HDTenEightyP/NetNews huggingface dataset:
From: jbcst+@pitt.edu (John B Coxey)
Newsgroups: rec.railroad
Subject: Tractor-Trailer Weights
Date: 26 Aug 92 15:05:12 GMT


>>In article <1992Aug15.011032.16062@s1.gov> lip@s1.gov (Loren I. Petrich) writes:
>
>>civil engineering that a suspension bridge is not a suitable choice
>>for a railroad bridge. The Golden Gate bridge is of the suspension
>>type.
>however, which can be _very_ heavy. That Amtrak workhorse, the F40,
>weighs about 80 tons, and some big diesels can go up to 200 tons. Some
>steam locomotives have been even heavier. A fully loaded freight car
>can go up to 100 tons. I wonder how heavy a (flat-road) truck can be?
                        ---------------------------------------------

I used to drive semi's for North American van Lines.

    Total Weight := 80,000 lbs   (40 tons)

Per Axle maximum load:

    Steering Axle  := 12,000 lbs
    Drive Axles(2) := 34,000 lbs
    Tlr   Axles(2) := 34,000 lbs


The states look for both axle weight and ttl weight.  Not a real big
problem until you hit around 35,000 lb loads then you start to worry
about axle weights.

Cargo weight is usually maxed out at 50,000 lbs,  with most companies 
stopping at 48,000 lbs, because it is a pain to get the axle weights
lined up correctly.

----

Natrually, one can buy permits for heavier loads, but one needs
specialized equipment to do so.  I've had paper loads (newsprint)
loaded where, I was 5,000 lbs over on the drive axles, and the rims
were almost hitting the ground.  (One of the 1st trips I pulled),  
luckilily the paper plant had scales so we just adjusted the load via
forklifts and sliding tandems (axles on tlr can slide, 5th wheel
on tractor can slide) to adjust weight.

-----

Problem on bridges with semi's is the high air pressure used in the
tires.  105 lbs for steering axles and 95 for drivers and tlr tires.
As one hits a bridge at 50-60 mph, the tires bounce (stand on a freeway
bridge and you can feel the steel bouncing), yes we even have air
shocks under the driver's seat because this can become so bad.  Where
it really tears up the road is on those concrete patches that ever so
slightly bow up (4 wheelers don't notice), but us truckers do, and
sometimes you are just bouncing up and down in the cab as you go
down the 4lane. (PA-I-80 is notorious for that).

------

Well, enough about trucks on rec.railroad.

BTW/ I live in Altoona, PA. (Horseshoe Curve, Conrail Shops) & love
what they've done to the new visitor's center there.

Latre

John Coxey
  
>
>	I'm mentioning weights here because I wonder if weight is the
>big problem with trains on suspension bridges.
>
>/Loren


Newsgroups: rec.railroad
From: sgard@cbnewsh.cb.att.com (sanford.gardner)
Subject: Re: Cranbury, NJ branch of NEC
Organization: AT&T
Distribution: usa
Date: Tue, 1 Sep 1992 15:21:47 GMT
Summary: AMTRAK bypass route

In article <1992Aug30.233206.1876@Princeton.EDU>, jsm@phoenix.Princeton.EDU (John Scott McCauley Jr.) writes:
> There seems to be a single-track branch of the NEC heading SE from
> New Brunswick NJ to Cranbury Station. It still has catenary, so I'd
> guess it was used recently for passenger service.
> 
> Anyone have further details? If it wasn't used for passenger sevice,
> why does it still have catenary? Most of the other lines around here 
> with catenary support passenger traffic. If the line only is for freight,
> they take it down really quickly!
> 
> 	Thanks,
> 
> 		Scott

The branch line your talking about links the AMTRAK main line 
at Monmouth Jct. with NJ Transit (North Jersey Coast Line) at 
South Amboy. From South Amboy, the NJT tracks connect back to
the AMTRAK main at Rahway. From Monmouth, the line goes through
Dayton, Jamesburg, Helmetta, Spotswood and Old Bridge to S.A.

I believe that AMTRAK supports the maintenance of the catenary
between Monmouth Jct and South Amboy to maintain a bypass route
in the event of a problem on the main line between Rahway and
Monmouth.


Sanford Gardner
AT&T Bell Laboratories    Murray Hill, N.J. 
(908) 582-6046            sgard@mhnmc.att.com

Working on interesting disclaimer.
From: brennan@cunixf.cc.columbia.edu (Joseph Brennan)
Newsgroups: rec.railroad
Subject: Re: Cranbury, NJ branch of NEC
Date: 1 Sep 92 20:51:07 GMT
Reply-To: brennan@cunixf.cc.columbia.edu (Joseph Brennan)
Organization: Columbia University

In article <16855B8EB.M00209@MBVM.Mitre.Org> M00209@MBVM.Mitre.Org writes:

>>The branch line your talking about links the AMTRAK main line
>>at Monmouth Jct. with NJ Transit (North Jersey Coast Line) at
>>South Amboy. From South Amboy, the NJT tracks connect back to
>>the AMTRAK main at Rahway. From Monmouth, the line goes through
>>Dayton, Jamesburg, Helmetta, Spotswood and Old Bridge to S.A.

>The route was heavily used for electric freight operation when the PRR was
>operating electric freight.

Specifically, it was used for coal trains, which came from
Pennsylvania north on the Corridor, and then by the route in question
to docks in South Amboy for transfer to ship or carfloat to New York.

>  A train of (possibly one) MP54 MU car(s) was
>scheduled as a commuter run (I assume running through from NY but I forget)
>between South Amboy and Jamesburg until sometime about 1958 or 1960. 

It ended as a Perth Amboy--Jamesburg train, 1 each way with the rush
hour flow, but earlier it ran from New York to Trenton.  In fact the
equipment for the shuttle really ran to Trenton, based on an employee
TT of 1954.  A 1941 Official Guide shows one each way New
York--Trenton via this route (Trenton 535--Perth Amboy 654--New York
750 inbound for example).  Looks like an MU run to me.

The Monmouth Junction--Jamesburg part was, as Len says, part of a
Philadelphia--Long Branch route that did not run electrically.  Recall
how the Jersey shore was a wealthy persons' resort a hundred years ago
and parts (like Deal) still are.

The South Amboy--Jamesburg part is really a segment of the original
Camden and Amboy Rail-Road, dating to 1832.  Passengers used trains
South Amboy--Bordentown and boats at each end; extended to Camden
within a few years.  This is the line that actually runs into
Cranbury, east of the old main street, on Station Road; now alongside
some housing project.  I've heard said that near Hightstown some stone
sleepers are still visible in or near the right-of-way, but never got
there to look.  

1934:  Bordentown 543--Cranbury 617--Jersey City 811
       Camden 1558--Cranbury 1737--Jersey City 1927
       Jersey City 612--Cranbury 803--Camden 937
       Jersey City 1718--Cranbury 1858--Bordentown 1931
This was the last gasp of the Camden and Amboy route, right after the 
Corridor was electrified (1933 for NY--Phil).  I don't have an older
schedule handy.

--Joe Brennan
From: lip@s1.gov (Loren I. Petrich)
Newsgroups: rec.railroad
Subject: Status of Atlanta and Miami Rapid-Transit Systems?
Date: 31 Aug 92 21:28:46 GMT
Article-I.D.: s1.1992Aug31.212846.10582
Organization: LLNL


	What is the status of the MARTA system in Atlanta? How much
has been built, and how "successful" has it been?

	I've seen criticisms that it was built in a hub-and-spoke
pattern, and that this is inappropriate for the way Atlanta has
developed, that there are a lot of people who don't exactly want to go
into central Atlanta to do business. The solution here would
presumable be to set up a ring line that runs through the outer parts
of Atlanta.

	About the Miami system, I've seen comments that it has been
very unsuccessful. What's the story?
From: roma@ux1.cso.uiuc.edu (Jon Roma)
Newsgroups: rec.railroad
Subject: Re: What is an interlocking? (was: Signal type)
Date: 30 Aug 92 04:20:31 GMT
Article-I.D.: ux1.Bts42L.C85
Organization: University of Illinois at Urbana-Champaign

cal@ee.ryerson.ca (Calvin Henry-Cotnam) writes:

>Interlocking signals not only give an indication regarding the occupancy
>but also to the route to be taken -- it is interlocked to the track
>switches.  The term interlock goes back to the days when signals were
>controlled by a series of rods and levers that made a mechanical
>connection to a control tower.  Where a signal was protecting a controlled
>switch, the mechanical control was interlocked to the switch linkage.

The mechanical control via rods and levers are indeed interCONNECTED to the
switch linkage.  However, the term interLOCKING more accurately refers to
the mechanical (or electrical) apparatus inside the tower that prevents an
unsafe action.

In another posting, I've described this in a bit more detail.  This
discussion can get quite a bit more technical if people are curious
as to the details of how this works....
-- 
Jon Roma
Computing and Communications Services Office,
University of Illinois at Urbana-Champaign
Internet:  roma@uiuc.edu      	UUCP:      uunet!uiucuxc!uiuc.edu!roma
From: Michael_Ledet@agwbbs.new-orleans.LA.US (Michael Ledet)
Newsgroups: rec.railroad
Subject: Re: New Amtrak Routes
Distribution: world
Date: 27 Aug 92 16:13:48 CST
Organization: The Amiga GateWay BBS * New Orleans, La.

I'd be interested in any information concerning the extension of the Sunset
Limited from New Orleans to Jacksonville (?).  Thanks.

-- Via DLG Pro v0.992

Organization: Drama, Carnegie Mellon, Pittsburgh, PA
Newsgroups: rec.railroad
Date: Tue,  1 Sep 1992 05:44:10 -0400 
From: Denise Pullen <dp2r+@andrew.cmu.edu>
Subject: Train.GIF's on wuarchive.wustl.edu (128.252.135.4)

Now that the semester has begun, I wanted to make everyone aware that
there is a large selection of image files available for anonymous ftp on
wuarchive.wustl.edu (128.252.135.4) in pub/graphics/trains. They are
arranged by type and are compressed in the .jpg format. There is also a
README file available giving specific procedures. Feel free to email
with any questions or comments. Thanks.

-D-
Newsgroups: rec.railroad
From: M00209@MBVM.Mitre.Org
Subject: New York City Carfloats, etc.
Organization: The MITRE Corporation, Bedford MA 01730
Date: Tue, 1 Sep 1992 14:29:38 GMT

Haven't had time to read it yet, but I notice that the current (September)
issue of "Railpace" that I received yesterday has a feature article on the New
York Cross Harbor Railroad, a topic of much recent discussion here.  It appears
that the article also talks some about the South Brooklyn Railroad, which has
also been discussed here lately.  I'm looking forward to some informative and
entertaining reading, as usual.
 
Also, the current issue of "Branchline" has a 2-page writeup on Montreal rail-
fan activities, highlighting the Mount Royal Tunnel electric line.  Skimming it
quickly this morning, I noted that Bombardier has won the contract to supply 58
new multiple-unit cars for delivery beginning late 1994.  The line is also
going to be double-tracked all the way to Deux Montagnes except for the bridge
that takes it off Montreal Island.
 
 
Len Bachelder        Archives Committee, Boston and Maine RR Historical Society
MITRE Corp.           Secretary, Massachusetts Bay Railroad Enthusiasts
Bedford MA 01730      Member, 470 Railroad Club
<M00209@mbvm.mitre.org>
 
"Amazing love, how can it be that Thou, my God, should'st die for me!"
                                                 - Charles Wesley
From: romeo@niagara.Tymnet.COM (Michael Stimac)
Newsgroups: rec.railroad
Subject: Re: What is an interlocking
Date: 31 Aug 92 18:59:11 GMT
Reply-To: romeo@niagara.Tymnet.COM (Michael Stimac)
Organization: BT North America (Tymnet)
Originator: romeo@niagara


In article <1992Aug31.082027.9418@mailhost.ocs.mq.edu.au> eoliver@laurel.ocs.mq.edu.au (Eddie Oliver) writes:
>In article <2418@tymix.Tymnet.COM> romeo@niagara.Tymnet.COM (Michael Stimac) writes:
>>Sorry, this is incorrect. Controlling signals remotely from
>>more than one location would be the antithesis of safeworking,
>>and defeats the concept of an interlocking. The definition of
>>
>>  [parts deleted]
>>
>>In order to provide proper safety, conditions controlled at
>>one interlocking machine may need to be known (but not controlled)
>>at another machine. This will happen often when the trackage
>>controlled is in proximity, as happens on closely-spaced
>>subway trackage.
>
>
>I don't want to turn this into a semantic debate, but I disagree. Control
>of one signal by more than one location is common at least in British and
>Australian practice.
>
> (description of "slotting" deleted.)
>
>I realise that the previous poster conceded that sometimes the state of one
>interlocking needs to be known but not controlled by another. My point is
>that the situation is often completely symmetrical, with one location having
>no more and no less control than another.

Eddie, you are quite correct (although the term "slotting is
not known to me in US usage). An example of what you refer to
would be the "Traffic Levers" which control the direction of
traffic flow on a reversable track between two towers. Both
towermen must move their levers to agree on the direction.
However, to quibble, one might say that the direction is
not controlled singly from either tower, but rather only jointly.

This thread, though, is about the definition of "interlocking".
You omitted to include the original text, which I was correcting
however. The original poster asserted that the ability to control
from two points was THE DEFINING CHARACTERISTIC of interlocking.
This is patently incorrect, and is the assertion I objected to.

Michael Stimac

fodder for stupid inews
fodder for stupid inews
fodder for stupid inews
fodder for stupid inews
fodder for stupid inews
fodder for stupid inews
fodder for stupid inews
fodder for stupid inews
fodder for stupid inews
fodder for stupid inews
fodder for stupid inews
fodder for stupid inews
fodder for stupid inews
fodder for stupid inews
fodder for stupid inews
fodder for stupid inews
fodder for stupid inews
fodder for stupid inews
fodder for stupid inews
fodder for stupid inews
-- 
Michael Stimac
(415) 355-8889
romeo@tymnet.com
These opinions are not necessarily anyone's but my own.
Newsgroups: rec.railroad
From: M00209@MBVM.Mitre.Org
Subject: Re: Reqest
Organization: The MITRE Corporation, Bedford MA 01730
Date: Wed, 26 Aug 1992 22:39:29 GMT

In article <10042@jthome.uucp>
dtyler%jt_home.uucp@amber.athena.lkg.dec.com (David Tyler) writes:
 
>Can anybody give some info. on the "Ware River Branch" of the Boston&Maine?
>(Now Guilford).  Any tapes about the subject around?, info. would be much
>welcomed.
 
Boston and Maine Ware River Branch????   I don't think so!  The Boston and
Albany had a Ware River Branch, and the Boston and Maine had a Central Mass.
Branch which, among other places, hit some towns in the Ware River Valley.  For
the princely sum of $5.00 sent to
               Massachusetts Bay Railroad Enthusiasts
               P.O. Box 8136
               Ward Hill MA 01835
 
I will be happy to send you a copy of my historical trip brochure which was
written for our 1990 (or was is 1991?) trip on the Massachusetts Central RR,
which is the current operator of what little is left of both of the above
branches.
 
 
Len Bachelder        Archives Committee, Boston and Maine RR Historical Society
MITRE Corp.           Secretary, Massachusetts Bay Railroad Enthusiasts
Bedford MA 01730      Member, 470 Railroad Club
<M00209@mbvm.mitre.org>
 
"Amazing love, how can it be that Thou, my God, should'st die for me!"
                                                 - Charles Wesley
From: jbcst+@pitt.edu (John B Coxey)
Newsgroups: rec.railroad
Subject: TEST
Date: 26 Aug 92 14:56:15 GMT
Organization: University of Pittsburgh

TEST

Newsgroups: rec.railroad
From: chuck@nimbus.drexel.edu (Wombozni Klik)
Subject: SEPTA to start using diesels (temporarily)
Organization: Drexel University Department of Physics
Distribution: rec.railroad
Date: Wed, 26 Aug 1992 15:39:09 GMT
X-Posted-From: nimbus.physics.drexel.edu
X-Posted-Through: sol.ctr.columbia.edu


SEPTA is planning on starting temporary diesel service on the Fox
Chase line into 30th Street Station as of Sept. 1. Two inbound trains
in the morning, two outbound trains in the evening, using Conrail
track. These trains are bypassing the main path into the city, which
is shut down until Oct. 3 for the Railworks project. 

Unfortunately, I ride the Warminster line, and still have to transfer
to the Broad Street Subway. That is an overcrowded pain. 

However, on Monday SEPTA announced that its contractors were ahead of
schedule on the Railworks project. Finished is all the trackwork in
the scheduled sections, leaving only the cabling for the signals to be
done. Maybe we'll have through train service sooner than expected.

Chuck 

Chuck Browne
Drexel University Dept. of Physics
chuck@convex.drexel.edu
Newsgroups: rec.railroad
From: pierson@empror.enet.dec.com (dave pierson)
Subject: Re: re: Old cars never die, they just....
Keywords: history, steam
Organization: Digital Equipment Corporation
Distribution: usa
Date:  2 SEP 92 14:40:40    

In article <2404@tymix.Tymnet.COM>, burke@doright.Tymnet.COM (John Burke)
writes, in part:

>The interesting tale is: in the 60's they were scrapping the last of
>the IRT Hi-V and Lo-V cars - the backbone of IRT service until the
>50's, 

>Well, some employees felt they shouldn't let every last one of those
>cars get destroyed, so they set out to foil the scrap brigade.

>So a conspiracy was set up, and they took several of the Lo-V's and
>hid them in the tunnels! 

	A similar tale is extant from one of the mining roads in Nevada(?).
	When they dieselized, the word came down to scrap out all the steamers.
	(Arizona & Eastern?  Served a big copper pit.)  The crew at the shops
	wouldn't hear of it.  So they ran one of the steamers back into the
	mine and "lost" it.  Apparently, the mine had sufficient standard
	gauge trackage to allow this.  Some years later, a second life as a
	tourist road beckoned and (oddly enough) the steamer resurfaced.

	(Marginally related, there used to be a popular model "switching
	layout", at NE shows.  This involved (marvelously crafted) cable
	operation between an upper mine level, worked by "steam" switcher
	and a lower level, capable of interchanging traffic with a standard
	module.  The mine had its own fleet of short wheelbase gon's.  One
	day, in the middle of a show, some humorist slipped a modern
	high cube box car into the mine, from the rear.  The operator went into
	the mine, pulled back and was "a bit surprised" at what he had.)

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: lenehanj@ul.ie
Newsgroups: rec.railroad
Subject: Re: Most spectacular passenger routes
Date: 2 Sep 92 15:21:37 GMT
Organization: University of Limerick, Ireland

In article <1992Sep1.173107.22877@prl.dec.com>, bonnet@prl.dec.com (Christophe 
Bonnet) writes:

> 
> I assume from the city names that these routes are in Wales (sp ?). May I
> advocate for the other side of the St George Channel, i.e the CIE from Dublin
> to Rosslare (CO. Wexford) ? 

Another scenic portion of line here in Ireland is that from Athenry to Galway
on the Dublin-Galway line. At the monet there is steam haulage at weekends. The
line approaches Galway by crossing Galway bay which is fairly breathtaking and
scenic.

>  Well, I beg the pardon of my readers for my dire English, but I wanted to
> share my feeling about this wonderful route.

Hmm. and then you reach Rosslare Harbour with its ghastly port buildings..


Des O'Donoghue c/o lenehanj@ul.ie ( University of Limerick, Ireland)
"and the sons of Pullman porters and  the sons of engineers rode their fathers'
magic carpets made of steel.."
Newsgroups: rec.railroad
From: M00209@MBVM.Mitre.Org
Subject: MBTA Expands Commuter Rail Service
Organization: The MITRE Corporation, Bedford MA 01730
Date: Tue, 1 Sep 1992 14:19:06 GMT

Here's a piece of news that perhaps everybody but me already knew!
 
Just found out this past weekend that the MBTA decided to follow up on its
experience on the "Tall Ships Weekend", when it put on all sorts of extra
service and carried record numbers of passengers on all commuter rail lines,
by establishing regular weekend commuter rail service on "all" South Side Lines
beginning with the weekend of 18 July, 1992.  I have not studied the schedules,
but Attleboro, Stoughton, Franklin/Forge Park and Needham now have service on
Sundays.  A quick glance tends to make me think that the Sunday service is the
same as previously operated Saturday schedules, but I didn't look closely
enough at the times to be certain of that.  Also Framingham now has regular
Saturday and Sunday service - didn't study the schedule but it looked like a
half-dozen or more round trips.  The reason I put "all" in quotes is that
although the "press release" handout said "all lines", they have apparently
NOT included the Fairmount Shuttle.  Also, I saw no indication of establishment
of Sunday service on the North Side to Ipswich.  Can't say for sure that they
didn't put it on, but I don't think so.
 
 
Len Bachelder        Archives Committee, Boston and Maine RR Historical Society
MITRE Corp.           Secretary, Massachusetts Bay Railroad Enthusiasts
Bedford MA 01730      Member, 470 Railroad Club
<M00209@mbvm.mitre.org>
 
"Amazing love, how can it be that Thou, my God, should'st die for me!"
                                                 - Charles Wesley
From: jjohnson@OAVAX.CSUCHICO.EDU (JOHN JOHNSON)
Newsgroups: rec.railroad
Subject: Re: Montana Cities
Date: 28 Aug 92 17:28:03 GMT
Reply-To: jjohnson@OAVAX.CSUCHICO.EDU
Distribution: na
Organization: California State University, Chico

In article <aw17PB1w164w@railnet.nshore.ORG>, qt@railnet.nshore.ORG (Ben Lanza) writes:
>I would like some information on the following cities/
>Helena, Clancy, Alhambra, Corbin, Boulder, Basin, Bernice,/
>Elk Park, and Butte, Montana. I need to know availability/
>of Great Northern track plans for these cities as well as/
>businesses served by the Great Northern in those cities./
>The era I'm looking for is the 40's & 50's. I have tried/
>our local libraries (6) but they do not have anything./
>Cleveland main library also did not have anything./
>Any information would be welcome./
>
>Benjamin Lanza
>P.O. Box 33040
>North Royalton, Ohio 44133-0040

If you can get up to St.Paul, Minn. the Minnesota Historical Society has the
corporate records of the Great Northern as well as the Northern Pacific. About
15 years ago I did some research on the NP and could see quite a lot of
materials on the GN. When the Burlington Northern merger happened, the BN
cleaned house and donated the materials to the MHS and built a warehouse in
St.Paul to house the collection. I am sure it is still there and you may be
able to gain access to it.
From: hudson@pnet51.orb.mn.org (Hudson Leighton)
Newsgroups: rec.railroad
Subject: Re: Re. Top Ten Shrines ...Western Railroading
Date: 26 Aug 92 14:05:08 GMT
Organization: People-Net [pnet51], Minneapolis, MN.

Reguards roundhouses and turntables.

The Wisconsin Central at Stevens Point Wisconsin is adding onto the
roundhouse!!

In the Minneapolis/SAint Paul area we have a Turntable at Northtown yard
Roundhouse and Turntable at Minneapolis Junction

Minnesota Transportation Museum is restoreing (slowly) a roundhouse and
turtable in Saint Paul, MN.


Sir we have a problem

Yes?

That turntable we got from Dilworth is 125 feet long

Yes?

Well we finally dig enough dirt up to find the old turntable pit here

Yes?

It's a 100 ft pit!!


Question for the day:

Do you Shorten the Turntable OR Lengthen the pit??


UUCP: {crash tcnet}!orbit!pnet51!hudson
INET: hudson@pnet51.orb.mn.org
ICBM: Lat. 44.59 x lon. 93.13
HAM:  NONMX  444.100 repeater
Advertisement: Try the Railway Post Office BBS (612) 377-2197 a Railfan BBS
Newsgroups: rec.railroad