HDTenEightyP/NetNews huggingface dataset:
From: sam@terapin.com (Sam)
Newsgroups: rec.railroad
Subject: Re: Costa Rica Railways
Date: 21 Jan 93 17:32:33 PST
Organization: BBS

In article <1jgjic$v6@agate.berkeley.edu>, colemanr@garnet.berkeley.edu ()
writes:
>In article <1993Jan18.173554.15010@rose.com> kenneth.gansel@rose.com (kenneth
ga
>nsel) writes:
>>
>>I am going to Costa Rica at the end of February, does anyone have any 
>>information on the Railways in the country??  It is my understanding 
>>that they have a meter gage and one line to the West of San Jose is 
>>electric.
>I was in Costa Rica a couple of years ago and we took the train from 
>San Jose to Limon on the eastern coast.  It was about a 7 hour trip but
>it was lots of fun.  The train gives you a great view of a lot of the
>countryside.  One note.  Try hard to be on the right hand side of the
>train, that's the side that gets the best view out over the cliffs.
>The left side is up against the wall through much of the best scenery.
>Of course, you may be lucky to get a seat at all.  Sometimes the
>train is quite full so go early and stand in line.  If I recall
>correctly, the train pulls out to the right at the San Jose station (it
>isn't necessarily obvious!  In fact, the train station itself isn't
>exactly obvious either!).  Just a sidenote: the car we were on didn't 
>appear to have any washrooms.  Something to think about if you take 
>the full 7 hour trip.

I just returned from CR in November, and unfortunately this train (commonly
called the "Jungle Train") is basically history. Except for a small portion in
the mountains which is run only as part of a tour from San Jose. I'm told that
mudslides did the railroad in, and the government hasn't the money to rebuild.
It seems they were more in favor in the more flexible bus for transportation.

There was also a train that ran west from San Jose which was also ditched in
favor of the cheaper to run buses. So as far as I was told, the only operating
railroad in Costa Rica was the small portion in the mountains about half way
between San Jose and Limon.

Sam Lewit                 | "We shouldn't be blindly opposed to all progress.
2550 Shattuck #73         | But we should be opposed to blind progress"
Berkeley, Ca. 94704       | Terrapin Transit BBS 24 HR BBS Newsfeeds Free
sam@terapin.com           | 510-486-1422 3-2400  510-841-9320 HST/v32bis
Newsgroups: rec.railroad
From: pierson@empror.enet.dec.com (dave pierson)
Newsgroups: rec.railroad
Subject: Continuously Welded Rail
Date: 22 Jan 93 20:15:21 GMT
Organization: Digital Equipment Corporation


	Retrofit of an Elevated Structure with Low Restraint Rail
	Proceedings, Joint IEEE/ASME Railroad Conference, 1991
	A E Fazio	Division Engineer, AMTRAK, Penn Station NYC
	F Russo		Previous chief engineer, structures, SEPTA
	S A Matina	Parsons, Brincjerhoff, Quade & Douglas

	The standard installation of railway track comprised of continuously
	welded railway rail involves fixing the rail to the ties or other
	support structure with the purpose of completely eliminating thermal
	deformation in the rail.  This type of installation gives rise to high
	thermal stress in the rail.  An alternative, and much less common,
	installation involvesutilizes rail expansion joints to to permit the
	rail to deform with change in temperature.

	....

	Typical anchorage temperatures for CWR are in excess of 80F, and in some
	cases ... exceed 100F.  Although this is considerably higher than the 
	mean annual temperatures [...in North America...], haigher temperatures
	are favored since track buckling ( ... due to compressive stress) is
	viewed as more catastrophic than rail pull-aparts (due to tensile
	stress.).

	(etc... to talk about the limits in the Philly rebuild of the ex RDG
	elevated line, since the structure wouldnt handle the stress due to
	temperature, they _had_ to use expansion joints.)

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
Newsgroups: rec.railroad
From: brennan@cunixf.cc.columbia.edu (Joseph Brennan)
Subject: Re: historical question
Keywords: stainless cars
Reply-To: brennan@cunixf.cc.columbia.edu (Joseph Brennan)
Organization: Columbia University
Date: Fri, 22 Jan 1993 19:04:31 GMT

In article <u0ZqXB1w165w@1776.COM> bob@1776.COM (Robert Coe) writes:
>> the "Budd-Michelin" railcars, which had stainless bodies and rubber tires
>What sort of roadbed were these rubber-tired vehicles intended to run on?
>If rails, what was supposed to keep them on the rails?

They had flanges, so they ran on regular track, but the main part of
the wheel that takes weight had rubber tire.  Trains like this ran on
main lines in France once.  Perhaps one of our European readers knows
more, and I have changed distribution to world so they'll see this.
I do not know whether these are pneumatic or solid rubber.

Joe Brennan     Columbia University in the City of New York
                ("affiliation shown for identification only")
via Internet:   brennan@columbia.edu
via BITNET:     brennan@cunixf


Newsgroups: rec.railroad
From: jmarshal@magnus.acs.ohio-state.edu (John L Marshall)
Subject: Re: ? about mu connections
Organization: The Ohio State University
Date: Thu, 28 Jan 1993 19:43:29 GMT

In article <1993Jan28.123729.840@ab.wvnet.edu> mccartney_g@ab.wvnet.edu writes:
>If a switcher was to get stuck into a group of road units, would it be able to
>operate normally like the rest of the units and provide power?
>
>This is MORE than likely never to happen, but I was just wondering.
>
>


Yes, the P&LE did it all the time.  I've also occasionally seen a road 
power/switcher lashup on Conrail, but this is pretty rare.  The only problem 
might be in gear ratios, because maybe the switchers are geared lower to go at 
lower speeds (just a guess).

Later.
--
*******************************************************************************
John Marshall, III           (usually works) jmarshal@magnus.acs.ohio-state.edu
                              (never works)              idiot@bluemoon.use.com
                             (usually works)              idiot@bluemoon.rn.com
                             (usually works)                 wishbone99@aol.com
            Pittsburgh Penguins - Stanley Cup Champions - 1991, 1992
             "It's a great day for hockey." - "Badger" Bob Johnson
*******************************************************************************
From: romeo@niagara.Tymnet.COM (Michael Stimac)
Newsgroups: rec.railroad
Subject: Re: NEC
Date: 28 Jan 93 18:59:45 GMT
Organization: BT North America (Tymnet)

In article <16B638146.M00209@MBVM.Mitre.Org> M00209@MBVM.Mitre.Org writes:
>In article <3247@tymix.Tymnet.COM>
>romeo@niagara.Tymnet.COM (Michael Stimac) writes:
> 
>>
>>Hey, Len. I didn't have anything to do with the paragraph you quoted
>>above. As the old-time usenet admonition goes "check your attribution".

>I didn't mean anything as a personal criticism.  I may have deleted
>the wrong lines when I edited the note to which I was replying.  I
>often find it difficult, due to the characteristics I guess of different
>mailer programs, to know exactly who is posting a note - especially when
>they don't include a signature.  I'm certainly not interested in
>"shooting anybody down".

Len, no problem. I put a smiley at the end of my "complaint", as
we've all found mailer quirks that make life messy. I just didn't
want anyone to think I was setting myself up as a qualified
commentor on NH practices.

I'll now write " :-) " one hundred times.....

Michael
-- 
Michael Stimac
(415) 355-8889
romeo@tymnet.com
These opinions are not necessarily anyone's but my own.
From: M00209@MBVM.Mitre.Org
Newsgroups: rec.railroad
Subject: Another tower gone(NH Attleboro) & CT Developments
Date: 26 Jan 93 14:09:04 GMT
Organization: The MITRE Corporation, Bedford MA 01730

The former New Haven Railroad tower at Attleboro closed last Wednesday
night.  It had been scheduled to close last summer, but for some reason
was given a stay of execution.  The actual cutover to CTEC control was made
about two weeks earlier (Railpace says 4 January), but operators continued
to be stationed at Attleboro in case of malfunction until the 20th.  Third
trick that night locked up the building for good.  I suspect it will soon
be bulldozed into oblivion.
 
Another item of interest that I saw in the latest Railpace and that nobody
has yet mentioned here.  The Housatonic Railroad officially took over the
Conrail Danbury Subdivision, etc., on 30 December.  A subsidiary whose name
I forget was created for the purpose.  Housatonic acquired the lines from
Derby Junction through Danbury to Beacon and from Danbury to New Milford.
According to Railpace, it is their plan to make this their major interchange,
through Beacon and Danbury to New Milford and Canaan.  Guess they'll be
doing some track work soon.  They also reportedly acquired freight operating
rights on the Metro North line from White Plains through Brewster to Dover
Plains, and what's left of the "Upper Harlem" north of Dover Plains to Wassaic.
No mention was made in the article of freight operating rights over MNCR
between Danbury and Norwalk, so I assume that's still Conrail (that is if
there's any business).  Also no mention of exactly where and with whom (CR,
P&W and/or B&M) the new railroad will interchange in the vicinity of Derby Jct.
 
 
Len Bachelder        Archives Committee, Boston and Maine RR Historical Society
MITRE Corp.           Secretary, Massachusetts Bay Railroad Enthusiasts
Bedford MA 01730      Member, 470 Railroad Club
<M00209@mbvm.mitre.org>
 
"Amazing love, how can it be that Thou, my God, should'st die for me!"
                                                 - Charles Wesley
Newsgroups: rec.railroad
From: brennan@cunixf.cc.columbia.edu (Joseph Brennan)
Subject: Re: Chicago South Shore general question
Keywords: Chicago South Shore & South Bend
Reply-To: brennan@cunixf.cc.columbia.edu (Joseph Brennan)
Organization: Columbia University
Distribution: na
Date: Thu, 21 Jan 1993 20:20:36 GMT

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

From: Fred.W..Hyde@f4016.n282.z1.tdkt.kksys.com (Fred W. Hyde)
Sender: FredGate@tdkt.kksys.com
Newsgroups: rec.railroad
Subject: Amtrak's engine seizure
Date: Thu, 21 Jan 1993 08:50:50 -0600

Re: Amtrak's engine seizure
By: Robert Chambers #0 @1:282/31 FIDOnet     

So, what was the final outcome in all of this? Did Amtrak pay up? Heard that
there were two units involved, but this was probably confused with the Metro
North seizure...
From: zbang@access.digex.com (Carl P. Zwanzig)
Newsgroups: rec.railroad
Subject: Re: NEC
Date: 27 Jan 1993 16:58:32 -0500
Organization: The Midnite Group
NNTP-Posting-Host: access.digex.com

Unless I'm mistaken, the entire NEC uses 11kv AC 25Hz.  This, of course, is
a pain to the local power utilities because they have to maintain 25Hz
generating and transmission equipment.  If you ride the WashDC Metro red
line, you can follow the power lines from the NEC mainline into PEPCO's
Benning Road Station (oil fired boilers?).  As far as I know, there is a 
little 60Hz used for traction, and no other AC.  There is 1500 vdc
and 600vdc around for "local" service, but all long-haul is AC.

BTW, some of the newer subways use 750vdc.

Carl Zwanzig
zbang@access.digex.com
Newsgroups: rec.railroad
From: bjork@telebit.com (Steven Bjork)
Subject: Unrebuilt SP SD45's
Keywords: None such
Organization: Telebit Corporation; Sunnyvale, CA, USA
Date: Mon, 25 Jan 1993 21:12:52 GMT

In article <1993Jan25.170714.7335@hpmcaa.mcm.hp.com> johnm@hpmcaa.mcm.hp.com.mcm.hp.com (John Mosbarger) writes:

>     Not only should people photograph the SD9's and GP9's, but also the
>unrebuilt GP35's, SD45's, and SD45T-2's.

As far as I know, there are no more unrebuilt SP SD45's on the SP
any more. The only ones out there are the 7400 and 7500
series rebuilt 45's. The 7300's are rebuilt SD40E's (the "E"
is for Enhanced). Rebuilt SD45T's are in 6700 and 6800 series.
Unrebuilt SD45T's are considered "B" units. These are in
the 9300 and 9400 series. Haven't seen one of those for
quite a while around here.

You can still shoot Rio Grande unrebuilt SD45's however.

../Steven heading for the Joint Line in June!
From: gemmellj@merrimack.edu
Newsgroups: rec.railroad
Subject: Question/ the proposed T line in Boston
Date: 25 Jan 93 09:32:02 GMT
Organization: Merrimack College, No. Andover, MA, USA

Hi, I have a question on the name of an old railroad.
Was the Burlington, Chicago, and Quincy the name of an old rr?
Or was it another combination of the 3 names...
I was in class on civil liberties and we were talking about emment domain
and my prof. told us of how this rr was involved in such a case
but lost because of its merits of the case( evidence), but the supreme
court acknolwedged taht the 14th ammendment apllied in some cases to the states.

on another note.  Last Sat. I read in the Boston Globe that the MBTA was
going to constuct another subway line that begins in South Station, goes to
Boston City Hospital (through Roxbury), continue towards the Longwood Medical
District, and go to Cambridge.   Wouldn't it make sense if this line terminated
at the Bodwen (sp?) subway station on the Blue Line because then it would
be a lot easier to get to Logan Airport from certain neighborhoods in Boston
via the T.  Why should a person have to change lines to get to Logan
if the T said that another line was going to built?? Shouldn't this new
line just be an extension of the Blue Line???

-john
Newsgroups: rec.railroad
From: guy@boi.hp.com ()
Subject: Re: European track
Date: Fri, 22 Jan 1993 20:17:58 GMT
Organization: Hewlett-Packard / Boise, Idaho
X-Newsreader: TIN [version 1.1.2 PL7]

In <1993Jan22.191052.9723@ntmtv>, Adrian Brandt (adrian@ntmtv.UUCP) wrote:
>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.
>
>-- 
>
>Adrian Brandt (415) 940-2379
>UUCP: ...!ames!ntmtv!adrian
>ARPA: ntmtv!adrian@ames.arc.nasa.gov

--
Sorry.  55 was correct.  He was talking about a range not a single temp.
100 degF range is a 55 degC range (actually closer to 56).

guy@hpbs5194.boi.hp.com     208(323-3355)
Newsgroups: rec.railroad
From: chenry@cbnewsi.cb.att.com (catherine.b.henry)
Subject: train trip to WDW
Organization: AT&T
Distribution: usa
Date: Wed, 27 Jan 1993 11:18:33 GMT



Greetings, Netters!

My family and I (husband, 8 and 5 year olds, and yours truly) will be
attempting to get down to Florida in August from New Jersey to visit Mickey 
Mouse.  By train.

We're doing it one way be rail and the return trip by air and indulging ourselves
mostly because my son and husband are died-in-the-wool train buffs.

Has anyone taken the train trip before?
Do you have any suggestions for what to wear/bring/watch out for?

Responses to hogpa!chenry (before Feb 9) or mtnms!chenry (after February 9)
would be greatly appreciated.  THANKS!!!

/Cath Henry
Newsgroups: rec.railroad
From: M00209@MBVM.Mitre.Org
Subject: Re: NEC
Organization: The MITRE Corporation, Bedford MA 01730
Date: Thu, 28 Jan 1993 14:29:49 GMT

In article <93027.161455AFECU@CUNYVM.BITNET>
Aron Eisenpress <AFECU@CUNYVM.BITNET> writes:
 
>
>Interestingly, I recently had to pay a cash fare on Amtrak (to upgrade an
>excursion ticket) and the receipt has punchboxes for a few stations between
>Philadelphia (PHL) and Baltimore (BAL) that I didn't think Amtrak had anything
>to do with: CHT (Chester), NRK (Newark), ETN (????), and ABE (Aberdeen).
>
Chester surprises me.  I don't recall Amtrak ever stopping there.  They
do have one or two trains each way stopping at Newark and/or Aberdeen.
I suspect ETN is Edgewood.  Amtrak has at times had a train or two stoppi
 
there, but they don't now.
 
 
Len Bachelder        Archives Committee, Boston and Maine RR Historical Society
MITRE Corp.           Secretary, Massachusetts Bay Railroad Enthusiasts
Bedford MA 01730      Member, 470 Railroad Club
<M00209@mbvm.mitre.org>
 
"Amazing love, how can it be that Thou, my God, should'st die for me!"
                                                 - Charles Wesley
Xref: sparky rec.railroad:10990 rec.crafts.metalworking:463
From: roe@crosfield.co.uk (malcolm roe)
Newsgroups: rec.railroad,rec.crafts.metalworking
Subject: Tensioning truss rods on railway coach - summary.
Date: 26 Jan 93 20:33:21 GMT
Followup-To: rec.railroad
Organization: Crosfield Electronics, Hemel Hempstead, United Kingdom.

Thankyou, everyone who replied on the railway coach truss rod
problem.  There were three solutions suggested.

1.  Measure the torque required whilst tightening the turnbuckles. 
The problem with this method is that some of the torque will be
used to overcome friction.  The amount is unlikely to be the same
for all four turnbuckles even after cleaning all the threads
although it may be small enough to ignore.

2.  Measure the deflection of the truss rods after application of
a fixed force at right angles.  This should work but the
deflections will be very small.  A clock gauge would be required.

3.  Compare the tensions in the truss rods by striking them with a
hammer and listening to the pitches at which they resonate.  This
was the most common suggestion.  It is apparently the way in which
wire spoked wheels are adjusted by bicycle mechanics.

Number 3 sounded simple and attractive so we conducted an
experiment.  We could not use the underframe in question because
the riveting has not been completed.  What we did was to test
several other coaches with similar construction.  We expected to
find that the truss rods would resonate at similar frequencies as
judged by ear.  Unfortunately the sounds were very dull and
difficult to compare musically.

We have come to the conclusion that the best method is first to
lightly tighten the truss rods using method 1 or, possibly, 2 to
make the underframe flat.  Then replace the body and complete the
job by applying the same number of additional turns to each
turnbuckle.  To be safe it may be advisable to jack up the centre
of the underframe whilst the body is being repositioned.

-- 
Malcolm Roe                            Phone  :  +44 442 230000 ext 4104
Crosfield Electronics Ltd              Fax    :  +44 442 232301
Hemel Hempstead, Herts. HP2 7RH, UK    E-mail :  roe@crosfield.co.uk 
------------------------------------------------------------------------
Newsgroups: rec.railroad
From: lmmik@cbnewsb.cb.att.com (larry.m.mikkelson)
Subject: Employee Timetables and Official Guides for sale
Organization: AT&T
Distribution: na
Date: Wed, 27 Jan 1993 13:34:46 GMT

Keywords: Employee Timetables Official Guides
Reply-To: lmm@mhcnet.att.com (Larry Mikkelson)

I think this is the last of the railroadiana I have found while packing 
for my move.  I ran across a large number of Railroad Employee Timetables.  
These are mostly from 1964 to 1971; the days before all the mergers and 
Amtrak, with a few from 1972 and 1973.  For example, the 1970 UP Wyoming 
Division Timetable shows 10 (5 each way) UP passenger trains each day in 
Denver.  

Most were never used, and all but a few are in excellent condition.  The 
usefulness of these would be limited to historical use, since a lot of 
the lines are now abandon and the trains have all been eliminated or 
replaced.  These are fun to look through; I just have too much fun stuff 
to move.  Here is a summary of the railroads and years of the timetables:

Employee Timetables:
17 ATSF from 8 Divisions 1966-71
1 BN-FW&D TT & Spec Inst 1970
9 BN from 6 Divisions or Regions 1970-73
7 B&O from 5 Divisons
1 B&O-C&O Chicago Terminal 1970
4 C&O from 4 Divisions 1970
5 C&NW from 5 Divisions 1964-69
2 GT System 1970,71
8 L&N from 7 Divisions 1970-71
1 MP 1966
1 MP-T&P 1967
2 N&W from 2 Divisions 1969,71
3 SCL from 2 Divisions 1969-71
1 SOO 1966
45 Southern from 12 Divisions 1966-72
11 SP from 6 Divisions 1965-71
10 UP from 6 Divisions 1968-70

If you would like some or all of these, make me an offer before Feb 3.  I
see these at shows for $4 to $5 each, but I have not looked at the dates.  
The older ones are probably worth more than new ones.  I do not have time 
to look for individual timetables unless you offer me a significant sum; 
so I would prefer lower offers for all timetables for a particular railroad, 
or the entire lot.  They can be shipped 4th class, so the postage should not 
be excessive, even for the entire lot.  The buyer pays shipping or picks 
them up in central New Jersey.  

Hmmm, I also have these two copies of Official Guides; March 1967 and April
1970.  These are also prior to Amtrak, and are about 1"+ thick.  They have
been used, but are in pretty good condition.  I think $15 each is a good
price and I would pay shipping, but offer what you think is fair.  I will
take the best offer(s) received by Feb 3.  Thanks.

Larry Mikkelson
AT&T, Murray Hill, NJ
lmm@mhcnet.att.com
908 769-6517 evenings EST
From: percus@pnheap.in2p3.fr (Allon Percus)
Newsgroups: rec.railroad
Subject: Re: NEC
Date: 21 Jan 93 12:39:02 GMT
X-Received: by usenet.pa.dec.com; id AA26305; Thu, 21 Jan 93 03:42:02 -0800
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X-To: rec.railroad.usenet

Len Bachelder writes in a superb summary of NEC services:

>       Several trains operate between New York and points south of Washington.
>        These are:
>...
>           2.) The "Palmetto" which runs between New York and Jacksonville
>        daily on a LONG daytime schedule.  Coaches only - reserved seats -
>        "Amfleet II" cars - "Sandwich, snack and beverage service".
>...
>           6.) The "Carolinian" operates daily between New York and Charlotte.
>        Its equipment and services are similar to the "Palmetto".

So I myself had hoped, but unfortunately when I took the Carolinian
in December it was 12 hours each way of "Amfleet I" material...
(this is not fun!).

Allon Percus
Newsgroups: rec.railroad
From: brennan@cunixf.cc.columbia.edu (Joseph Brennan)
Subject: Re: NEC
Reply-To: brennan@cunixf.cc.columbia.edu (Joseph Brennan)
Organization: Columbia University
Date: Fri, 22 Jan 1993 21:41:04 GMT

In article <3213@tymix.Tymnet.COM> romeo@niagara.Tymnet.COM (Michael
Stimac) writes:
>>routing off all the commuter lines into the station, but some, at least the
>>Paoli Local don't (obviously) tread on the corridor.
>
>This cannot pass unchallenged!

The point, and worth making I think, is that 30th St upper level to
Main Line does not share any track with Northeast Corridor (30th St
lower to New York), and can be operated separately.  Sure, in one
sense the Zoo triangle is on the corridor-- for train watching as an
example, and if one were to diagram the trackage I'd like to see all
of Zoo shown-- but for operations, part of it isn't.

Joe Brennan     Columbia University in the City of New York
                ("affiliation shown for identification only")
via Internet:   brennan@columbia.edu
via BITNET:     brennan@cunixf