HDTenEightyP/NetNews huggingface dataset:
From: macman+@pitt.edu (Dennis H Lippert)
Newsgroups: rec.railroad
Subject: Re: ? about engine sets
Date: 26 Jan 93 14:54:06 GMT
Article-I.D.: blue.2540
Organization: University of Pittsburgh

In article <1k10miINNqc2@iraul1.ira.uka.de> S_KOEHLER@iravcl.ira.uka.de (|S| Tobias Koehler) writes:
>I live in Central Europe. Here the things are quite different ....
>
>Here in Europe, double traction is regarded uneconomic.
>In Germany only some heavy freight trains are pulled by two electric locomo-
>tives. On Diesel lines you can often see two locomotives pulling freight or

Rememner,  that the US commonly runs 15,000 Ton trains... sometimes much 
higher. I think this is *much* heavier than European norms.

>Are there still turning plates used in America for turning Diesel locomotives?
>Here in Europe most of them are not in service any more.

Yes, but usually only at major yards... for serviceing purposes, and for 
making loco sets with cabs at both ends.

>Is there an american standard for the cables that transmit the signals from
>the front cab to the other locomotive(s)? This is one of the problems that
Yes, most US diesels have had standard connections since the 1940's.

Den
-- 
==========================================================================
  Dennis Lippert   -   macman+@pitt.edu    or    macman@vm2.cis.pitt.edu
The "Mac Maniac" operator at the Sutherland Hall Lab - Univ. of Pittsburgh
                             "Just the Macs, Man"
From: organic@mgr.hjf.org (Miriam Organic)
Newsgroups: rec.railroad
Subject: Re: CSX Safety Caboose
Date: 21 Jan 93 13:45:23 GMT
Distribution: na
Organization: HJF AIDS Research Project, Washington DC

In article <C14790.5EH@fs7.ece.cmu.edu> wadams@dane.ECE.CMU.EDU (William Adams) writes:
>
>A while back, someone was looking for CSX "safety" cabooses.  
>
>I saw one parked alone in Brunswick, MD on 12/13/92  (# 904027)
>
>	Bill
>	wadams@faraday.ece.cmu.edu

I see one go by my office window every day (I look out on the line
that runs from D.C. through Brunswick, Maryland
Newsgroups: rec.railroad
From: rl@ferris.cray.com (Randy Lambertus)
Subject: New York World's Fair Monorail
Organization: Cray Research, Inc.
Date: 22 Jan 93 04:23:36 CST

In article <16B5DB012.M00209@MBVM.Mitre.Org> M00209@MBVM.Mitre.Org writes:
>>
>fire.  Did you know that prior to the completion of the Hell Gate Bridge Route
>some through passenger train service between Boston and (at least) Harrisburg
>and Baltimore was operated over the Poughkeepsie Bridge?
> 
>Len Bachelder        Archives Committee, Boston and Maine RR Historical Society


  The first time I heard about traffic to NE through Poughkeepsie was last
year in this newsgroup during the thread about the Hell Gate Bridge. It
seems I learn something new all the time from the vast knowledge of the
group.

  Speaking of which, I have been participating in a discussion in the
alt.tv.simpsons group about the Marge vs. the Monorail episode. During
the show as the monorail accelerates to warp speed, a Springfield Monorail
sticker is torn off revealing the words New York World's Fair. To
illustrate what the original monorail looked like I scanned two pictures
I have in my NYWF collection into B&W Gifs and put them on wuarchive in
the incoming directory under /graphics/trains (well they are sort of). 
The responses back indicate the show featured a monorail more like the
Walt Disney type, ie staddling a beam rather than hanging from a rail.

  Anyway the pictures are there for anyone intered, mono.1.GIF and 
mono.2.GIF. 

  The question I have is who built the thing in the first place? I know
AMF sponsored it, but did they also construct it? I can't believe a
sporting equipment company would go to all that trouble for a one off
system. Especially since no more were ever built to my knowledge. The
second question is where did it go after the Fair? My feeling is that
it was engineered and constucted in Europe, being more suited to the
Wuppertal type of hanging monrail. Since this is almost 29 years after
the opening of the Fair, I don't expect many to know the exact details
much less have seen it or actually rode it (I did though!). But as
usual I do expect to be surprised by the wealth of knowledge squirrelled
away by the groups members.

  Just something to occupy your collective time!

Randy Lambertus               Cray Research, Region 4            rl@uk.cray.com
*******************************************************************************
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   //   ,----------------------------------------| |____| | |------------------
  [|   /_________________________________________|  5450  | |==== NEW YORK CENT
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   /o/|____|  |   o  o| |   o  o| |   o  o| \  \__        |_|
  /o/_|____|==(o)============(o)=======(o)=  \____\_______|=|
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===============================================================================
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Newsgroups: rec.railroad
Subject: Re: NEC
From: shadow@alycia.andrew.cmu.edu (Derrick J. Brashear)
Date: 22 Jan 93 01:59:14 -0500
Reply-To: shadow@alycia.andrew.cmu.edu
Distribution: world
Organization: Shadow Enterprises

In article M00209@MBVM.Mitre.Org, M00209@MBVM.Mitre.Org () writes:
>        The "Metroliners".  The "true" Metroliners were high speed electric
>         multiple unit trains operated between New York and Washington by the
>         Pennsylvania Railroad in the 1960s (and by Penn Central in the 70s).
>         Amtrak has kept the name, but the trains are equipped with the same
>         locomotives and cars that run the "normal" Corridor trains except that
>         they tend to have more Club Cars.  Seat reservations are required, and
>         generally speaking they make fewer stops - a "Non-stop Express" runs
>         between Washington and New York in 2 hours 35 minutes.  If I have
>         counted correctly, there are 17 round trips between New York and
>         Washington on weekdays, 3 from New York to Washington and 4 from
>         Washington to New York on Saturdays, and 8 round trips on Sundays.
>         One weekday round trip is extended to/from New Haven.  It operates
>         TO New Haven also on Sundays and through to Boston on Fridays.
> 

The Pennsy never ran the Metroliner cars as Metroliners in regular service. They had their inaugural run as Metroliners after the Penn Central merger. There was a good article in Trains, I think February 1969.

>           2.) Old Saybrook - New Haven:  operated by Amtrak as the contract
>         operator for the State of Connecticut.  Relatively new service -
>         about two years old.  I think it is still running only in weekday rush
>         hours but there has been talk of expanding service, and shoppers'
>         specials have been run at Christmastime.  Coaches are I think built by
>         Bombardier.  Locomotives are a variety, including a couple of ex-New
>         Haven Railroad FL-9 Diesel Electric-Electrics refurbished and painted
>         in their original New Haven color scheme.

If I'm not mistaken, this is the service which was initiated with the former Port Authority of Allegheny County (Pittsburgh) PaTrain sets. 2 control cab coach cars, 2 rebuilt F-9's, and I think 10 coaches. I saw one of our former F-9's on point of a string on the coaches last spring when going through New Haven on the Night Owl to Boston. The engine was in New Haven colors but still carried it's Pittsburgh # (6690 or 6691)

-D
<shadow@alycia.andrew.cmu.edu>

>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>
From: elw4@po.CWRU.Edu (Evan L. Werkema)
Newsgroups: rec.railroad
Subject: Old Trains magazine
Date: 23 Jan 1993 23:54:39 GMT
Organization: Case Western Reserve University, Cleveland, OH (USA)
Reply-To: elw4@po.CWRU.Edu (Evan L. Werkema)
NNTP-Posting-Host: thor.ins.cwru.edu


  I was looking through a 1957 Trains magazine I have here recently.  It's
really amazing how much has changed in the railroad scene since then.  The
cover has a picture of the X-plorer train with the cover story being, "How
Fast is the New York Central?"  The ad on the inside front cover is from 
EMD itself, toutting their remanufacture of Inland Steel's SC's into SW900's.
A few pages on is an ad for the Erie Railroad, "It's the men who make the Erie
DEPENDABLE!"  There are other ads for Monon and L&N.  In the editorial 
section, they're talking about Rock Island's new "Convert-A-Frate" piggyback 
cars.  The article begins, "If the railroads don't come up with an ideal 
piggyback car, it won't be for lack of trying."  These days it's hard to 
imagine piggyback was ever experimental.  In the Railroad News Photos, the Virginian's "bricks" were just being 
delivered.  CB&Q 4000, "Big Alice the Goon," was running a fan trip for the
Railroad Club of Chicago.  GE had just built its first UD18, the very first
GE road freight diesel.  A Pennsy 2-10-0 had somehow gotten away and crashed
through the back wall of the Elmira, NY roundhouse.  
-- 
   ----__________,,_-------     -------_,,___________----     
  _IooI ==          ~~~~~~I     I~~~~~~           == IooI_   I~~~~~~~~~~~~~~~~I
|_II__I____Santa Fe_______I_| |_I_____Evan Werkema___I__II_| Ielw4@po.cwru.eduI
`-~O==O~=============~O==O~-`~`-~O==O~==============~O==O~-`~~o==o~~~~~~~~o==o~
Newsgroups: rec.railroad
From: M00209@MBVM.Mitre.Org
Subject: Re: NEC
Organization: The MITRE Corporation, Bedford MA 01730
Date: Mon, 25 Jan 1993 21:44:38 GMT

In article <1993Jan24.170425.10648@ryn.mro4.dec.com>
pierson@empror.enet.dec.com (dave pierson) writes:
 
>        hmmmm.  This is not real well documented, and may have changed from
>        generation to generation of the NH Electrics.  I believe that any
>        purchased after the NY Connecting (the line from New Rochelle to
>        Harold) had three way shoes: all the way up, overrunning, underrruning.
>
>        The NH Employee TT certainly refers to NH locos equipped to run into
>        Penn Station: They needed ATS to meet PRR requirements for tunnel ops.
>        A change of power in Penn Station would save a stop at Harold.  Harold
>        also seems to be referenced in the NH Employee TT as the dividing line:
>        specific reference is made to rake off blocks at Harold.  (these would
>        knock off 3rd rail shoes, in case they hadn't raised, to prevent the
>        shoes fouling something further along.)
>
Dave, check my previous posting re: operation into Penn Station.
Trackage west of Harold was owned by some combination of the PRR and LIRR
and was not NH or New York Connecting property.  New Haven electric
locomotives might well have been equipped for running on the PRR/LIRR
third rail, but I can't imagine why they would have needed to have been
unless it was just in case they had to use track that didn't have
overhead wire in case of some emergency.  I wouldn't think MU cars or freight
locomotives would have needed it as neither would run into Penn Station
though again it probably wouldn't cost a great deal to add the dual shoes and
would allow use on PRR/LIRR tracks in case of the very unusual emergency.
As far as a "stop at Harold" is concerned, if they ever changed engines
at Harold regularly (which I doubt) it was before my day, and even if
they changed from third rail to overhead there (or the reverse) why would
they have to stop?  They didn't/don't stop at Woodlawn!
 
 
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: jonathan@CS.Stanford.EDU (Jonathan Stone)
Subject: temperature ranges [was Re: European track]
Organization: Computer Science Department, Stanford University.
Date: Sat, 23 Jan 1993 02:05:01 GMT

kwyatt@ccscola.Columbia.NCR.COM (Kershner Wyatt) writes:
>Small nit.  55 deg C is 131 deg F.

Your claim is correct for actual temperatures. (I can't say
absolute there, but it's closer to what I mean, in a mathematical
but not thermodynamic sense.).

But a _range_ of 55 degrees Celsius is, almost exactly,
a _range_ of 100 degrees Fahrenheit.

Your own nit shows this clearly,  if considered as a range
from the freezing point of water at atmospheric pressure: 

   0 deg.C + 50 deg. C  ~= 32 deg. F + 100 deg. F.


sci.railroad, anyone?
Xref: sparky rec.railroad:10803 rec.models.railroad:3019
From: khartman@fnalnl.fnal.gov
Newsgroups: rec.railroad,rec.models.railroad
Subject: Re: BN/SP Train Wreck - GIF's to Follow
Date: 21 Jan 93 03:02:08 -0600
Organization: Fermi National Accelerator Lab
NNTP-Posting-Host: fnalnl.fnal.gov

In article <1993Jan20.185127.3115@tellab5.tellabs.com>, dawdy@tellabs.com 
(Dan Dawdy) writes:
>   Early this morning (1/20/93) a Southern Pacific freight hit a
> Burlington Northern freight head on just west of the Eola yards
> in Aurora, IL.  The SP with 5 units, 3 SP and 2 CSX, was
> eastbound on the eastbound track when a BN freight was leaving
> the yards after a pickup and was somehow switched onto to same
> eastbound track.  Some 7 hours later I arrived to get some
> pictures which I will try to post tonight.  One trainmen was
> killed and one seriously injured.  At this time, I don't which
> crew they belonged too.  Although they were both moving at 35 to
> 45 MPH, the impact drove the third unit of the SP train up and
> over the fourth unit, and was pointing straight up in the air. 
> The dead crewman had not been taken out of his unit as of 10:00AM
> as they were apparently waiting for the Feds (NTSB) which were being
> called in from Gary, IN where they are still looking into Mondays
> wreak.  I didn't see and tank cars in the pileup, but a hazardous
> crew was suiting up as I arrived.  Merta trains ran close to on
> time in the morning rush as one of the three tracks was open. 
> During mid day, passengers were bussed to Aurora from Eola.  We
> will have to wait to understand what went wrong.  It's hard to
> believe this could happen on a three track main.  GIF's will be
> posted to alt.binaries.pictures.misc. as soon as possible. 
> Again, I can not upload these to a FTP site, so I will mail then
> to anybody who can't get them.


	An update on this tragedy from the Chicago area 2200 newscast:
Apparently, the BN engineer was not following procedures when he pulled
out onto the main line.  He did not radio the dispatcher for clearance 
to enter the main line.

	According to the Aurora paper, no hazardous materials were 
involved from either train.  The Fire Department was concerned about
spilled Diesel fuel, and laid down spill blankets to absorb the oil.  

  
>************************************************************************
>   |\\                                   *
>   |  \ \                                *   Internet: 
>   J    \ \         --------|            *      dawdy@tellabs.com
>          \ \     / [] ZORRO|            *   Compu$erve:
>            \ \  |  ||      |            *      70661,2422
>              \ \|  ||      |            *
>                =============            *        "O" Scale
>      ____________()______()__________   *       King of Scales
>    The painters last day on the job :-) *


Ken
From: schumach@convex.com (Richard A. Schumacher)
Subject: Re: More chicago train accidents
Organization: CONVEX Computer Corporation, Richardson, Tx., USA
Date: Sat, 23 Jan 1993 20:38:11 GMT
X-Disclaimer: This message was written by a user at CONVEX Computer
              Corp. The opinions expressed are those of the user and
              not necessarily those of CONVEX.

>on the #2 track. Last night, passenger on train 370 waited 3 hours at
>Hammond, IN while 211 was called in to repleaced 296, which broke down.

Was that a typo? "Passenger", singular?


Newsgroups: rec.railroad
From: M00209@MBVM.Mitre.Org
Subject: Re: NEC
Organization: The MITRE Corporation, Bedford MA 01730
Date: Wed, 27 Jan 1993 14:19:43 GMT

In article <3249@tymix.Tymnet.COM>
romeo@niagara.Tymnet.COM (Michael Stimac) writes:
 
>
>In article <1993Jan25.203432.27601@news.columbia.edu> brennan@cunixf.cc.columbia.edu (Joseph Brennan) writes:
>
>>How do you consider the freight High Line past 30th St?  he asks
>>fiendishly.
>
>Who owns it? I'd say that if Amtrak owns it, then it is part of
>the NEC. And, in the past, revenue passengers were carried over
>that track on occasion. (a challenge for Pennsy buffs: what was
>the occasion?)
>
Would it be an Army-Navy Game Special?  Or would it be a time when 30th
Street was blocked by flood waters or by a fire such as happened last
year?  Just guessing!
 
 
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

/ nsmdserv:rec.railroad / bjork@telebit.com (Steven Bjork) /  2:12 pm  Jan 25, 1993 /

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

Maybe not.  I saw a rumor that all D&RGW GP-35's and 45's have been stored,
and in my last couple trips to Denver and the Moffat line, about all I've seen
is tunnel motors and GP60's.  

>../Steven heading for the Joint Line in June!
----------
Bill Kepner
From: x92ochs1@gw.wmich.edu
Newsgroups: rec.railroad
Subject: Amtrak's reputation(was Amtrak Pere Marquette delayed)
Date: 25 Jan 93 21:59:33 EST
Organization: Western Michigan University

In article <1993Jan25.130338.7448@gw.wmich.edu>, x92ochs1@gw.wmich.edu writes:
> Last night, Amtrak's Pere Marquette(#370) lost it's engine and was 
> stranded in Michigan City for nearly 5 hours until an engine could be
> sent out to pull the train.  This is the second time in less than a week
> that this train has been delayed by faulty equipment.  Last week an their
> engine died in Hammond, IN and was delayed for several hours.  Then the
> morning after that, the replacement engine was damaged and the train derailed
> by a flat-bed trailer on a truck in Gary near the steel mills.
> 
> 
> P370-24, as CSX designates it, arrived at St. Joseph MI at 12:53 am, rather
> than 8:11 pm as it is supposed to.
> 
> This, in addition to last  month's wreck in Stevensville and the general
  trend to be behind schedule have taken a toll on Amtrak's reputation.
  After last month's wreck, many people said that they had taken their 
  last train ride.  These people have probably told their friends how
  unsafe trains are.  But at least a train, when it derails, doesn't drop
  a mile down out of the sky like an airplane that has crashed or lost its
  engines(crashed as in into another aircraft.)  The farthest you fall is  
  maybe 12 feet and your chances of survival are greater.

 Jeff Ochs


> 
> 
Newsgroups: rec.railroad
From: anand@watson.ibm.com ()
Subject: Scanner posting request
Date: Mon, 25 Jan 1993 14:37:56 GMT
Distribution: na
Disclaimer: This posting represents the poster's views, not necessarily those of IBM
Organization: IBM T.J. Watson Research Center

As I plan to get a scanner soon, I wonder if someone could forward me
an informative posting (posted last year I think) which compared the
relative merits of different scanners and the appropriate frequencies
for listening.

My interest has been sparked by my move last year to our new apartment
in Edison NJ. We live practically on (my doorstep is 20 feet from the
tracks) a moderately used branch from the NEC (the Bonhamtown branch).
We get atleast two Conrail freights a day.  The NEC itself is only a
mile away. So there promises to be much to listen to.

Thanks
R. Anand
anand@watson.ibm.com

From: Fred.W..Hyde@f4016.n282.z1.tdkt.kksys.com (Fred W. Hyde)
Sender: FredGate@tdkt.kksys.com
Newsgroups: rec.railroad
Subject: Train Running Red Signal
Date: Thu, 21 Jan 1993 08:50:54 -0600

Re: Train Running Red Signal
By: 195ochs #0 @1:282/31 FIDOnet     

Where are you in Michigan? Grew up in Detroit, went to Michigan State,
('74-'79), spent lots of time at Trowbridge. 

Newsgroups: rec.railroad
From: x92ochs1@gw.wmich.edu
Newsgroups: rec.railroad
Subject: Re: CSX Safety Caboose
Date: 21 Jan 93 19:13:00 EST
Distribution: na
Organization: Western Michigan University

In article <C17I7o.EAv@nocusuhs.nnmc.navy.mil>, organic@mgr.hjf.org (Miriam Organic) writes:
> In article <C14790.5EH@fs7.ece.cmu.edu> wadams@dane.ECE.CMU.EDU (William Adams) writes:
>>
>>A while back, someone was looking for CSX "safety" cabooses.  
>>
>>I saw one parked alone in Brunswick, MD on 12/13/92  (# 904027)
>>
>>	Bill
>>	wadams@faraday.ece.cmu.edu
> 
> I see one go by my office window every day (I look out on the line
> that runs from D.C. through Brunswick, Maryland
 

CSX has one in Benton Harbor, MI used on the local.  There are also
several sitting in Wyoming Yard in Grand Rapids, MI waiting to be
scrapped.

Jeff

Newsgroups: rec.railroad
From: j_dietz@oz.plymouth.edu (John E. Dietz)
Subject: Fort Devens as a container terminal?
Reply-To: j_dietz@oz.plymouth.edu (John E. Dietz)
Organization: Plymouth State College - Plymouth, N.H.
Distribution: na
Date: Sun, 24 Jan 93 00:29:41 GMT


	I read a while back (I think it was in Trains magazine) that
there was some talk of turning Fort Devens at Ayer Massachusetts into
a container terminal. I haven't heard any recent news about this, and
was wondering if anybody else has.
	If the base is converted, will this finally convince Guilford
to widen the clearences of the Hoosac Tunnel? Would Guilford be able
to compete with Conrail's former Boston and Albany line to the south?
I know that Conrail has taken much traffic away from Guilford,
especially the auto racks bound for Ayer. When Ford decided to use
triple decked, protected racks, they were shifted to Conrail's line
because Hoosac Tunnel was too small and Guilford didn't want (couldn't
afford?) to make adjustments.
	While on the subject, does anyone know how many trains
Guilford is running between Ayer and Schenectady? Last I knew it
wasn't much, but I've been away at school for a while and I don't know
if the purchasing of Delaware and Hudson by CP Rail has influenced
traffic on this line.
	Thanks for any help,
			John



-------------------------------------------------------------------------------
John Dietz                         |       (j_dietz@oz.plymouth.edu)
Plymouth State College             |       Plymouth, New Hampshire
-------------------------------------------------------------------------------
From: rnewman@bbn.com (Ron Newman)
Newsgroups: rec.railroad
Subject: Re: Fort Devens as a container terminal?
Date: 26 Jan 93 15:42:40 GMT
Organization: Bolt Beranek and Newman (BBN)
NNTP-Posting-Host: spcsun25.bbn.com

In article <16B61E73B.M00209@MBVM.Mitre.Org>, M00209@MBVM.Mitre.Org writes:

|> As far as I know, the plan is still on.  The idea is to run double-stacks
|> from the west to Fort Devens, re-package the trains there to single-level
|> container jobs and run them to Moran Terminal at Mystic Wharf in Boston.

What route will the single-stack trains take, and just where is
Mystic Wharf?  Won't all this freight traffic interfere with
the Fitchburg commuter rail operation?

-- 
Ron Newman		rnewman@bbn.com
Newsgroups: rec.railroad