Now that's funny!!!!
Nance-CCABW/LEI
“Even if you are on the right track, you’ll get run over if you just sit there.” --Will Rogers
Whether you think you can, or you think you can't, you're right! --unknown
You don't have to be in a yard--if you ride the main line of TRAX (rapid transit) in the Salt Lake area, you will see many purple DERAIL signs along the way as (believe it or not) some industries still ship/receive by rail, and are switched at night by the Salt Lake (City?) Southern Railroad. This line used to be part of the Los Angeles and Salt Lake line that went through Provo down to Lynndyll, on the main. As well as I can tell, these are split rail derails (a little more positive than rabbits, perhaps).
Johnny
CShaveRR (And, just to tie this in to the discussion, Kat has an interesting piece on accident investigation on page 16 of the new [July 2011] issue of Trains.)
(And, just to tie this in to the discussion, Kat has an interesting piece on accident investigation on page 16 of the new [July 2011] issue of Trains.)
Thanks for the link, Larry--now I know why my daughter mentioned Towel Day. She's a big fan--her name on several websites is/was 42: the answer to Life, the Universe, and Everything.
Carl
Railroader Emeritus (practiced railroading for 46 years--and in 2010 I finally got it right!)
CAACSCOCOM--I don't want to behave improperly, so I just won't behave at all. (SM)
Another question:What's the difference between a "non-interchange" car and a "limited interchange car"? Within the same road, lessor/lessee? Between pairs of terminals?
Dan
No pull, Johnny...there are months when I'm the one who gets it behind everybody else. I'd been anxious to get this one, though--I'd seen the issue when I was at Kalmbach earlier this month, but I couldn't obtain one.
(Big hint: next month [August] will be a b&w cover shot by Richard Steinheimer, part of a worthy tribute to every railfan's guru.)
Dan, non-interchange means it has to stay on home rails (reasons could be anything from age to truck design, or others). Limited-interchange means that not all railroads would accept it (possibly clearance or weight-limit issues). There may be other factors, but these are usually the first to look at.
Thanks Carl. I saw those stencils on nearly every intermodal car on CN's Q198 yesterday and it got me thinking a little - which is dangerous! I'm not sure if you'll recall, but a while back (1 or 2 editions ago maybe?) I mentioned something being "just a junk train" to which you took slight umbrage. Yesterday I blew off 2 unit trains (spare the Q198) to catch 4 manifest freights. Even caught some "D5-R" traffic on A446 - which also had 6 heads!
Thanks for the heads up about next month's issue. Might have to pick that one up.
Heard a "little birdie" singing a bit yesterday evening. We'll see if today proves fruitful - I'll post pictures if it is.
CShaveRR Thanks for the link, Larry--now I know why my daughter mentioned Towel Day. She's a big fan--her name on several websites is/was 42: the answer to Life, the Universe, and Everything.
With the lawn mower broken (replacement parts on order!), I was able to use today's sunny-but-cool weather for a bike trip into Elmhurst. This time I brought along my hand-held scanner, and was able to see perhaps three or four freights that would have gotten past me otherwise (used the streets by the tracks, instead of the bike path).
Thanks to the construction work around Lombard, traffic was running strangely again. Track 1 was apparently out of service, so eastbound trains were all on Track 2, and westbounds were on Track 3. At Emhurst, one of the eastbounds was switched from Track 2 to Track 2 (yes, that's right!) because it had to leave the line at Provo Junction. Consequently, the scoot had to get around him by running on Track 1 past Provo, and crossing over to Track 3 at Park.
Shortly after noon, Track 1 west of town was returned to service. The eastbound scoot was still on Track 2, but the next westbound went on Track 1, no doubt surprising a few people in the process (the Voice of Metra gave plenty of warning). At the same time, MPRDM went west on 3, so everything was definitely back in service.
By the time I returned to Lombard, the block signals at Finley Road suggested that scoot traffic would be back to normal: eastbounds on 1, westbounds on 3.
Best sighting of the day: a westbound auto train (I think I heard "AGBDV") with a single SD70ACE on the point, and another single unit--UP 1995--as the DPU. It was a treat to watch this guy take the crossover from Track 1 to Track 3 at Elmhurst at about 50. (AGBDV suggests automobiles from IHB's Gibson Yard in Hammond, Indiana, to Denver.)
Received my magazine May, 26th.
Trains
Quentin
Can anyone, with enough money, buy a RR crossing sign with lights? I mean I know what crossbucks are but I think this guy wants the flashing lights and quite poss. the gate, too. Yes, he is serious, and yes, he has the $$$ to pay for it! Thanks for any help you can give me. I've looked online but have had little to no luck so far.
In Nevada, IA there's a guy who has in his backyard a grade crossing signal, lights and gate. I don't know if it works. He also has an ex-RI block signal, the Type G with the triangular color light arrangement.
East of Colo, IA on a farm, there is a guy who has the high nose and cab from a SD/GP type engine.
So, it's possible to find such items. Outside of a railroad or supplier, a salvage company that works with a railroad would probably be the best bet. I know there's a firm in Omaha that salvages old track and signal components.
Jeff
Check with area shortlines - they may have just what he wants, in less-than-perfect repair, laying in a junk pile. It'll take some fixing up, but he'll have what he wants.
I know a couple of people who have just what he's talking about, although I'm not sure the gates actually lower and raise in one case.
An automotive 537 flasher will handle the alternating flash part.
I know a guy who built an entire cab inside his house... It can get interesting if he calls you over to his truck with "hey, look what I've got..."
Larry Resident Microferroequinologist (at least at my house) Everyone goes home; Safety begins with you My Opinion. Standard Disclaimers Apply. No Expiration Date Come ride the rails with me! There's one thing about humility - the moment you think you've got it, you've lost it...
I personally don't have any railroad decor in my yard. About all I'd want would be a front light like a switch lamp, with maybe lunar roundels in it.
Happy birthday today to Brian Hanel! Hope you can take advantage of the weekend and catch some excitement...trackside, even, if you wish!
Thanks folks, as always. I don't know why he wants/needs this or what he's going to do with it, but...
Happy Birthday, Brian. Hope it is a nice one for you!
Thanks, I hope I do get the chance to get trackside- maybe tomorrow, Monday, or even Tuesday if the weather cooperates on one of those days.
Brian (IA) http://blhanel.rrpicturearchives.net.
Thanks again, everybody. It looks like I was able to get him the info he needs to get what he wants.
Happy Birthday Brian! I wish for you to have many returns. You and Joanie doing anything special?
I was able to interpret what the 'little birdie' told me successfully. I'll include links to the pictures below them if you want to see them larger.
WSOR's former "HK" job, now called the L595 officially, had all three of the odd-numbered former NdeM "Mexi-wreck" units on them. The place I ended up catching them at is a former Olsen's Co-op that also has its own little switcher. The little GE critter can be seen on left, below:
http://flic.kr/p/9MwbEt
Photos of the Critter from last fall:Click Here
From photo R to L is WSOR 3811, 3809 & 3813. They're seen here about to tie onto some flats for Oshkosh Corp.
http://flic.kr/p/9MyZDq
Finally the hogger gives a parting blast of throttle from the 3811 as he clears HWY 91/Clairville Road.
http://flic.kr/p/9MyZRY
I also met a couple of other Flickr users who happened upon these guys heading north.
I was also able to get an answer to one of my own questions from a while back. CN has been turning "on" normally dark signals, such as the ones giving clearance to the main from a couple of spurs or very infrequently used sidings. Desk 12 RTC grilled a signal maintainer over the air about it yesterday with the argument of "Crews are grilling us here and we have nothing to tell them - so what's up?" The maintainer replied that "some new rule changed and the FRA said they're to be on constantly now." Exactly what that rule was he didn't say nor what prompted the change but that's better than nothing I guess.
Mine came today.
Pity anybody who had to wait until after the holiday weekend to receive theirs!
We're in line for some nasty weather this afternoon (followed by sunny and 90 tomorrow). From the radar it looked like Rochelle is getting hammered. I wanted to check the webcam, but am getting an "error message", which suggests that it might have been damaged (have never had problems before).
Since I last posted, about an hour and a half ago, we've gotten well over an inch of rain here. Metra stopped the two trains that it had out on our line to wait things out (they apparently kept running on BNSF). The Rochelle Webcam is back up again for us; looks like it's quit raining there.
Starting on a "new" pad of old freight-car observations, this one dating from our California trip in 2007. Just paging through it makes it look exciting. And I've already found one series of cars, freshly acquired then but completely gone now.
CShaveRR Pity anybody who had to wait until after the holiday weekend to receive theirs!
I'm in that category.
Well, a very interesting chapter in my life has just been opened. A big part of it involves learning every shred I can about how the railroads worked, esp. a rural depot in northeastern US, and all about cabooses. I think the target timeframe is 1930's and 1940's.
A big, sincere thanks in advance for any and all info, incl books, etc that might be helpful!! I appreciate it!!
Hey, does this gal sound excited, or what?
Nice work, if you can get it!
Congratulations and good luck, Nance!
Thanks so much, Carl!! I really appreciate that!! I'm sure ya'll will be hearing plenty about what I'm looking for and learning about.
Eh, hm, speaking of which, I should have originally mentioned: I'm also particularly interested in how the RR's developed, impacted America and its growth, their impact on America today, etc. Thx!
Ready?! Here we go.
I'm seeing 'road,' 'yard,' and 'industrial' switchers. Can someone pls explain this to me? Mostly, I guess I'm confused by road type. How do you switch out on the road?! Yards do yard switches and industrial at an industry?!
Switching on the road would mostly be the domain of local freights. Also called (depending where you're at) wayfreights, patrols, peddlers, and probably other names I'm not aware of or have forgotten. They run from one terminal to another, or maybe from one terminal to an outlying point and return switching the small town industries that still use rail. Can be on a main line or a branch line.
Some areas that don't have enough business to run a local freight might have a thru train (usually the lowest priority manifest type) handle the remaining carload business.
As an example, out of Boone they run a Monday thru Friday local (the West Wayfreight) that goes west and turns back at either Denison or Carroll depending on day and work scheduled. Not every town has active industries, but the ones that do get serviced by the wayfreight. It also can pick up any repaired bad-order cars that were set out. There is a fertilizer dealer at the west edge of the subdivision outside the limits the wayfreight currently runs. It only receives inbound loads periodically and loads are setout and empties picked up by a thru manifest instead of the wayfreight.
I think the differences you're seeing in the names: road switcher, yard switcher, and industrial switcher are a holdover from the early diesel days. When certain types of engines where targeted (or marketed?) for a certain use. When I think of a road switcher I think of a hood unit like an GP-7 or an ALCO RS-1, etc. Today the big GEs and EMDs would fall under that category. A yard switcher would be an end cab switcher like an EMD SW or MP design or an ALCO S series engine. An Industrial switcher would be a smaller type like a Plymouth or Davenport, etc to move a few cars around tight spaces.
Now a days, many industry owned/leased switch engines are former yard or road switcher types. Many engines used by railroads for yard or industry work are road switchers. Some railroads had/have their yard switchers outfitted with trucks and gearing to allow use on the road. Even some off the shelf yard switchers would normally get branchline assignments. So an engine can be a lot more versatile than the type name implies.
Much appreciated, Jeff!!
Everyone stay safe.
Nance, if you were a diesel locomotive manufacturer, you had four markets to build for: passenger, freight, switching, and industrial. If you could come up with a locomotive that could handle more than one of those assignments well, you'd have a winner. In most cases, an industrial locomotive didn't have to be big, so it wasn't--and that would just about eliminate its effectiveness for pulling a train over the road...present museums excluded, of course.
So Alco came up with road switchers, EMD came up with FP (freight-passenger) cab units, but finally had a hit with GP (general purpose) units that could go anywhere and do anything, especially if you put a steam generator in them for passenger service.
Keep in mind that these models were just the advertised ways of getting the flexibility you wanted. Other "off-the-shelf" models could be modified to make them more suitable for combinations of chores. Passenger service needed switching back in the day, too--Alco and EMD basically elongated some of their switching units to provide a place for a steam generator. Santa Fe had lots of F7s equipped with steam generators (the FP units might have been better suited, but still...)
My favorite adaptations of units for multiple uses were Grand Trunk Western's newest first-generation diesels: a series of eight SW1200s that were road switchers in everything but name. They had m.u. connections, handrails along the long hood, Flexicoil trucks, 65-m.p.h. gearing, and three-chime horns (when ordinary yard switchers had single horns that sounded like wounded cattle).
My gratitude, Carl!
From this site, under RR Reference, then RR History:
"The colorful caboose" "By the late 1920s, newly constructed freight cars were taller than most cupolas. This prompted the invention of the bay window caboose, pioneered by the Milwaukee Road and the Baltimore & Ohio. Built with one set of windows on each side, projecting out from the side wall to form a viewing alcove, the bay window caboose allowed the conductor and brakeman to view each side of their moving train. This type of caboose was cheaper to build than the cupola, and also helped solve tunnel clearance problems faced by many eastern railroads."
Would this really solve a problem though, bc wouldn't it then be that they would be too wide? Must be not, huh? It seems like it though.
and this passage: "Cabooses were expensive to build and maintain, unlike regular freight cars, which earned their keep. Extra switching moves were needed to add or uncouple a caboose at the end of a train, and they required caboose tracks at major yards, as well as carmen and laborers to work on them and service them"
What's a 'caboose track?' Would it be a special siding just for caboose(s)? If so, I can see how that would be a pain!
On the subject of cabooses, what else is/was real interesting about their function, history, etc. Of course, I do know they are used rarely today, but it what setting do they survive, and better yet, why? Why do a few places still use them? I realize why they faded out and their functions met in other ways, but if so, then why do some places still need/use them?
Thanks in advance, as always.
PS Also, IIRC, I've heard stories of a lot of these depots having dogs, who often fetched the hoop-up sticks (sorry if that's not the technical term) used for mail/messages. Can anyone confirm or deny such info? Also, I heard that very often, even 100 years ago, women often worked as the teletype operator at these depots?
And, this from a Wikipedia article, "...from 1853 to 1874. The depot provided the village with daily mail, express, and passenger service by means of an omnibus"
Would this 'omnibus' probably have been like a stagecoach-type thing, or? (The village they refer to is 3 miles away.)
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