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Date: Fri, 24 Apr 92 23:05:12 -0400
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Subject: Part 2 of rec.railroad, Apr 24, 1992
Precedence: bulk
rec.railroad, Apr 24, 1992
Contents:
Re: Oldest Railroad Bridge in North America
Rail Convention in San Jose, CA
Re: Washington DC question
Re: Trains in film questions(was RE: Tenders)
Re: Tender questions...
Re: Signal Indications, a draft
SEPTA railworks
Books on rail operations and terminology?
Re: Washington DC question
Re: Trains in film questions(was RE: Tenders)
Re: MARC looks to future
------------------
From: [email protected] (Joseph Brennan)
Subject: Re: Oldest Railroad Bridge in North America
Message-ID: <[email protected]>
Reply-To: [email protected] (Joseph Brennan)
Organization: Columbia University
Date: Thu, 23 Apr 1992 19:22:45 GMT
In article <[email protected]> [email protected] writes:
> the Tafts Tunnel on the P&W (former Norwich & Worcester, then New Haven)
>just north of Norwich CT built in I think 1840 is the oldest RR TUNNEL in
>North America. Anyone have any other candidates??
The Mount Pleasant Tunnel on the New-York and Harlaem (sic) was opened
about 1834. People rode out to see it and it was supposed to be the
first railroad tunnel in North America. It was a two-track tunnel
about 500 feet long located at the crest of a hill at 95th Street and
Park Ave (streets that existed only on paper at the time!).
The present four-track tunnel is said to incorporate the Mt Pleasant
Tunnel in it, although further details are lacking. The present
tunnel is indeed a central two-track tunnel surrounded on both sides
by one-track tunnels, so it is possible the original roof and
sidewalls are still in place, as I have read.
Joe Brennan
------------------
From: [email protected] (Glenn W. Karcher)
Subject: Rail Convention in San Jose, CA
Message-ID:
Date: 23 Apr 92 13:35:02 GMT
Sender: [email protected] (News Service)
Organization: The MITRE Corp. Bedford, MA
Nntp-Posting-Host: percy.mitre.org
I have heard that there will be a rail convention in San Jose, CA
sometime during July this year featuring a nice collection of
operating steam power. I would appreciate it if someone would provide
me with a phone number or other contact information so that I could
find out about the convention and the planned rail trips. I'll be out
there at that time, and want to at least get some good photo
opportunities.
Thanks in advance.
Glenn Karcher MS/K321
The MITRE Corporation
202 Burlington Road
Bedford, MA 01730-1420
617/271-7989
Standard Disclaimer: All opinions are mine and mine alone...
--
Glenn Karcher
MITRE Corporation
Burlington Road MS/K321
Bedford, MA 01730
Fone: (617)271-7989
ARPA: [email protected]
USENET: linut!mitre.org!gwk
------------------
From: [email protected] (Daffy Duck)
Subject: Re: Washington DC question
Message-ID: <[email protected]>
Date: 23 Apr 92 19:47:25 GMT
Sender: [email protected]
Reply-To: [email protected]
stev knowles writes
> In article <[email protected]> [email protected]
writes:
>
> In article <[email protected]>
> [email protected] (Jeff Comer) writes:
>
> >
> >I don't recall any electrification ever crossing the Potomac. This
was
> >discussed awhile back (extending electrification to Richmond), but
nothing
> >I think though at one time they had electric switchers in the
yards, and
> >what you saw was the remnants on this system.
>
> Last week some time, I posted info on the subject of electrification
here,
> and so did somebody else, but perhaps these postings didn't make it
to all
> readers, so I'll try again.
>
> The yard is/was "Potomac Yard". It was the property of the RF&P,
and was the
>
>
> there is a sereral page long article in the current issue of "Trains"
about
> the potomac yard. it is very informative. i dont remember the month, but
it
> has a picture of the yard on the cover, and the phrase "Pot Yard"
appears at
> least once. as i recall, there are wires in the tunnel, but i am not
sure.
> the article talks about it, tho.
>
> there is also an article on the VRE, the new commuter rail service in
> Northern Virginia.
This is the current issue (April 92) of "Trains".
------------------
From: [email protected] (Michael G. Lohmeyer)
Subject: Re: Trains in film questions(was RE: Tenders)
Message-ID: <[email protected]>
Date: 23 Apr 92 19:58:29 GMT
Sender: [email protected] (UseNet News account)
Organization: National Semiconductor Corporation
In article <[email protected]> [email protected] (Mich
ael G. Lohmeyer) writes:
>In article <[email protected]> [email protected]
du (John Hamilton Kohnen) writes:
>>Buster Keaton's "The General" was shot on the Oregon Pacific and Eastern, eas
t
>>of Cottage Grove, Oregon.
>>I don't know where they got the locomotives.
>
> The engine is now in the Smithsonian Museum I believe. I remember
>seeing a picture of it and the caption mentioned that it was the engine
>used in "The General."
Whoops!! I was thinking about this last night and realized that
I think the real General is in the Smithsonian, not the engine used to
shoot the movie. Now, of course, I am not sure which it is. Does anyone
else know?
Mike
-------------
Mike Lohmeyer [email protected]
National Semiconductor Corporation Santa Clara CA
(408) 721-8075
------------------
From: [email protected] (Dave Pierson)
Subject: Re: Tender questions...
Message-ID: <[email protected]>
Date: 21 Apr 92 23:07:08 GMT
Sender: [email protected] (Guest (DECnet))
Organization: Digital Equipment Corporation
In article <[email protected]>, [email protected] (Wes Barris)
writes, in part:
>1) What is the history of the "Vanderbuilt" tender? I suppose someone
> named Vanderbuilt invented it. What was the reason, advantages, etc.?
My impression was that this was New York Central System development,
dating from the time the road was owned by Commodore VanderBilt, or
at least his heirs. Have never seen specific advanatages, but, in
general, a tubular shape contains more volume for less material than
a rectangular one. Also, given the right equipment, simpler to
fabricate, less joints, etc. The down side is that less of the
"loading gauge" is used...
thanks
dave pierson |the facts, as accurately as i can manage,
Digital Equipment Corporation |the opinions, my own.
200 Forest St |I am the NRA.
Marlboro, Mass 01752 [email protected]
"He has read everything, and, to his credit, written nothing." A J Raffles
------------------
From: [email protected] (Dave Pierson)
Subject: Re: Signal Indications, a draft
Message-ID: <[email protected]>
Date: 21 Apr 92 23:13:17 GMT
Sender: [email protected] (Guest (DECnet))
Organization: Digital Equipment Corporation
In article <[email protected]>, Robert Poortinga
>In article <[email protected]>
>[email protected] (Dave Pierson) writes:
>> Some indications and meanings. Derived from PennCentral practice ...
>>
>> X X G G CLEAR Proceed at maximum
>> R R authorized speed
>> R | G
>> | | G G
>>
>> G G
>> Y Y ADVANCE APPROACH MEDIUM Proceed, Approach next
>> R G | Signal at MEDIUM Speed.
>> | Y |
>
>Notice how ADVANCE APPROACH MEDIUM has a more restrictive meaning than CLEAR,
>but has a LESS restrictive indication. How many other signals are like this?
As i understand it, the "indication" does not have a "more or less"
restrictive character. It simply _is_. The one (apparently) binding
rule is "if its not all red, its not red at all".
>How would an engineman interpret a signal with the center indication dark?
The usual rule reads, roughly:
The engineman must treat an imperfectly displayed signal as
displaying the most restrictive possible indication and be
governed by THAT meaning.
So , the action would depend on the rest of the indication:
r/g/r (Medium Clear) with the middle lamp out, displaying:
r/_/r would have to be treated as
r/r/r (Stop and Stay)
Since this could mean "panic stops" (which have risks of their own) and
delays (which have expenses), in some cases the signalling logic would
detect a "lamp out" and switch the remaining indication to something
less restrictive than worst case, more restrictive than intended.
Another tactic was dual filament lamps, either of equal, or unequal
brightness.
>BTW, I believe ADVANCE APPROACH MEDIUM means Approach SECOND Signal at Medium
>Speed. ======
hrmmm. Sounds right. Typoes do creep in & I have not my sources here.
there was at least one "conflict" between PC & CCOR....
thanks
dave pierson |the facts, as accurately as i can manage,
Digital Equipment Corporation |the opinions, my own.
200 Forest St |I am the NRA.
Marlboro, Mass 01752 [email protected]
"He has read everything, and, to his credit, written nothing." A J Raffles
------------------
From: [email protected] (Captain Elvis)
Subject: SEPTA railworks
Message-ID:
Date: 23 Apr 92 19:03:28 GMT
Sender: [email protected] (The Daily Lose)
Reply-To: [email protected]
Organization: Drexel University Department of Physics
With SEPTA getting underway with it's railworks project, I have become
one of the many (ok, not-so-many anymore 🙂 ) commuters switching to the
Broad Street subway in order to get to downtown Philadelphia. The
switchover seems to be running smoothly, although I've noticed that a
lot fewer commuters are riding...
I have a question, though: I heard that some of the rail-commuter
groups around the area suggested that SEPTA detour the trains, rather
than stop them at Fern Rock. How could they do this, and where could
they switch to (what I heard) Amtrack northeast corridor tracks?
Chuck
Chuck Browne
Drexel University Department of Physics
[email protected]
------------------
From: [email protected] (Jon Vander Hill)
Subject: Books on rail operations and terminology?
Message-ID:
Sender: [email protected]
Organization: Chemical Abstracts Service, Columbus, Ohio, USA
Date: Thu, 23 Apr 1992 22:49:12 GMT
Sorry if this is a FAQ. BTW is there a FAQ for this group?
I need references to books that provide general discussion of railroad
operations. Something written in layman's language would be best. I
want to understand more about the details of how railroads work and
the terminology used to discuss them. Also, books of operational
stories and anecdotes would be of help, too, but are of secondary
interest.
adTHANKSvance!
Jon Vander Hill
[email protected]
------------------
From: [email protected] (Michael Stimac)
Subject: Re: Washington DC question
Message-ID: <[email protected]>
Date: 23 Apr 92 22:58:58 GMT
Sender: [email protected]
Organization: BT North America (Tymnet)
Nntp-Posting-Host: niagara
In article <[email protected]> [email protected] writes:
>stev knowles writes
>> In article <[email protected]> [email protected]
>writes:
>>
>> In article <[email protected]>
>> [email protected] (Jeff Comer) writes:
>>
>>>
>>>I don't recall any electrification ever crossing the Potomac. This
>was
>>>discussed awhile back (extending electrification to Richmond), but
>nothing
>>>I think though at one time they had electric switchers in the
>yards, and
>>>what you saw was the remnants on this system.
>This is the current issue (April 92) of "Trains".
(questions and information deleted)
Here's an applicable quote from Michael Bezilla's book entitled
*Electric Traction on the Pennsylvania Railroad 1895-1968*
(pub. by Pennsylvania State University Press)
" The Pennsylvania required an act of Congress - which it secured
in routine fashion - to allow it to string high-voltage lines in
the District of Columbia. While electrified passenger service
terminated at Union Station, the railroad continued to run wires
through the Virginia Avenue tunnel and across the stone bridge
spanning the Potomac River to Potomac Yard, near Alexandria, Virginia.
This yard was the PRR's principal gateway for freight traffic to and
from the south. The tunnel presented the usual clearance restrictions.
One of the two tracks had to be removed and the other lowered 2 feet
before the passage could accommodate electric trains. The river
crossing demanded the use of submarine transmission cables."
Michael Stimac
--
Michael Stimac
(408) 922-7539
[email protected]
These opinions are not necessarily anyone's but my own.
------------------
From: [email protected] (Bill Gripp)
Subject: Re: Trains in film questions(was RE: Tenders)
Message-ID: <[email protected]>
Date: 22 Apr 92 16:28:29 GMT
Organization: LA&W RR
In article <[email protected]> [email protected] (Evan
L. Werkema) writes:
>
>As another aside on trains in films, _Planes, Trains, and Automobiles_
>featured a high hood C425 in a garish paint job bearing the number 1016. That
>number corresponds to the last N&W C425 to see service, and which disappeared
>from the roster around that time, so I'm guessing they are the same engine.
>Anybody know if 1016 was scrapped after filming or preserved? The film shows
>1016 having some sort of major mechanical breakdown; I'm hoping it was just
>staged! As the train is standing in the station before the breakdown, the
>soundtrack is more reminiscient of a turbo-charged EMD, so maybe 1016 wasn't
>even operable at the start of filming.
I think this was somewhere in Soutwest New York State. I can't recall
the name of the shortline, but it was a spinoff from ConRail, perhaps
ex-ERIE trackage.
------------------
From: [email protected] (Kershner Wyatt)
Subject: Re: MARC looks to future
Message-ID: <[email protected]>
Date: 23 Apr 92 17:27:56 GMT
Organization: NCR Corp, E&M-Columbia, Columbia, SC
In article <[email protected]> [email protected] writes:
>
> BWI AIRPORT, MD -- MARC Service is now beginning to come into its own.
Glad you brought this on the net. As a former Hagerstown, Md resident who
did the DC commute for several years (81 miles each way), I would welcome
an option to return to my Western Maryland.
> The demand for rail service for those commuters living in the outer
>suburbs and even outside the urbanized areas has established MARC as a
>long distance service that with direct connections to Washington
>Metropolitan Areat Transit Authority Metrorail, allows easy access to and
>around the central business district.
For those not familiar with DC Metro area, it is very similar to New York
and Boston (and dozens of other large cities). As I got in the car at 5:15
to 5:30 to go to DC, I was only one of many in the Maryland mountains. And
I had the short run. Folks were coming in from Pennsylvania and West Virginia
because having homes in Maryland/DC/suburban VA were too expensive. The
roads are packed (even at 5:30 am in the western counties)
> MARC is looking to expand service to Frederick. This new service would
>use existing CSX Transportation rail line that connects with the Brunwick
>Line at Point of Rocks. Further extension of the Brusnwick line service to
>Hagerstown and Cumberland in western, Maryland is also planned.
To further emphasize the importance of this, people would drive to Harper's
Ferry or Martinsburg, WV to catch the train to DC. This was 19-30 miles from
Hagerstown, then ride another 1.75 hours to DC. Then of course, you switch
to Metro and then to buses.
Do you have anymore feedback on the planned dates? I would be curious to
know. Most DC people assume everyone lives in Rockville/Gaithersburg, so
I never hear anything about the plans when I go home.
Kershner Wyatt
Western Maryland- Home of the Fast Freight Line
------------------
*** End of news from rec.railroad - Apr 24, 1992
Very nice! Thank you for this wonderful archive. I wonder why I found it only now. Long live the BBS file archives!
This is so awesome! 😀 I’d be cool if you could download an entire archive of this at once, though.
But one thing that puzzles me is the “mtswslnkmcjklsdlsbdmMICROSOFT” string. There is an article about it here. It is definitely worth a read: http://www.os2museum.com/wp/mtswslnk/