HDTenEightyP/NetNews huggingface dataset:
From: linkr@vtpcn.phys.vt.edu (Roger A. Link)
Newsgroups: rec.railroad
Subject: O. Winston Link audio/video available???
Keywords: Winston Link audio video CD
Date: 28 Jul 92 12:21:00 GMT
Organization: Va. Tech Physics Dept. Electronics Shop


  I have a copy of the VHS video tape "Trains that passed in the Night" that 
is about O. Winston Link and the photographs he made in the 50's (any 
excellent tape). I have seen/enjoyed his photos for sometime now, but didn't 
realize that he made audio tapes (on the tape they showed him playing them 
on a old tube reel-reel recorder, and also LP versions). The video also 
showed some clips of his motion picture films he had recorded.

Have any of his Link's audio recording been released??? I would prefer them 
on CD if possible, but would take a LP. Any ideas as to where to get them?? 
Also has any of his motion picture films been released on VHS???

- RAL
From: haynes@cats.ucsc.edu (Jim Haynes)
Newsgroups: rec.railroad
Subject: Re: Assorted general questions
Date: 30 Jul 92 04:55:45 GMT
Organization: University of California; Santa Cruz
NNTP-Posting-Host: hobbes.ucsc.edu


In article <1992Jul29.163223.6458@bcrka451.bnr.ca> dewi@bnr.ca (Dewi Williams) writes:
>It's been a long while since I read about the great train chase during the
>(U.S.) Civil war, but as I remember it, Andrew's Raiders tried to 
I assume this was the inspiration for the Buster Keaton movie, "The General"?
-- 
haynes@cats.ucsc.edu
haynes@cats.bitnet

"Any clod can have the facts, but having opinions is an Art."
        Charles McCabe, San Francisco Chronicle
Newsgroups: rec.railroad
From: pierson@cimill.enet.dec.com (Dave Pierson)
Subject: Re: Assorted general questions
Organization: Digital Equipment Corporation
Date: 28 JUL 92 10:27:30    

In article <1992Jul28.113436.19862@murdoch.acc.Virginia.EDU>,
ggg9y@poe.acc.Virginia.EDU (Garth G. Groff) writes, in part:

>In reference to your question about loosening rail joint bolts: yes, it has
>been done.  The City of San Francisco was wrecked near Eureka, Nevada, about
>1938. I believe this was the method used.  Don Denevi has an interesting book
>about this wreck called TRAGIC TRAIN or something like this.

	If memory serves, that was more than _just_ loosening the track bolts.
	Its been a while since a read of it, but I think the track was
	"rearranged" to some extent.  And no, i am not about to post details.

	A train can, in fact, operate over shocking bad track, tho at elevated
	risk.  During WWII, the partisans discovered that they had to do some
	fairly specific things to guarantee a wreck.

thanks
dave pierson			|the facts, as accurately as i can manage,
Digital Equipment Corporation	|the opinions, my own.
600 Nickerson Rd
Marlboro, Mass
01752				pierson@cimnet.enet.dec.com
"He has read everything, and, to his credit, written nothing."  A J Raffles
From: wbrill@hpfcso.FC.HP.COM (Warren Brill)
Date: Fri, 24 Jul 1992 14:00:46 GMT
Subject: Re: accidents at level crossings
Organization: Hewlett-Packard, Fort Collins, CO, USA
From: cab@cbnewsm.cb.att.com (carl.a.benevit)
Subject: Union Pacific Earnings
Organization: AT&T
Distribution: na
Date: Wed, 22 Jul 1992 18:38:39 GMT
Keywords: UP is up!

I saw this in the newsgroup clari.local.pennsylvania....
___________________
        BETHLEHEM, Pa. (UPI) -- Union Pacific Corp., despite a two-day
shutdown in late June, Wednesday reported its second-quarter net income
jumped 35 percent to $206 million, or $1.01 a share, from $153 million,
or 76 cents a share, during the same period last year.
        Revenues climbed to $1.78 billion from $1.74 billion last year.
        For the first six months, the shipping company reported its net
income climbed 22 percent to $351 million, or $1.72 a share, from $286
million, or $1.42 a share last year.
        Revenues jumped to $3.52 billion from $3.48 billion last year.
        The company noted its results were restated to reflect a two-for-one
common stock split paid Oct. 1.
        Union Pacific Railroad had an earnings gain of almost 9 percent to
$158 million.
        The company noted despite the two-day shutdown in late June, the
railroad's car loadings rose 2 percent.
        The strongest performers were autos, up 14 percent; intermodal
traffic, up 9 percent; metals and minerals, up 7 percent; and grain, up
6 percent. Chemicals and forest products were about even with last year,
while coal was off 10 percent, the company said.
        Union Pacific Railroad's operating ratio reflected continued
improvement in productivity, dropping from 79.8 in 1991 to a second
quarter record of 78.8.
        The company said it benefited from a $42 million after-tax settlement
of a production-based tax claim.
        Crude oil volume jumped 28 percent and natural gas volumes rose 15
percent, boosted by the ongoing success of UPRC's horizontal drilling
program in the Austin Chalk.
        Plant liquids were down 9 percent. The price of natural gas was up 4
percent while crude oil and plant liquids prices were down 4 percent and
8 percent, respectively.
        Union Pacific said overnite transportation increased earnings before
goodwill by 21 percent to $17 million.
        The company said total tonnage was up 9 percent and overnite was able
to maintain its price levels despite very competitive market conditions.
        UPCI had earnings before goodwill of $2.4 million compared with $1.5
million last year, the company noted.
______________________________________________________________________________
 Opinions and commentary are personal and not those of AT&T and subsidiaries.
______________________________________________________________________________
Carl Benevit       -           att!cbnewsm!cab           -        215-439-7664
AT&T Bell Laboratories -              555 Union Boulevard, Allentown, PA 18103

                                                         |
              Think about it...                       ---|---    JOHN
                                                         |       3:16
                                                         |
______________________________________________________________________________
Newsgroups: rec.railroad
From: wreck@fmsrl7.srl.ford.com (R. Cage)
Subject: Re: _Scientific American_ profiles Maglev Trains
Followup-To: rec.railroad,sci.energy
Summary: Learn something about what you're talking about.
Organization: Ford Motor Company Scientific Research Labs, Dearborn, MI
Date: Fri, 31 Jul 1992 16:22:16 GMT

In article <JTURNER.92Jul30172300@splinter.coe.northeastern.edu> jturner@splinter.coe.northeastern.edu (Jeffrey Turner) writes:
>	MAGLEV is ridiculously expensive to build and run.

How would you know?  How many have been built and run?
Are they production or test systems?

>First you have to put the "tracks" which contain electro-
>magnets their whole length up on very gently curved pylons

Wrong.  Most maglev proposals have a largely passive track.
The MIT Magneplane's track was an aluminum trough with some
air-core magnetic stuff down the middle.

>(read BIG $ for right of way)

Most railroad rights-of-way are already pretty straight.
If a set of tracks has been pulled up, pylons are not
necessary and the new track can be set on the ground.

>with refrigeration units
>running the whole length (for the superconducting magnets,
>so the electric bill won't be astronomical, or should I
>say AS astronomical as the refrigeration has to run on
>something).

Wrong again.  No proposal has ever, EVER even considered
putting superconductors on the track; they're all on the
vehicle.  The closest thing to an active track has been
on some of the attractive-magnetic systems, where there
have been coils inside to allow propulsion more easily.

You would look like less of a fool if you showed some
knowledge about that which you condemn.  What is proposed
bears no resemblance to what is bugging you.

>Then of course there's that cost of running
>it.  Not to mention the noise and e-mag pollution, oh,
>and of course the CFC's in the refrigeration system -
>those won't escape, will they?

CFC's freeze solid long before you get to superconductors'
operating temperatures.  You are *totally* clueless.

If you are typical of the caliber of the opposition
to maglevs, they ought to have no difficulties at all.

>	MAGLEV is just an excuse to hire all the engineers
>who can no longer be "logically" supported by the "defense"
>industry to build something almost as useless

I wouldn't consider something which could get me from
Detroit to Chicago in a hour (instead of 4) without
having to fight airport traffic "useless".  And the
Boston-Washington corridor could use it even more.

>Standard disclaimer applies.

Does that disclaimer say "Poster is scientifically
illiterate and cannot be considered to be knowledgable
regarding anything"?  If not, it should.

Followup to something I read.
-- 
Russ Cage   wreck@fmsrl7.srl.ford.com  russ%rsi.uucp@destroyer.rs.itd.umich.edu
  *  When Ford pays me for my opinions, THEN they can call them theirs. *

                           _Bad_ cop.  No donut.
Newsgroups: rec.railroad
From: CZ94 <CZ94@MUSICA.MCGILL.CA>
Subject: RE: Senneterre(que)-Cochrane(Ont) VIA train
Organization: McGill University
Date: Wed, 22 Jul 1992 01:28:08 GMT

In article <1992Jul21.225423.22876@cid.aes.doe.CA> afsidgb@cidsv07.Berkeley.EDU (Gerard Burridge) writes:
>References: <13398@mindlink.bc.ca> <15JUL92.21996196.0058@VM1.MCGILL.CA>
>
>The posted comments about the Senneterre-Cochrane SEGMENT of the
>train from Mointreal are all very true as to speed, passnger
>count, accesibility of stops by other means.
>My only quibble might be the costs saved by terminating the train
>at Senneterre(to whihc point its is agreed to be useful and necessary).
>I dont know what the extra costs are and some estimated figures
>would be appreciated. But can they realy be that much(in the overall
>scheme of things)? What are the costs of running a single engine
>and 4 car train 87 miles in fuel, "Wear and tear", and 4(?) employees
>wages?
>Dont want to start an argument, but definitely wondering how
>costs wud be arrived at.
>
The total distance from Senneterre to Cochrane is 184 miles.
87 miles is the length of the "remote" part of the route, from
La Sarre to Cochrane.   BTW, Montreal-Senneterre is 437 mi.

In 1988, the "fully allocated loss" (defined as marginal train
operating costs and overhead expenses, minus revenues, but not
including capital costs) for Senneterre-Cochrane was $1.77 M.
For Montreal-Senneterre the fully allocated loss was $5.94 M,
for all of VIA's remote routes $58.7 M, and for all of VIA's
operations $512.3 M.  So the Senneterre-Cochrane service is
a very small part of VIA's total losses.
The loss/passenger was $138 for Montreal-Senneterre, and $351
for Senneterre-Cochrane.
(The above figures are from Transport Canada.  I don't know
all the accounting details).

Tom Box
CZ94@MUSICA.MCGILL.CA
From: 11jodom@gallua.gallaudet.edu
Newsgroups: rec.railroad
Subject: <None>
Date: 30 Jul 92 17:58:37 GMT
Organization: Gallaudet University

In article <1992Jul30.123711.24904@murdoch.acc.Virginia.EDU>, ggg9y@poe.acc.Virginia.EDU (Garth G. Groff) writes:
> Your unruly airline passenger was lucky he wasn't put
> off the plane before it landed in Cleveland, say at
> 30,000 feet.


I can imagine what it would be like...

The stewardess and pilots etc strapping a parachute harness and leading
that person to the door and shoving the poor sucka out.      Only one
problem I see with it, is that it would cause a hell of a cabin pressure
problem!
Newsgroups: rec.railroad
From: sdejour@mksol.dseg.ti.com (stewart l dejournett)
Subject: Re: O. Winston Link audio/video available???
Keywords: Winston Link audio video CD
Organization: Texas Instruments, Inc
Date: Fri, 31 Jul 1992 18:12:48 GMT

>I also have a small
>soft cover book called Ghost Trains which was published
>by the Chrysler Museum, Norfolk, VA.  It has many of the
>same pictures as Steam, Steel & Stars, BUT also comes with
>a stereo record with sounds made at the same time as two
>pictures in the book.  If anyone knows of others, let us know.
>
>Dan

Do you have an address on the Chrysler Museum.  The book and record sound
interesting.  Do you remember how much it was ???

stewart

Newsgroups: rec.railroad
From: cal@ee.ryerson.ca (Calvin Henry-Cotnam)
Subject: Re: CP Rail multimark orientation
Organization: Ryerson Polytechnical Institute, Toronto
Date: Mon, 27 Jul 1992 14:41:09 GMT

In article <2146@tymix.Tymnet.COM> romeo@niagara.Tymnet.COM (Michael Stimac) writes:
>
>The "B" end of a freight car is the end with the brake wheel.
>The "A" end is the other end.
>

Thanks for this confirmation.  This does agree with the hopper-car example
I used in an earlier posting. (I stated that the multimark probably points
"forward" on freight cars as it does on locomotives;  I assumed that the
"front" would be the "A" end and the brake wheel was at the end with the 
multimark.  Therefore the multimark pointed towards the other end making
it the "front" or "A" end.)

BTW, my assumption that the "A" end is considered "front" was based on
GO Transit's coaches.  Regular coaches have a washroom on the "A" end while
cab-cars have a control cab where the washroom would otherwise be, also
on the "A" end.  The left and right side of the "A" end are labled "AL" and
"AR" respectively.  As the operation of a cab-car would require its cab face
front, I made the assumption that "A" = "front".  Additionally, the "AL" and
"AR" designations imply a front direction because left and right only have
meaning relative to an orientation.

Cal.
Newsgroups: rec.railroad
From: marylamb@milton.u.washington.edu (Mary Lamb)
Subject: Steam loco near Dillsboro, NC?
Organization: University of Washington, Seattle
Distribution: usa
Date: Fri, 31 Jul 1992 04:52:45 GMT

In response to a request for suggestions for a vacation in North Carolina
(posted on rec.travel) somebody mentioned a renovated steam loco in the
small town of Dillsboro (SW of Asheville).  Does anybody on rec.railroad
have any details about this?

Mary Lamb
Department of Zoology
University of Washington
Seattle

e-mail marylamb@u.washington.edu
From: czl30@duts.ccc.amdahl.com (Chris Lee)
Newsgroups: rec.railroad
Subject: Re: Push-Pull Service: Which Way do the Locomotives Point?
Date: 23 Jul 92 15:33:53 GMT
Reply-To: czl30@DUTS.ccc.amdahl.com (Chris Lee)
Organization: Amdahl Corporation, Sunnyvale CA

In article <6729@charon.cwi.nl> dik@cwi.nl (Dik T. Winter) writes:
>In article <1992Jul20.174202.21561@ntmtv> adrian@ntmtv.UUCP (Adrian Brandt) writes:
> > Push-pull is not uncommon in Europe (and on other US commuter rail).
> > 
>Indeed.  In the Netherlands it has been in use on the Asterdam-Brussels
>(Belgium) line since 1973.

I've ridden that one and was impressed by the comfort, cleanliness, level
of service, and above all, frequency and punctuality.

>
>This year a series of new sets will be introduced, each consisting of a
>semi-permanently coupled locomotive, a number of cars and a car with control
>cabin.  The interesting part brings us back to the subject.  When traffic
>requires larger trains, two such sets will be coupled on the locomotive end.
>We will then see a train with a control cabin on both ends and two
>locomotives in the middle, one pushing and one pulling.

That's because the pantograph power collector sets up a waveform in the
overhead cable when running at speed. This causes the pantograph on the
second locomotive to bounce. So the alternative is to supply the power
from 1 locomotive to the other. So these have to be next to each other
unless you want to run high-voltage cables through the train like the
French TGV does with 25kvAC (I wouldn't like to be in a crash!). The Dutch
1500vDC system would probably be OK, but as far as I can remember, the
Benelux units are multi-voltage.

The abortive British APT had 2 power cars in the middle of the train,
which meant that everything had to be duplicated either side of them.
The non-technical, anti BR newspapers had a field day with articles on
2 restaurant cars and hence 2 lots of catering staff, 2 guards, etc.

>-- 
>dik t. winter, cwi, kruislaan 413, 1098 sj  amsterdam, nederland
>home: bovenover 215, 1025 jn  amsterdam, nederland
>dik@cwi.nl

Chris Lee
Newsgroups: rec.railroad
From: sjones@alfred.carleton.ca (Stan Jones)
Subject: Re: Push-Pull Service: Which Way do the Locomotives Point?
Keywords: USA, Commuter, electric
Organization: Carleton University
Date: Tue, 21 Jul 1992 23:07:07 GMT

Just for the record:

GO Transists "mainline" which runs through Toronto's Union Station (a
through station) has locomotives on the east (Pickering/Oshawa) end.
Newsgroups: rec.railroad
Subject: Amtrak travel info request
From: <LANDERSO@NDSUVM1.BITNET>
Date: Tuesday, 28 Jul 1992 14:54:03 CDT
Organization: North Dakota Higher Education Computer Network

Hi Folks!   I *JUST* discovered rec.railroad and thought I'd repost this
inquiry that I did on rec.travel and rec.travel.air.

Any help would be greatly appreciated.
****REPOST BEGINS***
Organization: North Dakota Higher Education Computer Network
Date: Monday, 27 Jul 1992 13:31:23 CDT
From: <LANDERSO@NDSUVM1.BITNET>
Newsgroups: rec.travel,rec.travel.air
Subject:    Need info for Amtrak travel

Howdy folks.  I would appeciate any info, stories (good or bad), and ideas of
what to expect on my upcoming vacation.  I will be traveling on Amtrak to
Little Rock, Omaha, and Indianapolis.  A few questions in paticular:

1. How easy is it to sleep with the rail noise and frequent stops without being
   in a sleeper car?

2. What are meal prices like?  How good is the food?

3. On each leg of the trip, I switch trains in Chicago, and have layovers of
   varying lengths.  For the longer than 2 hr layovers, is the station close to
   someplace that I shouldn't miss seeing while I have the opportunity?

And for all the flames that may fly my direction from the rec.travel.air sub, I
will gladly accept info in E-mail to not clutter the sub.  I just figured that
some of the folks there might have ridden the friendly rails.

BTW--- I will be departing Grand Forks, ND on August 3rd.  Any info prior to
that date would be greatly appreciated.

                                      Lee
****REPOST ENDS***
Based on a few replies I have received so far, I have a few questions to add to
the list.

Is it prohibited to bring snacks/drinks in a small cooler, or just frowned on?

Are the showers at Union Station clean/safe/etc.? Is there a fee? Where do I
put my valuables while taking a shower?

Where do I stow my carry on luggage when I want to walk around the train?  How
safe will it be?

Do I need to tip any attendants other than waiters/bartenders?  How much are
drinks?  (Beer/Liquor/Soda)  Ditto snack costs.

On the *VERY* remote chance that I find a female who is attracted to me as
much as I am to her, is there anyplace to go (without having a sleeper)
for a romantic interlude???  ;-)   (Hey, a guy can fantasize, can't he???) <g>

Are the reclining coach chairs as comfortable as they would have us believe?

Also....could you all give me some idea as to what the average delay on Amtrak
is(i.e.: On time performance....will I be sweating bullets trying to make
         my connections???)

Is there a FAQL regarding Amtrak travel?

Any additional tips that you can give me for my trip would be greatly
appreciated, and if 'all want, I'll post a trip report upon my return.

Once again, thanks in advance....
                                    Lee
Newsgroups: rec.railroad,rec.models.railroad
From: cal@ee.ryerson.ca (Calvin Henry-Cotnam)
Subject: Re: CP Rail multimark orientation
Organization: Ryerson Polytechnical Institute, Toronto
Date: Fri, 24 Jul 1992 02:51:30 GMT

In article <1992Jul22.194142.4689@gw.wmich.edu> 31ochs@gw.wmich.edu writes:
> [ description of the orientation of CP Rail's multimark deleted ]
>
>Does anybody have any idea what is the difference? Is it certain number series,
>

According to "Rail Canada Volume 3" by Donald C. Lewis, LPD Publishing
(second printing 1986) on page 9,

	It is always applied to flat vertical surfaces at the rear
	of locomotives with the triangle facing the forward end of
	the locomotive.

In other words, looking at the right side it is on the left pointing
right and looking at the left side, it is on the right pointing left.

Now, and this is my extension of this (don't shoot me if I'm wrong),
on freight cars, I believe that the "A" end is considered the front
and therefore the same rules should apply.  In other words, the
multimark is at the "B" end and points towards the "A" end.

Now what is "A" and what is "B"?  Good question, and someone else
will have to answer that to be certain.  But I can say for sure,
having recently painted two CP hoppers (I have a personal rule
to always have full photographs showing all sides of a car's paint
scheme and to have a real prototype for the car number I paint)
that the brake wheel is at the end with the multimark.

I hope this clarifies this for you.

Calvin Henry-Cotnam, CATE            |    MY CANADA INCLUDES CANADIANS!
Ryerson Polytechnical Institute      | I would really like this to include
Toronto, Ontario, Canada             | Quebec - but I won't hold my breath.
From: teruya@rogue.llnl.gov
Newsgroups: rec.railroad
Subject: Re: Transcontinental trips and other trivia
Date: 22 Jul 92 20:05:31 GMT
Distribution: na

In article <1992Jul17.212230.997@unixg.ubc.ca>, banarji@unixg.ubc.ca (Ajai Banarji) writes:
> 
> 		The New Sunset Limited-From Coast to Coast
> 
>   There was a recent news item about Amtrak's plan to extend the Sunset Limited
> (which currently runs from LA to New Orleans) to Miami via Jacksonville. This
> means Amtrak will introduce a service between New Orleans and Jacksonville
> for the first time.
>   This will probably be the first-ever true transcontinental service in US
> history-no other train has crossed from the Atlantic to the Pacific. Uptil
> now, one always had to change one place (generally Chicago, though New
> Orleans was another possibility). I vaguely remember that in pre-Amtrak days  
> there used to be some through coaches which used to be switched at Chicago
> to give a coast-to-coast ride. Does anyone remember the details?

[other stuff deleted]

     There was an extra 10/6 sleeper (10 roomettes, 6 double-bedrooms)
ordered with the original train sets for the California Zephyr, and this
was purchased to allow transcontinental service.  These cars were designated
CZ-11's and were placed just before the dome-observation-lounge on the end.
There were six trainsets with the CB&Q, D&RGW, and WP sharing the costs.  
The extra car was bought by the Pennsylvania Railroad and was named 
"Silver Rapids".  I seem to recall the Pennsylvania had a series of cars
with "Rapids" in the names although I'm sure they were different than the
Budd-built stainless steel cars of the CZ. 

     The schedule was apparently set up so only one extra car was needed for
the through service.  As far as I can tell from the schedule in Karl 
Zimmerman's "CZ: The Story of the California Zephyr" (ISBN 0-915276-42-9) 
each trainset had a 24 hour layover in Chicago.  An arriving trainset probably
had its CZ-11 sent on to New York upon its arrival in Chicago at 1:00 PM, and
got back the CZ-11 from the previous trainset just before leaving Chicago
at 3:30 PM the following day.

     Zimmerman also writes that the New York Central also contributed to the
Zephyr set by leasing D&RGW cars, but does not say which NYC or PRR trains
were involved or why both railroads were involved instead of only one.  I
took a quick peek in Ted Benson's book "Portrait of a Silver Lady" this
morning and I believe he mentioned PRR's General for eastbound connections
and Pennsylvania Limited coming back westbound.

     _____           Alan Teruya                  teruya1@llnl.gov
  ___ |[]|_n__n_I_c  Brakeman & Track Worker      (510) 422-4676 
 |___||__|###|____}  Niles Canyon Railway         Lawrence Livermore Nat'l Lab 
  O-O--O-O+++--O-O   Pacific Locomotive Assn.     P.O. Box 808, Mail Stop L-352
                                                  Livermore, CA  94550