BBS +1 216 786 0476

For those who do not have ftp access to the excellent collection
of GIF images which Denise Pullen has made available, a small
selection (about 60 files) is available via email.  Send a message
containing the line

send help

to arc-serv@railnet.nshore.org for instructions.

The archive server has had its ups and downs since it was put
online this summer - it's running on a quite low-powered machine.
Please use restraint in making file requests - preferably not
more than one request every few days, to keep the upstream modem-connected
sites from getting overloaded too.

Being binary files, the gif's must be requested uuencoded, and
you will have to uudecode the received messages to reassemble
the images.

--
UUCP: {uunet|backbone}!railnet!rad   rad@railnet.nshore.org
CompuServe: 72517.666@compuserve.COM
From: rnewman@bbn.com (Ron Newman)
Newsgroups: rec.railroad
Subject: Re: NYC color-coding, again (was Re: Chicago Rapid Transit reference.)
Date: 2 Oct 1992 15:46:14 GMT
Organization: Bolt, Beranek & Newman, Inc.
Distribution: world
NNTP-Posting-Host: spcsun25.bbn.com

In article <1992Oct1.212946.9800@panix.com>, dfl@panix.com (Danny O'Bedlam) writes:

|> 	There are several regularly 'scheduled' garbage collection
|> trains or scows that run through the NYCTA system, mostly during the
|> late night hours.  There is ONE money collection train, shorter and
|> with armed guards.

Is it actually possible for a single train to reach all stations
in the NY subway?

-- 
Ron Newman		rnewman@bbn.com
Newsgroups: rec.railroad
From: lip@s1.gov (Loren I. Petrich)
Subject: Re: Diesel vs. Electric Locomotive Maintenance
Organization: LLNL
Date: Tue, 6 Oct 1992 05:35:25 GMT

In article <1992Oct6.021601.28679@ulysses.att.com> smb@ulysses.att.com (Steven Bellovin) writes:
>Speaking of which -- the October '92 Railpace mentions a campaign (in
>Connecticut, I think) by the Brotherhood of Locomotive Engineers against
>an electrification project.  I assume that they're afraid of job loss,
>but it isn't clear to me why electric locomotives should require fewer
>engineers than diesels.  Explanations?

	I presume that this is the long-awaited electrification of
Amtrak's New Haven -- Boston line.

	If electric locos need less maintenance than the equivalent
diesel locos, then one can understand why some personnel might be
concerned about losing their jobs. But this electrification project is
intended to make possible higher-speed running, which will presumably
lead to greater ridership, and more jobs for these people. It's not
like a line is being downgraded or abandoned.

Newsgroups: rec.railroad
From: prodok@prodok.ch (prodok)
Subject: Re: Three-phase electrification (was something about tunnels
Organization: PRODOK Engineering AG
Date: Wed, 30 Sep 1992 14:49:11 GMT

In article <9209291505.AA29163@hplomg.hpl.hp.com> BRANDT_JOBST/HP1900_01@HPLOMG.HPL.HP.COM writes:
>
>Italy had a number of interesting configurations, one of which was a steam
>locomotive with the exhaust stack along the side of the middle of the
>boiler.  I was never able to discover the advantage of this although I am
>sure there was one.  I would like to hear from anyone who knows why.
>
>jobst_brandt@hplabs.hp.com


This is the Franco-Crosti boiler which was one of the experiments to
increase the efficiency of the engine. Basically, they used the flue
gas' heat even more. I have to check the literature to get more information
about the way it worked (the same is for the other questions).

Max Wyss, PRODOK Engineering AG, Bonstetten, Switzerland

Newsgroups: rec.railroad
From: rl@ferris.cray.com (Randy Lambertus)
Subject: Re: So Where is Steamtown Anyway?
Organization: Cray Research, Inc.
Date: 5 Oct 92 11:48:36 CDT

In article <1992Oct5.120542.16096@husc3.harvard.edu> finney@husc3.harvard.edu writes:
>Hi,
>    Drove near Scranton on (I think) Rte 81 on Friday -
>saw a huge sign that indicated we were heading for 
>Steamtown. We all watched carefully for further indicators,
>but didn't see any. Can anyone enlighten me? (I remember
>Vt.)
>                          Thanks,
>                           Cynthia Finney

 It's located at the old Delaware Lackawanna & Western shops in 
downtown Scranton. The shops must take up most of downtown and you
can't miss it. At the old station is a 'Big-Boy' that is too heavy
to move across the bridge into the site. The park is managed by the
Park Service, and when I was there in March 1991, they wouldn't let 
anyone into the yards. They claimed the visiting season opened only
in summer. Across from the site are some other shop buildings that
have something to do with the Department of Defence. Anybody have
a guess at what goes on there? Oh yeah, it used to be in Vermont.


Randy Lambertus               Cray Research, Region 4            rl@uk.cray.com
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@|_|=|====|======|=o=|=============================|_|@@|_|=|====|======|=o=|==
 |_| [(o)==(o)]  |__________________|   [(o)==(o)] |_|\/|_| [(o)==(o)]  |______
===============================================================================
**[]****[]****[]****[]****[]****[]****[]****[]****[]****[]****[]****[]****[]***
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From: jis@cbnewsj.cb.att.com (jishnu.mukerji)
Newsgroups: rec.railroad
Subject: Re: Rail links under Alps
Date: 28 Sep 92 20:34:48 GMT
Organization: AT&T

In article <15753@umd5.umd.edu> gurd@wam.umd.edu writes:
>I saw a AP summary that Swiss voters had approved by a 63.5% majority a  
>$10.7 billion (no that's not a typo) plan to build two high-speed rail  
>tunnels under the Swiss Alps.  The two tunnels are supposed to be 31 miles  
>and 19 miles long and will provide an alternate route for north-south  
>freight traffic as well as inter-city rail service.  Could anybody who has  
>more information about this post it along with relevant commentary like  
>how this project is financed, how much freight/passenger traffic it is  
>expected to carry, and whether this is a private (i.e. Chunnel) or public  
>project.

I read an article on these tunnels  recently while I was in Europe. I
do not remeber the traffic projection figures from the article, but I
do remeber the routing of the two tunnels. The longer of the two (the
St. Gothard Base Tunnel)  will run under the St. Gothard Pass. Its two
ends will be respectively in the vicinities of Goeschenen (North end)
and Lugano (South end). The shorter tunnel (the Loetschberg Base
Tunnel) will run under Loetschberg Pass. Its two ends will
respectively be in the vicinities of Spiez (North end) and Sion(?) in
the Rhone Valley (South end) where it will connect with the Geneva - Brig 
Line headed for the Simplon Tunnel. The longer tunnel will provide a
more direct route for trains from Zurich to Milano and the shorter one
will provide a more direct route between Bern and Milano. Both tunnels
will bypass slow mainlines with spectacular engineering and scenary,
thus reducing running times considerably. Fortunately, local trains
will continue to run on the more scenic routes, but direct trains like
the  Eurocities will  in all probability run through the base tunnels.

This vote was a victory for the preservation of environment and
scenary in Switzerland. The base tunnels will allow Switzerland to
meet the north-south freight and passenger transit traffic demands
without building any more highways. They will run car and truck rail
ferries across Switzerland through these two tunnels for people and
freight that just want to transit Switzerland. Since the ferry trains
will be hauled by electric locomotives, this will eliminate
considerable amount of air pollution, in addition to keeping the
defacing of the landscape to a minimum.

I guess once the tunnels are put into service, one will have to change
trains and get onto slower local trains to enjoy the scenary of
Loetschberg and St. Gothard Passes, instead of doing so from the
Eurocity Expresses like one can do today. 

BTW, I had seen an article sometime back about a proposed base tunnel
between France and Italy around Modane to carry a TGV line into Italy.
Has anyone heard anything more about it? Given that the construction
of the Lyon to Valence segment of TGV is already in progress, it would
appear that the French would need to construct very little additional
TGV line to connect to such a tunnel link to Italy.

Jishnu Mukerji
jis@usl.com
From: brennan@cunixf.cc.columbia.edu (Joseph Brennan)
Newsgroups: rec.railroad
Subject: Re: Railroad Management and the Military
Date: 29 Sep 92 14:03:06 GMT
Article-I.D.: news.1992Sep29.140306.7979
Reply-To: brennan@cunixf.cc.columbia.edu (Joseph Brennan)
Distribution: na
Organization: Columbia University

In article <1a80ptINN6ia@darkstar.UCSC.EDU> haynes@cats.ucsc.edu (Jim
Haynes) writes:

>He says the military served as a model for how to manage these enterprises,
>and points to similarities such as calling portions of the operation 'divisions'
>and having printed rule books, and having 'line' and 'staff' personnel,
>having 'general orders' and 'special orders', and managers who had been

The Civil War had many effects on the railroads.  The consolidation of
the short pre-war lines into systems was based partly on war
experiences with long-distance movements of troops and materials, and
those systems required for the first time a large-scale organization
to carry out operations.  The military was a natural model, since so
many men had just served, knew how it worked, and knew THAT it worked.

I'm more familiar with local transit, where this model did not come
into use until the 1890's, but again because it was only then that
consolidation into large systems required it.

--Joe Brennan
Newsgroups: rec.railroad,rec.models.railroad
Date: Sat,  3 Oct 1992 23:58:40 -0400 
From: Denise Pullen <dp2r+@andrew.cmu.edu>
Subject: 10-3-92 Train GIF uploads to wuarchive.wustl.edu

The following files are available for anonymous ftp on
wuarchive.wustl.edu (128.252.135.4) in graphics/trains/

aircraft/
-rw-r--r--   1 pullen   archive    171916 Oct  3 19:27 sr71a.gif
-rw-r--r--   1 pullen   archive    164462 Oct  3 19:42 sr71b.gif

diesel/
-rw-        1 dp2r                   243028 Oct  2 12:43 budd-196.gif
-rw-        1 dp2r                   228981 Oct  3 15:39 sp_7828.gif
-rw-        1 dp2r                   247704 Oct  3 15:41 ssw_7781.gif


electric/
-rw-        1 dp2r                   174870 Oct  2 12:48 gg1-489a.gif
-rw-        1 dp2r                   221715 Oct  2 13:07 ss-802.gif


structure/
-rw-        1 dp2r                   314800 Oct  3 16:12 chiunion.gif