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[quote user="The Butler"] [quote user="cacole"] In my neck of the woods, steamers in the 1940's and '50s never ran with their headlights on in the daytime. The headlights back then were incandescent bulbs that were much brighter than an automobile headlight because of their much larger reflector, but not nearly as bright as today's diesel locomotive lights. I doubt they illuminated anything further away than perhaps 1/4 mile, and then simply because they were so much
The advantage of the double door cars is that fork lifts could get inside to help with the loading or unloading process. With single door cars there was not the same room and you might have to use a lot more manual labor, maybe even loading the boards individually. If you do spot a single door car, I would suggest you select one with a 10' wide door, not a 6 footer. Quite a few of the double door boxcars were originally built for carrying automobiles. Then the autorack cars took over the auto
All of which backs up my soap box position. It is of critical importance that at least minimum information accompany all pictures. Provide date and location and the rest can usually be figured out fairly easily. Put the information on the slide or print, or with the negatives. In the digital age the ideal is to rename the digital file to include that data (more universal than in the IPTC or EXIF files). The photographer thinks, at the time, that he will always remember. Memory can and does fade.
[quote user="amrail"] Every train has a beginning point and ending point. Cars are loaded by customers and brought back to yards then sorted for routes to yet another yard (excluding private carriers and unit trains) and possibly many yards afterwards. What I want to know is the location of every sorting yard or classification yard each railroad owned since 1900. It seems to me, someone would have had and still knows where all of America's freight and rolling stock is and travels to
[quote user="wjstix"] B efore NAFTA US railroads couldn't own trackage in Canada, or vice-versa, so they'd have to either have a trackage rights agreement or create a separate company in the other country. For example, the part of the Canadian National mainline that dipped south of the Lake of the Woods in northern Minnesota had to be chartered as (IIRC) the "Minnesota and Manitoba Ry." even though it was really just the CN mainline. There were also limits on the time
[quote user="amrail"] I'm trying to write a college thesis on historical U.S. transportation. For research of freight patterns and the like, I wanted a list of every railroad classification yard in the U.S. since 1900. Where would I start in getting this type of information - besides buying over 300 books. Help needed please!! Library of Congress? Online Resources? Thanks In advance. [/quote] I don't think you quite realize what you are attempting. First of all, what are you using
I opted for Andy's picture, as very definitely linking past and present. I also have seen the ghosts of many prairie towns. The steam engine on the photo charter is very nice, but there is no link to today. As usual, I consider how the picture fits the theme as being of equal importance with its inherent artistic quality. Steve's picture of the two boys was considered, but ultimately eliminated. We recognize the classic EMD style of a 1st generation roadswitcher, but it doesn't have the
Another point that I see about the Alhambra Valley bridge is that there is a fairly extensive area of public activity in the valley below. A ballasted deck will catch anything falling off passing trains such as brake shoes, or stray bolts, etc. when doing track maintenance. In more northern climates ice breaking loose from the running gear is a common occurence in winter. A few years ago CPR installed a protective barrier with walkway gratings on the underside of an HDPG bridge crossing a major expressway
[quote user="ndbprr"] In my opinion having a train cross a dam is not prototypical. There are several reasons. The strength of a dam is to withhold the water pressure from the lake behind it not vertically. A railroad train weighs far more than a streetcar or road traffic as referenced by others and would crush the dam. Train vibration would probably exceed the ability of a dam to absorb the vibrations or cause cracking of the concrete - not good. If there was such an animal the train would
When contractors are working on the railroad right-of-way anywhere near active tracks the usual practice is to have a railroad employee accompany them. The flagman (or woman) is responsible for protecting the operation, often holding an occupancy permit for the track that prohibits other trains entering his work limits without permission. He will also interface with the dispatcher, or yardmaster, to arrange for the contractor to clear the tracks for trains when needed. The competition for track time
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