HDTenEightyP/NetNews huggingface dataset:
From: romeo@niagara.Tymnet.COM (Michael Stimac)
Newsgroups: rec.railroad
Subject: Re: GG-I book?
Date: 2 Jan 93 23:58:34 GMT
Organization: BT North America (Tymnet)

In article <1993Jan2.212248.26853@tin.monsanto.com> wchutt@alex.monsanto.com (Bill C Hutton) writes:
>
>Can anyone tell me the name of a book(s) that discusses in detail the
>GG-I locomotive?
>
>Please respond directly to e-mail wchutt@monsanto.com.
>
>Thanks in advance.

Here's a bibliography of books that are fairly easy to
obtain. I'm sure the list is not complete, and I'm not
sure what you mean by "in detail". If you want highly
detailed technical information, you may need to go to
a library and find back issues of railroad technical
periodicals. 

_The Remarkable GG1_; Quadrant Press Review series #6,
by Karl R. Zimmermann; Quadrant Press, Inc, 19 West 44th St,
New York NY 10036

_Pennsy Electric Years_; by William D. Volkmer; Morning
Sun Books Inc., 11 Sussex Court, Edison NJ 08820

_Under Pennsy Wires_; by Paul Carleton; D. Carlton Railbooks
Publication, 158 Doretta Street, River Vale NJ 07675

_Electric Traction on the Pennsylvania Railroad_; by Michael
Bezilla; The Pennsylvania State University Press, University
Park (PA) and London

_Pennsy Power_; by Alvin F. Staufer, and _Pennsy Power II_;
by Alvin F. Staufer and Charles B. Pennypacker; both published
by Alvin Staufer, 2244 Remsen Road, Medina OH 44256

_Railroad Model Craftsman_ (periodical) December 1975 and
January 1976 issues - includes drawings and painting
information.

Happy Hunting!

Michael Stimac
-- 
Michael Stimac
(415) 355-8889
romeo@tymnet.com
These opinions are not necessarily anyone's but my own.
From: bob@1776.COM (Robert Coe)
Newsgroups: rec.railroad
Subject: Re: Alcos, GG1's, etc.
Date: Tue, 22 Dec 92 12:57:22 EST
Distribution: na
Organization: 1776 Enterprises, Sudbury MA

smb@research.att.com (Steven Bellovin) writes:
> I think it's more complicated than that.  According to the F40PH manual
> I have, the throttle handle settings behaves differently when head-end
> power is being generated than when it's not.  If it's not, the throttle
> controls the diesel engine speed directly, in a fairly intuitive manner.
> But the HEP generator requires constant RPM, so the engine has to run
> at the same speed all the time.  In that case, the throttle handle
> controls the excitation of the field windings of the main generator,
> in order to govern the speed of the engine.

Somehow that doesn't make sense.  I'd believe "minimum" RPM, but if HEP is 
being generated by the prime mover, how could the generator possibly require 
"constant" engine RPM?  When the train is underway, the prime mover's RPM 
must depend on train speed and weight and on the terrain being traversed 
(level, climbing, etc.).  Am I missing something obvious?  Also, I thought 
that the throttle settings controlled the current drawn by the traction 
motors and only indirectly the speed of the prime mover.  Or does the whole 
discussion above apply only to the function of the throttle when the traction 
motors are disconnected?

   ___            _                                           -  Bob
   /__) _   /    / ) _   _
(_/__) (_)_(_)  (___(_)_(/_______________________________________ bob@1776.COM
Robert K. Coe ** 14 Churchill St, Sudbury, Massachusetts 01776 ** 508-443-3265
Newsgroups: rec.railroad
From: rob@xyzoom.info.com (Rob Lingelbach)
Subject: Re: SLC<-->Denver: suggestions needed
Reply-To: rob@xyzoom.info.com (Rob Lingelbach)
Organization: Altruistic Intentions, Hollywood CA
Date: Tue, 29 Dec 1992 02:49:30 GMT

In article <168CBAE45.M00209@MBVM.Mitre.Org> M00209@MBVM.Mitre.Org writes:

>late is a bit unusual.  If I could only ride one way, I'd ride the train
>westbound, in order to get the spectacular climb up the Front Range from Denver
>to the Moffat Tunnel in daylight as well as Glenwood Canyon.  The climb over
>Soldier Summit(?) in Utah is spectacular, too, but it doesn't IMHO compare to
>the westbound climb out of Denver.  Is Granby your intended destination?  If
>not, I wouldn't get off the train there;  it's a mighty small town and hotel
>space is probably limited.  Also it has the reputation of being one of the
>coldest spots on the planet.

My plan was either to do the trip in the winter or very early spring,
so the snow scenery would be good, in which case Granby would not be
my destination, and I'd be making the trip primarily for the railroad
experience.  But now that I've thought about it a little, I would like
to do some hiking in the Rockies, and Granby looks very inviting,
being in or very close to Rocky Mountain National Park.  That would be
a summer trip, and the only itinerary that I think would work is to
ride from SLC to Granby...unless I rode from Denver to Granby and
split the trip to ride from Granby to SLC after backpacking around the
park.   I assume one can do that: purchase a ticket Denver-->Granby
and then a few days later Granby-->SLC.

Thanks for the advice.
--Rob

-- 
Rob Lingelbach KB6CUN | 2660 Hollyridge Dr LA CA 90068 213 464 6266 (voice) 
rob@xyzoom.info.com   | "I care not much for a man's religion whose dog or 
robl@netcom.com       |  cat are not the better for it."  --Abraham Lincoln
From: msjohnso@donald.WichitaKS.NCR.COM (Mark Johnson)
Newsgroups: rec.railroad
Subject: Re: CMStP&P RR
Date: 21 Dec 92 16:01:39 GMT
Distribution: usa
Organization: NCR Corporation Wichita, KS

Joe.Russ@mixcom.mixcom.com (Joe.Russ) writes:

>Okay, if that was the official corporate name, where did the (Chicago
>Milwaukee Corp.) come from? Keep in mind there are currently two CMCs
>- one is the above which still holds railroad interests in trackage,
>equipment, a shortline or two, and some other businesses while the
>other, the CMC Heartland Partners, is a spin-off of it which was
>formed to handle the real estate transactions after the merger but has
>failed (at least here in Milwaukee) to do anything.

Chicago Milwaukee Corp. was formed some time (maybe 2 years) before the
bankruptcy of the Milwaukee Road. It was formed as a holding company which
owned the railroad, the Milwaukee Land Company (which had timberlands in
the Pacific Northwest), and a few other interests. When the railroad went
bankrupt, I don't think CMC did. I wasn't aware of CMC Heartland Partners,
which sounds like a limited partnership.

A good reference on the last bankruptcy of the Milwaukee Road is 
"The Nation Pays Again," written and privately published by T.H. Ploss,
an attorney with the railroad up to its demise. He revised it a couple of 
times as the Soo takeover and subsequent events occurred. The book was
advertised fairly steadily in _Trains_ for some time, though I haven't 
seen it lately.

-- 
Mark Johnson                          USnail: NCR Peripheral Products Division
E-mail:  Mark.Johnson@WichitaKS.NCR.COM       3718 N. Rock Rd.
Voice: (316) 636-8189 [V+ 654-8189]           Wichita, KS  67226
[Non-business email: 76670.1775@compuserve.com]
From: kronberg@sag4.ssl.berkeley.edu (Frank Kronberg)
Newsgroups: rec.railroad
Subject: 1940's National Passenger Timetable
Summary: Request info on obtaining Timetable
Keywords: Passenger Timetable
Date: 26 Dec 92 09:42:23 GMT
Organization: Space Science Labs


I have a reprint of a ?1954? American passenger trains
complete timetable.....

I'm interested in obtaining one from the 1940's.

any help will be appreciated.




Frank Alexander Kronberg	Center for Extreme Ultraviolet Astrophysics
kronberg@cea.berkeley.edu	University of California  Berkeley CA 94720
kronberg@garnet.berkeley.edu	EUVE launched by NASA 7 June 1992
kronberg@well.sf.ca.us		4 Telescopes Map 70-912 Angstroms
From: delbert.big@hal9k.ann-arbor.mi.us (Delbert Big) 
Newsgroups: rec.railroad
Subject: Grand Canyon Railway
Date: 20 Dec 92 10:59:00 GMT
Distribution: world
Organization: HAL 9000 BBS, (313)663-4173, Ann Arbor, MI, USA
Reply-To: delbert.big@hal9k.ann-arbor.mi.us (Delbert Big) 


In a recent post from Jeff Hintzman;

JH>Now to the question:  Why do friction bearings limit the speed of the
JH>train?  Related question:  is it true that most railroads will not allow
JH>friction bearing stuff to pass over their rails anymore?  What does
JH>this mean for tourist railroads and excursions?  What the heck is a
JH>friction bearing, anyway (I can probably guess...)

A friction bearing is where a brass bearing like plate device that
is concaved on on side to rest on the axle.  The other side sits in
the truck frame.  The journals have oil and waste (looks like a mop
head in a sence) to constantly lubricate the bearing race on the axle.
There is probably about a 3 by 3 inch brass to steel contact.  In the
more common days of the *hot box*, these journal boxes were not filled
or the waste wore out not lubricating the axle.  In severe cases the
oil in the journal box could catch fire or in the most severe the
axle could be sheared.

Friction bearings are not uncommon on freight cars totally.  I would
suspect speed is set more by track conditions such as grade and 
curvature.  The other thing that might come into play, is the faster 
you go the more chance of a disatourous accident could happen.  A major
accident with alot of legal litigation, could bankrupt a operation such
as the Grand Canyon RR real quick.


---
 . QNet3. . [WNet] 2/3 Board  Decatur, IL  217-877-1138  USR DS V32/V42b
                                                                                                                   
Newsgroups: rec.railroad
From: zephyr@cory.Berkeley.EDU (COIFMAN)
Subject: CMStP&P 261
Organization: University of California, at Berkeley
Date: Mon, 28 Dec 1992 21:29:55 GMT

 A quick update on the 261. It has been in Minneapolis MN for a few
months now with a paid crew working up to 6 days a week on it. The work
is top notch, they are not cutting any corners. The group that is doing
the work is called North Star Rail and they will operate the loco once
it is restored. It is on a ten year lease from the museum in Green Bay,
WI. After the lease expires, it will be returned to the Green Bay museum
(the name escapes me right now, but I think it is something like the
National Railway musuem). 
 Work began in Green Bay at the Green Bay and Western shops to prepare
her for the trip to Minneapolis. At the same time, the group aquired a
former Milwaukee Road baggage car. This car was origionally a Beaver Tail
Obs but was converted to a baggage car by CMStP&P. It is now NSR's tool
car and has been repainted in the traditional orange/maroon. It is
lettered "The Milwaukee Road".
 At present, most of the work on the tender is finished and the main
focus is on the engine itself. All of the lagging and insulation is off,
the cab is removed, the trailing truck is out from under the engine and
is being rebuilt, the 2700+ stay bolts have been checked and the caps
are being reinstalled, the new boiler tubes should be put in place this
week (but not rolled), a new cab floor has been fabricated, and several
other on going projects are underway. 
 The 261 has also brought benifits to the Minnesota Transportation
Museum. The NP 328 (a ten wheeler) is getting a bit of attention from
the 261 crew. Most of the 261's crew were already members of MTM when
the project began, so it looks like a win win situation for steam in the
Twin Cities area.


   p_n__n__----- _______             zephyr@cory.berkeley.edu
  d ___--__| HH||       `---.      zephyr@robotics.berkeley.edu
  _T-------'___-|___________|
 'o=o ()()()--'  o=o`---'o=o               Benn Coifman
          - NP 328 -
From: rrw@sunset.cse.nau.edu (Bob Wier)
Newsgroups: rec.railroad
Subject: Re: High Speed Rail Questions
Date: 30 Dec 92 07:03:54 GMT
Originator: rrw@sunset.cse.nau.edu

From article <1992Dec30.040339.1565@ee.ryerson.ca>, by cal@ee.ryerson.ca (Calvin Henry-Cotnam):
> jim@specialix.com (Jim Maurer) writes:
>>
>>Nowadays they weld it at rail welding plants into long
>>strings that are transported on special cars.  It looks real strange
>>to see a welded rail train going around a curve.  Just shows how
>>flexible rail really is.
> 
> Correct me if I'm wrong, but I understood that rail is "rolled" from
> the steel mills in 1/4 mile length right onto the special cars to
> transport them as you describe.
> 
> 
> Calvin Henry-Cotnam, CATE          | "...My brain IBM"
> Ryerson Polytechnical Institute    | "So if you see me, acting strangely..."
> Toronto, Ontario, Canada           |                  STYX, Mr. Roboto


  Yup - I've seen this here in Flagstaff in/around the Santa Fe Maintanence
  yard.  The rolling stock (at least here) consists of cars which basically
  look like pipe racks (painted white).  I saw one on the move (didn't hae
  a camera - darn!).  The cars themselves look like fairly normal length,
  but the rail just runs out the end of one car and into the end of the
  next one down, above the coupler.  Now that you've reminded me, I'll
  see if I can swing by the yard periodically and get a picture.

  Note - the maintanence yards of the Santa Fe here in Flagstaff are RIGHT
  by the main drag in town (in fact, highway 89A/route 66 has a street
  name of Santa Fe Avenue).  If you are planning on coming to the 
  Grand Canyon and are a railfan, you might want to allow some time to
  swing by here in the daylight so you can scope out what's sitting
  in the yard.  You can photograph from the sidewalk and since there are
  no fences you can get some great pictures - that's how I got the 
  maintanence equipment pics which I posted out several months ago.

  THANKS

- Bob Wier

  ---------- insert favorite standard disclaimers here ----------
                   College of Engineering
      Northern Arizona University, Flagstaff Arizona
  Internet: rrw@naucse.cse.nau.edu | WB5KXH | fax:602 523 2300
Newsgroups: rec.railroad
From: eoliver@laurel.ocs.mq.edu.au (Eddie Oliver)
Subject: Re: Unusual tunnels?
Keywords: spirals
Organization: Macquarie University, Australia.
Date: Tue, 22 Dec 1992 22:23:43 GMT

There are two spirals in New South Wales. One, at Border Loop going into
Queensland, is a "standard" spiral, albeit with an extra tunnel which is
not required as part of the tracks-crossing-over-themselves function. The
other at Bethungra (near Junee) is more unusual, because the spiral is on
only one of two tracks in a double-track route. The downhill track is
direct, but the uphill track passes over and under not only itself
but the downhill track as well. At one point, there are three "layers"
visible along the side of the hill: the uppermost part of the uphill track,
then the downhill track in the middle, then the lower part of the uphill
track.

Eddie Oliver
Newsgroups: rec.railroad
From: roma@ux1.cso.uiuc.edu (Jon Roma)
Subject: Re: CGW (was the Tunnel thread)
Organization: University of Illinois at Urbana-Champaign
Distribution: na
Date: Wed, 23 Dec 1992 21:13:26 GMT

dboone@IASTATE.EDU (David L. Boone) writes:

>As I recall, the CGW was merged into the Chicago & North Western in '60 or '61.
>(I can never remember dates.)  Many railroads' corporate entities exist long 
>after such mergers through spin-offs, operating some business such leasing cars
>owned by the pre-merger road but not absorbed in the merger, or dealing with 
>real estate which wasn't desired in the merger for some reason.  I don't know 
>if this is true in the case of CGW.

The CGW was merged into the C&NW on July 1, 1968.  You may be thinking of
the Minneapolis & St. Louis, which became part of the C&NW in 1960.
-- 
Jon Roma
Computing and Communications Services Office,
University of Illinois at Urbana-Champaign
Internet:  roma@uiuc.edu      	UUCP:      uunet!uiucuxc!uiuc.edu!roma
From: tgttgv@tb3.chem.tue.nl (Jan Vaessen)
Newsgroups: rec.railroad
Subject: Torpedos  (was: Incident on Boston (MBTA) Commuter Rail)
Date: 22 Dec 92 08:43:35 GMT
Reply-To: tgttgv@chem.tue.nl

emery@dr_no.mitre.org (David Emery) writes:

>Could the loud "pop" be a torpedo?
>				dave



Could someone please expain to me what a 'torpedo' is ?

I understand it is something to stop a train in an emergency or other
dangerous case, but is it a device that is actually put on the rails, or
is it a permanent installation that will stop a train after passing a
red signal ?

Jan Vaessen
Eindhoven University of Technology
Eindhoven, the Netherlands


Newsgroups: rec.railroad,rec.models.railroad
From: ehr@ecsvax.uncecs.edu (Ernest H. Robl)
Subject: RR manuals gone
Followup-To: poster
Keywords: I have an offer
Organization: UNC Educational Computing Service
Distribution: na
Date: Sun, 3 Jan 1993 21:48:16 GMT


The railroad manuals offered in an earlier post are gone.  I have
received an offer for them.  -- Thanks.  -- Ernest
-- 
"My other computers are Nikon N8008s and an SB25." -- Ernest H. Robl
Ernest H. Robl (ehr@ecsvax)  Durham, NC, USA   +1  919   286-3845
                                         FAX:  +1  919   286-1696
This .signature meets plate C specifications (for rec.railroad fans)
Newsgroups: rec.railroad
From: pierson@empror.enet.dec.com (dave pierson)
Subject: Re: Old Monon pictures
Organization: Digital Equipment Corporation
Date: 30 DEC 92 09:53:59    

In article <1992Dec22.090939.21318@npal.rn.com>,
sheininger@npal.rn.com writes, in part:

>How many BL2's did the Monon have.  I have pictures of numbers 30, 32, 35 and
>37.  Are any of these still around.

	I seem to recall Diesle Spotters Guide listing counts for each RR,
	especially for rarities like the BL-2.

>There is also an unusual engine with a New York Central marking.  It has
>a center cab and a sloping roof line from center to ends.  It has B-B 
>trucks and six louvered doors to each end.  There is no number visible.
>Any ideas??

	Is it a Diesel or an Electric?  Michigan Central was part of New York
	Central Sysytem, and their tunnel motors for the Detroit River Tunnel,
	carried NYC System markings, at times.  NYC also had a variety of
	straight electric, battery electric and diesel electric and battery
	diesel electric working the electrified zone around Manhattan.

	Look for signs of third rail shoes, or _small_ pantographs on the roof.

thanks
dave pierson			|the facts, as accurately as i can manage,
Digital Equipment Corporation	|the opinions, my own.
40 Old Bolton Rd		|I am the NRA.
Stow, Mass, USA	
01775				pierson@msd26.enet.dec.com
"He has read everything, and, to his credit, written nothing."  A J Raffles
From: delbert.big@hal9k.ann-arbor.mi.us (Delbert Big) 
Newsgroups: rec.railroad
Subject: Oil Bearings (was Re:
Date: 27 Dec 92 09:04:00 GMT
Distribution: world
Organization: HAL 9000, W-NET HQ, Ann Arbor, Michigan, USA
Reply-To: delbert.big@hal9k.ann-arbor.mi.us (Delbert Big) 

DP>     In the USA, use of brass as the material for the bearing was almost
DP>     universal, to the point where "the brasses" was synonymous with the
DP>     (replaceable) part of the bearing system.

A major problem for railroads back in the late 60's and early 70's 
anyway was the theft of the brass for scrap.

Apparantly as the railroads would put these older cars in storage
in remote sidings, people would steal the brass bearings from these
cars.  I hear it was quite easy to get the weight of the axle and slip
the brass out.  The exact method escapes me now.  

Once the brass was removed, the cars couldn't be moved.  It became very
expensive for the railroads to replace the brasses.

The roller bearing has probably been one of the greatest cost savings
to the railroads.
---
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Newsgroups: rec.railroad
From: jim@specialix.com (Jim Maurer)
Subject: Re: Report on exhibition
Organization: Specialix Inc.
Date: Wed, 30 Dec 1992 22:57:25 GMT

jmd@bear.com (Josh Diamond) writes:

>I'm beginning to think that the TA person who told me this (that one
>of the trains was in use or on order in another city) has his head up
>his butt...

>Jim, did your friends happen to mention whether perhaps the R-110b was
>in use or on order elsewhere in the country?

Nope, it's also a new design.  But it seems to be a little more
suitable for service.
From: tgttgv@tb3.chem.tue.nl (Jan Vaessen)
Newsgroups: rec.railroad
Subject: Re: Italian railways--is 1st class worth it?
Date: 24 Dec 92 10:06:25 GMT
Reply-To: tgttgv@chem.tue.nl

ken@aiai.ed.ac.uk (Ken Johnson) writes:



>>  <<Direttissimo>> has never been an official train class. 

>When I was on holiday in Italy in the early 1970s the train classes were
>abbreviated to A, D, DD, R and TEE, which stood for Accelerato, Diretto,
>Direttissimo, Rapido and Trans Euro Express respectively. 

I guess you're right, the early 70s are way before my time. Somewhere
between that time and 1985 they apperently changed the class
<<Direttissimo>> to <<Expresso>>. I don't know why, because neither
France, Switserland or Yugoslavia were using this class, only Austria.
They might have changed the name because of the opening of the
Direttissima, in the early 80s.

Jan Vaessen
Eindhoven University of Technology
Eindhoven, the Netherlands

Newsgroups: rec.railroad,rec.models.railroad
From: ehr@ecsvax.uncecs.edu (Ernest H. Robl)
Subject: disposing of RR manuals
Followup-To: poster
Keywords: locomotive manuals, operating rules
Organization: UNC Educational Computing Service
Distribution: na
Date: Sun, 3 Jan 1993 20:05:25 GMT


Time to clean out some excess items to make space for other things:
 
Seven small railroad manuals -- WILL ONLY GO AS A SET:
 
     (1)  EMD Model F3 Operating Manual, 5th ed, Nov. 1948.
     
     (2)  EMD Engimemen's Operating Manual, Model G.P.7, 3rd ed., 1951.
     
     (3)  EMD GP18 Operating Manual, 1960.
     
     (4)  EMD GP40 Operator's Manual, 1965.
     
     (5)  GE Operating Manual, Diesel-Electric Locomotive (U30B/U30C),
               1966.
     
     (6)  Seaboard Air Line Railroad Company Operating Rules, Sept. 1962.
     
     (7)  Seaboard Coast Line Operating Rules, Sept. 1967.
 
 
These manuals range from 4x7 inches to 5x8 inches in size, each about half
an inch thick.  All books show some wear, but are in otherwise good
condition for their age.
 
First email offer over $50 gets them.  (I'll pay postage within U.S.)
 
Note:  I do not normally collect or trade this type of stuff.  These are
just some items I acquired over the years.  So, with the exception of newer
items I'm keeping for reference use, this is all there is.
 
Anyone interested?  -- Ernest
 
-- 
"My other computers are Nikon N8008s and an SB25." -- Ernest H. Robl
Ernest H. Robl (ehr@ecsvax)  Durham, NC, USA   +1  919   286-3845
                                         FAX:  +1  919   286-1696
This .signature meets plate C specifications (for rec.railroad fans)
Newsgroups: rec.railroad
From: jim@specialix.com (Jim Maurer)
Subject: Re: Report on exhibition
Organization: Specialix Inc.
Date: Wed, 30 Dec 1992 19:06:59 GMT

jmd@bear.com (Josh Diamond) writes:


>In article <824.134.uupcb@hal9k.ann-arbor.mi.us> delbert.big@hal9k.ann-arbor.mi.us (Delbert Big) writes:

>   JM>>  Status:                   Now in use in Kansas City?
>   JM>I don't think they have a rail transit system in Kansas City.

>   If they did have one in KC, they put the transit system in in less
>   than 2 years.  I lived there, and the only transit plan I knew of
>   was still in early planning stages.

>   Maybe St Louis?  They were well along in building a transit system
>   last summer.

>St. Louis is a possibility -- unfortunately, I was unable to take 
>any notes at the exhibition, and the report was done from memory...

St. Louis is using LRVs built by Siemens-Duewag in Sacramento, CA.
They look nothing like the R-110a.  I've talked to two friends who
work for the TA in New York City (Ken Lin and Bill Hough) and they
both said that that the R-110a is just a technology demonstrator and
is very unlikely to be put into production in its current form.