HDTenEightyP/NetNews huggingface dataset:
From: msb@sq.sq.com (Mark Brader)
Subject: Canada enters the 100 mph club
Organization: SoftQuad Inc., Toronto, Canada
Date: Sat, 21 Nov 92 05:48:18 GMT

I was tempted to make the Subject line "Canada enters the 20th century".


The speed limit for VIA Rail's LRC trains ["Light, Rapid, Uncomfortable"]
when running on Canadian National's Toronto-Montreal mainline has been
raised from 95 mph to 100, according to the October issue of "Rail and
Transit" (formerly the UCRS [Upper Canada Railway Society] Newsletter).

The increase applies to six sections of the 335-mile route, totaling
about 244 miles.  Most of the rest of the route has and retains a
95 mph limit.  These limits refer to the zone maximum; there are
various local restrictions for the usual reasons.  There have also
been increases in places east of Montreal, including another 100 mph
section 18 miles long near Quebec City.

The government is concerned about "long-term safety considerations"
and for now has approved the 100 mph running only temporarily, until
the end of next July.  R&T isn't more specific, but most likely this
relates to the large number of level crossings.

The change has allowed Toronto-Montreal trains to be scheduled at
4 hours minus a minute, something not seen since the early days of
Turbo operation in the late sixties and early seventies.  Other LRC
trains were also given faster timetables in October.
-- 
Mark Brader, SoftQuad Inc., Toronto  |	Rocket, 1829: The first 30 mph train.
utzoo!sq!msb, msb@sq.com	     |	TGV-A, 1989: The first 300 mph train.

This article is in the public domain.
Newsgroups: rec.railroad
From: cal@ee.ryerson.ca (Calvin Henry-Cotnam)
Subject: Re: Stupid People (Grade crossings)
Organization: Ryerson Polytechnical Institute, Toronto
Date: Tue, 17 Nov 1992 14:43:56 GMT

pvmason@cco.caltech.edu (Peter V. Mason) writes:
>
>The Metro Blue Line (high-speed interurban, very fast, very quiet) was
>put into service from Los Angeles to Long Beach a couple of years ago.  
>They had a plague of drivearound accidents at the start - one or two
>a month.  There haven't been any in the news lately.  either people
>are getting smarter (not likely) or the accidents are less newsworthy
>(more likely).  Pedestrians even *walked* around the gates and got
>clobbered. 

One other possible reason for the decline in these accidents:

	Natural Selection.


The people most likely to be killed by such stupidity have been.


Calvin Henry-Cotnam, CATE          | "...My brain IBM"
Ryerson Polytechnical Institute    | "So if you see me, acting stangely..."
Toronto, Ontario, Canada           |                  STYX, Mr. Roboto
From: jwj2@po.CWRU.Edu (Jermaster)
Newsgroups: rec.railroad
Subject: Re: Air whistles (was Scaring away meese)
Date: 15 Nov 92 23:47:47 GMT
Article-I.D.: po.jwj2.70.721871267
Organization: Eastern & Ohio Railroad Company
NNTP-Posting-Host: b63154.student.cwru.edu

In article <1e6kasINN866@usenet.INS.CWRU.Edu> elw4@po.CWRU.Edu (Evan L. Werkema) writes:

>  New Haven's FL9's were built with air whistles too.  I can't remember the
>name of the company who made them (somebody Railway Supply Co.), but they look
>like the same type of whistle as on the MNS engines.  I think Amtrak replaced 
>the air whistles with standard "honkers" on their FL9's, but I don't know 
>about Metro North.  The record _First Generation Diesels, Volume II_ has
>two recordings of NH's FL9's, and the air whistle is certainly a lot nicer 
>sounding than the one or two chime "moose calls" on other F's.  Somehow, I doubt
>that NH had problems with meese anyway, but...

The NH air whistles were known as Hancock Air Whistles. I'm pretty sure they
were standard equipment on most all New Haven locomotives (with exception
of their ex-Virginian E33's, which still had their originial horns on all
the pictures I've seen).

Later,
-Jer
--
Jerry W. Jordak      "It's like going to the store to buy apples and 
a.k.a. Jermaster      oranges and coming back with a Porsche"--Bruce Ikenaga
(jwj2@po.cwru.edu)     
        *** Goodbye to #43....Thanks for the memories, King Richard ***
Newsgroups: rec.railroad,rec.models.railroad
From: billg@bony1.bony.com (Bill Gripp)
Subject: Re: current details of NYS&W #120
Organization: LA&W RR
Date: Wed, 18 Nov 92 14:33:40 GMT

In article <1992Nov16.171840.24504@ulysses.att.com> smb@ulysses.att.com (Steven Bellovin) writes:
>I'd like some information on exactly what NYS&W 120 (an SW9) looks
>like right now.  I have some older pictures, from about 1986, and
>some newer ones (including two of my own), and I know there have
>been changes.  Unfortunately, it no longer operates near me, so I
>can't go out to check the details...

Where are you?  Last weekend there were 2 NYSW SW's (the "O&W" and a
yellow and black one) parked at the new engine terminal in Ridgefield
Park.  Two weekends before they were also there in the same spot.  It
may be that they are not currently used and just parked there.  So if
you are in NJ, and noone can supply the answers, it might be worth a
"field trip".  =B^]

Bill
From: btiffany@pbs.org
Newsgroups: rec.railroad
Subject: Re: Why long end of engine forward?
Date: 20 Nov 92 00:19:54 GMT
Organization: PBS:Public Broadcasting Service, Alexandria, VA

In article <1992Nov17.064435.18356@bony1.bony.com>, billg@bony1.bony.com (Bill Gripp) writes:
>>high short hoods ended with the delivery of the first SD50's to N&W...either 
>>EMD and GE wouldn't cooperate anymore, or it was decided that the SD50 and 
>>C36-7 were just too darn long to run long hood forward.  Southern's GP50's 
>>were (I think) the last high hood units bought.
> 
> I seem to recall that N&W and/or SRR and/or NS received some low hood
> units which were set up to run long hood forward.

The Satellites (C39-8's) initially ran long hood forward, despite low noses,
as did the first low-nosed SD50's.  I've got pictures of 'em.

>>  One other NS question...many old ex-SOU engines have two sets of horns, one
>>set mounted on each hood.  Did they feel that running nearly invisible black
>>engines made extra volume on the horns necessary?
> 
> Could these be set up with dual controls?  If so then the appropriate
> set of horns would be used depending upon which end was leading.
> Although I don't recall if they had dual horns, the EL had some
> U33/36C's and perhaps some SD45's set up with dual control.  It was not
> all that uncommon to find these running long hood forward.

The new SR engines had horns at both ends, too.  They were bidirectional,
alhough the railroad preferred to have the long hood in front.

-- Bruce Tiffany
From: PLAWS@UAFSYSB.UARK.EDU
Newsgroups: rec.railroad
Subject: Re: Amtrak List of Trains >>>CODES
Date: 18 Nov 1992 14:14:16 -0600
Organization: University of Arkansas, Fayetteville
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...
NOL = New Orleans Louisiana

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
Newsgroups: rec.railroad
From: R1004@vmcms.csuohio.edu
Subject: Stupid (DEAD) people
Organization: CSU
Date: Mon, 16 Nov 1992 14:23:49 GMT

     The "trains should go slower" people will be screaming in Cleveland
Ohio again.  The stadium where the Cleveland Browns play is right
downtown - a short didtance from the Conrail tracks.  Many people
use the tracks as a shortcut to nearby parking lots.  After
yesterday's game  the usual crowd was tromping down the tracks when
a freight went through.  Two people were hit, one, a 13 year old
boy with his father, died from his injuries.
 
     I expect any day now a news item saying the family is sueing
Conrail and/or the crew of the train.
 
     It's a good thing trains run on rails - keeps people from
claiming the locomotive swerved to hit them!  (but I'm sure some
have anyway!)
 
 
------------------------------------------------------------------------
Bob Martel               |
bob2@cua3.csuohio.edu    |  Lady luck must have been a wonderful girl
R1004@vmcms.csuohio.edu  |    -She's never been a friend of mine!
                         |                        Alan Parsons Project
--------------------------------------------------------------------------
Newsgroups: rec.railroad
Subject: <None>
From: kent@brandonu.ca (Dorian Kent)
Date: 21 Nov 92 18:45:47 CST
 <1992Nov18.050914.14408@galileo.cc.rochester.edu> <7942@charon.cwi.nl> <1992Nov20.160451.25248@galileo.cc.rochester.edu>
Organization: Brandon University, Brandon, Manitoba, Canada

In article <1992Nov20.160451.25248@galileo.cc.rochester.edu>, 
kolassa@genesee.bst.rochester.edu (John Kolassa) writes:
> 
> On the US-Canadian border Amtrak trains cross at 4 locations: Port Huron-Sarnia,
> Niagra Falls, and one place on each of two routes to Montreal.  Each crossing
> gets 1 train per day in each direction, and holding people at the station until
> they can be deported on the next train back would probably be a problem.
> 
> I believe that a VIA route crosses into Maine.  Does it stop in the US?  What
> are the immigration practices there?
> -- 
> Thanks, John Kolassa, kolassa@bio1.bst.rochester.edu
--

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.

  
--------------------------------------------------------------------------------
Dorian Kent							kent@brandonu.ca

		  If at first you don't succeed...
		    Well so much for skydiving!
--------------------------------------------------------------------------------
Newsgroups: rec.railroad
From: pierson@ggone.enet.dec.com (Dave Pierson)
Subject: Flashing signals in the USA
Organization: Digital Equipment Corporation
Date: Fri, 20 Nov 1992 17:50:34 GMT

_Finally_ remebered to check.  Sources: GRS Signalling Handbook, 1977 and GRS
Style B Relay Handbook, 196?.

Signalling handbook, while showing many circuits, never gets to flashing
aspects (odd).  It does show use of flasher relay for grade crossing work.  The
diagram is confusingly drawn, but is of on/off style, no "keep alive"
resistor.

The Type B Handbook (Thanks JS...8)>>) shows both a flasher relay for grade
crossing and a separate one for flashing aspects.  The drawing for the latter
application again shows an on/off application.

These are, of course, only samples, not a aurvey of all possible applications.
While on/off would add to teh strain ont he filament, there are a couple of
mitigating aspects:
	The grade-corssing application specifically shows resistors in series
	with the lamps.  This would limit the inrush current.

	The Flashing-aspect circuit does not show the resistor, but only a
	fragment of the complet application is shown.  Other drawings commonly
	show a resistor employed to set the lamp voltage.

	RR applications commonly set the voltage low, to encourage long lamp
	life, in addition to double filament lamps, double lamp signals and
	light out relays.

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		01775	pierson@msd26.enet.dec.com
"He has read everything, and, to his credit, written nothing."  A J Raffles
Xref: sparky rec.railroad:8910 rec.autos:26870
From: johnm@hpmcaa.mcm.hp.com (John Mosbarger)
Newsgroups: rec.railroad,rec.autos
Subject: Re: Dead meat, was Re: Stupid People (Grade crossings)
Date: 13 Nov 92 20:15:19 GMT
Article-I.D.: hpmcaa.1992Nov13.201519.1951
Organization: HP Cardiology Business Unit - McMinnville, OR
X-Newsreader: TIN [version 1.1 PL6]

Steven Bjork (bjork@telebit.com) wrote:
: In article <1992Nov12.142734.6331@gw.wmich.edu> x92ochs1@gw.wmich.edu writes:
: >In article <1992Nov12.165118.15090@fs7.ece.cmu.edu>, wadams@spitz.ECE.CMU.EDU (William Adams) writes:
: >> 
: >> [discussion of grad (sic grade) crossing accidents]
: [discussion of cows]
: 
: The Alaska Railroad has problems with moose. The trains plow out
: a nice place for the critters to walk, thus they congregate there.
: 
: CTC Board mag claimed 20 or so struck in a single trip is not uncommon.
: 
: All this pales in comparison to the number of critters slaughtered
: *every day* by automobiles. Sheep, deer, squirrels, cats, etc.etc.etc.
: 
: --Steven tries to maintain perspective

     I remember reading an article apparently similar to the CTC Board
one.  The snowplows make drifts high enough on either side of the tracks
that the moose have nowhere to go but down the tracks.  The train crews
would carry broom handles and a crewman would stand on the steps and try
to "prod" the moose off the tracks, hence the nickname "Moose Gooser Line."

John

--
*****************************************************************************
| John Mosbarger          |                                                 |
|                         |     "One thing the world needs is popular       |
| HP McMinnville, OR      |      government at popular prices."             |
|                         | 	                     --George Barker        |
| johnm@hpmcaa.mcm.hp.com |                     	                    |
|***************************************************************************|
|                     Opinions are mine and mine alone.                     |
*****************************************************************************
Newsgroups: rec.railroad
From: x92ochs1@gw.wmich.edu
Newsgroups: rec.railroad
Subject: Re: Why long end of engine forward?
Date: 19 Nov 92 19:10:14 EST
Distribution: na
Organization: Western Michigan University

In article <1992Nov18.024231.23260@fs7.ece.cmu.edu>, wadams@spitz.ECE.CMU.EDU (William Adams) writes:
> In article <1992Nov17.064435.18356@bony1.bony.com> billg@bony1.bony.com (Bill Gripp) writes:
>>I seem to recall that N&W and/or SRR and/or NS received some low hood
>>units which were set up to run long hood forward.
> 
> 
> I have seen short CSX trains (<5 cars) being hauled by low-hooded GPs 
> running long hood forward.  Always reminds me of an ant dragging some
> tasty morsel backwards (ants do this because it's easier than pushing 
> a huge morsel through obstructions).
> 
>   ^	Bill
>   ^	wadams@faraday.ece.cmu.edu
>   ^
>  This CSX train was probably a local.  In Benton Harbor,MI,  there is a local
  that runs out of the yard there, and occasionally they run long-hood
  forward.  This is because there is no (usable) wye nearby.  The nearest
  (usable) wye is about 50 miles away in Holland, well past the B H local's
  normal area of service.  Obviously this means that they either have to
  occasionally run long-hood forward or else have to engines facing back-to-
  back.  This is the only reason why this particular train runs LH forward.
  I believe they face the engine east because more of their business is east.
  One of their main customers is the Kalamazoo, Lakeshore and Chicago Railway,
  a small shortline RR that branches off in Hartford and runs to Paw Paw.
  
  Jeff
From: kolassa@genesee.bst.rochester.edu (John Kolassa)
Newsgroups: rec.railroad
Subject: Crossing borders; was: Amtrak's future under a Clinton administration
Date: 20 Nov 92 16:04:51 GMT
Reply-To: kolassa@genesee.bst.rochester.edu (John Kolassa)
Organization: University of Rochester Biostatistics.

Concerning arangements for customs checks while crossing borders, and a proposal
that this be done on the train between the US and Canada, without delaying the
train for a long time on the border,

I wrote:

 > 
 > 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.

dik t. winter wrote:

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).

I write:

On the US-Canadian border Amtrak trains cross at 4 locations: Port Huron-Sarnia,
Niagra Falls, and one place on each of two routes to Montreal.  Each crossing
gets 1 train per day in each direction, and holding people at the station until
they can be deported on the next train back would probably be a problem.

I believe that a VIA route crosses into Maine.  Does it stop in the US?  What
are the immigration practices there?
-- 
Thanks, John Kolassa, kolassa@bio1.bst.rochester.edu
From: mstoffan@uumark.UUCP (Mark Stoffan)
Newsgroups: rec.railroad
Subject: Why long end of engine forward?
Date: Tue, 17 Nov 92 01:10:45 GMT
Reply-To: nlbbs!mstoffan@uunet.uu.net
Distribution: world
Organization: 


In article <1992Nov14.133319.3394@ncsu.edu> hess@stat.ncsu.edu writes:

 > 
 > 
 > Does anyone know why Norfolk Southern (and their
 > ancestors, Norfolk & Western and Southern) run
 > their engines long end forward?  Seems like all
 > you get from that is a tremendous loss of visibility
 > and lots more diesel fumes in the cab.  Do any other
 > railroads routinely run their engines this way?

The Central Vermont/Grand Trunk ran some GP7's and 9's this way. Some 
had dual control stands. But this was to make it easier on the crew when 
no turning facility was available. A friend told me NS does this to better
protect the crew at grade crossings. I doubt that this is the whole 
reason, though.

 Mark Stoffan              nlbbs!mstoffan@uunet.UU.NET    (UUCP)
 Gorham, Maine  USA        mark@btsgatep.caps.maine.edu   (Internet)
Newsgroups: rec.railroad
Organization: University of Maine System
Date: Thursday, 19 Nov 1992 15:56:38 EST
From: <CJOHNSON@MAINE.MAINE.EDU>
Newsgroups: rec.railroad
Subject:    TOY Train Collecting

We collect MarX toy trains, and would like to hear from other train collectors.
Newsgroups: rec.railroad
From: 737ochs@gw.wmich.edu
Newsgroups: rec.railroad
Subject: Re: Why long end of engine forward?
Date: 23 Nov 92 10:25:56 EST
Distribution: na
Organization: Western Michigan University

In article <921123101940@d-cell.ftp.com>, stev@vax.ftp.com (stev knowles) writes:
>>    >Does anyone know why Norfolk Southern (and their ancestors, N&W and
>>    >Southern) runtheir engines long end forward?
>>
>>    I always speculated that the powers that be had such a strong tie
>>    to steam power that they chose to operate diesel locomotives in a
>>    way resembling steam locomotives, with the cab at the rear end.
>>
>>I think it was actually because the crew is better-protected when the long
>>hood is between them and a gravel truck they're about to crunch.
>>
>>James B. VanBokkelen            2 High St., North Andover, MA  01845
>>FTP Software Inc.               voice: (508) 685-4000  fax: (508) 794-4488
> 
> i have read that the reason for the long hood forward was as james sez, the
> crews were much better protected in the event of a collision. the high short
> hoods were ordered to allow for more space for crew and for radio control of
> mid train slave diesels ( LOCO-TROL, as i recall?). it also may have had
> something to do with the high short hoods on the GP9's, and having them buy
> stuff they understood . . . . .
> 
> recent purchases by NS have not had the high short hood, and have been set
> up to run short hood forward. i believe that the GP 50's were the last units
> bought with the high short hoods.  on occasion i have seen GP60's and
> DASH8-39B's with the F on the long hood. i am somewhat surpised that NS
> hasnt been buying wide short noses, since they have always been concerned
> with the space in the cabs. maybe it is that ole time southern conservatisim
>  . . . .
> 
> does anyone know why NS seems to have liked buying their high power road
> diesels with B trucks rather than C trucks? i noticed that their future
> purchase plans (from CTC board?) indicated they were going to purchase
> mostly 6 axle units, but i dont think i have ever seen any 6 axle units
> other than the SD40's and SD40-2's (but, then again, living in mass i only
> see NS when visiting my parents in virginia)
> 
> does anyone know if the SD-60 or SD-70 are available with a high short nose?
> i would imagine that if it came down to it, EMD would put high short noses
> on SD-60's if NS promised to buy some, but i dont know. i wont ask about
> the GE's, since they were *always* homely with high short noses. . . . . 

NS has C39-8's  which are C trucked, I  don't believe they have DASH 8-39B's
I think only BN has those (Leased from LMX) They also have 4 SD70's on order,
they are the first railroad to order these, as far as I know. They will be the
standard cab design. They supposedly have an Early 93 delivery date.
I'm also sure that if someone ordered a high-short hood, that EMD would build
it. They usually will custom build, rather than lose the business to GE.
(Oh yea, I just remembered, they have a TON of C40-8's. [I prefer calling them
Cxx-* rather than DASH 8-xxC , and so do most railroads :^)]

Hope this helps,
Fred
Newsgroups: rec.railroad
From: ctillier@phoenix.Princeton.EDU (Clemens Emmanuel Tillier)
Subject: Re: bullet train death
Originator: news@nimaster
Organization: Princeton University
Date: Thu, 19 Nov 1992 23:30:52 GMT

Steve Bellovin writes:
>I just saw a news story about the first bullet train death.  Someone
>ran across a field and onto the tracks, apparently with the intention
>of committing suicide.  The crew tried applying the emergency brakes,
>but couldn't stop in time.

Strange... At least in France, the high-speed ROW is flanked on both sides by
a fence and a ditch, so that it would be impossible to "run across a field
and onto the tracks"...

On a slightly different note: the TGV-A that I rode this summer had a pigeon
(more like an ex-pigeon) wedged in between the front coupler doors. *YUCK*.

Clem <ctillier@phoenix.princeton.edu>
Newsgroups: rec.railroad
From: news@sifon.cc.mcgill.ca
Subject: Montreal/St. Jerome commuter trains??
Organization: McGill University
Date: Thu, 19 Nov 1992 14:23:07 GMT

It seems that Canadian Pacific may really be serious about
establishing an expanded commuter train network in the Montreal
area.  This weekend, they will be holding an "Open House" to
display the rolling stock they plan to use for a service between
St. Jerome and Montreal.  (When I posted on this topic a few weeks
ago, I reported that this route would end in Ste. Therese.  It now
seems it will be extended further north to St. Jerome.)

The train will be on display on Saturday, November 21 at Park Ave.
Station in Montreal from 9:30 to 10:30, in Laval (St. Martin Blvd.,
west of Laurentides Blvd.) from 11:00 to 13:30, in Ste. Therese
(CP station, Turgeon St.) from 14:00 to 15:00, and in Blainville
(Seigneuries Blvd., near exit 25 on Autoroute 15) from 15:30 to 16:30.

On Sunday Nov. 22 and Monday Nov. 23, the train will be in St. Jerome
(CP station, corner of Parent and St. Anne Sts.) and open from 11:00
to 16:00.

From a line drawing of the train on the announcement of this open house,
it looks like they're planning to use old single-level GO Transit cars.

Unfortunately, I don't think I'll be able to make it to see this
train.  If any other Montreal area rec.railroaders have a chance to
attend this event, I'd be interested in reading a posting on it.

Tom Box
CZ94@MUSICA.MCGILL.CA

Newsgroups: rec.railroad