HDTenEightyP/NetNews huggingface dataset:
From: yhshowie@ubvmsb.cc.buffalo.edu (Howard Wharton)
Newsgroups: rec.railroad
Subject: Re: NEC
Date: 26 Jan 93 02:05:00 GMT
Organization: University at Buffalo
News-Software: VAX/VMS VNEWS 1.41

> 
>Which old New Haven bridge?  The bridge is substantially north of Bear Mountain,
>about 20 miles.  It connects Poughkeepsie and Highland, which are around a
>bend in the river from Newburgh, which is where the Bear Mountain bridge is.
>There's also an auto bridge about a half mile south of the rail bridge; it must
>have been pretty spectacular to watch trains go by on the high trestle while
>stuck in morning traffic.  The Poughkeepsie-Highland rail bridge was,
>incidentally, built in 1888 by the Central New England railroad, and was at the
>time the longest and highest trestle in existence.  I've been told that it was
>modeled on a very similar but much smaller bridge providing service to the
>cement factories of nearby Rosendale, NY, and having seen that bridge I wouldn't
>be surprised if that were the case.
> 
>-- 
The Bear Mountain Bridge is not at Newburgh but a few miles north of Peekskill,
the bridge at Newburgh is the Newburgh-Beacon Bridge which carries I-84
over the Hudson.
From: craig@sleeper.apana.org.au (Craig Dewick)
Newsgroups: aus.rail,rec.railroad
Subject: North-West Tour - 5th to 8th March 1993
Date: Sun, 17 Jan 1993 11:26:50 GMT
Organization: Desolation Road Railfan BBS


Posted on behalf of the Australian Railway Historical Society, NSW DIvision.

                                 NORTH - WEST TOUR

                       Friday 5th to Monday 8th March 1993

Come and see parts of the state that no longer have regular passenger rail
services. Our tour commences at the Regent Street Station, near Sydney Station,
on Friday evening. Settle into your own twinette or roomette sleeping
compartment, with all the nostalgia of an era almost gone from New South Wales
train travel. Supper will be served in the Lounge Car, so that passengers can
get to know one another.

During the night, the tour train will travel to Werris Creek, then on to
Tamworth and Armidale during the morning. Here, the tour reverses direction and
proceeds back to Werris Creek where we turn west and head for Binnaway and 
Dubbo, where we arrive in the evening. The train will pause at Dubbo, one of 
the largest towns in this part of the State.

The train will depart in the small hours of the morning for the town of Nyngan.
The return journey will be in daylight to Narromine and south to Parkes.
Celebrating the centenary of the coming of the railway to Parkes, the people of
this town have many festivities planned for the year. We are glad to be able to
join in with them in their celebrations. We hope to have some time here to
inspect their town centre.

The final leg of the journey will be overnight from Parkes to Sydney, arriving
at Regent Street Station before the morning peak hour. Patrons can stay on
board, in their cabins, until it's time for a return to work or home.

Fares for this tour include all train travel in comfortable, air-conditioned,
twinette or roomette cabins, supper on Friday night and all "homestyle" meals
in the Dining Car on Saturday and Sunday. Tea or coffee will be available in
each sleeping car throughout the entire weekend. Not included in the fares are
drinks and other refreshments in the lounge car which will be open during most
of the weekend. No refreshments will be served on Monday morning.

Fares:    ARHS NSW Division members     - $525.00
          Non-members                   - $550.00
          School Children               - $425.00

All train accomodation will be non-smoking.

Bookings can only be made on the special form available from the Society, or
inside the January 1993 issues of "Railway Digest" and "Bulletin". A $50 
cancellation fee will apply after tickets have been mailed out (approximately
two weeks before departure).

Send completed booking forms (with payment) to:

 ARHS Tours,
 PO Box E129,
 St James, NSW 2000.
Xref: sparky rec.railroad:11000 uk.misc:3250
From: nigelm@ohm.york.ac.uk (Nigel Metheringham)
Newsgroups: rec.railroad,uk.misc
Subject: Re: Small Gods Annotations
Date: 27 Jan 93 15:01:50 GMT
Organization: Electronics Department, University of York, UK

In <1993Jan26.144244.10642@bradford.ac.uk> P.A.Foulkes@bradford.ac.uk (Pete Foulkes) writes:

>In article <728033204snx@warren.demon.co.uk> leveret@warren.demon.co.uk writes:
>>Daniel@scs.leeds.ac.uk (where *has* he been?) writes:
>>>|> 
>>>|> British Rail (last winter I think) were having difficulty getting
>>>|> trains to run on time and they blamed it on the snow. They
>>>|> were then quizzed as to why their snow-ploughs couldn't deal with it.
>>>|> They replied that it was "the wrong sort of snow". (perhaps this story
>>>|> was leaves first, I can't remember). Again "the wrong sort of X" is
>>>|> now part of the idiom.
>>>
>>
>>And I have *never*, *ever* heard of your "wrong kind of leaves" story.
>>Please suppy a reference for it.
>>

>My recollection is that it wasn't the "wrong kind of leaves" it
>was just "leaves on the track". 

>Of course you don't expect a shock fall of leaves on the track
>in Autumn.  :-)

My impression was that BR as usual were complaining about leaves on
the track, and then everyone who thought themselves any form of
satirist started turning this into "the wrong kind of leaves".

I certainly heard The News Quiz (R4) or similar make this sort of
funny, and I believe that many of the tabloid headline writers
couldn't resist it!

	Nigel.

-- 
#   Nigel Metheringham  -- (NeXT) EMail: nigelm@ohm.york.ac.uk    #
#   System Administrator, Electronics Dept, University of York    #
#   York YO1 5DD. Phone: +44 904 432374, Fax: +44 904 432335      #
From: brennan@cunixf.cc.columbia.edu (Joseph Brennan)
Newsgroups: rec.railroad
Subject: Re: NEC
Date: 26 Jan 93 18:33:18 GMT
Reply-To: brennan@cunixf.cc.columbia.edu (Joseph Brennan)
Organization: Columbia University

In article <1993Jan26.135632.23753@ryn.mro4.dec.com>
pierson@empror.enet.dec.com (dave pierson) writes:

>	The major maintaineance base for NH Electrics was in NY, not NH, tho I
>	cannot recall the location name.  Maye have been Oak Point.

Van Nest, which is in the east Bronx, near where Tremont Ave crosses
the line, which is about halfway between Hell Gate and New Rochelle.
It's no longer a railroad building, may be Con Ed now or some other use.

Joe Brennan     Columbia University in the City of New York
                ("affiliation shown for identification only")
via Internet:   brennan@columbia.edu
via BITNET:     brennan@cunixf
From: grr@cbmvax.commodore.com (George Robbins)
Newsgroups: rec.railroad
Subject: Re: NEC
Date: 22 Jan 93 00:07:15 GMT
Reply-To: grr@cbmvax.commodore.com (George Robbins)
Organization: Commodore, West Chester, PA

In article <16B5CF000.M00209@MBVM.Mitre.Org> M00209@MBVM.Mitre.Org writes:
>  
> >2. Which electric system do they use? (AC/DC, voltage, frequency)
> >
> AC.  11,000 volts I believe.  60 hz?

Still 25 Hz on some legs apparently.


>            6.) Philadelphia - Wilmington - Newark (DE).  Electric multiple-unit
>          trains operated by SEPTA.  Most service runs between Philadelphia and
>          Wilmington (see comment above regarding "Center City").  I believe
>          that a few rush hour trains are extended to Newark but this may not
>          yet have begun.  There used to be additional service between Chester
>          and Philadelphia, and I think there still is.

Depending on funding not all trains make it into Wilmington (Delaware), with
the last stop being Chester or Marcus Hook.  Not sure of the latest status of
this or the Newark extension (~15 miles/two local station beyond Wilmington)

>            7.) Other Philadelphia area stuff.  You can't get out of 30th Street
>          Station without using the Corridor for at least a short distance.
>          In addition to the Amtrak local service to Harrisburg that I already
>          mentioned, SEPTA runs trains (multiple unit electrics) to several
>          other destinations (Paoli, Chestnut Hill West, Philadelphia Inter-
>          national Airport, Media) that start their trip from 30th Street on the
>          Corridor for at least a few yards!  Also, New Jersey Transit is
>          supposedly going to start soon running local service between Atlantic
>          City and 30th Street.

Not exactly true - The NEC runs "through" the basement concourse, while the
commuter lines run crosswise through the upper level.  I don't know the exact
routing off all the commuter lines into the station, but some, at least the
Paoli Local don't (obviously) tread on the corridor.

Quite a little document you posted there!

-- 
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: smb@research.att.com (Steven Bellovin)
Subject: Re: European track
Date: Sat, 23 Jan 1993 03:54:36 GMT
Organization: AT&T Bell Laboratories

In article <1993Jan22.191052.9723@ntmtv>, adrian@ntmtv.UUCP (Adrian Brandt) writes:
> In article <63601@mimsy.umd.edu>, mangoe@cs.umd.edu (Charley Wingate) writes:
> > It might be pointed out that the range of AVERAGE daily temperature in the
> > american plains is on the order of 100 degrees F (~55 degrees C).
> 
> Nope.  Try ~38 degrees C.  Recall that: C(F) = (F - 32) / 1.8.

Nope.  Charley was right.  He specified a range, so you don't subtract
the 32.  Each degree F is 9/5 of a degree C.

If you want to look at it another way, calculate the Celsius equivalent
of 100 degrees F and 0 degrees F.
Newsgroups: rec.railroad
From: rl@ferris.cray.com (Randy Lambertus)
Subject: Re: passenger service in binghamton?
Organization: Cray Research, Inc.
Date: 27 Jan 93 10:41:40 CST

In article <16B637B36.M00209@MBVM.Mitre.Org> M00209@MBVM.Mitre.Org writes:
>In article <C1HLvy.MGp@acsu.buffalo.edu>
>v106qhlw@ubvmsb.cc.buffalo.edu (NEW YORKER IN EXILE) writes:
> 
>>
>>I friend of mine in Binghamton, NY told me she heard a clip on the news that
>>mentioned they hoped ot have passenger service in Binghamton by the beginning
>>of the baseball season.  Anyone know what this is all about?  (She didn't
>>listen to the whole news piece!)  Obviously, something small scales.
>>
> (text seleted to save bandwidth)
>
>to "usually reliable sources", they have been dickering with the Suzie Q for
>permission to run it someplace, preferably out of Binghamton, using the
>historic restored former DL&W Station.  I hope something comes of it, but I
>wouldn't advise holding your breath!
> 
> 
>Len Bachelder        Archives Committee, Boston and Maine RR Historical Society
>MITRE Corp.           Secretary, Massachusetts Bay Railroad Enthusiasts
>Bedford MA 01730      Member, 470 Railroad Club

  What is exactly is the current state of the roadbed from Lake Hopatcong
to Scranton? I know that from Hopatcong west the rails are torn up, but
how far does that extend? When I was at Steamtown in 1991, the rails
west of Scranton seemed to be in use by someone, maybe the DO system?
Anyway the rails were still single tracked across the viaduct at
Nicholson, PA. What was the reason behind removing the section in Jersey?
Political or economic? Some time ago there were rumblings about retracking
this section and restoring some sort of service. Steve, any new word?


Randy Lambertus               Cray Research, Region 4            rl@uk.cray.com
*******************************************************************************
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@|_|===============================================|_|@@|_|====================
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===============================================================================
::[]::::[]::::[]::::[]::::[]::::[]::::[]::::[]::::[]::::[]::::[]::::[]::::[]:::
From: ggg9y@poe.acc.Virginia.EDU (Garth G. Groff)
Newsgroups: rec.railroad
Subject: Re: WOODEN RAILED MONORAIL
Date: 27 Jan 93 21:11:51 GMT
Organization: University of Virginia


Wow, are you ever asking for trouble!  Wooden rails
have been tried (yes, even for monorails), but the
warpage and resultant maintenance expenses seem to
have doomed these projects.  Two examples:  Cienega
Lime and Marble Co., San Benito County, California
(ca 1890) and the Epsom Salts Monorail, Trona, 
California (ca 1920s).  Both suffered badly from
track maintenance problems.  Good luck.

~S
--
Garth (Haridas) Groff
"Not yet famous author"
ggg9y@poe.acc.virginia.EDU         Chant "Govinda Bohlo Hare"
Newsgroups: rec.railroad
From: phinton@titian.helios.nd.edu (paul hinton)
Subject: Re: Chicago South Shore general question
Keywords: Chicago South Shore & South Bend
Reply-To: phinton@titian.helios.nd.edu (paul hinton)
Organization: University of Notre Dame, Notre Dame
Distribution: na
Date: Fri, 22 Jan 1993 14:53:05 GMT

In article <1993Jan21.202036.6930@news.columbia.edu>, brennan@cunixf.cc.columbia.edu (Joseph Brennan) writes:
|> jones@pyrite.cs.uiowa.edu (Douglas W. Jones) writes:
|> 
|> >The South Shore and Illinois Central share a terminal station downtown. 
|> 
|> They share it and yet they don't.  They still have different ticket
|> offices, around a corner from each other inside te same building, and
|> the South Bend still loads from temporary-looking platforms off to one
|> side; or at least a couple of years ago this was still true.  This is
|> very much in the old tradition of "joint terminals" where the
|> different companies insisted on their own space.
|> 
|> Joe Brennan     Columbia University in the City of New York
|>                 ("affiliation shown for identification only")
|> via Internet:   brennan@columbia.edu
|> via BITNET:     brennan@cunixf
|> 

CSS has moved its South Bend station from the shared quarters at the 
"Amshack" at Washington near the Bendix Plant (pretty scary neighbor-
hood at night) to a newly built terminal at the Michiana Regional
Airport on the east side of town.  The station opened some time in
November or so.

Warmest regards,

P.J. Hinton
From: wagner@mala.bc.ca
Newsgroups: rec.railroad
Subject: Re: ? about engine sets
Date: 25 Jan 93 12:59:49 -0700
Distribution: usa
Organization: Malaspina College


In article <1993Jan22.232133.5945@ee.ryerson.ca>, cal@ee.ryerson.ca (Calvin Henry-Cotnam) writes:
> maral@repare.EBay.Sun.COM writes:
>>The question is why do trains utilize various engine types when pulling
>>a string of cars and why do some point forwards and some backwards?
> 
> I'll attempt the second part about why some point one way and some
> the other.  Basically, turning around an engine involves a "dead-head"
> move.  Although short, it does take crew time and produces no income
> for the railroad. The engines are simply coupled together in the
> orientation that they are found. 
>  
> When running multiple units, (generally) only the front unit need
> have the cab face the front, mainly for headlight and (here in
> Canada) ditchlight purposes.  Although I have seen the odd peddler
> with the front unit actually backwards.
> 
> Now for the first question about why differnt types of engines are
> used.  Someone else could probably do a more concise job of explaining
> this than me, but I would suggest reading the section called,
> "The Jobs Locomotives Do" in Kalmbach's "The Contemporary Diesel
> Spotter's Guide", pages 315 to 329. (ISBN: 0-89024-088-4)
> 
> It gets a little techincal, but does give a good explanation about
> this area.
> 
> 
> Calvin Henry-Cotnam, CATE          | "...My brain IBM"
> Ryerson Polytechnical Institute    | "So if you see me, acting strangely..."
> Toronto, Ontario, Canada           |                  STYX, Mr. Roboto

Can't think of any particular reason why an engine should be specifically placed
in a consist, but I know that areas required certain types of engines.  Specif
ically in the mountains.  Selkirks could navigate the short radius and had the
pulling power.  Heavier, longer wheeled (read multi-wheeled) could not make it
through the curves and tunnels.  Of course these unit had be be returned to the
point of departure, so some placements had to be made just to economically get
them back. 

Of course the reason they were out in the first place was due to the terrain of
the track.  Mountians were real problems as they had extreme curves and grades.

The ideal consist had the motive power evenly spaced, but there wasn,t always
a convenient way to cut them out once they had gotten the job done so they used
pushers as they could be cut easy.

Of course if it was too long they had to place an engine in the middle.  There 
was no place to turn them when they were cut so they returned in the last dir-
ection they were pointed.
-- 
73, Tom
================================================================================
Tom Wagner, Audio Visual Technician.  Malaspina College Nanaimo British Columbia
(604) 753-3245, Local 2226  Fax (604) 755-8742  Callsign VE7GDA

I do not recyle.....   I keep everything!       (All standard disclaimers apply)
================================================================================
From: maral@repare.EBay.Sun.COM (Mark Maral)
Newsgroups: rec.railroad
Subject: ? about engine sets
Date: 22 Jan 1993 14:54:21 GMT
Organization: Sun Microsystems
Distribution: usa
Reply-To: maral@repare.EBay.Sun.COM
NNTP-Posting-Host: repare.ebay.sun.com

My son asked me a question the other day and I couldn't answer him
so I thought I would tap the knowledge of all you experts.  The
question is why do trains utilize various engine types when pulling
a string of cars and why do some point forwards and some backwards?
I kind of would like to know myself.  A 10 year old and 36 year old kid
appreciates your response.



Xref: sparky rec.railroad:11035 uk.misc:3268
From: ianking@nnsgs52 (Ian King)
Newsgroups: rec.railroad,uk.misc
Subject: Re: Small Gods Annotations
Followup-To: rec.railroad,uk.misc
Date: 28 Jan 1993 08:40:21 GMT
Organization: Northern Telecom Europe Ltd
Reply-To: ianking@lon40.nt.com
NNTP-Posting-Host: nnsgs52.lon40.nt.com
X-Newsreader: TIN [version 1.1 PL8]

Pete Foulkes (P.A.Foulkes@bradford.ac.uk) wrote:
: In article <728033204snx@warren.demon.co.uk> leveret@warren.demon.co.uk writes:
: >Daniel@scs.leeds.ac.uk (where *has* he been?) writes:
: >>|> 
: >>|> British Rail (last winter I think) were having difficulty getting
: >>|> trains to run on time and they blamed it on the snow. They
: >>|> were then quizzed as to why their snow-ploughs couldn't deal with it.
: >>|> They replied that it was "the wrong sort of snow". (perhaps this story
: >>|> was leaves first, I can't remember). Again "the wrong sort of X" is
: >>|> now part of the idiom.
: >>
: >
: >And I have *never*, *ever* heard of your "wrong kind of leaves" story.
: >Please suppy a reference for it.
: >

: My recollection is that it wasn't the "wrong kind of leaves" it
: was just "leaves on the track". 

: Of course you don't expect a shock fall of leaves on the track
: in Autumn.  :-)

I really get fed up with this in the press. It isn't the actual leaves that 
cause the problem but leaf mulch. And that happens everywhere not just on the
railways. Walk along a path that hasnt been cleared (in late Autumn/early Winter) 
and they are often slippy... caused by rotting leaves. This is a fact of life in the 
Countryside. But people just dont take notice of that though.

On the railways the leaves get compacted into the mulch by the steel tyres. The
old clasp brakes clean this off. The newer disc brakes dont.


--
ADVANCE MICRO COMPUTERS LTD & Wolverton Rail | EMAIL: ianking@amicro.demon.co.uk
 PO Box 362, Olney, Nr. Milton Keynes,       |   or   ianking@lon40.nt.com
  Bucks, MK46 5ES, ENGLAND, UK.              |                ^^^^^^^^^^^^ UK not USA
   TEL: +44 (0)234-711615 FAX: +44 (0)234-240976 MOBILE: +44 (0)831-535618
From: bill@nsmdserv.CND.HP.COM (Bill Kepner)
Date: Mon, 25 Jan 1993 14:55:20 GMT
Subject: Re: More MARC scuttlebutt
Organization: HP Network and System Management Division
Newsgroups: rec.railroad


>  Speaking of the BN E's, as of last weekend, the following 16 E's were still
>stored elephant style south of Union Station in Chicago, near where Amtrak
>wyes incoming trains (don't know the technical name of the place):

>  9900, 9901, 9903, 9904, 9910, 9912, 9913, 9914, 9915, 9916, 9917, 
>  9918, 9921, 9923, 9924, 9925.
-- 

I don't know the old number, but one of the E's that is missing from the
list above has been renumbered to BN-3 and repainted in the "executive paint
schema". It accompanied BN-1 and BN-2 on BN's executive retreat to Winter Park,
Colorado 1/13-19.  On the way up the Moffat line the E developed a problem and
became a streamlined heater car.  Once BN paints a couple more business cars,
they ae going to have a very good looking train.

----------

Bill Kepner
From: lmmik@cbnewsb.cb.att.com (larry.m.mikkelson)
Newsgroups: rec.railroad
Subject: Timetables, Historical Society Magazines, Photos for sale
Date: 26 Jan 93 17:50:00 GMT
Distribution: na
Organization: AT&T

Keywords: Historical Society magazines, Photos for sale
Reply-To: lmm@mhcnet.att.com (Larry Mikkelson)

I have been doing more packing for my move and ran across 22 Amtrak National 
Timetables for most years 1971 - 1988.  These are in like-new condition, and 
I have two different dates for each year in most cases.  I also have 6 Public
Timetables from ATSF, BN, MP, N&W, and SP from 1968-70.  

I also have some magazines from Railroad Historical Societies:
15 C&O Historical Society 1980-82
4 Milwaukee Railroad Association 1982
1 NKP Historical & Technical Society 1986
4 NYC Historical Society 1987,91
2 Feather River Railroad Society (WP) 1991,92

Finally, I have some 8x10 Black & White Photos:
3 C&O 2-8-4 steam locomotives #1208, #1213, #1218
2 L&N steam locomotives #33 4-6-0 and #661 2-8-0 (both 1939 in Louisville, KY)
23 GN (early orange & pullman green and red caboose paint scheme)
Diesels: SW9, RS2, FA1-FA1, F3A-B-A, GP7, GP9, GP20, SDP40, E7A,
Caternary Inspection Car, TOFC, Snow Dozer, Jordan Spreader, 
Cabooses: x-7, X-52, X-212, X-231, X-244, X-292, X-356, X-494

and some 5x7 Black & White Photos:
2 views of streamlined 4-6-2 on a passenger train
2 views of streamlined 4-8-2 on a passenger train
2-8-8-0 coubleheaded on a freight train
4-6-2 on mixed train in the snow
4-8-8-4 #4022 in a park

If interested make me an offer for some or all before Feb 3; I will take 
the best offer(s) by that date.  Thanks.

Larry Mikkelson
AT&T, Murray Hill, NJ
lmm@mhcnet.att.com
908 769-6517 evenings EST