HDTenEightyP/NetNews huggingface dataset:
From: dik@cwi.nl (Dik T. Winter)
Newsgroups: rec.railroad
Subject: Re: Amtrak's future under a Clinton administration
Date: 18 Nov 92 23:58:59 GMT
Organization: CWI, Amsterdam

In article <1992Nov18.050914.14408@galileo.cc.rochester.edu> kolassa@genesee.bst.rochester.edu (John Kolassa) writes:
 > I crossed from Austria to Czecholovakia this way in 1986.  As I recall, although
 > customs went through the train, we still waited on the border for a long time,
 > since the train couldn't make the first Czechoslovak stop until customs had
 > finished.
I would expect the most important reason for the delay is change of traction
engine.  When you go from the Netherlands to Germany you will experience a
delay of about 10 minutes at the border to change engine.  10 minutes is a
long stop in Western Europe, but an extremely short stop in Eastern Europe.
(I really appreciated the long stops of 30 to 45 minutes that allowed you
do buy all kind of things, especially if no food/drink supplies are available
on a train.  This once occurred on our 72 hour trip from the Black Sea coast
in Bulgaria to Amsterdam, only two train changes involved.)
 >            Incidentally, from Vienna until just over the border the windows
 > were all sealed.  They were unlocked when customs passed.  I presume that was
 > to avoid boxes of Levis going out the window just over the border.
That would be the reason indeed.
 > 
 > My point is that even with this arrangement, you'll have to have enough
 > time between the last US stop and the first Canadian stop to screen the
 > whole train, and have some mechanism for deporting those not allowed across the
 > border.
When the borders in Western Europe were still serious they were send back from
the first station across the border (just like it is happening with air travel).
-- 
dik t. winter, cwi, kruislaan 413, 1098 sj  amsterdam, nederland
home: bovenover 215, 1025 jn  amsterdam, nederland; e-mail: dik@cwi.nl
Newsgroups: rec.railroad
From: bjork@telebit.com (Steven Bjork)
Subject: Rocking the head end, was Re: Stupid People (Grade crossings)
Organization: Telebit Corporation; Sunnyvale, CA, USA
Date: Mon, 16 Nov 1992 02:59:38 GMT

In article <1e475kINNc1q@gap.caltech.edu>,
 pvmason@cco.caltech.edu (Peter V. Mason) writes:
 
>BTW, boneheads along the SP cut along Mission going east from LA
>used to throw rocks at the trains.  Since they were about eye-to-eye
>with the cabs, they managed to prang a couple of engineers.  Does this
>happen elsewhere? 

Sadly, yes. There are people out there that actively hate railroads.

When the SP reopened the Coast Route to freight traffic, someone
heaved a brick into the Engineer's side, putting glass in his face,
on a train heading north towards San Jose.

Unfortunately its so common that the crews usually only report
it when its "pretty bad."

Shopping cart debris have hung up on Caltrain equipment and
tripped the dragger at mp 28.2 "Stop the Train! Stop the Train!
Dragging Equipment."

--Steven
From: 737ochs@gw.wmich.edu
Newsgroups: rec.railroad
Subject: Re: Recording trains
Date: 17 Nov 92 17:42:58 EST
Organization: Western Michigan University

In article <17NOV199213352686@alpha.sunquest.com>, rfj@alpha.sunquest.com (RICHARD F. JONES) writes:
> Greetings!!
> 
> Well, since I have combined by love of trains and photography into
> several dramatic photos, I now have turned to recording (audio) moving
> trains.
> 
> I have tried placing the microphone(s) adjacent to the tracks, about
> 10 to 15 feet from the tracks, suspended over the tracks (got some
> great engine sounds from this one!!) and between the tracks.  My
> problem is the frequent wind that often tags along with mile long
> freights travelling 60+ miles per hour.
> 
> I have used the usual foam wind screens, tried shielding the mikes in
> boxes (caused a sound distortion), etc.   Does anyone have any
> suggestions as to how I can get good recordings and not have the
> hurricane wind sounds along with the sounds of the train???

Hmmmm. sometimes if you can sit behind a signal box or something that might
help block the wind, that might cut down on the noise. Other than that, all
I can think of is the wind screens you already tried.
How did the ones turn out from underneath? I did that once, right next to a
joint and a frog, and it turned out great, no background noise, just the horn,
the engine rumbling over, then all the clickety-clacks of the wheels.

Good luck,
Fred
From: elw4@po.CWRU.Edu (Evan L. Werkema)
Newsgroups: rec.railroad
Subject: Re: Stupid People (Grade crossings)
Date: 17 Nov 1992 06:19:53 GMT
Organization: Case Western Reserve University, Cleveland, OH (USA)
Reply-To: elw4@po.CWRU.Edu (Evan L. Werkema)
NNTP-Posting-Host: thor.ins.cwru.edu


In a previous article, lancelot@spock.uucp (Thor Lancelot Simon) says:

>In article <1992Nov15.042209.12804@ulysses.att.com> smb@ulysses.att.com (Steven Bellovin) writes:
>>In article <1e475kINNc1q@gap.caltech.edu>, pvmason@cco.caltech.edu (Peter V. Mason) writes:
>>> BTW, boneheads along the SP cut along Mission going east from LA
>>> used to throw rocks at the trains.  Since they were about eye-to-eye
>>> with the cabs, they managed to prang a couple of engineers.  Does this
>>> happen elsewhere? 
>>
>>Apparently so.  The ``Contemporary Diesel Spotter's Guide'' notes
>>the presence of rock shields on some Amtrak engines on the Northeast
>>Corridor.
>
>_All_ MBTA engines have rock shields.  At least I've never seen one without
>them.  Does Amtrak own the MBTA's F40 units, or do they just run them?  The
>few older F units I've seen on the MBTA have the shields too, but I've never
>seen them on anything painted in Amtrak colors, so far as I recall.  Has
>anyone?  Where?

  The picture he's referring to is on page 89 of the _CDSG_.  It shows Amtrak
F40PH 201 wearing big rock screens on the windshields "that were soon added
to F40PH's working in the East."  On page 159 there are pictures of E60CP's
950 and 968, both with rock screens, though I know the 968 was without its 
screens before it was sold to a mining company.

-- 
   -----_._._,_,,_,__._._     _._.__,_,,_,_._._----      
  _Ioo I ===        ====I     I====        === IooI____   I~~~~~~~~~~~~~~~~~~I
|_II___I____Santa Fe____I_| |_I__Evan Werkema__I__I___I_| I elw4@po.cwru.edu I
`-~O==O~===========~O==O~-`~`-~O==O~=============~O==O~-`~~o==o~\/~\/~\/~o==o~
From: btiffany@pbs.org
Newsgroups: rec.railroad
Subject: Re: Air whistles (was Scaring away meese)
Date: 20 Nov 92 00:17:00 GMT
Distribution: na
Organization: PBS:Public Broadcasting Service, Alexandria, VA

In article <1992Nov17.063705.18132@bony1.bony.com>, billg@bony1.bony.com (Bill Gripp) writes:
> In article <1992Nov15.070123.8912@pasteur.Berkeley.EDU> zephyr@cory.Berkeley.EDU (COIFMAN) writes:
>>In article <6km8TB2w165w@1776.COM> bob@1776.COM (Robert Coe) writes:
>>>CZ94@MUSICA.MCGILL.CA (CZ94) writes:
> 
>> At least one disel railway had whistles instead of horns. When absorbed
>>into the Soo Line, all of the locomotives on the Minneapolis Northfield
>>and Southern had air whistles. As the engines were absorbed and
>>repainted, the whistles came off. A couple of these whistles are now in
>>use by the Minnesota Transportation Museum on an NW2 and an SW1200. Oh,
>>btw, the whistles fit the same mounting brackets as the normal air horns.
> 
> 
> The New Haven FL9's had Nathan Air Whistles.  Some of their other
> diesels many have had these too.

I believe they were Hancock air whistles, Bill.  They were on lots of NH
engines, not just FL9's.  SAL also had them, possibly ACL as well.

-- Bruce Tiffany
From: PLAWS@UAFSYSB.UARK.EDU
Newsgroups: rec.railroad
Subject: Re: Re^2: Amtrak List of Trains by
Date: 20 Nov 1992 11:26:48 -0600
Organization: University of Arkansas, Fayetteville
NNTP-Posting-Host: cs.utexas.edu

      Actually Amtrak knows NYC by NYP (Penn) and NYG(Grand Central *Terminal*)
with thru  ticketing on MNCRR, apparently.

Peter Laws              |"The '90s are gonna make the '60s|   pcl@engr.uark.edu
n5uwy@ka5bml.ar.usa.noam| look like the '50s"--D. Hopper  |plaws@uafsysb.bitnet
From: elw4@po.CWRU.Edu (Evan L. Werkema)
Newsgroups: rec.railroad
Subject: Re: Smokey Alcos...(Was: Re: GE chugging)
Date: 24 Nov 1992 03:38:46 GMT
Organization: Case Western Reserve University, Cleveland, OH (USA)
Reply-To: elw4@po.CWRU.Edu (Evan L. Werkema)
NNTP-Posting-Host: thor.ins.cwru.edu


In a previous article, khartman@fnalo.fnal.gov () says:

>	Yeah, what about the smokey Alcos?  What is the general opinion on
>the cause of this excessive smoke?  A railfan friend of mine mentioned that the
>turbocharger was poorly designed.

  Either that or the turbo was too small.  When ATSF was test driving the 
first PA1's, the test report came back favorable in all catagories as compared
to the F3's with the exception of "objectionable smoking at the stack, possibly
due to the turbocharger being undersized." (paraphrased)  Guess Alco never
learned their lesson though, as the 251's were just as smokey as the 244's

>	How do the roads that still operate Alcos manage to avoid fines for
>air pollution?

  In fact, that was one reason for the final demise of ATSF's HH1000's 
operating in the LA area in the 1970's.  They were getting old, and, according
to Ex2200, "City officials were starting to make noises about air pollution 
(who could argue with that?)"
  I guess in many places where Alco's yet roam, it's rural enough (thinking
of the GBW, Indiana Hi-Rail, and Arkansas & Missouri) that air pollution
restrictions aren't too tough.

-- 
   -----_._._,_,,_,__._._     _._.__,_,,_,_._._----      
  _Ioo I ===        ====I     I====        === IooI____   I~~~~~~~~~~~~~~~~~~I
|_II___I____Santa Fe____I_| |_I__Evan Werkema__I__I___I_| I elw4@po.cwru.edu I
`-~O==O~===========~O==O~-`~`-~O==O~=============~O==O~-`~~o==o~\/~\/~\/~o==o~
From: atrw0176@cellar.org (Atrw93)
Newsgroups: rec.railroad
Subject: Re: Compound Locomotives
Date: 20 Nov 92 03:05:41 GMT
Organization: The Cellar BBS and public access system

pierson@ggone.enet.dec.com (Dave Pierson) writes:

> Some one wrote, concerning single axis articulation:
> 
> >This concept was copied into the GG-1 electrics and provided great
> >trackability up to 125 mph. And they were able to manuver on even the
> >poorest yard trackage that could sustain the weight.
> 
> 	This would have been a little tricky.  The first GG1 (4799, later 4800)
> 	ran in 1934.  The first A (I looked it up) dates to 1936  (unless the
> 	reference is wrong.
> 
> 	The GG1 apparently evolved from tests PRR ran on a borrowed NYNH&H
> 	electric (351?).  Another precursor was the CUT design of electric.

Please verify for me, I believe that the articulation concept predated
the N&W A. Didn't the UP Challengers predate the A.
The same cocept also appeared in some 2-6-6-4's although I don't
have the chronology.

-------------------------------------------------------------------------
                         
Your Attention Please!   Thank you for reading this far.
ATRW 93       <atrw0176>

		| atrw0176%cellar@tredysvr.tredydev.unisys.com
		| gvls1!tredysvr!cellar!atrw0176
		| atrw0176@cellar.org
From: Dik.Winter@cwi.nl
Newsgroups: rec.railroad
Subject: Re: Amtrak List of Trains >>>CODES
Date: 18 Nov 1992 15:05:38 -0600
Organization: UTexas Mail-to-News Gateway
NNTP-Posting-Host: cs.utexas.edu

 > The codes can be found in the TT referenced.  I forgot that some netters are
 > not "local".  I may type them in this weekend...

That would be helpful.

Thanks, dik
--
dik t. winter, cwi, kruislaan 413, 1098 sj  amsterdam, nederland
home: bovenover 215, 1025 jn  amsterdam, nederland; e-mail: dik@cwi.nl
Newsgroups: rec.railroad,aus.rail
From: matthew@cs.su.oz (Matthew Geier)
Subject: Re: ICE trains withdrawn in October?
Reply-To: matthew@cluster.cs.su.oz.au (Matthew Geier)
Organization: Basser Dept of Computer Science, University of Sydney, Australia
Date: Thu, 19 Nov 1992 22:19:03 GMT
Summary: defective trains

In article <TSOS.174.721926232@uni-duesseldorf.de> TSOS@uni-duesseldorf.de (Detlef Lannert) writes:

>It's correct that they had problems with the rotor parts of the traction
>motors. I don't know if any of them actually broke but cracks showed up 
>when the motors were inspected. 

 A similar type of problem has showen up on Sydneys new 'Tangara' trains,
a unit derailed in a yard because a bogie collapsed. It was then found that
it an a number of other bogies in the set were cracked.

>All motors had to be exchanged and the defective parts replaced. Luckily
>enough (for DB), this was still covered by the manufacturer's warranty,
>and Siemens had to pay for it (they indicated a cost of "not many" tens
>of millions DM).

 They claim the same thing here as well, that replacing the defective bogies
is being done as a warranty repair , only the cracks have been found in the
older units, the oldest of which is well over 2 years old. I rather doubt that
all are covered by warrenty.

>The exchange and repair was done on the fly: The motors were replaced
>during normal service periods, and there were enough spare trains so
>that the normal schedule could continue. DB passengers shouldn't have
>noticed anything (as long as they didn't read the papers ...).

 Thats what they are doing here, they cant pull the entire tangara fleet
of the rails , the Suburban system cant run minus 70 train sets, so as
part of their fortnightly inspections the bogies are being checked for
cracks. At the last time the problem made the news , some 70 bogies had
been replaced, which comes out at 9 sets withdrawn, although I doubt the
70 bogies neatly came 8 at a time off a given carrage set.

(BTW these particular bogies were Japanese designed and have disk brakes
instead of 'tread' ? brakes. When the trains switch from regenerative/dynamic
braking to air as they slow down , the disk brakes emit a loud high pitched
squeel, some times accompanied by strong low frequency vibration, no wonder
they are cracking... )

Matthew Geier,
matthew@cs.su.oz.au
From: PLAWS@UAFSYSB.UARK.EDU
Newsgroups: rec.railroad
Subject: Re: More on Bos to Portland, Me rail service
Date: 20 Nov 1992 11:24:30 -0600
Organization: University of Arkansas, Fayetteville
NNTP-Posting-Host: cs.utexas.edu

      Re: S. Station --> N. Station
      There is always the possibility of using ConRail's "Grand Junction"
line from Brighton thru MIT, Somerville to N. Station.  It would require some
backing though.  Rev from Nsta->Bright.->fwd to Ssta->(now you're in trouble
Wyed it at the Ssta yard throat)rev to NYP.  Can't imagine Amtrak wanting to do
that, too easy to pay for a shuttle bus down Atlantic Ave.  Or T tokens.  8-)

Peter Laws              |"The '90s are gonna make the '60s|   pcl@engr.uark.edu
n5uwy@ka5bml.ar.usa.noam| look like the '50s"--D. Hopper  |plaws@uafsysb.bitnet
From: rnewman@bbn.com (Ron Newman)
Newsgroups: rec.railroad
Subject: Re: More on Bos to Portland, Me rail service
Date: 20 Nov 92 18:47:41 GMT
Organization: Bolt, Beranek & Newman, Inc.
NNTP-Posting-Host: spcsun25.bbn.com

In article <9211201725.AA26217@deepthought.cs.utexas.edu>, PLAWS@UAFSYSB.UARK.EDU writes:
|> 
|>       Re: S. Station --> N. Station
|>       There is always the possibility of using ConRail's "Grand Junction"
|> line from Brighton thru MIT, Somerville to N. Station.  It would require some
|> backing though.  Rev from Nsta->Bright.->fwd to Ssta->(now you're in trouble
|> Wyed it at the Ssta yard throat)rev to NYP.  Can't imagine Amtrak wanting to do
|> that, too easy to pay for a shuttle bus down Atlantic Ave.  Or T tokens.  8-)


This actually IS how the MBTA moves commuter rail equipment between
its South Station and North Station lines.   But I can't imagine
Amtrak would want to run a shuttle train this way--it goes over 
6 grade crossings in Cambridge, four of them quite busy
(Massachusetts Ave., Main Street, Broadway, Cambridge Stret).

Much easier to just have passengers take the Orange Line from
Back Bay station to North Station, an 85 cent ride.   Maybe
Amtrak could be persuaded to move checked baggage between
the stations so the passengers don't have to?

On the other hand, I recall that Amtrak DID use to run shuttle
trains between Penn and Grand Central stations in New York,
even though it's a short walk (or subway ride) between them.
Never understood why Amtrak provided that service.

-- 
Ron Newman		rnewman@bbn.com
From: news@sifon.cc.mcgill.ca
Newsgroups: rec.railroad
Subject: VIA in Maine
Date: 23 Nov 92 14:33:44 GMT
Organization: McGill University

In article <1992Nov21.184547.2818@brandonu.ca> kent@brandonu.ca (Dorian Kent) writes:
>
>The old Canadian(the one that used to go across Canada) did cross into Maine,
>it was just part of the route. It only stopped for US border guards to inspect
>the train. That's what I remember. Correct me if I'm wrong.
>
I'm afraid you are wrong.  There has never been a regularly scheduled
passenger train that went all the way across Canada, from Atlantic to
Pacific.  The CPR's Canadian went only from Montreal and Toronto
(separate sections, which joined in Sudbury) to Vancouver.

The train in question is the Atlantic Limited.  It used to be a CPR
train from Montreal to Saint John, NB, and is now run by VIA over
both CN and CP tracks from Montreal to Halifax.  As I've said in
previous postings, it makes six stops in Maine.

Tom Box
CZ94@MUSICA.MCGILL.CA
Newsgroups: rec.railroad
From: ovr@lk-hp-20.hut.fi (Otto-Ville Ronkainen)
Subject: Re: Re^2: Amtrak List of Trains by # (LOOONG) (fwd)
Reply-To: ovr@snakemail.hut.fi (Otto-Ville Ronkainen)
Organization: L{nsi-Uudenmaan Keisarillinen Polyteknillinen Koulu
Date: Wed, 18 Nov 1992 23:37:00 GMT

In article <1992Nov18.183139.17365@tellab5.tellabs.com> jcj@tellabs.com (jcj) writes:
>I noticed Chicago is designated as "CHI" instead of "ORD" for O'Hare
>International  (which I believe came from Orchard Field but that's
>a different group...).

Cities with several airports have an abbreviation for each individual
airport and one for the city in airline schedules/ticketing. Eg. New
York City (NYC): Kennedy (JFK), LaGuardia (LGA), Newark (EWR)...
--
Ott-Vill R______________________
ovr@snakemail.hut.fi
From: grr@cbmvax.commodore.com (George Robbins)
Newsgroups: rec.railroad
Subject: Re: GE chugging
Date: 20 Nov 92 16:45:21 GMT
Reply-To: grr@cbmvax.commodore.com (George Robbins)
Organization: Commodore, West Chester, PA

In article <01GRBWWGLSXE95NW9V@VAXC.STEVENS-TECH.EDU> U93_PTUPACZE@VAXC.STEVENS-TECH.EDU (Prime Mover Software Development) writes:
> 
> >Speaking of Alco, ever notice how the older ones idle just above
> >"stall"?  I remember listening to CNJ RS3's and NYS&W RS1's idling.
> >You'd swear they would stall at any moment.  But they never did, they
> >just kept on.
> 
> Yeah, the Morristown & Erie Centuries do that too! It sound like they're 
> revving up, then slowly die down almost until they stop, then magically, rev 
> up again! I'll have to ask my brother the mechanic about that one!

Sounds like a governer that needs cleaning or adjustment.  As far as about
to stall, I'd imaging that the generator makes a pretty effective flywheel...

-- 
George Robbins - now working for,     work:   to be avoided at all costs...
but no way officially representing:   uucp:   {uunet|pyramid|rutgers}!cbmvax!grr
Commodore, Engineering Department     domain: grr@cbmvax.commodore.com
Newsgroups: rec.railroad
From: kasprj@operators.its.rpi.edu (Jim Kasprzak)
Subject: Re: Shuttle From Grand Central To Penn. Station
Reply-To: kasprj@rpi.edu
Organization: The Big Wedge 
Date: Mon, 23 Nov 1992 16:51:15 GMT

In article <z631mm_@rpi.edu>, kaploww@sage.cs.rpi.edu (Wesley Kaplow) writes:

|> There is another connection now, which is the so called "Empire Connection"
|> (which is what this dicussion is all about).  Here the West Side link
|> connects to the Hudson Line at Spyten-Dyvill(sp?).  Using this path
|> would require that trains backup in one direction (not a problem for the
|> RTLs and RTGs).
 
 Well, this could be done in theory, but in reality it would be silly.
 
 Grand Central is a _terminal_, which means that the lines _end_ there. 
For any trains going past New York, it makes much more sense to just 
route them through Penn and keep going. 
 
 Now, I want through service from Albany to Washington! (-:
------------------------------------------------------------------
     __  Live from Capitaland, heart of the Empire State...
 ___/  | Jim Kasprzak, computer operator @ RPI, Troy, NY, USA
/____ *| Sam Adams,Spaten# Life is too short #Hudson Lager,Beck's 
     \_| Pilsener Urquell#to drink cheap beer#Pete's Wicked Ale
      ====  e-mail: kasprj@rpi.edu or kasprzak@mts.rpi.edu
From: ughtas@pencom.com (Thomas A Stewart)
Newsgroups: rec.railroad
Subject: Re: Vranich on Texas High-Speed Rail
Date: 19 Nov 92 23:37:46 GMT
Reply-To: ughtas@pencom.com
Distribution: usa
Organization: Pencom Software

In article <1992Nov18.043035.15621@s1.gov> lip@s1.gov (Loren I. Petrich)  
writes:
> In article <1992Nov17.175553.19500@ntmtv> adrian@ntmtv.UUCP (Adrian Brandt)  
writes:
> : Here is a press release from Joseph Vranich that I found posted
> : on rec.railroad. ...
> 
> :    "Southwest Airlines owes an apology to the people of Texas,
> : particularly innocent farmers who have been unjustly alarmed, for its
> : malicious campaign," said Vranich.
> 
> :    Vranich issued a two-pronged defense of high-speed rail.  One part
> : consists of a lengthy research document, "An Expose of Southwest
> : Airlines' Cunning Deceptions about High-Speed Rail," which refutes,
> : point by point, charges that the airline has made.
> 
[[ lots of points deleted ]]

High speed rail in Texas would be ok, if the rail stations were somewhere,  
*anywhere* close to a population center.  In San Antonio, they're talking about  
putting the station in Kirby (a nice enough town) approximately 35 minutes from  
downtown, 55 minutes from Kelly and Lackland Air Force Bases (largest employers  
in town) and 20 minutes from the nearest shopping mall (?!why shopping seems  
important i don't know, but...?!).  While S.A. has a decent bus system, nobody  
*ever* said it was fast.  

The S.A. Int. Airport is 15 minutes from downtown, 5 minutes from shopping, and  
45 minutes from Kelly AFB, et al.   It's also only 45 minutes to Dallas Love,  
and 35 minutes to Houston by air.  You rent a car/taxi/bus there, and you're  
still closer than the rail stations to downtown(s).

As far as most of Texas is concerned, some decently fast (80+ mph) light rail  
would be better utilized.  Austin to San Antonio (80 miles by Interstate) would  
be relatively easy, since you could dump two track rail down the centerline of  
the interstate and still have room for 3 auto lanes each way. Grades are  
occasionally ugly, but could be cut/filled easy enough.  
--
--------------------------------------------------------------------------
Tom Stewart - Pencom Software - we know AIX personally
"Sir, I must protest!   I *AM NOT* a merry man!"	----  Lt. Worf, ST-TNG
Organization: Sophomore, Civil Engineering, Carnegie Mellon, Pittsburgh, PA