"OUR" PLACE - SEE NEW THREAD!

[siberianmo]

Good Evening!

A most underwhelming day, fer sure, fer sure at the "Feast or Famine Bar 'n Grill!"[swg]

Some news:

The names for the two mechanical cash registers behind the bar have been chosen - tune in for Saturday's SUMMARY to find out what they are!

Heard from Nick by Email - apparently he and his family are rather down 'n out with a "bug" that won't let go of 'em.[xx(]

For those entered in the RR Book Relay! - the book is en route Illinois from West Wales![tup]

That's it for the night - Leon the Night Man takes the bar at 9 PM (Central)

Catch y'all in the AM![zzz]

Tom[4:-)][oX)]

[Anonymous]

And now .... girls jumping on trampolines!

Southern Pacific, a National War Agency from BLF&E magazine, Jan. 1943

Scene in a busy Southern Pacific Shop


Cab-in-Front locomotives are an outgrowth of the mallet compound type introduced from France about 1904, with a system of articulating two engines (one high pressure and one low pressure) using one boiler. Southern Pacific had a number of mallets, the first in 1909, but in 19127 rebuilt one with two single-expansion engines. As a result the first AC-4 class, 4-8-8-2’s, were bought the next year and the mallets were gradually converted to single-expansion or dismantled.

Originally the cab-in-front locomotives (Southern Pacific is the only railroad in the country using them) were operated exclusively between Roseville and Sparks over the Sierras where the cab arrangement gives engine crews better vision as well as protection from smoke and gas fumes while operating through snow-sheds and long tunnels in the mountain sections. In later years, however, they have been in service over the Siskiyou and Cascade ranges in northern California and over the Tehachapi mountains on the San Joaquin Division. Sixteen of the news ones have been assigned to operate out of Los Angeles over the Coast Line to San Luis Obispo, and in helper service over the Cuesta grade between San Luis Obispo and Santa Margarita.

Both types of locomotives have the most modern appliances for operating efficiency and safety, and incorporate numerous mechanical improvements developed through years of experience with previous classes of these AC engines. A notable improvement on the new locomotives is the use of force-feed oil lubrication to all driving boxes instead of the conventional grease system. Spring pad lubricators developed by Southern Pacific are used on all driving wheel journals as well as on all other axle journals. Another improvement developed by S.P. is the automatic tire and wheel cooler which operates automatically when brakes are applied, spraying wheels and tires with water, thereby preventing overheating due to friction of the brakes. As in the AC-7’s delivered in 1937, both classes have automatic devices that guard against collection of sediment in throttle and superheater units; also multiple application of drop plugs to prevent boiler explosions, and safety tire clips, both developed by the S.P. In addition, these two classes have shatter proof glass in the cab windows and are equipped with the Loco Valve Pilot which indicates and records on a graph the speed and cut-off of the locomotive, and provides the engineer with visual means of determining how best to regulate his steam to get the greatest locomotive efficiency. The coal-burners are equipped with latest type mechanical stokers and casings which cover projections on top of the boilers to prevent trailing of steam and smoke and at the same time give a streamline effect.

A mammoth repair program has been launched in the company’s shops to bring back into use as quickly as possible every available piece or serviceable equipment. To secure the necessary manpower the hiring age of experienced mechanics was raised from 45 to 55 years. Southern Pacific personnel increased in proportion to its plant expansion. More than 10,000 employees were added to the Pacific lines alone in the two-year period from July, 1939, and the monthly payroll in the same period rose from $6,849,000 to $9,222,000, an increase of 34.65%.

Since Pearl Harbor the railroad’s main job has been winning the war. Some 7000 S.P. employees are now in the armed forces. President Mercier early announced as the company’s war slogan “The Victory Train Comes First.” Today even the limited and “hot shot” freights are taking to the sidings to clear the tracks for the swift movement of troop trains and trainloads of fighting equipment or supplies of raw materials for war industries.

One of Southern Pacific’s longest and heaviest locomotives – One of the company’s few coal-burners in use on the Rio Grande Division.


Reviewing the situation recently President Mercier said: “Much credit for the job being done by Southern Pacific in carrying the greatest load in its history should go to the military authorities for their effective teamwork with the railroads,, to the regular commercial shippers for their cooperation in heavy loading and prompt unloading of cars, and to the loading and prompt unloading of cars, and to the press and the public for their understanding attitude in cases when service has been temporarily delayed or interrupted by wartime emergency conditions. I know the men and women of Southern Pacific whose fine spirit and untiring effort have struck a telling blow for their country in its emergency, will continue to do their part and more.”

Oh .... I lied about the girls on trampolines .... sorry [;)]

[:I] Two tourists were driving through Louisiana. As they were approaching Natchitoches, they started arguing about the pronunciation of the town. They argued back and forth until they stopped for lunch. As they stood at the counter, one tourist asked the blonde employee, "Before we order, could you please settle an argument for us? Would you please pronounce where we are...very slowly?" The blonde leaned over the counter and said, "Burrrrrrrr, gerrrrrrr, Kiiiiing." [:I]

[Anonymous]

Good evening Tom and friends! Another busy has come to an end, and I have returned for my bottomless draught and to shake the Michigan quarters out of my pockets. Please accept a round on me, and someone please turn up the noise!

Tom, what an incredible series of posts on the TGV! Very informative and really great pics!. Thanks for putting in the time to post the series here! Enjoyed your CNR add too.

Al, liked your City of Dennver and Florida Special streamliners. You really do a great job of reporting just about all anyone can know about the various consists. Thanks!

Peter, I didn't really know what happened to "Promontary Point" after its rails were snatched to accomodate the military, so I found a timeine of information that should answer your question:

April 9, 1869: Representatives of both the Union and Central Pacific Railroads are forced by the government into a meeting to determine the meeting point, or terminus, of the two lines. Promontory Summit, half way between the two companies' end of track, was decided.

April 28, 1869: The Central Pacific completes 10 miles of track in one day - a record that remains unbroken to this day!

May 10, 1869: The "Wedding of the Rails!" Many of the journalist of the day recount the events of the ceremony and record the event as happening at Promontory Point - when actually the rails were joined and the ceremony held at Promontory Summit - 35 miles away. As a result of this inaccurate reporting, most people today, more than a century later, still believe the rails were joined at Promontory Point, as this falsehood is repeated by the media, printed on postcards, souvenirs, in several articles, and even textbooks, and prsented in history class lectures.

December 1, 1869: The terminus of the two lines is moved from Pomontory to Ogden, and Promontory became just another whistle stop along the railway.

1903: The Union Pacific locomotive "119" is sold to scrappers for $1,000.

1904: The line from Ogden north of the Great Salt Lake through Promontory and west to Lucin becomes a secondary line as the "Lucin Cut Off", a combination trestle and rock fill causeway across the lake, becomes the main line. This new route shortens the line by 45 miles, avoids the climb through the Promontory Pass, and saves the company $60,000 a month in operational costs.

1909: The original Central Pacific locomotive "Jupiter" is sold to scrappers, also for $1,000.

May 10, 1919: The 50th Anniversary of the Golden Spike Ceremony. The town of Promontory was ready to host a grand celebration, yet not a soul appeared. Local newspaper had planned a great excursion and celebration. However, once they discovered the "Wedding of the Rails" had not taken place at Promontory Point, but instead Promontory Summit, "a desert without water or shade," the celebration was held in Ogden instead.

1938: Railroad service to Promontory is discontinued.

September 8, 1942: An "Undriving of the Last Spike" ceremonty is held, as 90 miles of rail from Corinne to Lucin are pulled for the use in the war effort.

May 10, 1952: The Golden Spike Association holds its first annual re-enactment of the Golden Spike Ceremony.

1957: THe last spike site is designated a National Historic Site in non-federal ownership.

July 30, 1965: Finally, Golden Spike National Historic Site is designated, and 2,735 acres are placed under the stewardship of the National Park Service.

May 10, 1969: The Centennial celebration of the Golden Spike Ceremony draws 28,000 spectators, including John Wayne, who arrived by helicopter.

May 10, 1979: Dedication of working replica locomotives, "Jupiter" and "119".

May 10, 1994: 125th Anniversary celebration to commemorate the completion of the Nation's first Transcontinental Railroad is held. For the first time since May 10, 1869, the original silver plated spike maul used in the ceremony and the Gold, Silver, and combination Gold and Silver Arizona spikes are all reunited at Promontory for the celebration. 14,000 visitors attended, including Merlin Olsen, and the CEOs of both the Union Pacific and Southern Pacific Railroads.

July 30, 1995: 30th Anniversary of the establishment of Golden Spike National Historic Site.

Rob, thanks for another segment on your diesel classic manufacturers. DId you ever get that first "lingo" article to load?

Ted, I get my "esoteric" material from old and discontinued rail magazines, mostly. Unfortunately, most of the pix I get are yellowed from age (usually 60 to 110 years), but the information is great! I've recently been searching for the train fraternal organization publications on E-Bay, and been finding a lot of interesting material. I especially enjoyed a reader letter written in 1936 which asked the publisher if they thought that diesel would "catch on". I'll have to re-find that letter and post it here. You'll be amazed at the reply.

So that this post isn't too long, I'll end with my usual groaner/joke:

[:I] A man walks into a bar after leaving the courthouse, after his divorce was settled, being in a very bad mood, because he lost most of his property, he figure he would drown some of his problems, after a few drinks, and not feeling and better, he stood up and shouted all lawyers are a-holes. The only other person in the bar was a little guy at the other end of the bar, and he replied sir I resent that remark! The first man said why are you a lawyer? No he replied, I'm a-hole. [:I]

[siberianmo]

G’day All!

PASSENGER TRAIN NOSTALGIA #70

Here’s something to enjoy regarding the Canadian National Railways (CNR) from a 1933 advertisement in my personal collection.

. . . . . . . . . . . . . . . . . . . .

THE VACATION YOU’VE DREAMED OF COSTS LESS THAN EVER THIS YEAR IF YOU SPEND IT IN CANADA

JASPER PARK

. . . . . . . . . . in the . . . . . . . . . .

CANADIAN ROCKIES

Here’s a vacation of a thousand thrills: Maligne lake whose waters offer the finest brook trout fishing on this continent and mirror mountain scenes of almost incredible beauty! The famous drive to Mt. Edith Cavell with its dazzling Angel Glacier . . . The Pocahontas Highway where mountain sheep and goats, deer and black bears often pose for camera hunters . . . Golf on a championship course with breath-taking views from every fairway. Swimming in a warmed outdoor pool . . . tennis . . . trail riding . . . mountain-climbing with Swiss guides.

The friendly hospitality of Jasper Park Lodge is as much a part of this perfect vacation as the mountains themselves. Luxurious accommodations. Perfect food. Rates from $7.00 a day, Canadian funds, for room and meals (10% discounts for two weeks or more). Season June 1- September 23. Booklets, travel films and all information from any office below.

1933 SPORTING EVENTS
Riding, swimming, hiking, mountain climbing with Swiss guides and every vacation sport. July 1 – the Rodeo. September 2-9 – Totem Pole Golf Tournament.

CANADIAN NATIONAL

To Everywhere in Canada

BOSTON . . . . . . . . . . . . KANSAS CITY . . . . . PORTLAND, Me.
186 Tremont St. . . . . . . . 705 Walnut St. . . . . . Grand Trunk Ry Sta.

BUFFALO . . . . . . . . . . . LOS ANGELES . . . . . St. LOUIS
420 Main St. . . . . . . . . . .607 So Grand Ave. . . .314 No Broadway

CHICAGO. . . . . . . . . . . . MINNEAPOLIS . . . . . St. PAUL
4 So.Michigan Blvd.. . . . . 654 Marquette Ave. . . 83 East Fifth St.

CINCINNATI . . . . . . . . . . NEW YORK . . . . . . . .SAN FRANCISCO
49 E. Fourth St.. . . . . . . . 673 Fifth Ave.. . . . . . . 648 Market St.

DETROIT. . . . . . . . . . . . . PHILADELPHIA. . . . . SEATTLE
1524 Washington Blvd.. . . 1422 Chestnut St... . . 1329 Fourth St.

DULUTH . . . . . . . . . . . . . .PITTSBURGH . . . . . .Washington, D.C.
428 W Superior St. . . . . . . 355 Fifth Ave. . . . . . .15th & H Sts. NW

. . . . . . . . . . LONDON, Eng. . . . . . . . . . PARIS, France
. . . . . . . . . . 17-19 Cockspur St. . . . . . . 1 rue Scribe


Enjoy! [tup]

Tom [4:-)][oX)]

[siberianmo]

Greetings Rob!

My guess is you'll be one of a "few" frequenting the bar this AM and perhaps into the PM as well. Nevetheless, always happy to serve you at the bar and your "round" will await the entry of some customers![swg]

I was thinking of starting an RIP Club but changed my mind. The ones mentioned aren't around, so what's the point, eh[?] Anyway, we do have "The Legion of the Lost!"<grin>

There are a couple of others still "out there" that I haven't mentioned, but they really never got on board with us either. I blew it with having one of 'em get into the Stools - shudda known better.

As I look at the continuing nature of this Thread of ours, I'd say we "done good" over the months that have transpired. We're on page 256 - we've had a "slug" of Posts - sure a lot of 'em are my own - but the idea is to keep the ship afloat - and we're doing that, even the RIP guys had a hand in it.[tup]

Looks like we're going to put together a rail trip in late May, early June. Right now, we're seriously thinking about the Empire Builder to Portland, OR - stay a few days - then take the Coast Starlight down to Sacramento to connect with the California Zephyr for the return trip to Chicago, where it will all begin. Just have a few loose ends to tie up before springing loose the cash.

As I had told you by Email we have pretty much given up on VIA Rail to Halifax this year - awful prices, awful what they've done to "my Ocean," and ever more awful that they don't give a Rat's Patoot! That ends a 15 or 16 year "run" for us. <sad>

It's also way to late to book another trip on the "Canadian," as those bedrooms (double/triple) have been long sold out for the three days a week (each way) that they run that train. Another area to expound upon - why NOT run the blankety-blank train more often[?] It makes money, so what's the problem[?] CN has already provided the 'windows' for track use - it's simply one of those decisions that we all scratch our collective heads over - never really does make sense. Such is life.

So, we'll wind up with a total of 5 nights in a double bedroom aboard trains that have sightseer lounge cars and nicely appointed diners. The scenery should be something to keep us captivated and spending time in Portland ain't so bad either. All in all, this is looking like a good way for us to celebrate our 15th Anniversary. The worst part will be the airlines - their fares - the crap one puts up with these days - and just getting to and from Chicago without blowing my few remaining fuses![swg]

Okay, looks like I've said enough for awhile.

Catch y'all later![tup]

Tom[4:-)][oX)]

[trolleyboy]

Morning Tom and the crew / gang , who ever you are. Just a quick morning pop in before I'm off to make a couple of bucks.

Tom I would like to pre order a double peperoni with pineapple please, and yes I can eat 8 pieces[;)][:D]

I wholeheartedly concur with allowing the RIP members to remain that way, sad but what can you do. I'm glad that you enjoyed the pyt 2 of the diesel builders, I have a one more to do on monday, mostly rebuilders and small industrial type loco companies.

As to the hockey, I think the professionals were allowed in to combat the exact Russian, situation you mentioned. I remember hearing an interview with Krutav a few years back. he said that they would always go on a "vacation" to the black sea six weeks before any major tournament. Suffice to say he said that they were never told what they were injected / feed with while they wre away, they were told just to take their vitamins ! [#offtopic] Boris here's money for a round later today once everyone's upto it.


Al Thanks for the Florida streamliner, makes me feel warm anyway,we have the same type of weather Tom'e experiancing right now,I imagine that we may get at least one good storm yet before all is said and done.As to files nope, reference books and some scatterd notes here and their. Storage isn't too big a problem, at the moment allot of it's in my brain,[:0] I assume that at some point I will need to write most of it down,I always have the museum's library at my disposal as well so it's all good as they say.[:p][:D]

CM3 Glad you enjoyed the diesel series as well, [8D]you are right of coarse FM was a major player in subarmine and smallwarship / tubboat diesels as well as lake frieghter engines in later years. They must have been or still are around in the maritime instance, because several Algoma Central marine lake freighters which were built in the late 70's early 80's have FM power plants.

Well folks works a calling, I'll catch up with you all later.

Rob

[siberianmo]

Good Morning!

Man oh man am I ever experiencing problems with the Forums this day! Taking forever to submit a Post and when it does, I'm coming up with multiple submissions of the same thing. Strange things are happening (Red Buttons ....)[swg] Here goes again!

The exact opposite occurred last night in comparison with the night before – no one visited until rather late, and then it was one of our Charter Members, Rob with two fine Posts.[tup][tup] One never knows what things are going to be like at the Feast or Famine Bar ‘n Grill!

Well, I wasn’t looking for a self-fulfilling prophecy, but petrol has risen to $2.00 (rounded) up at “Collusion Corner.” Just a matter of time, eh[?] Weather report from mid-Continent USA has us expecting another mid-50s (F) day with blue skies, no precip in sight and just spring-like. However, this weekend the bottom drops out and we’re expecting to see some 20s in the mornings once again. But – NO SNOW! Argggggghhhhh![tdn]

I want to remind one and all that tomorrow is our ENCORE! Saturday which means, save those “original” Posts for Monday thru Friday, guys. Given the number of pages we’ve amassed on this Thread – it shouldn’t be difficult to find something worthy of a repeat-Posting. Just use the “advance search” option – follow the “windows” and you’ll come up with a goodie or two![swg]

To the acknowledgments:

Rob Appreciate that Classic Diesels #3 on those manufacturers – good show! Always enjoy just seeing the names and wondering what happened to all those folks who did this or that[?] Wondering also, are these really “better times”[?] There’s always a flip side though – better for some, perhaps not for others, eh[?]

When I mentioned those two former customers of ours, it was simply to put to rest some of the questions that have popped up from time to time regarding them. That’s really it. My take on it is very simplistic – no one forces anyone to join us on this Thread. We’ve had guys who simply would not “play the game,” no matter how hard many of us tried to get them involved. One way Posts, etc. No big loss. Then there have been at least two guys who we’ve really had a bit of dialogue over concerning their well being. Not like we are “Mother Hens,” but a concern for one another does develop over time when engaged in communications like ours. Anyway, with a “slug” of unanswered Emails, etc. and many Posts on this Thread directed their way – to find one of ‘em still active, but elsewhere, really is disappointing. So be it. RIP, as I said yesterday.

Regarding hockey, etc. I too am still a fan, however, I think the idea of letting the NHL “stars” hog the show stinks up the rink. Look - the gals are doing just fine with being pretty much at the amateur level. This all began, I think, with the former Soviet Union screwing up the works with trying to create something akin to a ‘super race of atheletes’ pretty much from childhood on . . . These people were taken from their homes (or consigned to the state!) and ‘developed’ to become what they became. There was no secret – they were “pro’s” by any other name. That’s where it began. Now it is out of control, in my not-so-humble opinion. It’s not just hockey either and these egg heads who make the decisions are doing as poor a job as the “visionaries” we have in government are with Amtrak and VIA Rail! <poop>

Glad you enjoyed the TGVs of France and I concur with your comments about what “could be” but isn’t over here in North America.


Al That Post of yours is the absolute finest INCLUSIVE piece you have EVER put forth on this THREAD! Congrats to passengerfan Al we KNEW you could do it!![tup][tup][tup][swg] Now, who in blankety-blank is Rick[?][?][?] Did I miss something somewhere along the line[?][%-)][%-)] Good work with your Streamliner too![tup]

So, you’re using “paper” files, eh[?] Why not back them up with some CD files too[?] You’ll obviously find that space will no longer be a problem for storage. Sure wish Kalmbach would provide CDs of their magazine archives – I’d snap up a few, fer sure, fer sure! Read somewhere on the Forums that they aren’t going to get into that aspect of it because it would involve too much work to digitize everything. Now, I don’t KNOW how they go about putting together their magazines, but my guess is that the ‘stuff’ is already digitized. Who in the world ISN’T using a computer for newspaper and magazine articles these days[?] Just a thought …..


CM3 A brief, but welcome Post from you this fine day, Sir! Doesn’t bode well for us though, as my guess is we probably won’t see you ‘til next week.

The elaborations on the “terminology” is very much appreciated. Kinda like abbreviations people throw around – everyone isn’t necessarily “in the know!”[tup]

Glad you enjoyed the TGV ….. also appreciate the round![tup] Coal Scuttle is beginning to think his/her throat has been cut![swg]


Later![tup]


Tom[4:-)] [oX)]


Stick around a few minutes AFTER POSTING - The information you MISS may be for YOU!

Those who acknowledge the other guy, get acknowledged!

[coalminer3]

Good Morning Barkeep and all Present; coffewe, please; round for the house; we'll hand onto the $ for the jukebox for the nonce. Not much time to talk today. It's cold, so the boss says. "Let's go outside and play in the mud!"

Again, thanks for the TGV material.

LARS - Don't let 'em get to you, son - and don't let 'em get off the mat, either.

Also, thanks to all for information on different locomotive builders. IIRC, FM was involved with maritime apps long b4 they went into the locomotive business.

Per our 'steamed proprietor's request re "banana messengers, drovers, etc." Railroads wouldovide passage either free or at reduced fares to workers accompanying loads of bananas (delicate cargo), livestock (drovers) and the like. There were also reduced fare plans for people with carnivals, shows and the like. The note explains that such tickets/reduced fares would not be honored on the "City." Hope this helps.

Gotta go.

work safe

P.S. Thanks for the Florida Special material - one of my favorite trains.

[passengerfan]

Good Morning Tom and the rest of the gang. Time for a coffee and a crumpet from the Mentor Village Bakery

Tom Great series on the TGV trains of France. Copied it to add to my reference files.

Doug Your addendum to the SP will also be copied and added to my reference files.

Rob the builders was much appreciated.

Lars Dealing with insurance companies is anything but fun. Recently the local police was patting themselves on the back for reducing Car theft by 18% in the last year. At the same time violent crime climbed 23% so I pointed out in a newspaper article sounds like the police are pandering to the insurance companie. Good Luck dealing with that bunch.

Peter have really enjoyed your input on the British rail additions. Keep up the input it helps me understand what is going on in that part of the world compared to North America.

Rob Think that you must have files as thick as mine just hope you have more room to store it all.

Rick Last nights Fish and Chips was superb as always. Sorry I did not recognise the wine?

BK That is truly a beautiful area you have deceided to retire in. Reminds me of being on the Super Continental eastbound one Super Bowl Sunday years ago and had to get off the train in Jasper and take the following days Super Continental just to watch Roger Staubach and the Dallas Cowboys win a Super Bowl.

I am running way behind catching up on the forum items, tax season especially busy this year. Company decided to give me Sundays off but said don't venture to far from the home computer.

PASSENGERFAN ALS STREAMLINER CORNER #67

FLORIDA SPECIAL PRR – RF&P – ACL – FEC Trains 87-88 December 16, 1949 New York – Miami Winter only All Pullman daily 1,386.2 miles each way 24 hours

The beginning of the 1949-50 winter season marked the beginning of the all Pullman FLORIDA SPECIAL becoming the first and only all Pullman train to become streamlined between New York City and Miami beginning December 16, 1949. The new train was assigned stainless steel equipment wherever possible but due to the length of the FLORIDA SPECIAL and a shortage of ACL owned lightweight sleeping cars, the FLORIDA SPECIAL turned to the Pullman pool for additional lightweight streamlined sleeping cars. Thanks to the Pullman pool arrangement the ACL was able to operate the FLORIDA SPECIAL in as many as three sections daily during the peak winter travel periods. Each of these sections were assigned eleven lightweight streamlined sleeping cars, two lightweight Sleeper Lounge cars, and the ACL supplying two Dining cars per consist. The FLORIDA SPECIAL required four sets of equipment to provide daily service in each direction with scheduled running time 24 hours 50 minutes in either direction. The FLORIDA SPECIAL was one of the finest means to escape from winter’s grip on the Northeastern United States to the warmth and sunshine of Florida. The FLORIDA SPECIAL was the only lightweight streamlined all Pullman train in United States that was never permanently assigned lightweight streamlined Observations. Several Observations did operate at different times in the FLORIDA SPECIAL but these were owned by the PRR and other roads. The winter only FLORIDA SPECIAL was the most prestigious all Pullman train between New York City and Florida and the only one to become fully streamlined.

CONSIST ONE

2004 Baggage 26-Crew Dormitory Car

BERKLEY COUNTY 10-Roomette 6-Double Bedroom Sleeping Car

8345 CHESTER COUNTY (PRR) 10-Roomette 6-Double Bedroom sleeping Car

ALACHUA COUNTY 10-Roomette 6-Double Bedroom Sleeping Car

COLLETON COUNTY 10-Roomette 6-Double Bedroom Sleeping Car

DUVAL COUNTY 10-Roomette 6-Double Bedroom Sleeping Car

TALLEDAGA 36- Seat Dining Car

PONTE VEDRA BEACH 6-Double Bedroom Buffet 24- Seat Lounge Car

COLONIAL BEACH (RF&P) 6-Double Bedroom Buffet 24- Seat Lounge Car

TARBORO 36- Seat Dining Car

HILLSBOROUGH COUNTY 10-Roomette 6-Double Bedroom Sleeping Car

EDISTO ISLAND 21-Roomette Sleeping Car

SUWANEE RIVER 14-Roomette 2-Drawing Room Sleeping Car

OGEECHEE RIVER 14-Roomette 2-Drawing Room Sleeping Car

HARNETT COUNTY 10-Roomette 6-Double Bedroom Sleeping Car

ST. SIMONS ISLAND 21-Roomette Sleeping Car

SUMTER COUNTY 10-Roomette 6-Double Bedroom Sleeping Car

CONSIST TWO

2005 Baggage 26-Crew Dormitory Car

NASSAU COUNTY 10-Roomette 6-Double Bedroom Sleeping Car

GLYNN COUNTY 10-Roomette 6-Double Bedroom Sleeping Car

NASH COUNTY 10-Roomette 6-Double Bedroom Sleeping Car

8346 BALTIMORE COUNTY (PRR) 10-Roomette 6-Double Bedroom Sleeping Car

HAVANA (FEC) 10-Roomette 6- Double Bedroom Sleeping Car

MOULTRIE 36- Seat Dining Car

MAGNOLIA (FEC) 6-Double Bedroom Buffet 24- Seat Lounge Car

MYRTLE BEACH 6-Double Bedroom Buffet 24- Seat Lounge Car

PLANT CITY 36- Seat Dining Car

EDGECOMBE COUNTY 10-Roomette 6-Double Bedroom Sleeping Car

PARRIS ISLAND 21-Roomette Sleeping Car

PANAMA (FEC) 14-Roomette 2-Drawing Room Sleeping Car

ANACOSTIA RIVER 14-Roomette 2-Drawing Room Sleeping Car

NORTHAMPTON COUNTY 10-Roomette 6-Double Bedroom Sleeping Car

8299 STATEN ISLAND (PRR) 21-Roomette Sleeping Car

PRINCE GEORGE COUNTY 10-Roomette 6-Double Bedroom Sleeping Car

CONSIST THREE

2006 Baggage 26-Crew Dormitory Car

COLUMBIA (FEC) 10-Roomette 6-5Double Bedroom Sleeping Car

POLK COUNTY 10-Roomette 6-Double Bedroom Sleeping Car

HANOVER COUNTY (RF&P) 10-Roomette 6-Double Bedroom Sleeping Car

MARION COUNTY 10-Roomette 6-Double Bedroom Sleeping Car

CAPARRA (FEC) 10-Roomette 6-Double Bedroom Sleeping Car

HENRICO (RF&P) 36- Seat Dining Car

SEA ISLAND BEACH 6-Double Bedroom Buffet 24- Seat Lounge Car

VIRGINIA BEACH 6-Double Bedroom Buffet 24- Seat Lounge Car

LA GRANGE 36- Seat Dining Car

PUTNAM COUNTY 10-Roomette 6-Double Bedroom Sleeping Car

8298 GOVERNORS ISLAND (PRR) 21-Roomette Sleeping Car

CAPE FEAR RIVER 14-Roomette 2-Drawing Room Sleeping Car

FAIRFAX RIVER (RF&P) 14-Roomette 2-Drawing Room Sleeping Car

CAROLINE COUNTY (RF&P) 10-Roomette 6-Double Bedroom Sleeping Car

ROANOKE ISLAND 21-Roomette Sleeping Car

MARION COUNTY 10-Roomette 6-Double Bedroom Sleeping Car

TTFN AL

[siberianmo]

(photo courtesy: www.trainweb.org)

We open at 6 AM.(all times zones!) (Don’t ask how we do that!)[swg]

FRIDAY’s INFO & SUMMARY of POSTS


Friday at last! Start the day right here with a hot cuppa freshly brewed “Joe,” a little something from The Mentor Village Bakery pastry case topped off with an order from our Menu Board for a <light> or <traditional> breakfast. Sounds good, eh[?][tup]


NAME THE two CASH REGISTERS!

. . . . from Pete “Tilla the Hun”
. . . . from Russell “Pink Floyd”
. . . . from Doug “Johnny Cash”
. . . . from CM3 “Tom’s Totaler” & “The Vulture’s Vault”
. . . . from BK “Justin Cash” & “Winsome Cash”
. . . . from Rob “The Cashinator”
Selections to be made later today!


Daily Wisdom

When asked if he wanted his pizza sliced into 4 or 8 pieces. He said, “Four, I don’t think I can eat eight.” Appropriate for Pizza Nite, eh[?][swg]
(yogi-ism)


Info for the Day:

Railroads from Yesteryear: Northern Pacific (NP) arrives next Tuesday! This will be the THEME for the DAY!

* Weekly Calendar:

Today: Pizza Nite! & Steak ‘n Fries Nite!
Saturday: Steak ‘n Trimmin’s Nite! – and – ENCORE! Saturday


SUMMARY

Name …..…………… Date/Time …..…..………. (Page#) .. Remarks

(1) siberianmo Tom Posted: 23 Feb 2006, 05:22:36 (255) Thursday’s Info & Summary

(2) siberianmo Tom Posted: 23 Feb 2006, 05:27:20 (255) Railways of Europe #3 – TGV of France, Part I

(3) passengerfan Al Posted: 23 Feb 2006, 06:55:49 (255) Streamliner #66 – C&NW City of Denver

(4) Theodorebear Ted Posted: 23 Feb 2006, 08:17:14 (255) Ted Speaks!

(5) siberianmo Tom Posted: 23 Feb 2006, 08:21:58 (255) Railways of Europe #3- TGV of France, Part II

(6) Theodorebear Ted Posted: 23 Feb 2006, 08:37:49 (255) etc.

(7) coalminer3 CM3 Posted: 23 Feb 2006, 08:38:03 (255) Inclusive & Informative Post!

(8) siberianmo Tom Posted: 23 Feb 2006, 09:21:35 (255) Acknowledgments, etc.

(9) siberianmo Tom Posted: 23 Feb 2006, 11:27:16 (255) Railways of Europe #3 – TGV of France, Part III

(10) Trainnut484 Russell Posted: 23 Feb 2006, 11:56:39 (255) Inclusive Post

(11) LoveDomes Lars Posted: 23 Feb 2006, 13:37:34 (255) The Lars Report!

(12) BudKarr BK Posted: 23 Feb 2006, 13:59:42 (255) The BK Report!

(13) siberianmo Tom Posted: 23 Feb 2006, 15:33:18 (255) Acknowledgments, etc.

(14) pwolfe Pete Posted: 23 Feb 2006, 16:40:00 (256) Inclusive Post, etc.

(15) siberianmo Tom Posted: 23 Feb 2006, 16:54:52 (256) reply to pwolfe

(16) trolleyboy Rob Posted: 23 Feb 2006, 23:39:02 (256) Inclusive Post, etc.

(17) trolleyboy Rob Posted: 24 Feb 2006, 00:08:50 (256) Classic Diesels #3



NOW SHOWING:

The Mentor Village Emporium Theatre
. . . . . Double Features, all of the time . . . . .

. . . Sunday, February 19th thru 25th: Fahrenheit 451 (1966) starring: Oskar Werner, Julie Christie & Cyril Cusack – and – Northwest Frontier (1959) starring: Kenneth More, Lauren Bacall & Herbert Lom.

Coming Attractions:

. . . Sunday, February 26th thru March 4th: Fours a Crowd (1938) starring: Errol Flynn, Olivia de Havilland & Rosalind Russell – and – Holiday Affair (1949) starring: Robert Mitchum, Janet Leigh & Wendell Corey.


That’s it! [tup][;)]

Tom [4:-)] [oX)]
Proprietor of “Our” Place, an adult eating & drinking establishment!

[trolleyboy]

Another one from the Classic roundhouse !

CLASSIC DIESELS #3 DIESEL MFG PART 2


FM

Fairbanks- Morse, of Beloit Wis. started out as a maine diesle engine builder for military and commersial use. they used the unconventional opposed piston engines to give some of the biggest bang for the buck hp when they entered the locomotive business. They produced engines from 1944 tto 1963 and are attributed to starting the high horsepower race out with the 2400 hp trainmaster of the late 50's. CLC built their designs in Canada for Canadian railways.A late entrant in the loco field, they had a tough hill to climb to overcome the frontrunners GM and Alco, the OP engines never did live up to all their potential in a "landbased" aplication

EMC

Electro-Motive Corporation was formed in 1924 to design and sell gasoline powered railcars. It was purchased by General Motors in 1930 and merged with Winton engines in 1941 to form the Electro-Motive Division. Most famously known for their doodlebugs,savior of branchline passenger trains till the RDC's emerged from Budd.


EMD

Electro- Motive Division, General Motors corp La grange ILL. this was created by the EMC/Winton merger of 1941 both GM subsidiaries. They introduced mass production techniques to the manufactuire of diesel locomotives.Early hits with the FT and subsequant F and E series cabs abd the ubiquitous GP and SD series of locomotives in the 40's and 50's spelt the deathnell for the steam locomotive. They became the number one diesel loco manufacturer in NA

GMD

General Motors Diesel LTD, later Diesel Division of General Motors Canada. Located in London Ontario, due to back ups in diesel orders and tariff reasons this company was started up in the early 50's to produce GM designs for the Canadian railways.In resent years all EMD production for NA and the world has been moved to this facility.

LIMA

Lima-Hamilton, Lima Locomotive works, Lima Ohio, was a major steam locomotive builder. It merged with general machinery corp of Hamilton Ohio in 1947 and from 1949-1951 produced a line of switchers and roadswitchers under the Lima-Hamilton name. In 1950 the company merged with Baldwin. Know for their heavy transfer center cab switchers.

MLW

Montreal Locomotive Works, Montreal PQ this was Alco's candian subsidiary producing steam and diesel engines of Alco design for the Canadian railway's.They continued building Alco 251 engines and locomotives after parent Alco went bankrupt. Bombardier purchased them and the engine designs in 1975 and continued to produce diesel locomotives, ceasing locomotive production in 1985.

GE

General Electric of Erie Pa.They originally began producing the electrical components for Alco diesels, an dfrom 1940-1953 jointly marketed the line as Alco-GE diesels. In edition GE built electric locomotives and an extensive line of small switchers. 44t,70t.100t etc.In 1960 GE introduced the U25B, a 2500 hp hood unit to directly compete with EMD and Alco,and within 3 yeasr became the number two locomotive company with their highly successful "U" series. today they are the number one company having leapfrogged EMD in the mid 90's.


Rob

[trolleyboy]

Good evening Leon,hope some of the fish and chips are left,I think I need a nice big Kieth's as well.

Tom kudo's sir [tup][tup][tup][tup] Like Lars said a four thumbs up for the TGV info fer sure fer sure ! I'm not suprised at the AC/DC systems to keep everything happy as far as power country to country. Speaking of which isn't it amazing that 5 major countries . UK / France ,Belgium, Germany. and the Netherlands all have cooperated to point on building a proper and functional rail travel system. Makes one green not with envy just green that our two countries absolutly can't get it right.

On another note I've noticed Chris and *** elseware as well your right too bad but we shall move on to bigger and better things.

On another note, I'm still a hockey fan reguardless of the olympic outcomes. At least for us one out of two ain't bad [tup][^] Just goes to show how parody is starting to hit the world hockey scene. 2010 in Vancouver should be interesting.
Lars I can't believe that this comendy of errors is still ongoing, I think Pete and BK are right I don't think they have a leg to stand on, who knows your retainer may be able to get more out of them. Unmittigated gaul them asking for that money back though [tdn] just bad business , they screwed up they need to make it right, sometimes companies just have to eat it. I imagine that your cheque writer will likely be out of a job once the dust settles unfortunatly. here's hopping the weather holds and the work gets done and as Pete said your lives can get back to normal.

Bk Your observations on the Lack of proper leadership Ottawa wise is right on target, in as much as VIA and rail infrastructure goes,it's always cut cut cut. I would think that putting money into such things would be a sound investment,given the length and breadth of the country, the railway does truly bind us together.

Pete To answerv your question, most of the big manufacturers built their own engines, the electrical end traction motors, and generators wer generally bought from either GE or Westinghouse along with the air brake components.

Ted Heeeeee's Baaack ! Good to hear from you, I hope that you aren't typing your fingers raw. All is well with Heather and the layout move-was partially her idea anyway,she grew up around trains and a model railroader so that help's in my case. Not to worry either I can here the trolley bells in may already-and the subway chimes !

CM3 I too suffered through many an oddball vehicle purchased by my parents over the yeasr. A chev Vega,and a really old volvo come to mind that both sounded and road like tanks-with little warmth in winter and plenty of heat in their non-airconditioned,vinal interiors. I bug my dad about them to this day as well.

I had spent many a day at Fort Niagara myself, I wirked two summers as an interpreter at Fort George in Niagara on the Lake as well, funs summers, i would like to have made a career of it.

Well folks have a pleasant evening

Rob

[siberianmo]

Hi Pete

Thought that was you![tup] Before I completely forget, here's a URL that I've had for ya, but neglected to pass along:

http://s88932719.onlinehome.us/english.htm

I think you'll get a kick out of it![swg]

Appreciate the kind words and info regard the TGVs.[tup][tup]

Stick around and enjoy the brew on BK![swg]

Appears your computer problems have either been resolved or things aren't quite as bad today as before, eh[?] Ooooooooops, didn't catch that last line of yours! Better hope she doesn't![swg]

Getting close to time for us to take our 3rd Amtrak trip[?] Drop me an [i[Email[/i] when you're ready.

Gotta get going - I'm Chef [C=:-)] tonight![swg]

Later!

Tom[4:-)] [oX)]

[pwolfe]

Hi Tom and all.

A pint of the usual and a round for all on this busy day at the bar[tup]. Who is the [C=:-)] for tonights Fish and Chip[dinner][?]. As long as it is not BORIS I'll have some.

LARS I DO hope they start the work and ALL this becomes just a bad memory real soon. Dont let the [censored] get you down.

BK. Sounds a great place where you are[yeah]. I knew very little about N. American railroads before visiting Our Place and I am still amazed at the knowledge posted here.
And if I may I would like to add my thanks to yours for Toms hard work on the web.

DOUG Thanks for the SP and the cab-forward post, great photo of the roundhouse.
Were the rails relaid at Promontary Point after the war [?]. It must be one of the most important sites in N.American history and it would be a pity if trains no longer run there.

ROB.Did the locobuilders build ther own diesel engines and generators or did they have to rely on outside suppliers [?].

AL Good post on the City Of Denver and CM3 "s extra info [tup].

TED ALWAYS great to see you[tup]. Looking forward to more pics of the layout. Glad you liked the U.K. pics, a mate from there is getting some on disc and says he will e-mail some and I can put them on Our Place. I will tie up with Tom when they arrive.

TOM The Misses showed me the local paper with the de-railment in., lucky no one was hurt. It seems it happened at 10 30 am. I dont know how long the line was blocked.

Excellent TGV piece I have learnt a lot from it and it has prompted some lively replies in the bar. The French goverment deserve credit, at least in this matter, putting the money into a brand new line and equipment when a lot of the world was turning its back on railways. Although it was a shame the new link in England to the Channel Tunnel was not built at the same time as the French line. At least it should be complete in 2007.

Another thing that struck me was the safety record of the new lines. The serious accidents being on old lines involving grade crossings. I know a lot of money has been spent in England on eliminating 3 of these crossings on the line between Coventry to Birmingham but I'm afraid that its the only way to go on high speed lines.
I suppose as well a new line allows for more frieght paths on the original lines as well. In the U.K although the frieght trains have got faster the speed DIFFERENTIAL between them and the passenger trains has remained the same since steam days(50-65 MPH).

The computer seems to be behaving it self at the minute although the operator is having problems, managed to delete an earlier attempt. Oh well when the wife fixes the puter does it really have to be tested by buying clothes on the net [?][%-)][:)] PETE.

[siberianmo]

G'day Gents!

A rather spring like day here in mid-Continent USA - temps are in mid 50s (F), slight breeze, just nice outside. Petrol up at "Collusion Corner" is still holding at $1.97 (rounded) wonder of wonders! Who wudda ever thunk anyone would be happy at that price, eh[?] Compared to those living in Canada and GB, we're very, very fortunate - so far.

In the "THOUGHT YOU'D WANT TO KNOW DEPT." - I did a check on a few names of guys who we have honored with Permanent Stool Status and Birthday Bashes - just to see if they are still active on the Forums. CFournier Chris Posted last on 16 Jan 2006 and wrwatkins *** is Posting regularly. So, that should put an end to any speculation about either. The former many of us worried about regarding his health and the latter claimed he has been too busy. FIne. Adios to both! RIP. That puts an end to that.

Been an interesting day at the bar and it's nice to see some "life" in the place, side from Boris Tex and Awk

A nice mid-day visit from Trainnut484 Russell[tup] along with "reports" from LoveDomes Lars 'n BudKarr BK[tup] Time to ring the bell, Boris a round on the house from BK's Sack 'o Cash![swg]

What in the world can anyone say with regard to the ongoing saga put forth by Lars[?] This is the world upside down, fer sure, fer sure. I think you MUST cover your posterior, big time, and by all means prepare yourself for some encounters with the legal beagles. Sad and sorry state of affairs. Wi***here was something we could do for you - but about all that can be offered is the knowledge that we'll be here for ya![tup]

BK You are making me extremely envious of your situation up there in the mountains! Actually, it really sounds terrific and I hope it all continues that way for the two of you.

Your comments regarding VIA Rail are "right on" as far as I'm concerned. Fortunately, they are not in the deep muck that Amtrak finds itself in, but one day surely could be if the politicians have their way. They fly the planes from place to place, is my guess, and of course on the taxpayers dime. Perhaps if we insisted that any and all government travel be REQUIRED to be by rail in both countries, we'd see some fast moving changes. Whadyathink about that idea[?][swg]

Glad that the three of you enjoyed the TGV piece(s)! I'll try to keep things movin' with some Euro and Canadian stuff on alternating weeks. These things are very, very labor intensive and requires far more time than my other ideas took (Fallen Flags & Nostalgia). Well, as long as the guys are enjoying 'em - that's what matters, eh[?]

Okay boyz - belly up to the bar and check out the menu while you're at it. Remember, tonight is Fish 'n Chips Nite! - and sorry, I haven't a clue whether we'll be seeing Nick the Chief Chef [C=:-)]either now or in the immediate future. Still no word.

Later![tup]

Tom[4:-)] [oX)]

[BudKarr]

Good Day Captain Tom and all assembled!

Another report from Paradise where the snow on the mountains is absolutely marvelous, but not at the depths of winters past from what I have been told. The air as brisk as a sea breeze in the northern oceans. Just makes one appreciate being alive, a feeling I have not had in years and years, perhaps never.

The postings continue and the information flow is quite enormous, if one take the time to imbibe, that is. I am down to just a few more pages before my catch up is complete. The idea is to use this resource in a manner whereby it does not overwhelm either of us, that would be a no-no. It does take time to go through the bits and bytes, but there is a reward out there and it is called, “knowledge.” As stated yesterday though, one must be able to discern the substance from the anecdotal or otherwise disingenuous submissions found elsewhere.

Nice work with the French TGV trains! While I do not fully understand the functions required to get this data transferred from one place to another in a discernable format, I do appreciate the effort put forth by you, Captain Tom, to engage in this labor. Thank you! No doubt it would be far easier to post the URL and have us look up whatever it is you feel we would be interested in. But to provide the material directly to us is quite another thing. You have a flare for keeping things moving and I hope the guys all appreciate what it takes to do what you do.

Back to the train, it is indeed quite an engineering marvel and one can only wonder what in blue blazes is WRONG here in North America[?] The rest of the world has passed us by when it comes to rail transportation and our approach to it is to let our infrastructures deteriorate further. At best I see nothing more than treading water which of course will ultimately lead to drowning if one does not head for shallow water and the shoreline! Surely not a happy prospect. Just look at the Via Rail situation. They have yet to come up with anything to replace the Budd cars, now pretty much in exclusive use out in this part of the country for the “Canadian.” They only run these trains three days per week in each direction and some of that equipment is very, very tired. Sorry, Captain Tom, as I know you have an ongoing love affair with those cars, but surely you see the problem too. If the idea is to attract and maintain a tourism crowd then updating to more modern equipment is a must. If the idea is to attract and maintain a viable passenger clientele, then updating to more modern equipment is a must. If the idea is to attract and maintain both – then updating to more modern equipment is a must. I wonder if the people at the “head shed” ever really get this message??? Maybe we can chalk it up to a glitch in the bilingual nature of this wonderful land, those in Montreal pulling the strings may be on an entirely different sheet of music than the rest. Then again, factor in Ottawa and the legislature. Enough!

I need to begin figuring out how to use the various functions available on these Forums – you know, things like [tup] and [swg] and the like. I will get there, just a matter of repetition I would think. [yeah] (See what I mean[?])<grin>

Thank you for the comments directed my way by many of you. I am not really much on the line by line responses – however, they are all appreciated. I noted that a few of my “Bud-isms” may have tweaked one or two in a positive way and for that I am glad. As with Captain Tom, life and the experiences each of us have tend to form our opinions and modus operandi in day to day living. I do not have the market cornered on wisdom, but I surely know a sow’s ear from a silk purse!

Looks as if I just missed Lars as his posting just popped up and then his editing. Now he is gone. From what he has provided, this guy definitely needs a Barrister, big time. That insurance outfit is going to try and nail him to the wall and it more than likely will get uglier than it has and real soon. It appears to me that Lars is on solid ground with this issue. The insurance company screwed it up and my hope is that whenever this gets adjudicated, by whomever does it, that common sense prevails.

Sorry to have to leave so soon, but my “intended” is beckoning and it is time for a trip down the mountain to resupply the food resources. Marketing we will go . . .

BK in beautiful Alberta high country!

[LoveDomes]

Hello Tom and whoever else may be looking in!

I think a half hero sandwich will do - the usual, please. A mug of whatever draught is on tap will do fine. Here's a ten spot for the guys ... sure, put it in the Lars Box - no sweat![tup]

So, it’s now approaching 3 PM on the “right coast” and guess what[?] There hasn’t been nary a sound coming from the side of our house where we should be hearing that “rat-a-tat-tat-tat-tat” that was mentioned yesterday. Why[?] Well it seems that there is (or was) a hangup regarding just WHO was going to remove the snow from the “work area.” Can you believe any of this[?][?] First of all, there’s not very much left and secondly, does the backhoe really know what it is digging up[?]

After spending a considerable amount of my time with these nincompoops, I was able to finally get through to the head dip s--- that the work needs to get started and started NOW. So, they have scheduled us for the work to begin on Monday! What’s one to do[?] The water isn’t coming in, because it’s not raining, snowing or doing both. If we can hang in there until Monday without a monsoon or something similar, my guess is things will progress as THEY dictate. It’s the most exasperating experience we’ve ever had as homeowners – absolutely maddening. By the way, here’s a definition for the “challenged” out there:

QUOTE: nincompoop

NOUN: One deficient in judgment and good sense: ***, fool, idiot, imbecile, jackass, mooncalf, moron, ninny, nitwit, simple, simpleton, softhead, tomfool. Informal : dope, gander, goose. Slang : cretin, ding-dong, dip, goof, jerk, nerd, schmo, ***, turkey.

Now, on to the insurance company Merry Go ‘Round, part III or IV, whatever! Got a call from the regional manager of the company last night – not during “working hours,” nope last night on MY TIME! Anyway, this JO wanted me to “consider” writing THEM A CHECK for the amount of their check so that they could essentially start the process over. You can imagine my response to THAT NONSENSE. I am absolutely not making any of this up. It is as incredulous as something out of a situation comedy on the tube. The guy then asked if we’d provide them with a VERIFIED receipt for each item purchased with the settlement funds. Answer – nope! The guy was exasperated, I was rather calm, and the conversation ended with we’ll be contacting you again. Translated: enter the lawyers. Fortunately for us, we have someone on retainer over another matter and he’s more than willing to protect our “interests” – as long as we pay him! We’ll only enlist his services should this all turn to the substance I think we’re all thinking of, but cannot say here on the Forums!

Fortunately for us, the check was cashed – the money is in our hands (or in the banks) and there’s not a blankety-blank thing they can do (I hope!) The bank manager assured us that from their perspective, the check cleared (electronically) and all is copasthetic. We breathed a sigh of relief. Next thing you know, the “feds” will be knocking on the door claiming we “passed a check in a fraudulent manner.” If that happens – I’m going back to sea and staying there! The wife can have the house, the car and the cash from the “passed check!”[swg]

Oh yeah, had someone stop by from the gas & electric utilities to let us know that we are “probably running a risk” by operating the furnace and water heater! Duh. Fortunately, that stuff comes tomorrow. What a mess, what a day, what a week, what a month!

One saving grace to all of this “waiting,” is that I’ve been able to scroll through quite a few pages, actually reading most of the information, but absolutely unable and unwilling to expend my
brain and eye power on those rambling and never ending data dumps of one passengerfan Al. Sorry, mate – but there’s just too much too soon too often. Need to break ‘em up before we do!

See, I’m getting back to my normal “loving” self![swg]

Hey Tom nice, nice work with the TGV pieces. The fact that you segmented them into three parts speaks volumes![tup][tup][tup] Further, the pictures are absolute “evidence” of where “they” are and where “we” are in terms of modern rail transportation vehicles and systems. Makes me want to [banghead]!! Through it all, I enjoyed the material and appreciate the time and effort you put into it! A four-[tup] Salute to you, Tom [tup][tup][tup]

Go ahead and send Vito and his guys out here – I can surely find use for their “talents!”[swg]

I’m going to have to curtail this session, as the Mrs. is requesting my presence on the quarter deck! That means I’M IN TROUBLE – but don’t know why (yet)!


Until the next time!

Lars

[Trainnut484]

Good morning/afternoon Tom and all. I'll have a Miller Lite for now. Tom, great job on the TGV stuff. By the sounds of it, freight traffic gets the worst end of the stick on the LGV.

Lars, sorry to hear about your insurance company woes. One of my wife's friends had troubles with her insurance company until she got a lawyer. Now, she's on the better side of the situation.

Al, nice info on the SP, and KUDOS go out to others who pitched in on SP theme day.

Ted and Pete, glad to see you both here. Ted, looks like you and Boris need to make peace. You know Boris, he has friends in high (and low) places [:D][:p]

Rob, sorry to hear you're having more 'puter problems. Maybe you should check into getting a new one.

Gotta go for now. Take care,

Russell

[siberianmo]

RAILWAYS of EUROPE #3 – TGV (France)


“SNCF, gives the train ideas in advance”

TGV

PART III of III


Used with permission from: Wikipedia, the free encyclopedia. Formatting differences made necessary due to Forums requirements. Some heralds from other sources.



Existing lines

1. LGV Sud-Est (Paris Gare de Lyon to Lyon-Perrache), the first LGV (opened 1981)
2. LGV Atlantique (Paris Gare Montparnasse to Tours and Le Mans) (opened 1990)
3. LGV Rhône-Alpes (Lyon to Valence) (opened 1992)
4. LGV Nord Europe (Paris Gare du Nord to Lille and Brussels and on towards London, Amsterdam and Cologne) (opened 1993)
5. LGV Méditerranée (An extension of LGV Sud-Est: Valence to Marseille Saint-Charles) (opened 2001)
6. LGV Interconnexion (LGV Sud-Est to LGV Nord Europe, east of Paris)

Planned lines

1. LGV Est (Paris Gare de l'Est-Strasbourg) (under construction, to open 2007)
2. LGV Rhin-Rhône (Strasbourg-Lyon)
3. Barcelona-Perpignan-Montpellier, which would connect the TGV to the Spanish AVE network
4. Lyon Turin Ferroviaire (Lyon-Chambéry-Turin), which would connect the TGV to the Italian TAV network
5. LGV Sud-Ouest Tours-Bordeaux and LGV Bretagne-Pays de la Loire Le Mans-Rennes, extending the LGV Atlantique
6. Bordeaux-Toulouse-Narbonne
7. Bordeaux-Spanish border-Vitoria and Irun
8. Poitiers-Limoges
9. LGV Barreau Picard (Paris - Amiens - Calais), cutting off the corner of the LGV Nord-Europe via Lille.

Amsterdam and Cologne are already served by Thalys TGV trains running on ordinary track, though these connections are being upgraded to high-speed rail. London is presently served by Eurostar TGV trains running at high speeds via the partially-completed Channel Tunnel Rail Link and then at normal speeds along regular tracks through the London suburbs, although Eurostar will use a fully-segregated line once Section 2 of the link is complete in 2007.

TGV technology outside France

TGV technology has been adopted in a number of other countries separately from the French network:

• AVE (Alta Velocidad Española), the high-speed network in Spain
• Korea Train Express (KTX), the high-speed network in South Korea
• Acela Express, a high-speed tilting train built by TGV participant Bombardier for the United States, which uses TGV motor technology (though the rest of the train is unrelated)

Future TGVs

SNCF and Alstom are investigating new technology which could be used for high-speed transport in France.

The development of TGV trains is being pursued in the form of the AGV, standing for automotrice à grande vitesse (high speed self-propelled unit). The design does not include locomotives: engines are instead located under each carriage. Investigations are being carried out with the aim of producing trains at the same cost as existing TGVs, with the same safety standards. An AGV train of the same length as existing TGVs could have a capacity of up to 450 seats. The target speed of the train is 350 km/h (217 mph).

One area being explored is magnetic levitation. This is, however, on hold as the cost of implementing maglev technology is too high. An entirely new network would be required, as maglev trains require track designed specifically for their use, and unless significant demolition or tunnelling took place in city centres, the new system would only be able to reach the outside of towns and cities.

Serious accidents

Main article: TGV accidents

In more than two decades of high-speed operation, the TGV has not recorded a single fatality due to accidents while running at high speed. There have been several accidents, including three high-speed derailments at or above 270 km/h (168 mph), but in none of these did any carriages overturn. This is credited in part to the stiffness that the articulated design lends to the train. There have, however, been fatal accidents involving TGVs on lignes classiques, where the trains are exposed to the same dangers as normal trains, such as level crossings.

On LGVs

• 14 December 1992: TGV 920 from Annecy to Paris, operated by set 56, derailed at 270 km/h (168 mph) on the way through Mâcon-Loché TGV station (Saône-et-Loire). A previous emergency stop had caused a wheel flat; the bogie concerned derailed while crossing the points at the entrance to the station. No-one on the train was injured, but 25 passengers waiting on the platform for another TGV were slightly injured by ballast which was thrown up from the trackbed.
• 21 December 1993: TGV 7150 from Valenciennes to Paris, operated by set 511, derailed at 300 km/h (186 mph) at the site of the current TGV Haute Picardie station (before it was built). Rains had caused a hole to open up under the track; the hole dated from the First World War but had not been detected during construction. The front power car and the front four carriages derailed, but remained aligned with the track. Out of the 200 passengers, one was slightly injured.
• 5 June 2000: Eurostar 9073 from Paris to London, operated by sets 3101/2 owned by NMBS/SNCB, derailed at 250 km/h (155 mph) in the Nord-Pas de Calais region of France near Croisilles. The transmission assembly on the rear bogie of the front power car failed, with parts falling onto the track. Four bogies out of 24 derailed. Out of 501 passengers, seven were bruised and others treated for shock.

On lignes classiques

• 31 December 1983: A bomb allegedly planted by the terrorist organization of Carlos the Jackal exploded on board a TGV from Marseille to Paris; two people were killed.
• 28 September 1988: TGV 736, operated by set 70 "Melun", collided with a lorry carrying an electric transformer weighing 100 tonnes (110 short tons; 98 long tons) which had become stuck on a level crossing in Voiron, Isère. The vehicle had not been permitted to cross by the French Direction départementale de l'équipement. The weight of the lorry caused a very violent collision; two died (the driver and a passenger) and 25 passengers were lightly injured.
• 4 January 1991: after a brake failure, TGV 360 ran away from Châtillon depot. The train was directed onto an unoccupied track and collided with the car loading ramp at Paris-Vaugirard station at 60 km/h (37 mph). No-one was injured. The leading power car and the first two carriages were severely damaged, but were later rebuilt.
• 25 September 1997: TGV 7119 from Paris to Dunkirk, operated by set 502, collided at 130 km/h (81 mph) with a 70 tonne (77 short ton; 69 long ton) asphalt paving machine on a level crossing at Bierne, near Dunkirk. The power car spun round and fell down an embankment; the front two carriages left the track bed and came to a stand in woods beside the track. 7 people were injured.
• 31 October 2001: TGV 8515 from Paris to Irun derailed at 130 km/h (81 mph) near Dax in southwest France. All 10 carriages derailed and the rear power unit fell over onto the track. The cause was a broken rail.
• 30 January 2003: a TGV from Dunkirk to Paris collided at 106 km/h (66 mph) with a heavy goods vehicle stuck on the level crossing at Esquelbecq in northern France. The front power car was severely damaged, but only one bogie derailed. Only the driver was slightly injured.

Following the number of accidents at level crossings, an effort has been made to remove all level crossings on lignes classiques used by TGVs. The ligne classique from Tours to Bordeaux at the end of the LGV Atlantique has no level crossings as a result.

Protests against the TGV

The first environmental protests against the building of a high-speed line in France occurred in May 1990 during the planning stages of the LGV Méditerranée. Protesters blocked a railway viaduct to protest against the planned route of the line, arguing that a new line was unnecessary, and that trains could use existing lines to reach Marseille from Lyon.

Lyon Turin Ferroviaire (Lyon-Chambéry-Turin), which would connect the TGV to the Italian TAV network has been the subject of demonstrations in Italy. While most Italian political parties agree on the construction of this line, inhabitants of the towns where construction would take place are vehemently opposing it. The concerns of the protesters centre around the choice to store dangerous materials mined from mountain, like asbestos and uranium, in open air. This serious health danger could be avoided by using more appropriate and expensive techniques for handling radioactive materials. A six months delay in construction start has been decided to study solutions but a ten years old NIMBY national movement against TAV is trying to exploit inhabitants lawful worries to criticize the development of high-speed rails in Italy on the whole.

General complaints about the noise of TGVs passing near towns and villages have led the SNCF to build acoustic fencing along large sections of LGVs to reduce the disturbance to residents, but protests still take place where SNCF has not addressed the issue.

References

• Soulié, Claude and Tricoire, Jean. Le grand livre du TGV. La Vie du Rail (2002) ISBN 291503401X (in French).
• Cinotti, Éric and Treboul, Jean-Baptiste. Les TGV européens. ISBN 2130505651 (in French).
• Perren, Brian. TGV Handbook. ISBN 1854141953.
• TGV Official Network Map from tgv.co.uk
• Eurostar Official Site - About Eurostar
• TGVweb, an unofficial website with photos and information

End of Part III of III

Used with permission from: Wikipedia, the free encyclopedia. Formatting differences made necessary due to Forums requirements. Some heralds from other sources.

***** ***** ***** ***** ***** ***** ***** ***** ***** ***** ***** ***** *****

Enjoy!

Tom [4:-)] [oX)]


Did you miss the first two in the series[?] Click on the URLs:

(1) British Rail, page 247
http://www.trains.com/community/forum/topic.asp?page=247&TOPIC_ID=35270

(2) Eurostar, page 248
http://www.trains.com/community/forum/topic.asp?page=248&TOPIC_ID=35270


Waving flags credit to: www.3DFlags.com

[siberianmo]

Good Morning!

A nice flourish last night to close out the evening – good to see you guys return to the bar! Hope you noticed that was Leon behind the bar and not moi![swg] There IS a bit of difference. I don’t wear “jump boots.”<grin>

Let the platitudes roll! Glad that the Posts have pleased the majority of you here at the “Feast or Famine Bar ‘n Grill” – we aim to please, as the saying goes. (Hmmmm, there is THAT sign back in the “Herr’s Room – We aim to please, your aim should be perfect!” – but that’s another story, eh[?])[swg]


Figured it was a ‘puter problem, Pete, so get the Mrs. to take care of it!<grin>

Did you pick up on that Amtrak derailment yesterday between Hermann and Jefferson City[?] Seems the Café Car (the one we travel in for Business Class) had a wheel come off the rails (at least that’s the preliminary guesstimate.) All kinds of agencies are looking into it – UP denies it was their track – what’s new[?] Fortunately the car remained upright and no one was reported to have been injured. Our news said the train was 5 hours delayed and the passengers were taken back to Hermann to board a bus that would take them to their west bound destinations. Oh the woes continue![tdn]

Doug Great piece on the SP and as always, lotsa “stuff’ I didn’ know. Appreciate the effort you put forth in providing these Posts to us all![tup][tup][tup]

The joke[?] Well, let’s put it this way, I’d keep my resume up to date if I were you, for there’s at least 100,000 unemployed comedians these days (daze)![swg]

Always appreciate the inclusive nature of your Posts and look forward to the next![tup]


Rob Your Email has been received and responded to – thanx![tup]

Another fine offering from you last night and it surely covered the bases. Speaking of which, can you believe the “boys of summer” are at spring training[?] I see where “George” has predicted his Yankees will win the World Series! So, we may as well skip it all and get on to the next NHL season, eh[?][swg] Surely THIS NHL season has been a wash – not to mention the total embarrassment suffered by the Canadian and U.S. hockey teams! <good grief!> What does THAT tell you about having professionals in the Olympics!![?][?] Yeah, yeah – I’m off topic – but I’m BOSS! So – awright, awright – ring the blasted ding-dong and give ‘em all the OJ they can handle! That Boris just never let’s me skate . . . [swg]

The downtown department stores in St. Louis aren’t. We still have one that is open for business, but for the life of me I don’t why. Shopping in downtown St. Louis is like trying to book passage on the Titanic – a bit difficult at best. Anyway, last time I heard, they still had a marvelous American Flyer set up in one of their large window areas. This S gauge layout is one of the finest I’ve seen and is put together by the area’s local S gauge club. Problem is, in order to view it, one has to fend off the “street people” who seem to have overtaken and overwhelmed that particular area. Not something I’d go out of my way to do …. Sad how things have changed, in many respects. Anyway, glad the Lionel reference “did something for ya!”[tup]


I see Sir Ted has dropped by. I’m trying to come up with something appropriate to say – but for once, am at a loss for words! How about – ‘tis better to have been a “has been” than a “never was”[?]![?]! Nah, that doesn’t work.[swg] Always good to have you aboard and share in your good cheer. I see Boris is still trying to get back at you for whatever it was he thinks you did to him. Better watch Tex the Armadillo he’s been on the prowl lately, and no ankles are safe ‘round here!<grin>

Glad you caught the first two parts of the TGV – an interesting train fer sure, fer sure! And yes, I concur – they got it right with that effort.[swg]


CM3 Sorry I neglected to thank you for the quarters and round from yesterday! Mea culpa . . . Great informative and inclusive Post from you this fine day![tup]

I know I’ve passed this bit of “wisdom” along somewhere on these pages – but I’ll repeat it. I used to work for a guy who once told the assembled officers in his charge, “Gentlemen, I will presume competence until you demonstrate otherwise.” Now that was a great way of telling us that he wasn’t a micro-manager, and expected things to get done well, in a timely fashion and of course professionally. A decade or so later, I heard myself using the same phrase with my officers. It “worked” for me and apparently did for many others.

It might be time to enlist the services of Fuddman defender of the weak, weaker and absolutely helpless! Then again, nooooooooooot! Maybe Vito the Hit & the Boyz should be dispatched to Staten Island PDQ! Perhaps Lars could use our help!<grin>

Perhaps you can “edumacate” us a bit by deciphering that last portion of your Post – some of those terms may require elaboration. Thanx![tup]

Oh yes - THANX for today's round![tup]


Okay boyz, hope you all take the time to READ the Posts and make appropriate comments to the authors of the efforts put forth for us all! Let’s keep the acknowledgments flowing and maintain the inclusive nature of our cyber watering hole![tup]


Later![tup]


Tom[4:-)] [oX)]


Stick around a few minutes AFTER POSTING - The information you MISS may be for YOU!

Those who acknowledge the other guy, get acknowledged!

[coalminer3]

Good Morning Barkeep and All Present; coffee, please; round for the house; I'll save jukebox $ for awhile as we seem to be up to speed here. A few comments and then to something for the day.

BK - Don't get me started - our 'steamed proprietor will send me to the rat's room for extreme therapy. Suffice it to say, I'm dealing with some similar issues at work right now.

I enjoyed the piece on the TMs. There were more than a few around here on the old VGN, so it was nice to read abt. them. Our maritime contingent doubtless knows abt. other F-M applications.

Lars - Holy !@#$. It always worries me when somebody says, "Did you ca***he check yet?" Then they want a second adjuster to look at it - be afraid, be very afraid........hang in there.

Trolleyboy - We spend a fair amt. of time in the Buffalo area. Their NPR outlets are more than good - wish ours were as good, but their PBS affiliate, well.........BTW, WV Public TV ran a segment on Ft. Niagara the other night - one of my favorite places.

SP in WW2. Thanks so much for that post.

As for Renaults - my dad had one - fun car (?) - don't leave home w/o tools and extra belts. It was abt. the coldest thing I ever rode in (that was supposed to be a passenger vehicle).

He traded a Pontiac that was abt. the size of the USS Pennsylvania for it. I believe it was temporary insanity, but the courts were never able to prove it. I still pick at him abt. it every now and then, especially wqhen they get a snow and cold outbreak up home.

Anyway I enjoyed it because I liked to take stuff apart (even at an early age) and get it to run better - there was a lot of OJT with that beast.

Then we got a 1953 VW - different set of things to play with as it was air cooled. Let's just say that car was thermally challenged inside in the winter as well. I know, Boris, we're doing trains here, not vintage vehicles - sorry.

The NYC had some Lima diesels. IIRC, they ran in the Boston area for awhile and were also on some trains on the Harlem line. At any rate, their diesels were nowhere in the same league as their steam products. I always enjoyed checking out the Baldwin plant at Eddystone when we went by on the PRR - interesting buildings including the X-shaped headquarters structure. IIRC, virtually all of the old plant is gone except for that building, but it's been a long time since I rode the NEC in daylight.

I am enjoying the posts on France's high speed service. Always something to learn abt.

Let's add a little more to a previous post. The City of Denver in 1969 had an interesting consist.

It carried a Chicago-Denver sleeper (rttes and bedrooms)
Dome coach: Chicago-North Platte
Reclining seat coaches (leg rests): Chicago-Denver; Omaha-Denver
Cafe Lounge: North Platte-Denver
Diner: Chicago-North Plate
Dome Lounge Car: Chicago-North Plate

In one of the wonderful quirks of time zones, it left North Platte westbound before it arrived as the time changed there from CST to MST. Of course, eastbound it had a "monstrous" layover because the time zone changed the other way.

A footnote on the schedule says, "All tickets honored except banana messengers, caretakers, commutation, drover, circus or show scrip."

work safe

[Anonymous]

Hi again Tom, couldn't leave without mentioning Part II on the TGV. I wondered how these trains handled the current variations between countries. A visit doesn't go by at "Our" Place that I don't learn something new.[tup] Okay, so long for now.

[siberianmo]

RAILWAYS of EUROPE #3 – TGV (France)


“SNCF, gives the train ideas in advance”

TGV

PART II of III


Used with permission from: Wikipedia, the free encyclopedia. Formatting differences made necessary due to Forums requirements. Some heralds from other sources.


Stations


Avignon TGV station. (GNU Free Documentation)

One of the main advantages of TGV over other fast rail techologies such as magnetic levitation is that TGV trains can take advantage of existing infrastructure. This makes connecting city centres (such as Paris-Gare de Lyon to Lyon-Perrache) with TGV a simple and inexpensive proposition; TGVs often use intra-city tracks and stations originally built with lower-speed trains in mind.

However, TGV route designers have tended to build new stations in suburban areas or in the open countryside several kilometers away from cities. This allows TGVs to stop without incurring too great a time penalty, since more time is spent on high-speed track. In some cases, stations are built halfway between two communities. The station serving Montceau-les-Mines and Le Creusot is an example of this approach. Another, more controversial example is the Haute Picardie station, which is located between Amiens and Saint-Quentin. The location of the Haute Picardie station was rather controversial; the press and local authorities criticized it as too far from either town to be convenient, and too far from connecting railway lines to be useful for travellers. The station was nicknamed la gare des betteraves, or 'beetroot station', as it is surrounded by beet fields. This nickname is now applied to similar stations located away from town and city centres, whether such stations are in the vicinity of beet fields or not.

A number of major new railway stations have been built to support the TGV service, some of which are considered major architectural achievements in their own right. The Avignon TGV station, opened in 2001, has been praised as one of the most remarkable stations on the network, with a spectacular 340 m (1,115 ft)-long glazed roof which has been compared to that of a cathedral.

Rolling stock


A TGV train in Rennes, in Brittany. (Wikimedia Commons)



Eurostar and Thalys side-by-side in Paris Gare du Nord. (Wikimedia Commons)

TGV rolling stock differs from other types in that trains consist of semi-permanently coupled multiple units. Bogies are located between carriages, supporting the carriages on either side, so that each carriage shares its bogies with the two adjacent to it. Locomotives at either end of the trains have their own bogies.
This design is advantageous during a derailment, as the locomotive derails first and can move separately from the passenger carriages, which are more likely to stay upright and in line with the track. Normal trains, by contrast, tend to split at couplings and jackknife.

A disadvantage of this carriage design is that it is difficult to split sets of carriages. While TGV locomotives can be removed from trains via standard uncoupling procedures, specialized depot equipment is needed to split carriages by lifting the entire train at once. Once uncoupled, one of the carriage ends is left without a bogie at the split, so a bogie frame is required to hold it up.

SNCF operates a fleet of about 400 TGV trainsets. Six types of TGV or TGV derivative currently operate on the French network; these are TGV Sud-Est (passenger and La Poste varieties), TGV Atlantique, TGV Réseau/Thalys PBA, Eurostar, TGV Duplex and Thalys PBKA. A seventh type, TGV POS (Paris-Ostfrankreich-Suddeutschland, or Paris-Eastern France-Southern Germany), is currently being tested.

All TGVs are at least bi-current, which means that they can operate at 25 kV, 50 Hz AC on newer lines (including LGVs) and at 1.5 kV DC on older lines (such 1.5 kV lignes classiques that are particularly common around Paris). Trains crossing the border into Germany, Switzerland, Belgium, the Netherlands and the United Kingdom must accommodate foreign voltages. This has led to the construction of tri-current or even quadri-current TGVs. All TGVs are equipped with two pairs of pantographs, two for AC use and two for DC use. When passing between areas of different supply voltage, marker boards are installed to remind the driver to lower the pantograph(s), turn off power to the traction motors, adjust a switch on the dashboard to select the appropriate system, and raise the pantograph(s) again. Pantographs and pantograph height control are selected automatically based on the voltage system chosen by the driver. Once the train detects the correct supply to its transformers, a dashboard indicator lights up and the driver can switch on power to the traction motors. The train coasts across the border between voltage sections with traction motor power turned off.

Main article: SNCF TGV Sud-Est


A TGV Sud-Est set in the original orange livery, since superseded by silver and blue. (Wikimedia Commons)

The Sud-Est fleet was built between 1978 and 1988 and operated the first TGV service from Paris to Lyon in 1981. Currently there are 107 passenger sets operating, of which nine are tri-current (including 15 kV, 16 2/3 Hz AC for use in Switzerland) and the rest bi-current. There are also seven bi-current half-sets without seats which carry mail for La Poste between Paris and Lyon. These are painted in a distinct yellow livery.

Each set is made up of two power cars and eight carriages (capacity 345 seats), including a powered bogie in each of the carriages adjacent to the power cars. They are 200 m (656 ft) long and 2.81 m (9.2 ft) wide. They weigh 385 tonnes (424 short tons; 379 long tons) with a power output of 6,450 kW under 25 kV.

Originally the sets were built to run at 270 km/h (168 mph) but most were upgraded to 300 km/h (186 mph) during their mid-life refurbishment in preparation for the opening of the LGV Méditerranée. The few sets which still have a maximum speed of 270 km/h operate on routes which have a comparatively short distance on the lignes à grande vitesse, such as those to Switzerland via Dijon. SNCF did not consider it financially worthwhile to upgrade their speed for a marginal reduction in journey time.

TGV Atlantique


A TGV Atlantique on an enhanced ordinary track. (Wikimedia Commons)

Main article: SNCF TGV Atlantique

The Atlantique fleet was built between 1988 and 1992. 105 bi-current sets were built for the opening of the LGV Atlantique and entry into service began in 1989. They are 237.5 m (780 ft) long and 2.9 m (9.5 ft) wide. They weigh 444 tonnes (489 tons), and are made up of two power cars and ten carriages with a capacity of 485 seats. They were built from the outset with a maximum speed of 300 km/h (186 mph) with 8,800 kW total power under 25 kV.

A modified model 325 set the world speed record in 1990 on the new LGV before its opening. Various modifications, such as improved aerodynamics, larger wheels and improved braking were made to enable test run speeds of over 500 km/h (310 mph). The set was also reduced to two power cars and three carriages to improve the power-to-weight ratio, weighing 250 tonnes (275 tons). Three carriages, including the bar carriage in the centre, is the minimum possible configuration because of the way the sets are articulated.

TGV Réseau


A Réseau-class 2nd-generation TGV train at Marseille St-Charles station. (GNU Free Documentation)

Main article: SNCF TGV Réseau

The first Réseau ("Network") sets entered service in 1993. 50 bi-current sets were ordered initially in 1990, supplemented by an order for 40 tri-current sets in 1992/1993. Ten of the tri-current sets carry the Thalys livery and are known as Thalys PBA (Paris-Brussels-Amsterdam) sets. The tri-current sets, as well as the standard French voltages, can operate under the Low Countries' and Italian 3kV DC supplies.

They are formed of two power cars (8,800 kW under 25 kV - as TGV Atlantique) and eight carriages, giving a capacity of 377 seats. They have a top speed of 300 km/h. They are 200 m (656 ft) long and are 2.90 m (9.5 ft) wide. The bi-current sets weigh 383 tonnes (422 tons), but owing to axle-load restrictions in Belgium the tri-current sets have a series of modifications such as the replacement of steel with aluminium and hollow axles to reduce the weight to under 17 tonnes (18.7 tons) per axle.

Owing to early complaints of uncomfortable pressure changes when entering tunnels at high speed on the LGV Atlantique, the Réseau sets are now pressure-sealed.

Eurostar

Main article: British Rail Class 373


Long Eurostar trains connect London with Paris and Brussels through the Channel Tunnel. (Wikimedia Commons)

The Eurostar train is essentially a long TGV, modified for use in the United Kingdom and in the Channel Tunnel. Differences include the smaller cross-section, to fit within the constrictive British loading gauge; British-designed asynchronous traction motors; and extensive fireproofing in case of fire in the tunnel.

In the UK, it is known under the TOPS classification system as a Class 373 Electric Multiple Unit. In the planning stages, it was also known as the TransManche Super Train (Cross-channel Super Train). The trains were built by GEC-Alsthom (now Alstom) at its sites in La Rochelle (France), Belfort (France) and Washwood Heath (England), entering service in 1993.

Two types were built: the Three Capitals sets consist of two power cars and eighteen carriages, including two powered bogies; the North of London sets consist of two power cars and only fourteen carriages, again with two powered bogies. Full sets of both types consist of two identical half-sets which are not articulated in the middle, so that in case of emergency in the Channel Tunnel, one half can be uncoupled and leave the tunnel. Each half-set is numbered separately.

38 full sets, plus one spare power car, were ordered by the railway companies involved: 16 by SNCF, 4 by NMBS/SNCB, and 18 by British Rail, of which seven were North of London sets. Upon privatisation of British Rail by the UK Government, the sets were bought by London & Continental Railways whose subsidiary Eurostar (U.K.) Ltd. is managed by a consortium of companies made up of the National Express Group (40%), SNCF (35%), SNCB (15%) and British Airways (10%).

The Three Capitals sets operate at a maximum speed of 300 km/h (186 mph), with the power cars supplying 12,240 kW of power. They are 394 m (1,293 ft) long and have a capacity of 766 seats, weighing a total of 752 tonnes (829 short tons; 740 long tons). The North of London sets have a capacity of 558 seats. All of the trains are at least tri-current and are able to operate on 25 kV, 50 Hz AC (on LGVs, including the Channel Tunnel Rail Link, and on UK overhead electrified lines), 3 kV DC (on lignes classiques in Belgium) and 750 V DC on the UK Southern Region third rail network. The third rail system will become superfluous in 2007 when the second phase of the Channel Tunnel Rail Link is completed between London and the Channel Tunnel, as it uses 25 kV, 50 Hz AC exclusively. Five of the Three Capitals sets owned by SNCF are quadri-current and are also able to operate on French lignes classiques at 1500 V DC.

Three of the Three Capitals sets owned by SNCF are used for French domestic use and currently carry the silver and blue TGV livery. The North of London Eurostar sets have never seen international use but were originally intended to provide direct services from continental Europe to UK cities north of London, using the West Coast Main Line and the East Coast Main Line. These never came to fruition because budget airlines in the UK offered lower fares. A few of the sets were leased to GNER for use on its White Rose service between London and Leeds, with two of them carrying GNER's dark blue livery. The lease ended in December 2005.

The current Chief Executive of Eurostar, Richard Brown, has suggested that the trains could be replaced by double-decker trains similar to the TGV Duplex when they are withdrawn. A double-deck fleet could carry 40 million passengers per year from England to Continental Europe, equivalent to adding an extra runway at a London airport.

TGV Duplex


The TGV Duplex power cars use a more streamlined nose than previous TGVs. (Wikimedia Commons)


TGV Duplex trains feature bi-level carriages. (Wikimedia Commons)

Main article: SNCF TGV Duplex

The Duplex was built to increase TGV capacity without increasing train length, or number of trains. Each carriage has two levels, with access doors at the lower level taking advantage of low French platforms. A staircase provides access to the upper level, where the gangway between carriages is located. This layout provides a capacity of 512 seats per set. On busy routes such as Paris-Marseille they are operated in pairs, providing 1,024 seats in a single train. Each set also has a wheelchair-accessible compartment.

After a lengthy development process starting in 1988 (during which they were known as the TGV-2N), they were built in two batches: thirty were built between 1995 and 1998, then a further thirty-four between 2000 and 2004. They weigh 386 tonnes (425 short tons; 379 long tons) and are 200 m (656 ft) long, made up of two power cars and eight bi-level carriages. Extensive use of aluminium means that they do not weigh much more than the TGV Réseau sets they supplement. The bi-current power cars provide a total power of 8,800 kW, and they have a slightly increased speed over their predecessors of 320 km/h (199 mph).

Thalys PBKA


A Thalys PBKA power car at Aachen Hauptbahnhof, on the German border with Belgium and the Netherlands. (Wikimedia Commons)

Main article: SNCF TGV Thalys PBKA

Unlike Thalys PBA sets, the PBKA (Paris-Brussels-Köln (Cologne)-Amsterdam) sets were built exclusively for the Thalys service. They are technologically similar to TGV Duplex sets, but do not feature bi-level carriages. All of the trains are quadri-current, operating under 25 kV, 50 Hz AC (LGVs), 15 kV 16 2/3 Hz AC (Germany, Switzerland), 3 kV DC (Belgium) and 1,500 V DC (Low Countries and French lignes classiques). Their top speed in service is 300 km/h (186 mph) under 25 kV, 50 Hz AC, with two power cars supplying 8,800 kW of power. They have eight carriages and are 200 m (656 ft) long, weighing a total of 385 tonnes (424 short tons; 379 long tons). They have a capacity of 377 seats.

17 trains were ordered: nine by SNCB, six by SNCF and two by NS. Deutsche Bahn contributed to financing two of the SNCB sets.

TGV POS

Main article: SNCF TGV POS

POS trains, standing for Paris-Ostfrankreich-Süddeutschland (Paris-Eastern France-Southern Germany) are under test for use on the LGV Est, currently under construction.

The trains will consist of two power cars with eight TGV Réseau type carriages, with a total power output of 9,600 kW and a top speed of 320 km/h (199 mph). Unlike TGV-A, TGV-R and TGV-D, it has adopted asynchronous motors and in case of failure, isolation of an individual motor in a powered bogie is possible. They will weigh 423 tonnes (466 short tons; 416 long tons).

Network


TGV lines (shown in orange and yellow) and connections to the rest of the European high speed rail network

France has around 1 200 km of LGV built over the past 20 years, with four new lines either proposed or under construction.

End of Part II of III


Used with permission from: Wikipedia, the free encyclopedia. Formatting differences made necessary due to Forums requirements. Some heralds from other sources.

***** ***** ***** ***** ***** ***** ***** ***** ***** ***** ***** ***** *****

Enjoy!

Tom [4:-)] [oX)]


Waving flags credit to: www.3DFlags.com

[Anonymous]

And a very good morning to one and all. I know, its ben awhile and no one misses the interaction more than me humble self. There has been so much "good stuff" since Sunday Photo Posting day; I don't where to start with the accolades. Tom, let me begin with a tall Tomato Juice and a couple of Hot Cross Buns...Ruthy's will do nicely.[^] Seriously, thanks again Tom for posting the pix for those of us who are P.C./Net challanged.[:I] Good to see BK and Lars back into the Fold and of course all of the steady contributors, "Members of the Stools" and guests.[tup] Its true, this new wrinkle I'm into is very demanding, however, personal lethargy isn't an option I'm comfortable with.[V] 'Til some extra "horses" pitch in, I'll just have to "wing it" for the present.

Congratulations BK on getting settled in. Your choice of locations couldn't be better. Lars, owning a home is such a hassle and finding reliable contractors for maintenance, etc. can stretch your patients to the limit. Best wishes for coping with this tedious challenge. Barndad Doug, where on earth do you find the esoteric choices offered on your posts?[tup] They certainly are compelling and appreciated. Pete old Topper, thanks again for the excellent pics on British Rail Museum pieces. Say Rob, did you get as much from the "Juice Jargon" that Doug sent as I did?[tup] As always your input is superb. I can't wait to see those Brantford beauties "live and in living colo(u)r" come May.[^] BTW, great decision on the move from the basement to the attic. Hope everything is copasetic on the domestic side.[:O] French TGVs, ah yes, I'm sure we all agree that this is another case where they "got it right" the first time. As to a labrynth of other choices made; I would rather not go there. Hey, I wanna do more but duty calls. What is that odor? Oh Boris, did you miss me? PHWATT!...The same to you fella!!![:(!] Happy rails everyone, until next time.

[passengerfan]

Good Morning Tom and the rest of the gang. Time for a coffee and a crumpet from the Mentor Village Bakery.

PASSENGERFAN AL'S STREAMLINER CORNER #66

CITY OF DENVER C&NW – UP Trains 110-111 January 10, 1954 Chicago – Denver daily overnight each direction 1048 miles 16 hours 30 minutes
by Al



CONSIST ONE
5026A (C&NW) EMD E8A 2,250 HP Diesel Passenger Cab Unit (Chicago – Omaha)

5026B(C&NW) EMD E8A 2,250 HP Diesel Passenger Cab Unit (Chicago – Omaha)

926 (UP) EMD E8A 2,250 HP Diesel Passenger Cab Unit (Omaha – Denver)

928 (UP) EMD E8A 2,250 HP Diesel Passenger Cab Unit (Omaha – Denver)

8900 (C&NW) Baggage Car

5200 “Pub” Bar 28- Seat Lounge 20- Revenue Seat Coach

3480 (C&NW) 44- Revenue Seat Leg-Rest Coach

3479 (C&NW) 44- Revenue Seat Leg-Rest Coach

5105 21-Crew Dormitory Kitchen Car
5105 54- Seat Dining Room Car

DREAM LAKE 4-Compartment 1-Drawing Room 4-Double Bedroom Sleeping Car

BOULDER 12-Section Sleeping Car

PACIFIC ISLAND 10-Roomette 6-Double Bedroom Sleeping Car

PACIFIC MEADOW 10-Roomette 6-Double Bedroom Sleeping Car

1501 Buffet 46- Seat Lounge Car

CONSIST TWO

942 (UP) EMD E8A 2,250 HP Diesel Passenger Cab Unit (Denver – Omaha)

941 (UP) EMD E8A 2,250 HP Diesel Passenger Cab Unit (Denver – Omaha)

5026B (C&NW) EMD E8A 2,250 HP Diesel Passenger Cab Unit (Omaha – Chicago)

5026A (C&NW) EMD E8A 2,250 HP Diesel Passenger Cab Unit (Omaha – Chicago)

8901 (C&NW) Baggage Car

5202 “Pub” Bar 28-Seat lounge 20- Revenue Seat Coach

3482 (C&NW) 44-Revenue Seat Leg-Rest Coach

3481 (C&NW) 44- Revenue Seat Leg-Rest Coach

5106 21-Crew Dormitory Kitchen Car
5106 54- Seat Dining Room Car

BEAR LAKE 4-Compartment 1-Drawing Room 4-Double Bedroom Sleeping Car

GREELEY 12-Section Sleeping Car

PACIFIC SKIES 10-Roomette 6-Double Bedroom Sleeping Car

PACIFIC FORUM 10-Roomette 6-Double Bedroom Sleeping Car

1500 Buffet 46- Seat Lounge Car

The new Pubs were so popular that the UP rebuilt two coaches into full Pub cars to replace the original Pub coach cars 5200 and 5202, these new cars were 1502 and 1503. The interiors of these cars were Bar and 47 seat Pub Lounge. They were completed and assigned to the CITY OF DENVER consists in July 1954.

In order to compete with the new VISTA-DOME DENVER ZEPHYRS of October 1956 featuring the new Slumbercoach the UP leased a pair of 21-Roomette sleeping cars from the Pennsylvania Railroad for six months from October 1956 to April 1957 and after repainting the cars streamliner colors offered them at coach fare plus a room charge. With space in the cars for only 21 passengers compared to a Slumbercoaches 40-passengers it is doubtful if they made any money in the six months they were leased by the UP.
The two cars retained their PRR names while leased to the UP as follows:
BEDFORD INN
COATESVILLE INN

At the end of October 1955 the Milwaukee Road took over from the C&NW as the Chicago – Omaha operator of the CITY fleet and other UP streamliners.
The C&NW cars assigned to the CITY OF DENVER trains were returned to that Railroad and the UP assigned cars of their own as replacements until the Milwaukee Road was able to make cars available. Beginning in June 1956.

In January 1958 the Milwaukee Road assigned two SUPER DOMES to the CITY OF DENVER one per consist.
The domes lasted for one year until January 1959 when the CITY OF DENVER and CITY OF PORTLAND were combined between Chicago and Denver. Since the CITY OF PORTLAND operated with three domes (Coach, Diner, Lounge) the SUPER DOMES were no longer necessary.

In 1968 the CITY OF DENVER was rerouted back on the mainline and the CITY OF DENVER cars were operated as separate trains between North Platte and Denver.
The CITY OF LOS ANGELES was combined with the CITY OF PORTLAND in 1969 east of Green River, Wyoming and the CITY OF DENVER east of North Platte.

The CITY OF DENVER was dropped with the coming of AMTRAK in 1971.

TTFN AL

[siberianmo]

RAILWAYS of EUROPE #3 – TGV (France)

“SNCF, gives the train ideas in advance”

TGV

PART I of III


This article is about the French high-speed railway system.


TGV trains depart from Gare Montparnasse in Paris to western and southwestern destinations. (Wikimedia Commons)

The TGV (train à grande vitesse, French for "high-speed train") is France's high-speed rail service, developed by GEC-Alsthom (now Alstom) and SNCF, the French national rail operator, and operated primarily by SNCF. Following the inaugural TGV service between Paris and Lyon in 1981, the TGV network, centred on Paris, has expanded to connect cities across France.

The success of the first line led to a rapid expansion of the service, with new lines built to the south, west and northeast of the country. Eager to share in the success of the French network, neighbouring countries such as Belgium, Italy and Switzerland built their own high-speed lines to connect with it. TGVs under other brand names also link to Germany and the Netherlands through the Thalys network, and to the United Kingdom through Eurostar. Several future lines are currently planned, including extensions within France and to surrounding countries. Towns such as Tours have become a part of this "TGV commuter belt".

TGVs travel at up to 320 km/h (200 mph), which is made possible through the use of specially designed tracks, laid down without any sharp curves, and a range of features which make TGV trains suitable for high speed travel. These features include high-powered electric motors, low axle weight, articulated carriages and in-cab signaling which removes the need for drivers to see lineside signals at high speed.

TGVs are manufactured primarily by Alstom, now often with the involvement of Bombardier. Except for a small series of TGVs used for postal freight between Paris and Lyon, TGV is primarily a passenger service. Trains derived from TGV designs also operate in South Korea (KTX) and Spain (AVE).

Travel by TGV has largely replaced air travel between connected cities, due to shorter commuting times (especially for trips taking less than three hours), reduced check-in, security and boarding formalities, and the convenient location of train stations in the heart of cities. Furthermore, the TGV is a very safe mode of transport, with no recorded fatalities due to accidents while running at high speed since operations began.

History

Main article: Development of the TGV

The idea of the TGV was first proposed in the 1960s, after Japan began construction on the Shinkansen in 1959. At the time the French government favoured new technologies, exploring the production of hovercraft and maglev trains such as Aérotrain. Simultaneously, SNCF began researching high-speed trains that would operate on conventional tracks.

It was originally planned that the TGV, then standing for très grande vitesse (very high speed) or turbine grande vitesse (high speed turbine), would be propelled by gas turbine-electric locomotives. Gas turbines were selected for their small size, good power-to-weight ratio, and ability to deliver a high power output over an extended period of time. The first prototype, TGV 001, was the only TGV constructed with this type of engine. However, following the sharp increase in the price of oil during the 1973 energy crisis, gas turbines were deemed impractical and the project turned to locomotives powered by electricity from overhead lines. The electricity was to be generated by France's new nuclear power stations.

However, TGV 001 was not a wasted prototype. Its gas-turbine powerplant was only one of many technologies required for high-speed rail travel. The TGV 001 platform also tested high-speed brakes, which were needed to dissipate the large amount of kinetic energy amassed by a train operating at high speed. Other technologies tested by the 001 included high-speed aerodynamics and signaling. The train was articulated, meaning that its two carriages shared a bogie between them which allowed them to move freely with respect to one another. The prototype train reached 318 km/h (198 mph), which remains the world speed record for a non-electric train. The interior and exterior of TGV 001 were styled by British-born designer Jack Cooper, whose work formed the basis of all subsequent TGV design, including the distinctive nose shape of TGV power cars.

Changing the specification of the TGV to incorporate electric traction required a significant design overhaul. The first fully electric prototype, nicknamed Zébulon, was completed in 1974, testing features such as innovative body-mounting of motors, pantographs, suspension and braking. Body mounting of motors allowed over 3 tonnes (2.95 tons) to be dropped from the weight of the power cars. The prototype travelled almost 1 000 000 km (621,000 miles) during testing.

In 1976 the French government fully funded the TGV project, and construction of the LGV Sud-Est, the first high-speed line (ligne à grande vitesse), began shortly afterwards. The line was given the designation LN1, Ligne Nouvelle 1 (New Line 1).


A TGV train at Futuroscope, near Poitiers. (Wikimedia Commons)

After two pre-production trainsets had been rigorously tested and substantially modified, the first production version was delivered on 25 April 1980. The TGV service opened to the public between Paris and Lyon on 27 September 1981. The initial target customers were businesspeople travelling between those two cities; as a mode of transport, the TGV was considerably faster than normal trains, cars, or airplanes. The trains soon became popular outside their initial target market; the public welcomed a fast and practical way to travel between cities.

Since then, further LGVs have opened in France, including the LGV Atlantique (LN2) to Tours/Le Mans (construction began 1985, operation began 1989); the LGV Nord-Europe (LN3) to Calais and the Belgian border (construction began 1989, operation began 1993); the LGV Rhône-Alpes (LN4), extending the LGV Sud-Est to Valence (construction began 1990, operation began 1992); and the LGV Méditerranée (LN5) to Marseille (construction began 1996, operations began 2001). A line from Paris to Strasbourg, the LGV Est, is under construction. High-speed lines based on TGV technology have also been built in Belgium, the Netherlands and the United Kingdom to connect with the French network.


A TGV Duplex train leaving Paris Gare de Lyon. (Wikimedia Commons)

The Eurostar Service began operation in 1994, connecting continental Europe to London via the Channel Tunnel. The line used the LGV Nord-Europe in France from the outset. The first phase of the British high-speed line, the Channel Tunnel Rail Link, was completed in 2003. The project, built with SNCF engineering expertise, is due for completion in 2007, by which time London-Brussels will take only 2 hours and London-Paris only 2h15.

The TGV was not the world's first commercial high-speed service; the Japanese Shinkansen first connected Tokyo and Osaka on 1 October 1964, nearly 17 years before the first TGVs. The TGV does, however, hold the world speed record for conventional trains (Japan holds it for maglev trains); in 1990 it reached speeds of 515.3 km/h (320.2 mph) under test conditions with a shortened train (two power cars and three passenger cars). It remains the world's fastest conventional scheduled train as of 2005. More recently, a typical journey's average start-to-stop speed was 263.3 km/h.

On 28 November 2003 the TGV carried its one-billionth passenger since the inception of the service in 1981, second in the world only to Shinkansen of Japan's 5 billion passengers reached in 2000. The two-billion mark is expected to be reached in 2010.

Tracks

The TGV runs on dedicated tracks known as LGV (ligne à grande vitesse, "high-speed line"), allowing speeds of up to 320 km/h (200 mph) in normal operation on the newest lines. Originally, LGV was defined as a line permitting speeds greater than 200 km/h (125 mph); this guideline was subsequently revised to permit speeds up to 250 km/h (155 mph). TGV trains can also run on conventional track (lignes classiques), albeit at the normal maximum safe speed for those lines, up to a maximum of 220 km/h (137 mph). This is an advantage that the TGV has over, for example, magnetic levitation trains, as it means that TGVs can serve far more destinations and can use city-centre stations (for example in Paris, Lyon, and Dijon). They now serve around 200 destinations in France and abroad.

LGV construction is similar to normal railway lines, with a few key differences. The radii of curves are larger so that trains can travel at higher speeds around them without increasing the centrifugal force felt by passengers. The radius of LGV curves has historically been greater than 4 km (2.5 miles); new lines have minimum radii of 7 km (4 mi) to allow for future increases in speed.

If used only for high-speed traffic, lines can incorporate steeper grades. This facilitates the planning of LGV routes and reduces the cost of line construction. The considerable momentum of TGV trains at high speed means that they can climb steep slopes without greatly increasing their energy consumption. They can also coast on downward slopes, further increasing efficiency. The Paris-Sud-Est LGV features line grades of up to 3.5%, while on the German high-speed line between Cologne and Frankfurt they reach 4%.

Track alignment is more precise than on normal railway lines, and ballast is placed in a deeper than normal profile, resulting in increased load-bearing capacity and track stability. LGV track is anchored by more railway sleepers per kilometre than is usual in track construction, and all are made of concrete (either mono- or bi-blocs, the latter being when the sleeper consists of two separate blocks of concrete joined by a steel bar). Heavy rail (UIC 60) is used, and the rails themselves are more upright (1/40 as opposed to 1/20 on normal lines). Use of continuous welded rails in place of shorter, jointed rails means that the ride is comfortable at high speeds, without the usual "clickety-clack" vibrations induced by rail joints.

Track must be at least standard gauge, 1,435 mm (4 ft 8½in), or wide gauge to allow speeds greater than 200 km/h (125 mph). Japanese and Taiwanese LGV networks are therefore isolated from the narrow gauge networks used for traditional rail in the two countries. On the Iberian Peninsula, however, which uses wide gauge track on normal lines, standard gauge is used on LGVs so that they remain compatible with rail networks across the rest of Europe. If tunnels are required, their diameter must be greater than that required by the gauge of the trains travelling through them, especially at the entrances. This is to limit the effects of air pressure changes, which can be more problematic at the speeds reached by TGV trains.

LGVs have a minimum speed limit. In other words, trains which are not capable of high speed generally may not use LGVs, which are primarily reserved for passenger trains. One reason for this limitation is that capacity is sharply reduced when trains of differing speeds are mixed. Passing freight and passenger trains also constitute a safety risk, as cargo on freight cars can be destabilized by the turbulent air that accompanies a high-speed TGV. Slower traffic is generally unable to use LGV track even during the midnight hours when no TGVs are running, because maintenance is performed on line infrastructure during these hours.

The steep gradients common on TGV lines limit the weight of slow freight trains. Slower trains also mean that the maximum track cant (banking on curves) is limited, so for the same maximum speed a mixed-traffic LGV would need to be built with curves of even higher radius. Such track would be much more expensive and difficult to build and maintain. Because of expense, engineering difficulty and safety concerns, mixed-traffic LGV routes remain uncommon. However, certain stretches of less-used track are routinely mixed-traffic today, such as the Tours branch of the LGV Atlantique, and the planned Nîmes/Montpellier branch of the LGV Mediterranée.

LGVs are all electrified. In addition to the constraints involved in refuelling and carrying fuel on board trains, diesel traction cannot produce the continuous thrust required for high-speed operation. All LGVs connected directly to the French network are electrified at high voltage AC: 15 kV, 16 2/3 Hz in Germany and 25 kV, 50/60 Hz everywhere else. The original Italian line between Rome and Florence, currently electrified at 3 kV DC, is to be converted to 25 kV 50 Hz AC to faciliate direct trains from France once new high-speed lines link it with the French network at Lyon via Turin.

Catenary wires are kept at a higher tension than normal lines. This is because the pantograph causes oscillations in the wires, and the wave must travel faster than the train to avoid producing standing waves which would cause the wires to break. This was a problem when rail speed record attempts were made in 1990; power wire tension had to be increased further still to accommodate train speeds of over 500 km/h (310 mph). While trains are on LGVs, only the rear pantograph is raised, avoiding amplification of the oscillations created by the front pantograph. The front power car is supplied by a cable running along the roof of the train. Eurostar trains are, however, long enough that oscillations are damped sufficiently between the front and rear power cars that both pantographs can be safely raised. On lignes classiques (older, normal-speed rail lines) slower maximum speeds prevent oscillation problems, and both DC pantographs are raised.

LGVs are fenced along their entire length to prevent animals and people from wandering onto the track. Level crossings are not permitted and bridges over the line are equipped with sensors to detect objects that fall onto the track.

All LGV junctions are grade-separated, i.e. the tracks are designed so that tracks crossing each other always use flyovers or tunnels in order to avoid the need to cross in front of trains travelling in the opposite direction. Crossing over in front of other trains would require that service be halted in the opposite direction for extended periods of time, thus greatly reducing capacity.

Signaling

Main article: LGV signaling

Because TGV trains travel too fast for their operators to see and react to traditional lineside signals, an automated system called TVM (Transmission Voie-Machine, or track to train transmission) is used for signaling on LGVs. Information is transmitted to trains via electrical pulses sent through the rails, providing speed, target speed, and stop/go indications directly to the operator via dashboard-mounted instruments. This high degree of automation does not remove the train from driver control, though there are safeguards that can safely bring the train to a stop in the event of driver error.


The boundaries of signaling block sections are marked by distinctive boards.

The line is divided into signal blocks of about 1500 m (1 mile), the boundaries of which are marked by blue boards printed with a yellow triangle. Dashboard instruments show the maximum permitted speed for a train's current block, as well as a target speed based on the profile of the line ahead. The maximum permitted speed is based on factors such as the proximity of trains ahead (with steadily decreasing maximum permitted speeds in blocks closer to the rear of the next train), junction placement, speed restrictions, the top speed of the train and distance from the end of LGV track. As trains cannot usually stop within one signal block (which ranges from a few hundred metres to a few kilometres), drivers are alerted to slow down gradually several blocks before a required stop.

Two versions of TVM signaling, TVM-430 and TVM-300, are in use on the LGV. TVM-430, a newer system, was first installed on the LGV Nord to the Channel Tunnel and Belgium, and supplies trains with more information than TVM-300. Among other benefits, TVM-430 allows a train's on-board computer system to generate a continuous speed control curve in the event of an emergency brake activation, effectively forcing the driver to reduce speed safely without releasing the brake.

The signaling system is permissive; the driver of a train is permitted to proceed into an occupied block section without first obtaining authorization. Speed in this situation is limited to 30 km/h (19 mph; proceed with caution) and if speed exceeds 35 km/h (22 mph), the emergency brake is applied and the train stops. If the board marking the entrance to the block section is accompanied by a sign marked NF, the block section is not permissive, and the driver must obtain authorization from the Poste d'Aiguillage et de Régulation (Signaling and Control Centre) before entering. Once a route is set, or the PAR has provided authorization, a white lamp above the board is lit to inform the driver. The driver then acknowledges the authorization using a button on the train's control panel. This disables the emergency braking which would otherwise occur when passing over the ground loop adjacent to the non-permissive board.

When trains enter or leave LGVs from lignes classiques, they pass over a ground loop which automatically switches the driver's dashboard indicators to the appropriate signaling system. For example, a train leaving the LGV onto a French ligne classique would have its TVM signaling system deactivated and its traditional KVB (Contrôle Vitesse par Balise, or beacon speed control) system enabled.

End of Part I of III


Used with permission from: Wikipedia, the free encyclopedia. Formatting differences made necessary due to Forums requirements. Some heralds from other sources.

***** ***** ***** ***** ***** ***** ***** ***** ***** ***** ***** ***** *****

Enjoy!

Tom [4:-)] [oX)]


Waving flags credit to: www.3DFlags.com

[siberianmo]

(photo courtesy: www.trainweb.org)

We open at 6 AM.(all times zones!) (Don’t ask how we do that!)[swg]

THURSDAY’s INFO & SUMMARY of POSTS


G’day! Start the day right here with a hot cuppa freshly brewed “Joe,” a little something from The Mentor Village Bakery pastry case topped off with an order from our Menu Board for a <light> or <traditional> breakfast. Sounds good, eh[?][tup]


NAME THE two CASH REGISTERS!

. . . . from Pete “Tilla the Hun”
. . . . from Russell “Pink Floyd”
. . . . from Doug “Johnny Cash”
. . . . from CM3 “Tom’s Totaler” & “The Vulture’s Vault”
. . . . from BK “Justin Cash” & “Winsome Cash”
. . . . from Rob “The Cashinator”
Selections to be made on Friday!


Daily Wisdom

After a night at the Opera with his wife, he was asked if he enjoyed it. He replied, “I really liked it. Even the music was good.”
(yogi-ism)


Info for the Day:

Railways of Europe #2 – TGV of France arrives on Today in 3 parts – watch for it!

Railroads from Yesteryear: Northern Pacific (NP) arrives next Tuesday! This will be the THEME for the DAY!

* Weekly Calendar:

Today: Fish ‘n Chips Nite!
Friday: Pizza Nite! & Steak ‘n Fries Nite!
Saturday: Steak ‘n Trimmin’s Nite! – and – ENCORE! Saturday


SUMMARY

Name …..…………… Date/Time …..…..………. (Page#) .. Remarks

(1) trolleyboy Rob Posted: 22 Feb 2006, 01:28:20 (254) Classic Index, ver. 3

(2) siberianmo Tom Posted: 22 Feb 2006, 05:32:03 (254) Wednesday’s Info & Summary

(3) passengerfan Al Posted: 22 Feb 2006, 06:57:30 (254) Streamliner #66 – SP (still!)

(4) siberianmo Tom Posted: 22 Feb 2006, 07:57:56 (254) Railways of Europe – Ad

(5) coalminer3 CM3 Posted: 22 Feb 2006, 09:50:57 (254) Pike Perspectives, etc.

(6) trolleyboy Rob Posted: 22 Feb 2006, 10:08:51 (254) Inclusive Post! & Pike Perspectives

(7) trolleyboy Rob Posted: 22 Feb 2006, 10:38:52 (254) Classic Diesels #2

(8) siberianmo Tom Posted: 22 Feb 2006, 11:06:50 (254) Acknowledgments & Pike Perspectives

(9) siberianmo Tom Posted: 22 Feb 2006, 12:40:34 (254) NOSTALGIA #69 – Railways of France (1933)

(10) BudKarr BK Posted: 22 Feb 2006, 14:00:26 (254) The Bud Report!

(11) pwolfe Pete Posted: 22 Feb 2006, 14:29:22 (255) Inclusive Post, etc.

(12) LoveDomes Posted: 22 Feb 2006, 14:37:23 (255) The Lars Report!

(13) West Coast S Dave Posted: 22 Feb 2006, 18:06:24 (255) Acknowledgments – SP Trainmasters, etc.

(14) siberianmo Tom Posted: 22 Feb 2006, 18:51:42 (255) Acknowledgments, etc.

(15) pwolfe Pete Posted: 22 Feb 2006, 22:12:39 (255) Inclusive Post!, etc.

(16) barndad Doug Posted: 22 Feb 2006, 22:19:59 (255) Inclusive Post, SP, & joke!

(17) trolleyboy Rob Posted: 22 Feb 2006, 23:01:00 (255) Inclusive Post, etc.



NOW SHOWING:

The Mentor Village Emporium Theatre
. . . . . Double Features, all of the time . . . . .

. . . Sunday, February 19th thru 25th: Fahrenheit 451 (1966) starring: Oskar Werner, Julie Christie & Cyril Cusack – and – Northwest Frontier (1959) starring: Kenneth More, Lauren Bacall & Herbert Lom.


That’s it! [tup][;)]

Tom [4:-)] [oX)]
Proprietor of “Our” Place, an adult eating & drinking establishment!

[trolleyboy]

Hi Tom and the gang.

Leon can you be sokind as to bring up a round of everyone's favourite for me please.

Tom I enjoyed your reminising about your Lionel trains of yore. I can still remember the Eaton's and Sear's window displays of Lionel layouts each xmas,with the smoke and the sound just really neeat stuff.I'll await the rest of the French raailway story as it unfolds as well,always interesting to see and hear about the continenets rail systems.

Lars Wow un @#%$ beleavable, I hope that once this fiasco is done that you guys can find a new insurer,I'm not sure that I'd want to deal with this comedy of errors that has been dumped in your lap. My luck it is the same company that I'm insured with.As Tom said, once the works done it can only go up from here.

BK Thanks for the round. It's good to hear that you have settled into your retirement. You are right of coarse, way to much fluff out there on the rest of the forum's, I find myself more and more just stayiing here and dealing with the people I know the best,no real reason to venture to far out of our place. You may find yourself even busier in retirement , my Dad swears that he's busier now than when he was walking the beat for 30+ years.I think that you will enjoy that book as well,neat to read about what was, and see all those old ads once again. BTW I concider you to be part of the creame around here as well, your sage advice and commentayr are always welcome here in my opinion,should such opinion matter.

Dave Intersting info on the trainmasters,they were a favourite of mine, not abundant up here but the CPR certainly wrung every last horse and minute out of theirs. Always amazed me that SP used theirs for son long in commuter service. Coarse CPR did as well, they had the only five built with the twin steam generators in the short hood for passenger car heating. Ugly buggers the short hood was the full width of the body ( no walkway on either side iof the cab) Eventually they were rebuilt with conventional cabs once they were pulled from the passenger pool.

Pete I've occationally run into the same problems, once I purge though it does usually go away.I'm certain that for the most part there was two rasons most locomotive manufacturers that had transition difficulties failed.#1 and most important, diesel loco's were able to replace steam locomotives with less engines for more train. Rasilways didn't need as many so the market and therfore the margines were tighter,smaller older companies tended not to be cometitive enough to survive. The wartime building acts didn't help them either though. Secondly I think pride got in the way occationlly. In Baldwins case they went too late to the diesel market, I guess they figured that dioesels wer just a phase or fad, when they realized they weren't the market was already crowded with the larger more competitive manufacturers. This is of coarse an over simplification aas there are many other reasons out there. I'm sure others will pick up on them.

Doug great story on the SP,definatly worth the wait. I always liked the cab forwards, not sure why but I just did,They just seemed to ooze power and purpose.

Well folks the bed beckens. see you all tomorrow.

Rob

[Anonymous]

Good evening Tom and all. I'll have a bottlemless draught, and allow me to buy everyone (Tom, Al, CM3, Lars, Rob and Dave) a round for the wonderful tribute to the SP yesterday. I finally came up with some material of my own .. but before I post, I also want to acknowlege Tom's fine Railways of France piece, as well as his Pikes Perspective of today. Liked your loco-company post as well, Mr. Rob. There is surely a great deal of good stuff at Our Place .... as usual.

Hopefully, "better late than never" can be applied to the following. As always ..humbly submitted to y'all

Southern Pacific, a National War Agency from BLF&E magazine, Jan. 1943

Ninety-nine-car freight train hauled by five locomotives on horseshoe curve near San Luis Obispo, California


The clock was turned back more than 73 years recently at Promontory, Utah, when on September 8, 1942, a little gathering of railroad men and history-minded persons re-created in reverse, the epochal ceremony of May 10, 1869, on which date the last spike was driven connecting the rails of the Central Pacific (now Southern Pacific) and the Union Pacific to give the nation its first trans-continental railroad.

For more then 38 years, or since the Southern Pacific’s 32-mile trestle and fill across Great Salt Lake was opened (April 1904) the pioneer rail line that twisted around the upper end of the lake has been a branch little used.

Now the government has taken up the track so that about 13,000 gross tons of rail and other materials can be put to vital wartime use. It was on this 120 miles of railroad track that construction crews of the Central Pacific and Union Pacific Paralleled their grades within shouting distance of each other before a final point of junction was decided upon. It was here the rival crews vied for tracklaying records as they raced their iron rails toward each other. Finally C.P. forces laid ten miles and 1800 feet of rail in one day to establish a record that still stands.

Southern Pacific, which had its beginning with the construction of the Central Pacific from Sacramento to Promontory, is one of the world’s largest transportation systems. The main lines of its 15,500 miles of railways in the United States and Mexico reach from Portland, Oregon, to Guadalajara, Mexico; from San Francisco to Ogden, Utah; and from Los Angeles and San Diego, California, to Tucumcari, New Mexico, and New Orleans, Louisiana, with networks of supplementary lines at both Pacific Coast and Gulf termini.

Cab-in-Front locomotive – one of the latest built by Baldwin for the Southern Pacific


Thus, skirting the western and southern borders of the nation and providing numerous gateways to the interior, the railroad is strategically located for the outstanding role it is playing in the war effort. Of this President A.T. Mercier says: “All the vast resources of the Southern Pacific in manpower and physical plant are being directed to our first duty and purpose of winning the war. Because this is a two-ocean war our varied transcontinental lines and routes and our lines along the Pacific Coast are vital to the job of mass transportation of troops, arms and supplies. Equally important is our transportation service for war industries – feeding the raw materials, carrying away finished products – serving as a part of the American railroads’ vast assembly line for mass production of airplanes, warships, munitions and allied facilities.”

“In this war no railroad is more strategically located than our own. At the same time none has more difficult physical operating problems involving for the most part single-track operation over wide reaches of mountains and desert territory. To meet this responsibility and these problems we have equipment and methods that have been greatly improved during the last dozen years as to constitute a new era in railroading. Also we have the will. The job is being tackled by all hands in the traditional spirit that built our western link of America’s first transcontinental railroad, in the spirit that has since won through in every crisis of flood, storm and disaster. I know the men and women of our railroad. They have what it takes. Out on the line, in the yards, in the shops and offices, day and night, they are doing and will continue to do the greatest job in our history.”

When war came suddenly to the United States with the attack on Pearl Harbor, the Southern Pacific was already prepared for the big job. Despite the lean depression years the road had managed, by borrowing large sums, to maintain adequately its track, structures and equipment, and in addition had made notable advancement both in its efficiency of operation and in the character of its service.

It was this period which witness establishment of the company’s spectacular “Daylight” streamliners and the expansion of its fast merchandise freight service. It was a period in which, with efficiency and economy as watchwords, the program of accelerating freight movement was stepped up by the laying of heavier rails carrying more powerful locomotives, hauling longer trains made up of cars of greater capacity and running on faster schedules. From 1932 to 1941 Southern Pacific had spent $146,000,000 for additions and betterments to its equipment and physical properties.

From August, 1939, to the time of U.S. entry into the war the road had already received or was awaiting delivery of 110 steam locomotives and 72 diesel-electric switch engines. Also received or to be delivered were 9489 new freight cars and 79 new passenger cars. The Pacific Fruit Express Company in which the S.P. owns a half-interest had in the same period ordered 1035 new refrigerator cars.

In the past few years Southern Pacific has added materially to its fleet of cab-in-front oil burners, technically known as single-expansion, articulated locomotives of the 4-8-8-2 wheel arrangement, bought from the Baldwin Locomotive Works. Other recently purchased locomotives are of the single-expansion, articulated type, but coal-burners with cab in the conventional position back of the boiler. They were built by the Lima Locomotive works. Coal is used for fuel on the Rio Grande Division between El Paso and Tucumcari.

Battery of S.P. Cab-in-Front locomotives faces turntable



The "BLF&E" stands for the Brotherhood of Locomotive Fireman and Enginemen, and is one of the many fraternal railroading organizations I have come across. I now have 10 of their regular monthly magazines to digest and selectively share with y'all. There will be one more part on the SP.

[:I] A engineering student was walking along and one of his engineering buddy rode up on a nice new bicycle.
"Wow, Where'd you get that," he asked.
"It was amazing! I was walking through the park and a beautiful blonde on a bicycle rode up, jumped off her bike, threw off all of her clothes, opened her arms and exclaimed, 'take whatever you want.'"
"Good choice" came the reply, "The clothes probably would not have fit!" [:I]

[pwolfe]

Hi Tom and all

A pint of Bathams please LEON.

TOM I have managed to get page 253 and it was well worth the effort to read it all[tup][tup].
But something is not quite right with the computer as I had to log my name back on to the site.[%-)]

LARS I do hope the basement problem is settled soon.
It would be interesting to hear about your TGV travelling, I have not been through the Chunnel yet. I dare say that when the High Speed link to the Channel Tunnel is finished in 2007 I will have to ride the new line even if it means having to go to France.

DAVE.Interesting post on the SP and the Trainmasters. Its strange how some locomotive sheds can get the best out of a certain class of loco whereas other depots cant get on with that type of loco at all[?].
Do you know anything about UP loco #761 [?].
PETE.