The rail magazine for the computer age. =================================================== RAIL ONLINE VOLUME 1, ISSUE 3 SEPTEMBER 1993 =================================================== Editor-in-Chief: Peter Kirn, 73232,3534 CompuServe, 73232.3534@cis.com Internet ============== IN THIS ISSUE: ============== E-PAGES: Instead of using conventional searching, RailOnline takes advantage of the search-and-find features in your editor or word processor. For instance, to read the letter from the editor, have your editor search for the text "//A". The indexing header has been changed from "//" to "@" this issue. >From the Editor...........................................@A Mirrors, modelers, and expositions Letters...................................................@B RAIL NEWS US Headlines..............................................@C Conrail news..............................................@D Railfans and railroads: a relationship in jeopardy........@E Santa Fe news: midwest crisis comes to an end.............@F Northeast rail news: Pennsylvania transit items vetoed....@G RailNews Canada...........................................@H Railfanning news..........................................@I and introducing TIDBITS...................................@! Late RailNews International headlines.....................@X RAILONLINE FEATURES Valley Forge `93..........................................@J Rhetian Railway: 2........................................@K RailPhoto `93 Preview.....................................@L ICE challenges X2000......................................@M Daniel Dawdy: Have we lost rail etiquette?................@N Cyberspace Report: TrainNet staff and locomotive simulator review..................................@O RailOnline info: staff, contacting RO, submitting to RO, copying RO, and the next issue, @^ JOIN THE ELITE! Try our full-featured hard copy elite edition, with full desktop published layout, black and white graphics, a page of color photos, and more. $2.50 an issue for a limited time, including 1st-class postage. (708)526-8074 for more information. Windows users: the most complete electronic edition is avilable for your platform, complete with TrueType fonts, BMP graphics, and WAV file multimedia, with an interactive version on the way. Ami Pro users 2.x or later: The hard copy is available on disk. Send a disk and mailer to 25777 Tara Drive, Barrington, IL 60010 and we'll be happy to mail you the Windows or Ami Pro version. All versions are non-profit, as always. RailOnline __________________________________________________________________ FROM THE EDITOR: Mirrors, modelers, and expositions @A __________________________________________________________________ Throughout history, groups of people have set up festivals and expositions. On the surface, these events appear to be for the purpose of entertainment alone. However, the reason that they attract so many of us, and the reason that they continue to go on, is that they are an affirmation of identity. Once a year, thousands of model railroaders flock to the National Model Railroading Association Convention. Some are involved in the hobby from their basement, some from their armchair, and some as a living. Why make this pilgrimage? Why spend hours recreating and reshaping reality on a smaller scale? For that that matter, if you're not a model railroader, why should you even care? The answer lies in the mirror. Through mirrors we see ourselves, in whole. The experience can be terrifying or pleasurable, but knowing ourselves is ultimitely satisfying, and without occasionally looking in a mirror we begin to lose our sense of identity. The NMRA Convention is a great, living mirror, made up of a tapestry of people instead of glass and metal. It affirms the positive, the negative, and the ironic. By doing so on the grand scale that it does, the convention is truly the high point of each year for modelers everywhere. Like the World's Fairs, the NMRA Convention is full of wonders. The convention is a chance for regional artists to display their masterpieces, their layouts. At any given convention, the range of layouts is nothing short of astounding. All different skill levels, interests, even ages and socio-economic groups claim their representation. All the famous names that make up railroading make their appearance at the convention. Model Railroader's staff and legendary master modelers can be recognized by their nametags everywhere, and with clinics. Clinics bring the hobby together by sharing techniques and knowledge. For many, though, it is the aspect of the convention that is closest to expositions that is the main attraction: the train show. The latest wonders of technology and the latest prototypes to be modeled are all on display. While many of these products are originally announced at the Chicago Hobby Show in the winter, the hobby is often first able to truly marvel at them in the summer at the NMRA Convention. It would be difficult to find another hobby in the United States or Europe that is as complex, diverse, and tightly-knit in terms of being a community as model railroading. It's been answered many times before, including in NMRA's promotional material, but I'll answer the age-old question again: "Why model railroading?" Model railroading is perhaps more of an art than it is a hobby. While a hobby is simply what one does in one's spare time, art goes so far to reflect reality itself, turning it around, inverting it, filtering it, bending it, and through this reflection state something that goes beyond what the original topic could say. A hobby is a way of passing time. Art is a way of looking at life. Like artists, model railroaders use illusion and representation to create the appearance of reality. There is also a great deal of craft and knolwedge required to pull the whole thing off. Model railroaders truly posess the artist's eye. Only a model railroader could find beauty in a rusted, decomposing building, a wrecked freight car, or a scrapyard. Only a model railroader looks for rust, dirt, and grime as well as beauty, modeling litter as well as trees. Model railroading is one of the truest mirrors we have, since the goal is to be as realistic as is possible. By reflecting this so truthfully, model railroading is a whole way of seeing the world. Despite this, the reflection we see, the way in which reality is modeled, is more than a reflection of life. It is a wonderous reflection of the modeler themself. And few things are more enjoyable than the process and its end result, watching mountains, buildings and trains form beneath one's own hands, or seeing a string of GP30s rumble through the mountains in fall with a long coal drag, or re-creating a time in history from before one was born. It is for this reason that I'm working to expand RailOnline's model railroading coverage. After all, as a magazine, RailOnline is a mirror itself. In this issue, I've included many of the thoughts of first-time convention-goers. I've also included both the positive aspects of the convention and the areas on which many people believe the organizers should work on for next year. I hope the reflection is a true one. -Peter Kirn, Editor __________________________________________________________________ LETTERS TO THE EDITOR: @B __________________________________________________________________ CHEERING FOR RO'S VARIETY RailOnline is a wonderful idea. I am very interested in rail travel, especially high speed passenger service, and having all this info about trains together in one place is perfect. I am eagerly awaiting your next issue! Alexander Jones via CompuServe [This message was late feedback in response to issue 1, July 1993. -Ed.] MORE THOUGHTS ABOUT CARELESS RAILFANS FROM AN ENGINEER It is well known that a railfan is simply a person who has an interest in railroad operations, equipment, history or some other aspect of the industry whether Class 1 or a small shortline. When a person crosses the line to not only tresspass, but complain when challenged, he has gone too far. I have been a locomotive engineer for over 13 years. Six years with CSX (formerly Seaboard Coast Line) and the past seven years with Amtrak. So much for my qualifications. There have been literally more times than I can remember that I have almost struck someone with my train because of carelessness. While it usually involves automobiles (including gasoline tankers, log trucks and a school bus or two), too often it is one or more tresspassers. Most railfans respect the dangers of a railroad and they keep a relatively safe distance away. I have actually had people stand between the rails to get a 'good' picture of a train coming at them! Everyone must understand I do not take my train onto the road or right of way and hit someone; you must be on or too close to the track for me to hit you. That is somewhere you don't belong. While there are the proverbial bad apples in every bag, railfans on the whole are respectful and have a good rapor with railroaders. Heck, alot of times if I want to know something about what's about to happen in the industry, I just ask a railfan friend! My advice to all is to stay a safe distance from the track (you never know when a load has shifted and sticks out far enough to take your head off) and respect the fact you are a visitor. Corbett Price, CompuServe TrainNet's Railfans conference leader In response to Daniel Dawdy's rail hopping editorial. [These comments seem especially timely in light of Conrail's recent action in Porter, Indiana. See this issue's RailNews for the complete story, as well as two aditional points of view. -Ed.] __________________________________________________________________ RAILNEWS USA US Headlines @C __________________________________________________________________ ARPS SAVE AMTRAK FROM CONGRESSIONAL THREAT WHILE OTHERS REMAIN Deleware Valley Rail Passenger from an article by Matthew Mitchell and Chuck Bode with John DeLora and Alan Gelbauer of the Michigan ARP and Peter Kirn for RO Rail passengers, led by Michigan ARP, saved Amtrak from a Congressional proposal which, if enacted, would have hindered Amtrak's ability to meet the travel needs of small-town residents across the nation. The most damaging components for Amrak in the appropriations bill amendments sponsored by Rep. Bob Carr (D-MI) have been removed as of press time, but several provisions remain. Apparently acting at the behest of Greyhound, Carr ammended the House transportation appropriations bill to immediately ban all of Amtrak's "Thruway" connecting bus services. The train-bus packages compete with Greyhound in many markets across the country, and the steady flow of Amtrak passengers has meant a steady flow of revenue for numerous small bus companies which compete with Greyhound. If this amendment had passed, Greyhound would have delivered a crippling blow to much of its competition. Greyhound has been hurting independent bus companies by raising docking fees at its stations and eliminating much interline ticketing. Transportation planner Ed Tennyson's study of the effect of rail cutbacks on bus service shows that cutbacks in rail can have a profound affect on other transportation services. Expecting an increase in business, local bus companies bought new equipment and increased service in preparation for SEPTA's abandonment of rail service to Bethlehem and Pottsville. Instead of increasing, bus ridership plummeted. Tennyson's investigation revealed that the former passengers wanted to use the train, but because of inconvenient schedules, could only go one way by train and had to use the bus the other way. When the train service stopped, these passengers stopped using public transportation completely. Sill in the bill are provisions to increase Congress's power of Amtrak, which could seriously endanger intercity train service. No rolling stock would be able to be reassigned without Congressional permission, which means in effect that Congress would decide where and when Amtrak could add new or increased service. Congressional management of Amtrak service in the past has forced Amtrak to lose money in certain areas. Carr's amendment stripped funds for purchase of trains from Amtrak's appropriation, preventing Amtrak from increasing ridership by purchasing new equipment to facilitate it. Many rail passenger associations are currently calling for passenger action, since Amtrak's mission has been from the beginning to move away from government control. Amtrak has also been historically greatly more successful when it has had independence from Congress as it does now. Amtrak's passengers are at a record high at the present time, as are revenues. Amtrak would be the most affected in the Northeast Corridor, where it holds 43% of the air/rail market, and in other corridors across the United States where Amtrak is working to capture the intercity air market through high speed rail development. Representatives can be contacted at the House of Representatives, Washington DC, 20515, with senators at the United States Senate, Washington DC 20510. The Michigan ARP is offering information to those interested. For the latest news, phone John DeLora at 313-772-7842. BUDGET IN CONFERENCE Deleware Valley Rail Passenger House and Senate members are building a compromise between the two chambers' versions of the FY 1994 Federal budget. Tax policy is the linchpin of the negotiations, with a tax on gasoline, diesel fuel, and other transportation fuels expected to be implemented for deficit reduction purposes. Transit lobbyists like the American Public Transit Association (APTA) are concerned that the precedent of dedicating a portion of gas tax revenue to mass transit may be broken this year. However, public transit and commuter rail operators will be exempt from the tax. Commuter rail was subject to the 2.5c per gallon tax imposed for deficit reduction in 1990. Passenger Transport reports that the House Appropriations Subcommittee on Transportation would increase total appropriations for mass transit by 18 percent to $4.47 billion, with all that increase on the capital side. SP SELLS 30 MILLION SHARES COMMON STOCK Conrail Newswire Southern Pacific Rail Corp. sold 30 million shares of common stock on August 11, raising $405 million. The sale marks the first time that SP has been traded publicly since it was bought in 1983 by Santa Fe Industries to form the Santa Fe Southern Pacific, a merger subsequently rejected by the Interstate Commerce Commission. __________________________________________________________________ RAILNEWS USA Conrail News @D __________________________________________________________________ HOLLIDAYSBURG LAUNCHES PROGRAM TO INSOURCE CAR REPAIRS The Hollidaysburg Car Shop, Conrail's heavy car repair facility, is opening up its facility and the skills of its workforce to external customers. The insourcing program is similar to one Conrail launched a few years ago at the Juniata Locomotive Shops, in nearby Altoona, which repairs and refurbishes locomotives from other railroads' motive power fleets. According to Don Craine, Asst. to the General Manager-Cars, a key advantage to insourcing work at Hollidaysburg is its ability to handle a number of cars quickly; the shop can turn out as many as 50 cars a day, compared to fewer than 10 for many other repair shops. Craine is heading up the insourcing effort at Hollidaysburg. Insourcing began at Juniata in 1990, and has grown to contribute $46 million in revenue to Conrail since the beginning of the program. AMBRAMS YARD TOPS 1,600 DAYS INJURY-FREE The Maintenance of Way Materials facility at Abrams Yard in King of Prussia, Pa., has gone over the 1,600-day mark without sustaining an injury. The yard last sustained an injury during the first quarter of 1989, nearly four and a half years ago. CONRAIL HIGH AND DRY IN THE MIDWEST Flooding along the Mississippi and Missouri rivers continued to play havoc with rail traffic in the Midwest all the way through the first few days of August, but Conrail trackage and yards in southern Illinois were not been affected by the high waters. Conrail rerouted some interchange traffic over its lines to get around flooded lines in Missouri belonging to both Santa Fe and Union Pacific. St. Louis experienced the most severe flooding in August. AUTO PARTS FACILITY TO OPEN IN BUFFALO A Conrail "Synchronous Support Center" will open August 12 in Buffalo to serve General Motors Corp., Conrail's largest customer. The center will receive auto parts and supplies from various locations western New York and Ontario. Those parts and supplies will be loaded on railcars for shipment to GM assembly plants in Texas, Missouri and Kansas, either as mixed shipments containing the parts and supplies necessary to produce a specific number of vehicles, or in carload lots of specific parts. "We will be able to ship mixed carloads of parts and supplies, which will give greater flexibility in meeting our customer's just-in-time needs," said George Turner, Conrail's Assistant Vice President-Automotive. GM may add additional facilities to those served from the center. The center is located in Cheektowaga, N.Y., and is operated by B&W Interstate. CONRAIL WINS NAT'L STEEL BUSINESS FULL-TIME National Steel recently agreed to a three-year contract calling for Conrail to move semi-finished steel coils from National's mill at Ecorse, Mich., to its finishing facilities at Portage, Ind. National previously split this business between Conrail and CN North America's Grand Trunk Western RR unit, with each railroad handling the traffic six months a year in three-month rotations. The business totals 1.2 million tons of steel, more than 11,500 carloads annually, and moves in unit trains from Michigan to Indiana. Average volume is 2-4 trains each week. A highly competitive service package put together by the Dearborn Division and Conrail's Metals business group recaptured the business full-time. -> Stories courtesy Conrail Newswire __________________________________________________________________ RAILNEWS Special Feature Raifans and railroads: a relationship in jeopardy @E __________________________________________________________________ 3 RAILROADS SEND CLEAR MESSAGE TO TRESSPASSERS by Peter Kirn Police officers from CSX, Amtrak, and Conrail joined local police at a popular railfanning site in Porter, Indiana, on August 7 of this year. The action was a symbolic gesture intended to communicate to all tresspassers that such tresspassing will not be tolerated. "We cannot understand why people insist upon doing this," said Capt. Robert Lewis of Conrail's Police Department. "Every time they are on railroad property they are taking a terrible risk. We're here today to send a clear message that we will do everything we can -- including arrest if necessary -- to stop them." Additional measures to secure the property include installing gates at access points, erecting permanent "No Trespassing" signs and stepping up patrols in the area to keep trespassers away." "Our message is simple, but important," said Lewis. "Trespassing on railroad property at any time and in any way is not only dangerous, but illegal." RAILFANS AND A CONRAIL EMPLOYEE DEBATE PORTER ACTION A Conrail press release regarding the Porter, Indiana gesture was posted onto CompuServe's TrainNet forum. The following is the message thread that followed. Special thanks to the message posters for allowing RO to use their messages. "A number of people who responded to my messages last week about the excessiveness and mixed motives associated with Operation Lifesaver were disbelieving that anything other than safety could be involved in the efforts by RR Police to keep trainwatchers off the property (as opposed to away from any location where they could be struck by a train). The Conrail news release in message 86746 should erase anyone's doubts on this subject." "As that news release makes clear, the concerns of Conrail, CSX and Amtrak near PO Twr are concerned with trespassers rather than personal safety. This is an ABUSE of Operation Lifesaver's professed purpose of preventing collisions and injuries between trains and motor vehicles or pedestrians." [Editor's note: The press release provided background information regarding Conrail's Operation Lifesaver program in order to portray Conrail as an organization dedicated to safety. However, the operation in Porter was not affiliated with Operation Lifesaver. -PK] "In the words of Conrail PD Capt. Robert Lewis: "Every time they are on railroad property they are taking a terrible risk. We're here today to send a clear message that we will do everything we can -- including arrest if necessary -- to stop them." "Notwithstanding the emphatic nature of Capt. Lewis's remarks, it is NOT TRUE that people are taking a terrible risk merely by being on railroad property. As I said last week, risk is attached to presence on structures or in proximity to the volume occupied by passing trains. But the RR property includes much ground at risk only from a train that derails and jumps the tracks, a de minimus risk (I hope)." "This absolutism DETRACTS from the credibility of Operation Lifesaver rather than enhances it, which is the major failing of it. To the extent that railroads are offended by persons trespassing on their property they should make that case directly rather than pretending that pedestrian safety is the only factor involved." "A further thought comes to mind: if the railroads at the affected site designated areas for trainwatchers, videographers, photographers and sound recordists that had good views but which were away from areas where persons could be struck, railfans would use those areas rather than being at random locations on the property. I point out that there are designated viewing locations at Tehachapi Loop utilized by most trainwatchers which reduces the amount of trespassing on adjacent railroad and agricultural property." "I hope this message is relayed to railroad management." -Joel Runes "Like any such "news release", there is a story behind it. The crackdown did not emerge out of thin air - something happened or somebody perceived a major problem." "Is this particular posturing (and it *is* posturing) the result of: 1) this area being a popular gathering point for drug transactions?; 2) teenagers using the area as a "hangout" for drinking and partying?; or 3) regular and extended "loitering" by railfans?; and 4) one of the above injured/killed by a train?; and/or 5) one of the above otherwise hurt themselves and is now sueing Conrail and/or Amtrak?" "And, as a result, "just being there" has become a crime subject to an enforcement focus. (I do suspect it's problem #1 or #2.)" "Regardless of the cause, I'm afraid I agree with Joel. "Safety" has become corporate's and government's universal catchphrase to justify institutionalized intolerance - the very same way "national security" has been used repeatedly to justify political oppression." "Actually, it doesn't matter to me (or you, or Joel, or anybody else here) whether this was a prime railfanning spot or not - it probably isn't. The bottom line is that it smells of officious, paternalistic B.S. being used as a smokescreen for another agenda." -Mike Musick "No, The bottom line is that trespassing is against the law, period." -G.E. Mallery, Conrail employee [Together with this message, Mr. Mallery posted the statistics for Operation Lifesaver, from a post by Donald Lubinsky. The following is an excerpt from Mr. Lubinsky's message as included in Mr. Mallery's post.. -Ed.] "The news on the trespass side is not so good. There were 533 fatalities and 538 injuries in 1992 by trespass violators. This is compared to 1991 when there were 524 fatalities and 534 injuries. As you can see there is a ton of work to be done in the trespass area. The startling part of trespass statistics is that the bulk of deaths occur in the age group from age 12 to age 30." Railfan reform? Railfans are clearly in trouble. While much of Conrail's recent posturing has been aimed at tresspassers (see Tidbits, this issue), railfans have also been targeted. Meanwhile, many long-time railfans have become upset with a loss of etiquette (see Daniel Dawdy's column, this issue and next). -> WHAT'S THE SOLUTION? RO's readership is almost completely comprised of rail employees and railfans. What do you propose? Can the relationship be saved? __________________________________________________________________ RAILNEWS USA Santa Fe News @F __________________________________________________________________ MIDWEST RAILS RETURN TO NORMAL AFTER FLOODING by Peter Kirn On August 4 at 10:00 am CT, Santa Fe's transcontinental main line through Missouri reopened. 25 minutes later, marking the beginning of the end of the midwestern flooding crisis for Santa Fe, the first train traveled over the restored rails. The month of August has been dry, allowing the Mississippi River's waters to slowly recede. Train 1-301-02, from Kansas City to Chicago, carried both manifest and intermodal traffic. For Santa Fe's crews, though, things were far from over. Work trains operated between Western Illinois and Kansas City, dropping rock for repairing roadbeds. Pile drivers labored away constructing the south main track bridge at milepost 364.4. Meanwhile, mudslides were cleared, the signal system was restored, and locomotives were repositioned from Chicago to Kansas City to restart normal operations. However, by the beginning of the second week of August, final repairs began coming to an end. Well over SF 200 trains have detoured over this summer, but slowly, the mainline has seen more and more of the SF trains, as the traumas of the summer draw to a close, and families along the river begin rebuilding their lives. VITAL STATISTIC: The Association of American Railroads estimates damage to the industry's track, bridges and signaling systems in the Midwest at between $100 and $200 million. About 500 miles of track have been underwater at some point during the flood, and about 100 miles of track have been washed out. -Conrail Newswire SANTA FE SELLS TRACK TO LOS ANGELES MTA Conrail Newswire Santa Fe has sold about 26 miles of track to the the Los Angeles County Metropolitan Transportation Agency for about $60 million. The track provides a link between the southern edge of downtown Los Angeles and the ports of Los Angeles and Long Beach. Santa Fe retains operating rights over the line. __________________________________________________________________ RAILNEWS USA Northeast News @G __________________________________________________________________ Thanks to the news team at DVRP: Howard Bender, Chuck Bode, Tom Borawski, Larry Joyce, Mike McEnaney, Don Nigro, John Pawson. All DVRP stories (C)1993, used with permission. -> Introducing the Deleware Valley Rail Association of Rail Passengers: The DVARP is dedicated to supporting rail transit in the northeast and nationwide. The group's publication, The Deleware Valley Rail Passenger, is the first publication to join the RailNews network, as both a contributor and, starting with this issue, a recipiant. For more information, contact P.O. Box 7505, Philadelphia, PA 19101; 215-222-3373; Internet: ekp898@tjuvm.tju.edu Pennsylvania: SIGNEL VETOES TRANSIT PROJECTS by Matthew Mitchell and Tom Borawski Deleware Valley Rail Passenger As Pennsylvania's Acting Governor, Lieutenant Governor Mark Singel surprised many by using his line-item veto to strike numerous projects, transit and otherwise, from the FY 1994 state capital budget. Among items to be vetoed was the Cross County Metro. A major factor in the decision was the fact that the feasibility study for the project had, for it would mean funding a potentially unworkable project. The study is due in` September. The Bucks County Courier Times quotes Budget Office spokesperson Sue Grimm, "We had to exercise fiscal restraint." Singel also lined-out most of the funding for purchase of two trains for new passenger train service from New York to Pittsburgh via Allentown, Reading, and Harrisburg. Only two million of the original ten million dollars remain, making it difficult for the Pennsylvania DOT to go on. VITAL STATISTIC: -> What Signel vetoed: Frankford El Reconstruction $8,334 Cross-County Metro 16,000 Additional Federal Match 2,000 Morrisville Trans. Center 25,000 Stony Creek Line Study 500 -> What Signel approved: Light Rail Transit Upgrade 1,374 Eastwick Station (R1) 1,050 Chestnut St. Transitway 4,067 PATCO Station Upgrades 1,000 Matching funds for fed. formula grants 14,494 Power substations 376 Midvale Bus Garage 3,208 North Philadelphia Station 521 Infrastructure Safety and Renewal 40,000 Vehicle Overhaul 35,000 ACCIDENT CLAIMS ENGINEER Deleware Valley Rail Passenger A SEPTA engineer fell to his death June 2 when the cab door of the non-revenue train he was operating blew open in the wake of a passing Amtrak train along the Paoli line. The engineer fell under the train and was killed. Railpace reports that SEPTA received previous complaints about the problem, which seems specific to Silverliner IV cars. Pressure waves caused by the passing of high-speed trains and their running through tunnels are a serious challenge facing the engineers who design high-speed trains. Pressure-sealing is now obligatory. While such incidents are fortunately rare, they are the reason passengers are prohibited from riding in the vestibule of a moving train. Passengers would be well-advised to heed these warnings. RETURN TO NEWARK? Deleware Valley Rail Passenger Delaware DOT and the Delaware Railroad Administration are negotiating the terms of an extension of train service to Newark. Talks are snagged on how much Delaware must pay to support the trains. SEPTA has insisted that Delaware pay over $2 million per year for its R2 trains, according to the News-Journal. DelDOT feels it should only have to pay only for the extra cost of running the trains south of Marcus Hook, a figure about $900,000. Delaware has been one of the few bright spots in an otherwise-bleak SEPTA rail picture, thanks to the interest and involvement of state officials there and their healthy distrust of SEPTA management. Three stops would be added: Newport, Newark, and the Sandy Brae Industrial Park. Initial train service would be at rush hours only, with buses covering off-peak travel. A NEW RAILROAD IN LACKAWANNA COUNTY by Jerome Rosenfeld The Lackawanna County Railroad Authority has cancelled its designated operator contracts with the Lackawanna Valley and Lackawanna Railway effective August 26. The new operator is the Delaware-Lackawanna Railway, a subsidiary of Genesee Valley Transportation Co. The 33 mile-long lines from Scranton to Carbondale and Scranton to Mount Pocono will now operate with one railroad rather than two as in the past. Motive power for the new railroad is a pair of ex-British Columbia Railway Alco C425's. Numbers 802 and 811 were originally Erie Lackawanna 2452 and 2461. In addition, a former Deleware & Hudson RS-36, number 5019, will be used as a back up locomotive. The Centuries will be painted in Erie gray and maroon and lettered as "Deleware-Lackawanna" in yellow. SEPTA CONTRACTOR DIRECTS ANTI-TRANSIT LOBBY GROUP by Tom Borawski, edited for RailOnline Deleware Valley Rail Passenger The Intermodal Surface Transportation Efficiency Act of 1991 (ISTEA) gives state and local governments freedom to chose where some Federal highway funds are spent. They are no longer required to spend on new roads when other solutions such as mass transit are needed. The Road Information Program (TRIP) is an organization sponsored by oil and insurance companies, highway equipment manufacturers and highway contractors, among others. TRIP produced a report comparing costs and benefits of highways and transit which in their words "showed how costly investments in mass transit fail to achieve a proportionate increase in usage and ridership." A sample: "A single tax dollar spent on highways in 1990 equaled over 21 times more miles traveled than a dollar spent on mass transit." The logic of this, of course, is shaky at best, equating pollution and consumption of imported fuel consuming travel with return on a taxpayer dollar. TRIP is waging "A Campaign to Stop Diversion," an effort to influence the media and encourage local highway groups to stop the "flexing" of highway funds to transit. The flavor of this campaign can be found on the second page of their "Truths About Transportation" booklet: A 1930's era photo is shown, captioned: "Scenes like this breadline from the Great Depression could be just around the corner." X2000 Back on Corridor Deleware Valley Rail Passenger After generating lots of excitement about the future of passenger train service in America, Amtrak's X2000 high-speed train is back in everyday Metroliner service. The Swedish train will operate as trains number 106 and 117 on weekdays (except Labor Day) until September 24. __________________________________________________________________ RAILNEWS USA Railfan News @H __________________________________________________________________ @H NYS&W PUTS STEAM ON HOLD by Jerome Rosenfeld Effective August 1, the New York, Susquehanna, and Western cancelled all steam excursion trains system-wide, perhaps permenantly. NYS&W claims the trips weren't profitable enough. It isn't known whether or not steam will return next year. NYS&W is not the first to take such an action. The Housatonic Railroad, based in Canaan, CT, cancelled its own excursion trains earlier this year. The Housatonic Railroad cited increased traffic due to their newly aquired operation of the Maybrook Line, formerly Conrail, on last New Year's Day. SEPTA CELEBRATES 100 YEARS PHILLY TROLLEYS Deleware Valley Rail Passenger SEPTA Light Rail Chief Kim Heinle has announced plans for a special celebration of trolleys in Philadelphia the weekend of October 2 and 3 to more properly commemorate the centennial of streetcar transit in Philadelphia. Shop tours, guided excursions over city and suburban lines, and a sale of memorabilia are planned by SEPTA, while independent groups like the Buckingham Valley Trolley Association (operators of the Penn's Landing trolleys) will also participate. Also planned is an auction sale of more of SEPTA's remaining PCC car fleet. Details about the entire weekend are available from Heinle's office at 215-580-3508. Meanwhile, there is also speculation about a second historic trolley loop, but not in Center City. The PCC cars would run between 40th St. Portal and the Woodland Shop at 50th St. Alco Hunter's Update: RS-3s CHANGE HANDS by Jerome Rosenfeld Genesee Valley Transportation sold reportedly ex-Deleware & Hudson RS-3 4085 to a New Jersey short line railroad named the New York and Greenwood Lake Railway, based in Glen Ridge, NJ. The RS-3 reportedly will be painted in black and yellow as Erie 935. Erie Lackawanna's last 900 series RS-3 was 934. While it isn't yet known where the railroad will operate, the most likely spot is in Passaic County over the unused former EL Greenwood Lake Branch between Totawa and Riverdale, NJ. The line is currently owned by NYS&W, but they aren't currently using it. [Alco lovers will also want to read our RailNews story on the new faces popping up in Lackawanna Valley, on the previous page. A new railroad has been awarded a three-year contract, and is operating an all-Alco locomotive fleet of C425s as well as an RS-36. -Ed.] __________________________________________________________________ RAILNEWS CANADA @I __________________________________________________________________ INTRODUCING RAILNEWS CANADA In addition to RailNews USA and RailNews Europe, RailOnline now offers RailNews Canada, for Canadian readers, those interested in getting the best deals when traveling in Europe, or those who just like to stay on top of rail activity worldwide. RailNews Canada will receive rews updates from the usual sources, as well as directly from VIA Rail. Please let us know if you're interested in Canadian coverage, or if you're a railroad involved with Canadian railroads that could keep us up-to-date with Canada's rail system. CN EXPECTS LOSS IN 1993 Conrail Newswire CANADIAN NATIONAL said it expects to post a loss for 1993, after reporting second quarter results that showed a $10 million (U.S.) loss. CN's rail operations in the United States were in the black for the period. __________________________________________________________________ RailNews t I d B i T s ! @! __________________________________________________________________ ...stories about railroads fitting into non-railroad people's lives, the offbeat and the bizarre, and the little pieces not quite big enough to fit into an ordinary rail magazine news section, it's RailNews... with flavor! Baseball and railroads? Only in America! by Peter Kirn NJ Transit launched the one and only "Railroad Train" this summer. The train escorts Phillies fans from their door to Veterans Stadium, heralded by the Phillies Marching Band. The train stops in Atlantic City, Absecon, Egg Harbor City, Hammonton, Atco, and Lindenworld. With service to the Phillies / Mets game on August 15, NJT debuted its latest creation. However, if you missed the first run, you can still ride the rails to the ball game. The train returns on September 26 as the Phillies meet with the Atlanta Braves. A $20 NJT package includes transportation and tickets to the game. NJT can be contacted at (609)343-7162 for reservations. The festivities include special games, prizes, and promotional giveaways. NJT isn't the only US railroad going out to the ball game. This month, Conrail could be found on the diamond, across the country. Conrail's Police Department and members of the railroad's Elkhart Safety Committee took safety to the ballfield in South Bend, Indiana. Conrail sponsored "Field of Dreams Night" at the August 18 matchup betwen minor league South Bend White Sox and the Rockford Royals. A pregame press conference emphasized crossing safety. Conrail also joined city officials to put up fencing at the Cleveland Municipal Stadium to prevent fans from crossing Conrail tracks. Earlier this year, a fan was killed at the site. A Conrail official said he believes that such actions, in addition to education through programs such as Operation Lifesaver, such tragic accidents can be prevented. Conrail's involvement in ball games during the month of August wasn't all work, though. On August 21, in Middletown, NJ, Conrail Police held their fifth annual softball game. JAZZ IN THE SUBWAYS Deleware Valley Rail Passenger Jazz is echoing down under in Philadelphia. Free music performances have been offered at several North Philadelphia Broad St. Subway stations as part of the North Philadelphia Pride campaign. SEPTA is redoubling its efforts to minimize the alienation that everyday subway passengers feel because of all the attention paid to the RRD passengers who are forced to use the subway during RailWorks. SEPTA BOARD MEMBERS TELECOMMUTING Deleware Valley Rail Passenger A special meeting of the SEPTA Board in June added a new novelty: Three Board members attended the meeting via telephone. The members, Stewart Cades (Delaware Co.) Floriana Bloss (Montgomery), and Franklin Wood (Bucks) voted by telephone on the delay to the Market-Frankford car contract. Board Member Edmund Jones of Delaware County spoke out against the practice and said he would try to ban it. FORMER SEPTA CARS HELP FLOOD VICTIMS Deleware Valley Rail Passenger, edited for RailOnline People from all corners of the country made the trek to the midwest to help flood victims fight the raging waters of the Mississippi River and its effects. The volunteers were joined by some non-human ones, as well, from the rails of the northeast. The Philadelphia Inquirer reports that four 160-series Strafford cars sold by SEPTA in 1991 are pulling emergency duty hauling people over the flood-swollen Mississippi. The trolleys run over a dam between Keokuk and Hamilton, Ill and is operated by the Keokuk Junction Railway. PENN STATION TOURS Deleware Valley Rail Passenger A free guided tour of Penn Station is offered by the 34th Street Partnership on the 4th Monday of each month at 12:30 pm. Tours start from the 34th Street Partnership Office in the Rotunda of Penn Station. For more information call (212)868-0521. NJT RAIL TEAMS WIN "ROADEO" Deleware Valley Rail Passenger An "attaway" to the NJ Transit Operating and Maintenance teams which each took first place in the APTA Rail "Roadeo" held at the transit industry group's Rapid Transit Conference. The Operating team took top honors for knowledge of safety procedures, train equipment, and other skills, while the Maintenance team's competition involved a written test and several troubleshooting problems. CONRAIL AND PENGUINS SUPPORT SUMMER READING IN PITTSBURGH Conrail Newswire Conrail, Mellon Bank and the Pittsburgh Penguins hockey club are sponsoring the Carnegie Library's summer reading program for school-age children in the Pittsburgh area. The program, called "The Summer Reading Tour," involves discussion of various modes of transportation, including rail. Conrail was the largest contributor of funds to the program, donating $20,000 to support the library's effort. Conrail will be recognized for its support of the program in a presentation prior to a Penguins hockey game this fall. GOLFING FOR THE UNITED WAY Conrail Newswire Conrail's Harrisburg Division will kick off this year's United Way campaign, "Get on Board in '94," with a corporate scramble golf tournament at the Hershey Country Club on September 7. The tourney is open to everyone. Prizes will be awarded, including one for the best-dressed foursome. For information call Bill Hanna at SMART 324-2048, Marianne Farley at 324-2000 or Bob Binion at 324-2186. __________________________________________________________________ RAILONLINE FEATURES Valley Forge Convention @J __________________________________________________________________ We've alterered the perspective for our coverage of this year's NMRA convention, by printing the point of view of those directly involved with the convention: different kinds of visitors, and the floor manager for the train show. Here are their points of view in regards to this year's celebration, from its highlights to areas for improvement. --- "Just got back from the convention. It was my first. I got out of model railroading ten years ago when the space the trains were on was taken up by my disk drives. Since then I have regretted the decision. With that in mind..." "The show was crowded. I arrived about 11:30 in the Valley Forge area and noted that cars were backed up at least a mile to the convention. I jumped off sooner and parked in a lot for one of my consulting clients nearby. Walking from there to the convention, I had further luck: I found a line and got into it (it was a long snake like line bending around the parking lot). A minute after I started waiting in line, an official came around and told us that we could be admitted in the back of the building. This meant that I was now in the front of the new line--the train had reversed direction!" "$6 got me in the door, $10.50 got me lunch, and $27 got me a toy train to take home so that I could feel that I was not coming home empty-handed." "Interesting exhibits were many:" "- The world's largest N-guage track layout." " - An exhibit by the Delaware Valley Traction Club, featuring models (generally trolley cars) that took 100% of their power from overhead wires. They even had a scale model of the Bryn Mawr station of the SEPTA route 100 line (P&W to old Philly people)." "- Exhibits by S-guagers having a concurrent convention." "- A helix layout exhibited by one of the sysops on the Compu$erve forum." [For those of you non-CompuServe people, CI$ is our fond (?) nickname for CompuServe, which, much as we love the services we get with it, does get a wee bit expensive. -Ed.] "- And many others." "A good afternoon." -Bill Patterson _________________________ "...The highlight for me was being able to visit and talk with the various manufacturers and distributors of digital command control systems, a field I have just gotten into. I found a man and wife from Norcross, Ga., (DigiTrax) who make a line of receivers smaller than Lenz and totally compatible, thanks to the new NMRA standards. The grouping of exhibitors by kinds and interests was very well worked out. Most, though not all, of the command control people, for example, were-side-by-side on one aisle. I also bought the clinic books from 1990, 1992, and 1993 at the NMRA store. This was my first NRMA show, and the size of it really staggered me." -Harry Bacas _________________________ "As a Philly resident, I'm thrilled the NMRA convention stopped here this year. My 4 and 11 year-old boys and I had a great time Friday evening, even after spending half and hour in the pouring rain waiting in line." "Fabulous show; great layouts, friendly people, lots of room, Russ Larson in the flesh, joined the NMRA; what more could you ask for? Hats off to everyone who contributed to a great meet!" -William Marvin NOT FAMILLIAR WITH THE NMRA CONVENTION? by Peter Kirn The National Model Railroading Association is holding the next convention in the spleandor of Oregan on the Pacific Coast. Here's what to expect from NMRA conventions for those of you who haven't been to one before and might be considering it. The convention offers plenty for model railroaders and non-model railroaders alike. > Non-modelers Despite the fact that the NMRA convention is intended mainly for modelers, those who are strictly railfans will find an unusually wide variety of railfanning activities to rival any other convention. Tours over the week of the convention will visit local railfanning destinations and ride on excursions. Next year's convention will likely host an even more exciting collection than usual, with the rugged Oregan landscape as a background. In addition to model railroad products, the train show over the weekend, which is open to the general public without requiring full convention fare, features the usual assortment of non-modeling displays. Even people who don't particularly like railroads will come across a lot to do. Everything from local sightseeing to other hobbies are regularly featured at conventions. > Modelers Model railroaders won't be able to find a more complete selection of activities and displays anywhere else in the world than can be found at the NMRA Convention. Clinics run throughout the week, featuring well-known modelers. Everything from scenery to command control will be featured, with the opportunity to talk with modelers afterward. Modelers from around the region invite visitors into their basement, along with clubs, on layout tours, which generally are made up of several layouts. All scales and locales are represented. The train show in this year's convention included nearly 240 vendors, from train shops to manufacturers, in addition to 15 layouts. The show is sponsored by the Model Railroad Industry Association. Manufacturers often release products at this show and the Chicago Hobby Show, also sponsored by the MRIA, in winter. TO IMPROVE UPON FOR NEXT YEAR... by Peter Kirn, with the RO VFX convention team We certainly commend the organizers of this convention on a job well done, as is confirmed by the comments run here. According to one member of our RO Valley Forge convention team, though, there were some grumbles at Valley Forge, as there always are. Here they are for future convention managers. One apparant problem was buses arriving late for tours. In fact, one bus didn't drop off its passengers until 2AM, according to an RO con team member! Several complaints surrounded certain things being spread between the two hotels. Clinics at the Hilton, five or ten minutes away from the Sheraton, made it difficult for some people to organize their clinic schedule. Picking up items from the auction also required doing a bit of hotel-hopping. Other complaints included the quality of hotels and clinics being scheduled too late. Despite all these complaints, though, there was a definitely clear concensus that the show was a successful one, and it sounds like many will be back. CONVENTION OVERVIEW by Peter Kirn If there was one major change in this convention over previous conventions, it would definitely be the prominence of digital and computer technology. In the clinics as well as on the train show floor, command control was the buzzword. While command control is nothing new, work on a standard computer interface has now really come close to a reality. The NMRA is currently working on creating its own standard. (Watch this fall for an article by Daniel Dawdy, a member of the committee on the project, on this very subject.) However, whether digital technology for lighting in locomotives or computer control, electronics is playing a larger and larger role in the NMRA convention in the same way it is growing in the hobby. In fact, one of our convention team is with SoftTrack, a publisher of Macintosh model railroading software. Micro Mark, a favorite outlet for many model railroaders wanting specialized modeling tools at mail order prices, displayed at the convention for the first time, among other newcomers. Clinics seemed to be the favorite aspect of the convention for the convention team, followed by the train show. Overall, everyone had a good time at the convention, especially the first-timers. Congratulations to the organizers, and here's to Oregon! TRAIN SHOW REPORT Richard Daniels, Floor Manager Trade Show Staff: Henry Jordan, Trade Show Chairman, Silver Spring, MD Richard Daniels, Floor Manager, Columbia, MD Brian Kampschrorer, Administrator, Machanicsburg, PA Dennis Masters, Show Move-In/Out Coordinator, Hagerstown, MD Dottie Finch, Registrar, Phoenix, AZ Dean Dickerhoof, Layout Display Planning, Golden, CO Shirley Miner, Registration Staff, Columbia, MD Marylin Jordan, Registration Staff, Silver Spring, MD Henry Jordan now confirms that there were about 30,600 people through the Valley Forge Train Show. This includes paid admissions, children under six (free), Ticketron sales, and fully registered convention attendees (about 3100). It does not count the 1500 plus exhibitors and layout personnel. The show was on three floors of the Valley Forge Convention Center, located between and connected with two hotels, the Sheraton Plaza and the Sheraton Valley Forge. Additional exhibitors kept asking to be included, which resulted in using the Sheraton Valley Forge Hotel Ballroom for additional space. Total floor space was just under 140,000 square feet. One hundred twenty five retailers and seventy nine manufacturers exhibited in the Convention Center while an additional 36 retailers exhibited in the Ballroom on Friday and Saturday only. Also included were 14 modular and portable layouts in N, HO, HOn3, S, O tinplate, On3, G, HO Traction, and O Traction. Highlight of the show was the Worlds Largest N Scale Modular Layout, with over 1100 linear feet of 4 foot and six foot modules in a 100 by 150 foot space. Trains took about an hour to traverse the entire layout. Next train show will be in Portland, OR on 19-21 August, 1994. We will have up to 180,000 square feet of floor space, all on one floor. --- Coming this fall: early coverage of the Portland Convention, and the Chicago Hobby Show. Join the NMRA Convention team for this year, next year, or for any convention: send us your own comments! __________________________________________________________________ RAILONLINE FEATURES Rhetian Railway: 2 @K __________________________________________________________________ by Max Wyss Last month, RO gave only a taste of the character of RhB, with a trip down one of its more popular lines. We continue our two-part portrait of the Rhaetian Railway with an overview of the railroad and its history by Swiss native and CompuServe Travel SysOp Max Wyss. In addition to his writing skills, Mr. Wyss is a talented photographer, as can be seen with the photo of his that follows. The photo returns from the 300dpi dot matrix prison of last month into full 600dpi laser glory this month along with Mr. Wyss's debut in RailOnline. Station names are used in their official spelling. No pronounciation hints are given; you have to be there to learn the correct pronounciation. > Introduction The Rhetian Railways (Rhdtische Bahnen, Ferrovie Rhetica, Viafier Retica in the official languages) are the "national" railways of the Canton of Grisons in Switzerland. The Grisons are the Heart of Europe. The waters from the Alps flow into three major streams. The Rhine which has the sources in the northern part of this canton, the Donau which is fed by the Inn, and the Po getting the waters from the southern parts. The climate in the Grisons reflects this too. Three distinctive zones can be found. And also three of the four Swiss official languages are spoken in the Grisons German, Italian and Rumantsch. The Grisons is a country of contrasts. It's a country which cannot be discovered in one day. All those contrasts are linked by the Rhetian Railways. But not even the Rhetian Railways are one monolithic system. Every line has its own charms and particularities. Three different electrification systems can be found on the whole network. The network has its lowest point in Castione-Arbedo, alt. 244 meters and its highest point in Bernina Ospizio, alt. 2253 meters (the line from Castione-Arbedo to Cama has no passenger service; the lowest station with passenger service is Tirano, alt. 429 meters, a place only 38 route kilometers from Bernina Ospizio). > History Historically, the Grisons always had transit traffic. The Spl|genpass and others are known since the Roman era. With the decision to build the Alpine railroad through the Gotthard, the Grison routes lost all their traffic to the Gotthard and the Arlberg / Brenner routes. With the upcoming tourism, for example in Davos, it was possible to raise money for a railroad. So, in 1889, the first line of the Landquart-Davos Bahn opened from Landquart to Klosters. In 1890, Davos was reached. For financial reasons, it was decided to use meter gauge, which allowed tighter curves, steeper grades and smaller tunnel cross sections. In 1895, after projects for new lines from Landquart to Chur and ahead to Thusis came up, the LD changed its name to RhB. A change in Railroad legislation made the former stockholders lose their interest, and in 1897, the Canton of Grisons nationalized the Rhetian Railways. By then, the line to Thusis was finished. Immediately after the takeover, money was sought for extending the network to the Engadin valley and to Ilanz. In 1897, the decision for the Albula route to the Engadin was taken. After only five years of construction, the lines to the Engadin (Celerina) and to Ilanz were opened. One year later, the short extension from Celerina to St.Moritz was finished. In 1908, the line from Samedan to Pontrsina was opened, which guaranteed the RhB the connection to the Berninabahn. By 1914, the network was extended from Ilanz to Disentis in the B|ndner Oberland, from Samedan to Scuol-Tarasp in the Engadin and from Davos to Filisur, giving Davos a connection to the Albula line. With this, the now called "main network (Stammnetz)" was finished. There were other projects, which were never realized, mainly because of World War I and the following recession. One extension would have lead from St.Moritz over the Maloja pass, down to the Bergell valley to Chiavenna. Another extension was planned from Scuol all along the Inn to Landeck with connection to the Arlberg route. In addition the the RhB, three other railroads existed in the Grisons. They were merged into the RhB in 1939 to 1943. The first of these railroads opened the line from Bellinzona to Mesocco in 1907. A further extension over the San Bernardino pass to Thusis was planned, but never realized. So, this line is a separate unit in the whole network. Landslides and the construction of the San Bernardino highway made passenger operation on this line stop in 1972. Between Cama and Mesocco, the line was abandoned in 1979. The second line, opened in 1908 is the Bernina line from St.Moritz to Tirano. In the first five years, it was operated in Summer only, but then, they started Winter operation as well. The youngest of those lines is the line from Chur to Arosa, opened in 1914. As the RhB had not much interest in a connection to Arosa at this time (remember, it was in full expansion at other places), this line was privately built with local money. Since 1914, no further extension was built. Locally, some parts of the lines were corrected, for example due to landslides to make the line less sensitive against the weather or to remove too tight curves, allowing higher speeds. However, for a long time, the need for a winter-proof connection between the lower Engadin and the northern part was around. There were two solutions. Either to invest in the Fl|ela pass road or to build a railroad tunnel. The decision was in favour of the railroad tunnel. The Vereina line (basically a 19 kilometer long tunnel) between Klosters and Susch/Lavin in the Engadin is under construction right now, and is expected to be opened in 1997. Another project is the City tunnel in Chur, where the Chur-Arosa line still operates in the streets of Chur. This will lead to a new underground station in Chur, and the line to Arosa will be re-electrified. > Description of the lines Landquart - Davos (47 route kilometers) This line is the oldest line of the Rhetian Railways, and built to the oldest standards which have been revised afterwards. The minimum curve radius is 100 meters, and the maximum grade is 4.5%. With that, it gave (and still gives) operational problems. The line leaves Landquart (alt. 523 meters) towards the North and turns sharply eastbound. It crosses the Rhine valley and approaches Malans, famous for its wine. After Malans, it enters the very tight Chlus gorge and then comes out in the Prdttigau valley at Seewis-Valzeina. The valley narrows again a few kilometers near Schiers. After K|blis, the steep grade really begins. The line gives a wonderful view down the valley and reaches Klosters after passing Saas and Serneus. Until 1930, the trains had to change direction in Klosters. Now, it is a tight loop making the connection to the line, climbing at maximum grade again. After another loop, it enters Davos aera and crosses the Wolfgang pass (alt. 1625 meters). It follows the Davos Lake to Davos Dorf and then to Davos Platz. Davos - Filisur (22 route kilometers) >From Davos Platz, the line follows the Landwasser valley to Davos Glaris, where it gets gradually narrower. The first tunnels are passed, and in Davos Monstein, the Davos aera is left. The line enters in the wild Z|gen Gorge. From now on, tunnels and bridges follow each other in a fast pace. Wiesen, a station in the middle of nowhere, is passed, followed immediately by the Wiesener Viaduct (196 meters long, 88 meters high, widest span 55 meters). The line goes through a nice mountain forest down to Filisur. Landquart - Chur - Thusis (42 route kilometers) This line is the "suburban" line and is with 2.5% grades the flatest of the whole network. Landquart is the main node of the RhB. The main workshops are located there. Landquart - Chur is a lso operated by the Swiss Federal Railways, but there are no intermediate stations, so the RhB handles the local traffic. The line is also important for freight traffic, as in Untervaz and Haldenstein some very important customers are near the stations. The RhB line serves the small towns in the valley and is therefore not so straight as the SBB line is. Chur is the Capital of the Canton of Grisons and the end point of the SBB line from the lowlands. Passengers change here to the trains to Arosa, to the Oberland and to the Engadin. The RhB line from Chur to Reichenau-Tamins is double tracked, and from Chur to Domat-Ems, one track is twin gauge. The standard gauge track serves a very important freight customer there. The standard gauge trains are operated with SBB engines which do run under the reduced voltage of the RhB. After Reichenau-Tamins, the line crosses the Hinterrhein, just before it joins the Vorderrhein to from the Rhein river. After the bridge, the line to Disentis leaves. The line to Thusis turns into the Domleschg valley to Thusis. This area was very important in the past, and many ruins prove this. Chur - Disentis (50 route kilometers) The trains to Disentis (and further to the Furka Oberalp line to Andermatt and Brig) use the line to Thusis until after the bridge near Reichenau-Tamins. The line leads through the bizarre looking Rhine Gorge (also called "Grand Canyon of Switzerland") and enters the B|ndner Oberland (Surselva) and reaches Ilanz. From Ilanz to Trun, it runs in the relatively wide valley and then starts to climb and gives a good view down to the valley. Somvix was for a long time the highest populated place in the valley until sometimes in the 7th century, the Monastery of Disentis/Mustir was founded. The place is dominated by the baroque building of the monastery. In Disentis, the RhB ends. The trains are taken over by the Furka Oberalp Bahn. Thusis - Filisur - Samedan - St.Moritz (62 route kilometers) This line is the main line of the RhB. It is the famous Albula line. They learned the lessons from the Landquart - Davos line and reduced the maximum grades to 3.5%. The curves are a little bit less tight, but there are exceptions. After Thusis, the line crosses the Hinterrhein. This bridge is 228 meters long, and the longest bridge of the network. After Sils in Domleschg, the line enters the dark Schin Gorge, where tunnels and bridges follow each other. The biggest building is the Solis Viaduct over the Albula river, with 89 meters the highest of the network. In Tiefencastel, the valley opens up a bit, and the line climbs steadily until it enters the Landwasser valley. The line then takes a tight turn over the famous Landwasser Viaduct directly into a vertical cliff. The Landwasser Viaduct is in a curve with only 100 meter radius, and the line is at its full 3.5% grade. In Filisur, the line from Davos enters. After the station, the line enters again in a steady 3.5% grade which is interrupted only by stations and reduced in some tunnels. It will be the most spectacular part of the line. After the first of many reverse loop tunnels, the line reaches Berg|n. From here, loops follow each other. It is very difficult to keep the orientation. The line crosses the Albula river four times in a short row. Two of the reverse loop tunnels are located almost above each other. In Preda, the line enters the 5865 meter long Albula tunnel. The tunnel ends in Spinas, in the Val Bever, a romantic side valley of the Engadin. In Bever, the line enters the Engadin and reaches Samedan, the major railroad node in this valley. The line follows the valley up to St.Moritz, where it ends. A stub track at the western end of the station indicates that the line was expected to continue here. Pontresina and St.Moritz - Scuol-Tarasp (5 and 57 route kilometers) Samedan is the railroad node in the Engadin. The line to Pontresina leaves the Engadin line here and makes the connection to the Bernina line in Pontresina. In Punt Muragl, about in the middle of this line, the traveller can change to the funicular up to the Muottas Muragl which gives a great view down the upper Engadin valley. The Engadin line leaves the Albula line in Bever. It runs along the high plain of the valley through places like Zuoz. Suddenly, after the Cinuos-chel-Brail station, the valley makes a step, and the line becomes a mountain railroad again. The line comes down to Zernez and Susch and follows the Inn river to Scuol-Tarasp. Parts of the line lead through a geologically very difficult area. To protect the line, two rather long tunnels had to be built. In Scuol, another stop indicates that the line was expected to go on. St.Moritz - Tirano (61 route kilometers) This is the line of the superlatives of the Rhetian Railways. It connects the highest and the lowest points with passenger service of the network. It has the steepest grades and the tightest curves. It is the highest transit line of the Alps. And it is the most international line of the RhB. The line leaves St.Moritz and crosses the Staz Forest to Pontresina, where the line from Samedan comes in. It climbs through open space through alpine forests to Morteratsch. Shortly after that place, the line makes a sharp turn, and on certain trains, the clicking of the cameras is louder than the noise of the train. This is the Montebello curve, giving a great view to the Bernina Mountains. The line crosses alpine pastures and finally reaches the culmination point in Ospizio Bernina. It then follows the Lago Bianco to the Alp Gr|m. After Alp Gr|m, the line gets into very steep grades again (7%) and reverse 10 reverse loops follow each other. The air line from Alp Gr|m (alt. 2090 meters) to Poschiavo (alt. 1014 meters) is 6 kilometers, the railroad line measures 16 kilometers. In Poschiavo, the line follows the lake until after Miralago, the valley makes another step. Again, the grades get very steep. Before entering Brusio, the line makes another double loop, and after the station, the famous open circular loop follows. In Campogologno, the border to Italy is crossed. The line ends in Tirano, an almost mediterranean town in the Valtellina. Chur - Arosa (25 route kilometers) Another tourist place near Chur is Arosa. As the Rhetian Railways had other priorities in 1910, this line was built privately. It leaves Chur from the station square and runs as street railroad to Sassal. Here, the valley becomes very tight, and the line starts to climb along the Plessur Gorge. The whole valley is geologically not very stable, so lots of civil engineering construction was needed for the line. It climbs steadily to Peist and Langwies. Above Langwies, the famous Langwies viaduct is crossed. This viaduct (and it's twin over the Grundjitobel just below Langwies) are among the very first important railroad bridges made of reinforced concrete. They are very elegant, and the span of the Langwieser viaduct measures 99 meters. This viaduct is probably also the longest straight part of the line. Otherwise curve and countercurve follow each other at a fast pace. The line approaches Arosa through a tunnel. Bellinzona - Mesocco (originally 31 route kilometers) This line is the least known line of the Rhetian Railways. In fact, passenger operation stopped in 1972, and it was partly abandoned in 1979 after landslides and washouts. Today, it serves only a few industries in the lower valley, near Grono, from where a few carloads are shipped to Castione-Arbedo on the Gotthard line of the SBB. Rolling Stock The LD began operation with 8 small 2-6-0 tender engines. Another 8, a little bit heavier engines of this type were added in the following years. For the Albula line, a total of 12 Mallet engines were added to the roster. The main steam engines were the 2-8-0 engines which came into operation between 1905 and 1915. At the time, they were considered as the most powerful narrow gauge steam engines worldwide. As the Rhetian Railways were electrified very early, and in 1922, the last line of the whole today's network was electrified, steam traction did not evolve further. Most of the rather young engines were sold to lines all over the world. Some engines came to Brasil, some to Thailand, some to Spain. After 1928, only three 2-6-0 and six 2-8-0 engines were around. The Spanish company was so satisifed with the three engines, they bought in 1920, that they bought another four between 1949 and 1952. There, the engines survived until 1971. Five RhB steam engines are still around. Two 2-8-0 still belong to the RhB, and are used for specials. It is possible to charter a steam train with these engines. The very first one, Engine 1 "Rhdtia" was taken out of service in 1928 and stored for a railroad museum. In 1970, it was refurbished by the Blonay-Chamby railroad museum. For the centennial fesivities in 1989, it was the star. The other two 2-6-0 engines are running specials on the Appenzeller Bahn and on the Berner Oberland Bahn. There is one more steam engine on the rails of the Rhetian Railways, and it is still in official service. It is the self-powered Rotary Snow Plough of the Bernina line. When the avalanches and snowdrifts over the pass are too bad, it is fired up and used to clear the line. In the last few years, it was even used on a few very special trips for railfans. The first electrified line of the network was the Bellinzona-Mesocco line. It used 1000 V DC. The whole operation was handled with 6 EMUs, and a new one was added in 1969. Today, one of the first series and the new one are still running. The next line was the Bernina line which was electrified from the beginning on. The voltage was originally 750 V DC, later increased to 1000 V. Of the original 17 cars, 8 are still around, but heavily rebuilt. The Chur - Arosa line also was electrified from the beginning on, but at 2000 V DC. The original 6 cars were replace by new stock in 1957 and 1973. Some of the Bernina line cars can be switched to 2000 V operation. At the time, when the Ice Hockey Club Arosa was in the first leage, those cars were needed to haul spectator to the Arosa matches, especially when the guests were from Davos. The first line of the main network to be electrified was the Engadin line. In fact, it was electrified from the beginning on too. The RhB did not chose DC, but 11 kV 16 2/3 Hz AC. It proved to be the favorable solution, and it still is. In the next few years, the Arosa line will be changed to AC as well. The first engines for the engadin line were eight 1D1 and seven 1B1 engines with huge Diri type repulsion motors, connected directly to the side rods. Of these very first engines, one remains today, and is very rarely used. The electrification of the rest of the main network after World War I and the fast developments of railroad technology in these years lead to the most famous design of a RhB engine, the crocodile. >From 1921 on, 15 of these CC engines were acquired. At their time, they too, were the most powerful narrow gauge engines worldwide. Five of these engines are still around, and there is one or two daily services provided by them. They hauled the main load of the network traffic until 1939 and 1940, when four motor cars were acquired. Together with special cars, they formed the "Fliegende Rhdtier" ("Flying Rhetian") express trains. In the early 1950s, ten modern BB engines kicked the crocodiles out of the remaining express services. The crocodiles were assigned to freight service. In that time, several hydroelectric power station were built, which lead to an enormous freight traffic. In 1958, two BBB prototypes were acquired which were followed by another 5. These engines still haul the heaviest express trains over the Albula line. In 1973, the first group of 10 modern thyristor controlled BB engines appeared. With this, the oldest and least powerful engines could be retired. For the suburban traffic around Chur, a group of 6 thyristor controlled EMUs was acquired at the same time. A second group of 13 BBs lead to the retirement of 9 other crocodiles. The Bernina line got 9 motor units in two groups between 1964 and 1972. Two Electro-Diesel engines appeared in 1968. They run as electrics on the Bernina line, and as diesels elsewhere. For a few years, the Bernina Express was hauled by them from Samedan to Pontresina diesel hauled. in 1990, six more three-phase AC converter motor units were delivered to the Bernina line. At the monent, these are the most modern engines of the RhB. For the Vereina line, a third generation BB engines is under construction. > Today's operation All the lines with passenger service have a train roughly every hour and direction. A few trains may operate only in the respective high season (either summer or winter). The Albula line has an express every hour during the day. The Crack trains of the Rhetian Railways are the Bernina Expresses and the Glacier Expresses. The Bernina Expresses run from Chur to Tirano, and are equipped with the best rolling stock available; at least the Bernina Express A in summer which requires seat reservation and a surcharge. During the sommer two, otherwise one, Glacier Express train run from St.Moritz to Chur and then to Disentis - Andermatt - Brig - Zermatt and back. One additional Glacier Express runs from Chur to Zermatt and back, and one special Glacier Express operates from St.Moritz to Zermatt for groups only. The top Glacier Express has only First Class and Panorama cars on the whole line; the others are accessible with second class tickets as well. Some trains have a dining car which is operated by the Schweizerische Speisewagen Gesellschaft. The Glacier Expresses do have dining cars to Andermatt (one to Brig). A speciality is the articulated dining car, seating 60 persons. It can not be used in the Glacier Expresses, but in other trains. Reservations are essential here. Local trains stopping at every station operate on the whole network, on certain parts of the Albula route, operation is very limited. Both according to the timetable, some mixed trains are still around. Freight trains do exist. For example, the leading supermarket chain in the Engadin sends its goods by rail. There is a very-early-morning mixed train from Chur to St.Moritz with reefers. Timber used to be hauled over the Bernina to Tirano. In the high season, almost every train was filled up to the maximum train weight with flat cars carrying timber. It might have finished, as some distant official in Rome decided from his desk that timber may be imported inot Italy only via Domodossola and Como. With this, the woodworking industry in the upper Valtellina will disappear soon, and the Rhetian Railways loose some 10% of their whole freight traffic. Not to be neglected is fuel oil. For most parts of the Grisons, it is cheaper to bring the fuel oil from Genova via the Bernina route than from Rotterdam via Basel and Landquart. The spot market pirce difference between Genova and Rotterdam for fuel oil is reflected very well by where the cars via the Bernina route are hauled. More spectacular freight is all kind of heavy load, be it structure members for a new Ice Hockey hall, be it components for hydroelectric stations, all can be transported by the RhB. Another special kind of freight trains operates in early and late summer, when life stock is transported to pastures high in the alps. One thing, the RhB has to keep in mind is the weather. As it goes up to high altitudes, snowfighting is a real serious issue. The steam powered rotaries of the Bernina line have already been mentioned. Ploughs are ready all over the network and will be used as soon as required. In some instances, however, the network will be closed down. This can happen in early spring, when the avalances are very likely to come down. Some galleries have been built, but even then, there is a constant danger, and it is then better not to run the train than to shovel it out of an avalanche. The railroaders know their mountains, and they do have quite a respect of them. In the past, quite a few railroaders lost their lives in the snow. Even in Summer, the weather can be a serious problem, when the line can be washed out or when landslides come over it. The most critical points are now bypassed with tunnels, but it still can happen. > Conclusion There is so much to see along the RhB. This article cannot cover every aspect. The best thing is to come to Switzerland and spend a few weeks in the Grisons and discover the Rhetian Railways with all its services, including the slowest Express Trains in the world. Bibliography Bernhard StuderRhB, Gebirgsbahn in Graub|nden; Verlag Bucheli, Zug; ISBN 3-7168-1659-0 Rhdtische Bahn Heute - Morgen - Gestern; Centennial Anniversary book of the Rhetian Railways; published by the Rhetian Railways, 1988; ISBN 3-907036-08-5 -Max Wyss __________________________________________________________________ RAILONLINE FEATURES Railphoto `93 Preview @L __________________________________________________________________ by Ken May One of the largest railfan events of 1993 in the United States will take place over three rail action-packed days in mid- September at the Steamtown National Historic Site in Scranton, PA. "Railphoto '93", a three day program of steam and diesel powered passenger train excursions, railroad equipment displays and other related activities, will run from Friday, September 17, through Sunday, September 19. The fourth annual program is sponsored by the Steamtown Volunteer Association in cooperation with the National Park Service. Many restored classic steam and diesel locomotives along with passenger and freight cars from the Steamtown collection and private owners around the Northeastern U. S. will be featured at "Railphoto '93" events. A choice of six different passenger train trips will be offered over the long weekend including a rail diesel car ride, a dinner train and a steam powered "doubleheader". Numerous photo runby opportunities will be available on all trips. Conrail's "Operation Lifesaver" display train and CP Rail's history exhibit will be open to the public all three days during regular Park hours. Among other scheduled events are a night photo session at the Steamtown site and a banquet at the Lackawanna Station Hotel. "We're looking forward to a very busy three-day weekend of railfan activities," says Jim Fransen, Plans Chief of "Railphoto '93"and Vice President of the Steamtown Volunteer Association. Three of Steamtown's restored steam locomotives will be operating over the weekend. Canadian National Mikado No. 3254 and Canadian Pacific Pacific No. 2317 will run on excursions Friday, Saturday and Sunday. Baldwin Locomotive Works switcher No. 26 will handle Steamtown yard shuttle duties each day. Privately owned diesel locomotives participating in "Railphoto '93" are as follows: New York, Susquehanna and Western Technical and Historical Society RDC No. M-1; Anthracite Railroads Historical Society Central of New Jersey F3A-B-A set and Lehigh Valley C-420 No. 414; United Railroad Historical Society Reading RS-3 No. 492; and NRHS Central New York Chapter Lackawanna E8A No. 808. Private varnish slated to attend includes Pennsylvania Railroad "Broadway Limited" coaches "Mountain View" and "Aldar Falls"; New York, Susquehanna and Western diner No. 507; ex-New York Central parlor car "Morris County" of the Morristown and Erie; and Norfolk Southern business car "Blue Ridge". "Railphoto '93" begins Friday, September 17, with a rail diesel car excursion from Scranton to Pocono Summit, PA, and return using NYS&W T&HS Budd car No.M-1. This trip departs the Park at 9:30 AM and returns at 3:30 PM with a 1 1/2 hour layover in Pocono Summit for lunch. The RDC ride is limited to 85 people and the fare is $50.00 plus $15.00 for spaghetti lunch. There will be two regular Steamtown passenger train excursions on Friday only at 10:00 AM and 2:00 PM powered by CN 3254 or CP 2317 consisting of restored DL&W coaches travelling to Moscow, PA, and back over the old Lackaawanna mainline. Prices for these two trips are $7.00 for adults and $3.00 for children age 12 and under. The Steamtown yard shuttle pulled by Baldwin switcher 26 will operate every hour on the half-hour between 10:30 AM and 2:30 PM Friday through Sunday to the roundhouse restoration area. There is no charge for the yard shuttle. The dinner train will depart from the Lackawanna Station Hotel at 5:00 PM for a three-hour ride to Moscow and back, returning by 8:00 PM. Dinner will be catered by the Lackawanna Station Hotel. Fare is $60.00 including the meal. This train will consist of ARHS CNJ F3A-B-A units leading the five private passenger cars. At 9:00 PM Friday, the night photo session will be conducted at the Park by Steve Barry, Railpace Newsmagazine columnist ("Creative Camera") and Kermit Geary, regular Railpace contributor and member of ARHS. Three photo locations at the Steamtown site in the roundhouse and shop areas will be open for nightshots. All operating steam and diesel locomotives will be on display at the session. The cost of the night photo session is $25.00 and the event is limited to 150 photographers. The seesion will end at 11:00PM. On Saturday, September 18, "Railphoto '93" continues with all displays opening at 8:00 AM. The five private passenger cars will be open to the public at the Park from 1:30 PM to 4:30 PM Saturday only. An admission fee of $1.00 will be charged with the proceeds going to charity. Two excursions will leave from the Park at 9:30 AM - a photo freight train consisting of vintage freight cars powered by CN 3254 and a passenger train made up of DL&W coaches led by CP 2317.Both trains will move southeast out of Scranton on the former Lackawanna main upgrade to Moscow. After laying over for two hours in Moscow, the freight and passenger trains will roll downhill back to Scranton for return to the Park by 4:30 PM. Fare for Saturday's rides is $35.00 plus $7.00 for box lunch. The evening banquet at Lackawanna Station Hotel starts with cash bar from 6:30 to 7:30 PM. Buffet dinner will be served from 7:30 to 9:00 PM. Award presentations will be made between 9:00 and 9:45 PM. Special guest will be Steve Lee, head of Union Pacific's steam program. From 9:45 to 10:45 PM, Jim Boyd of Railfan and Railroad Magazine will present a slide show. Cost for the banquet is $30.00 and seating is limited to 300 people. "Railphoto '93" will climax on Sunday, September 19, with a doubleheader steam engine excursion to Moscow and back behind CN 3254 and CP 2317 hauling the DL&W coaches and all five private passenger cars over the Lackawanna mainline. After a two hour layover in Moscow for lunch, the train will return to Scranton behind CNY Chapter DL&W E8A 808 and another diesel engine to be announced. The steam/diesel doubleheader trip will leave the Park at 9:30 AM Sunday and return by 4:30 PM. Fare for the last excursion of the weekend is $35.00 for regular coach, $50.00 for deluxe coach and $115.00 for first class plus $7.00 for box lunch. All displays at the Park will again be open all day starting at 8:00 AM. All "Railphoto '93" events will operate rain or shine. Trips are subject to equipment availability and the sponsors reserve the right to substitute motive power and passenger cars if necessary. Seating on the train trips is limited, so order tickets as soon as possible. Tickets will be on sale up to the day of the trip if not sold out beforehand. For additional information about "Railphoto '93" and to request a ticket order form, send a self-addressed stamped envelope to: Steamtown Volunteer Association, P. O. Box 448, Chinchilla, PA 18410-0448 or call 717-346-0660. Make tracks to Scranton, PA, September 17-19 for the railfan event of the fall! > Can't make it in September? Steamtown, a National Historic Site, runs regular excursions between Scranton and Moscow, PA. The two and a half hour trip is all-steam, and runs on Fridays, Saturdays, and on holidays from August 27th to October 31st, 1993. __________________________________________________________________ RAILONLINE FEATURES ICE challenges X2000 @M __________________________________________________________________ RailOnline features ICE challenges X2000 @M by Peter Kirn The ICE tour this month, which continues on through September, was not simply a chance to see German equipment on US rails, or even a glimpse into the future of rail travel into the US. It was rather the sealing of a clear victory for AEG and Seimens over their Swedish competition. In fact, the X2000 was all but forgotten at the crowded platforms where onlookers eargerly awaited a glimpse at the train. The German technology was displayed not only for VIPs, but also the very markets that are crucial to high speed rail in the United States. Simply put, the ICE has taken the nation by storm. The trainset is a winner for the general public, the business traveler, Amtrak, travel agencies, Senators, and environmentalists. Only a few months ago, it appeared as though the X2000 was a sure winner as a replacement for the slower Swedish AEM7 on the Northeast Corridor. However, now general concensus has clearly changed in the ongoing clash of locomotive manufacturers. The X2000's major feature is its tilting technology, that allows it to be faster on turns than conventional trainsets. This is combined with advanced axles for comfort. However, its one major advantage is also its greatest weakness. "Speed is not neccessarily an advantage," said Valman Matzel of AEG, at the public stop in Chicago. Even with tilt trains, he said, high speed on curves creates massive maintenance costs, on top of additional maintenance on the trainset itself. More importantly, though, the X2000's biggest advantage yeilded little actual difference on the Northeast Corridor. The entire trip was only 5 minutes faster on the X2000 than on the ICE during the test run, according to Matzel. The ICE is actually far faster than the X2000, with a top speed approaching 250 mph. On US rails, the train traveled at over 150 mph. The ICE has its own technological feats, including three independent breaking systems. AEG/Seimens points out in its literature that the design of the power units is extremely close to that of the Space Shuttle. The ICE is also a real crowd pleaser. Visitors to the show could peer into its state-of-the-art cockpit. Its sophisticated, futuristic look is a far cry from the passenger locomotives that usually roam Amtrak's lines, or even the world's most advanced airliners. The engineers that designed the ICE are true showman, as well. The interior is a perfect balance between the two worlds that define rail travel itself: a richly elegant and romantic heritage and a fulfillment of the dream of transportation in the 21st century. The basic layout and concepts expressed in the design and ornamentation of the interior have a clear sense of identity, reminiscent of the height of rail travel in the 30s, with a distinctively European flair. However, the components of its luxurious, plush design are refined in the spirit of the space age. The X2000 was complimented for its luxury, but the ICE was acclaimed. The excursion out of Chicago literally crawled, delayed by Metra commuter trains and powerless without an electrified route, but it was no matter to the passengers. While the ICE may be one of the world's fastest trains, it could attract riders without moving at all. The ICE's seating is more accomodating than any first class air service, and some seats are even equipped with video monitors. Private conference rooms seat four and offer a fax machine and copier. Sound insulation, pressure-tight cabins, silent running gears, and wheel silencers make the ride nearly silent. An interactive passenger information computer is located in the vestibules with information on the train, destinations, and so on. Such dazzling amenities are probably more benificial to Amtrak than AEG/Seimens on this tour, as Amtrak tries to drum on general support for high speed rail. Now high speed rail will also be high luxury rail on a level never before acheived. However, the ICE is attractive in additional ways. For Amtrak, it meets all the requirements without any modification. AEG/Seimens already has deisel/electric power available in addition to electrified power plants. This is essential to Amtrak for reducing the time and cost needed to create new high speed corridors in the Midwest, Texas, Florida, and California. AEG/Seimens' newly founded relationship with EMD also puts it one step ahead of its Swedish competitors in meeting Amtrak's requirements for building their own customized trainset. Environmentalists will also like the ICE. Like all high-speed electric rail, the ICE is far safer for the environment than any form of mass transportation and long distance transportation. In addition to its aerodynamic shaping, the ICE's propulsion system has been optimized for unusually high energy-efficiency. Everyone cashed in on the ICE's tour, from Der Tours, a Chicago-based nationwide travel group, to special ICE merchandice. The long term winner in the whole affair, even more than AEG/Seimens, is Amtrak. Amtrak will use information from both the ICE and X2000 tours to create its own custom trainset. However, thanks to intelligent promoting from AEG/Seimens, Amtrak will now have a bigger reward: after over two decades, Amtrak has the support it needs from the general public. Rail passenger groups have traditionally had to lobby by themselves. Now, though, a new group is in control: instead of Congress, the general public. High speed rail has begun, and nothing will stop it at this point. It will happen, with a great deal of effort, money, and additional battling, but it will happen. The US is already behind much of the world in high speed rail, but now it will at least be in the running. And the timing could not be better. With the US airlines in the darkest period they've been in in this part of the century, a redesigned intercity transportation network has found its time. __________________________________________________________________ RAILONLINE FEATURES DANIEL DAWDY: Rail etiquette: have we lost it? @N __________________________________________________________________ Assistant editor Daniel Dawdy is granted true freedom for the first time in this issue, as he takes his own column out for its debut. Railfan etiquette is, unfortunately, becoming an oxymoron. Let me tell you a few stories that have happened to me over the last few years. Back in the mid 1980's, a rail club sponsored a trip from Chicago to Janesville, Wisconsin behind the Nickel Plate Berkshire #765. I was living near Janesville at the time and always went down to the old Milwaukee Road yards to see the train. Once, just after the train left the yard area for the return trip, a Soo freight engine entered the yards having come up from Beloit. Having many pictures of Soo equipment I took a quick glance to make sure it was nothing exotic and continued to my car. Out of nowhere a guy came up to me and went balistic. He accused me of ruining his picture by walking in front of him and what the hell was I thinking about. He went on to say that this was the first time he had ever seen a Soo locomotive and because of terminal cancer he would never again have the opportunity to photograph another one and I ruined it. (OK, I made up the last part but you get the idea.) Well, to this day I don't remember seeing him standing anywhere nearby but now I am extremely conscientious of others. EMD had an open house back in 1989 for the 50th anniversary of the FT locomotive. On the property they also had a collection of other engines of interest. I wandered up to Santa Fe's SD45 which was in Warbonnet paint. From behind was a yell to get back with the rest. I looked around and saw the beginnings of a photo line. Some 30 people were forming a curvy line with two guys on either end yelling at everyone who dared approach the engine. Well I dropped back in the line thinking it was a great idea but all the while knowing it wasn't going to work. As more people walked toward the engine, the guys trying to line up the photographers were getting more "exercised". When they started to tee off on parents with small children who wanted to see and touch the engine without cameras I just shook my head and went on to shoot another unit. The photo line broke up a short time later with no one getting their "once in a life" shot. Who's right and who's wrong? Now a photoline is a great idea for a fan trip. You pay a large sum of money to ride a fan trip and photo ops are normally part of it. Notice where the run bys are planned. It's usually in the middle of nowhere where you won't have the problem of "outsiders" getting in the way. An open house or rail museum is a different story. Since when does a camera in your hands give you special privileges and, if it does, I would suggest that my Canon F1 with motor drive would then take priority over anyone else with a lessor camera. "Hey you, you with the Kodak point and shoot, stand aside while I, with my very superior Canon F1, continue to take award winning pictures." This is obviously ridiculous but it happens all the time. All the people in that open house or at a museum are railfans or they probably wouldn't be there. They all have the same rights to stand, look, point and touch as anyone else. if you get that upset because some old guy is giving his grandson a dissertation of the driving rods on the steam engine you are trying to shoot, and you can't wait for him to finish without yelling at them to move on, then you have got a problem. Go buy a damn postcard at the gift shop of the engine you want, it's in all probability a better picture than you could take anyway. Last summer I took the Algoma Central's Agawa Canyon tour train. I took the train back in late September of 1986 and had the vestibule all to myself. A 22 car train and my fiance and I were the only ones under 65 years old :-) This time we took the trip in August and the train was full of the families on vacation. After breakfast in the diner I started to look for places to shoot the summer scenery. All the vestibules were full of people with cameras and video equipment. Most were sharing and taking turns at the open windows but more than a few not going to let others shoot out "their window" and made it a point to make sure others knew it. Just last month I staked out a place to shoot the NRHS double headed stream trip as it arrived back into Chicago. I parked and walked about a mile down the line far away from others. There was a dirt access road to get to where I was, but it was posted private so I did not drive on it. Two minutes before the train came by a car came flying down the access road and parked next to me. Four guys piled out and move into position. One set up a video camera less than 10 feet from where I was standing and then saw my motor driven camera. Let me tell you... I was just waiting to blast this guy if he even began to open his mouth and ask me to move because his video would pick up my motor sound. Well, he tried to stare me down, but by now the train was coming and I am sure he has a few motor sounds on tape. What's the answer? Now don't get me wrong, I have met many others who are cautious and respect others who are around them. But, I also see an ever increasing trend of "me" and not "we". If rail fans can't get along and work with each other, how can we expect to get along with the railroads... that's next month's column. __________________________________________________________________ RAILONLINE FEATURES Cyberspace Report @O __________________________________________________________________ > Meet the staff of CompuServe's TrainNet Without TrainNet, RailOnline simply wouldn't be possible. It's through TrainNet that I've assembled my own staff, collected articles and topics for issues, and in general made contacts with the right people, in addition to sending out RailOnline. TrainNet boasts a very talented, diverse staff that you probably don't know about. Thanks to the computer age, here they are - from all corners of the globe, and all ends of railroading, courtesy CompuServe and RO's savior, Dorr Alitzer. Dorr Altizer 76702,402 Chief Forum Administrator (Sysop) Dorr has been a model railroader and railfan since 1970. He is the newsletter editor (the "Desert Rails") for the Arizona Chapter of the National Railway Historical Society and a Life Member of the National Model Railroad Association. Dorr is building a 1970's era freelance (Dynatrol equipped) model railroad: the January National Railways (HO) and subsidiary Dragoon & Oracle Railroad HOn3). His favorite prototype railroads are the Southern Pacific and the Apache Railroad, a "pure" ALCO shortline located in Snowflake, Arizona. Favorite locomotives include ALCO RSD5 and C420, Fairbanks-Morse H-24-66 Trainmaster, EMD SD40T-2, and two diesel-hydraulics unique to the Southern Pacific: the ALCO DH-643 and the Krauss-Maffei ML-4000. Dorr's favorite steam locomotive is the Southern Pacific's Baldwin built AC-12 (4-8-8-2) Cab Forward. Mike Bettiol 71221,1746 Assistant Sysop - National Railway Historical Society Mike has been a model railroader since 1968 and a railfan since 1978. Model railroading took a back seat in 1983 when he moved up to "12 Inch To The Foot" models. Mike is a Charter Member of the NRHS Leatherstocking Chapter and has served it since 1983 as National Director, Editor, President, and Senior Vice President. Because of his career as an engineer on the Delaware and Hudson Railroad (CP Rail), Mike is currently not as active in the direct operations of the chapter, but he continues as the chapter's National Director. Mike is actively involved in changing the face of the NRHS by the pursuit of pushing the NRHS into the 21st century and attracting younger members. Mike has served on the NRHS Finance Committee since 1991 and is currently an Assistant Treasurer. He was involved in creating the NRHS Section in the TrainNet Forum and wants to make the NRHS's services more accessible to the membership. Mike is interested in the histories of northeast railroads and structures. Being a life-long fan of the GG-1 has caused Mike to have one in his collection. Restoration of the GG-1 is proceeding very slowly. Dean Davis 73770,3273 Assistant Sysop - National Model Railroad Association Dean has been an active model railroader since 1967 when he joined the San Diego Model Railroad Club and became hooked in the hobby. The next 8 years he spent traveling with the U.S. Navy and joined several railroad clubs across the country. Dean joined the NMRA in late 1969 and became a life member in 1989. Dean is currently a Division Chairman in the Lone Star Region (LSR) and is serving as Chairman for the "Computers in Model Railroading" special committee at the national level. Dean has been working professionally with computers since 1964 and is currently working for a major software company. He also has developed his own software company specializing in products for model railroaders and railfans. After many years of building club layouts and helping fellow model railroaders, Dean started construction of the Thunder Mountain Railroad. This railroad is a "tongue in cheek" 1920-1930 operation that provides a service between a river port community and the mountainous region of the Akinbacks. This railroad features floor to ceiling mountains, CTC-16 (DPS) command control, and eventually computer operation. Dean's favorite railroads are the Western Pacific and the Santa Fe. He likes those long steam locomotives. Bernd Fanghanel 72347,1044 Assistant Sysop - Electronics Bernd has been employed in the machine tool industry for 21 years working on computer controlled gear cutting machines. His knowledge of electronics and microprocessors for use in the hobby is self taught through the reading of books and magazines related to the subject. This interest stems from a model caboose, owned by a member Rochester Model Railroad Club, that had flashing markers. A co-worker got him involved with computers, microprocessors and the related hardware needed for control of motors, lights, etc. He has been involved in model railroading as far back as he can remember. Although an armchair model railroader, due to living in a mobile home, Bernd has been an active member of the Rochester Model Railroad Club (formerly Kodak City Model Railroad Club) for 16 years. He is also a member of the Lake Shore Division and Niagara Frontier Region of the National Model Railroad Association. Although he models mainly in HO, he also has an interest in HOn3 since a visit to the East Broad Top Railroad, many years ago. He is presently working on a concept for a "model railroad to be", called the New York, Vermont and Northern, running somewhere from the Virginia and Ohio coal fields through New York to the ports of Maine and Canada. Bernd also likes ALCO power, first generation diesels, late steam, and any of the Northeast railroads, with NYC, LV, and D&H being on top of list. He also avidly collects railroadiana. Jerry Hoare 70164,1552 Assistant Sysop - Brotherhood of Locomotive Engineers Jerry was hired as a fireman on the Central Railroad of New Jersey in 1973 and promoted by Conrail to engineer in 1976. He operated trains in all classes of service and is currently running road freight assignments out of northern New Jersey. Jerry is the former Chairperson of Conrail's labor/management project-NJ and Conrail's safety council north-NJ. He is no longer involved in any railroad cooperative programs. Jerry is the Vice Local Chairperson of BLE Division 157 and editor of the Division's newsletter. Dick Knisely 75046,473 Assistant Sysop - Games and Simulations Like many Trainnet members, Dick's experience with model railroading goes back to the heyday of the Lionel train set era, about 1955 in his case. Yet despite a long time interest in modeling in general, the model railroading bug really didn't bite until the summer of 1988. Since then he's discovered Trainnet, started a model railroad, learned a lot, and managed to help infect one brother and his Dad with the "bug". Dad's having worked for Fairbanks-Morse for some 30+ years lead directly to both motive power and prototype railroad for Dick's layout -- the Milwaukee Road was one of F-M's biggest customers and they owned most of the various types F-M diesels produced. On the good advice of Trainnet members, this first layout is modest in size and scope, but is proving a superb vehicle to learn more and more about this great hobby. Representing a mythical branch of the Milwaukee Road in central Wisconsin, the road is set in the 1957-62 time period. Although a relative newcomer to model railroading, Dick's interest in games goes back much farther, and he's been playing with computer games and simulations from nearly their very beginning. Professionally, Dick's been involved in a variety of data communications and computer networking jobs over the last couple decades. Ray Peeler 70544,1415 Assistant Sysop - United Transportation Union Ray is originally from Omaha, Nebraska. He first went to work for the Union Pacific Railroad in 1979 on a system steel gang, on which he worked almost the whole system (Omaha to Portland, Oregon to Los Angeles and back to Omaha). Ray was furloughed in 1983 and began working as a truck driver. He joined the U.S. Navy in 1984 and worked as an Electronic Tech, repairing anything from communications equipment to air and surface radar to copiers and computers. Ray's specialty was cryptographic voice and teletype communications for which he acquired a Top Secret clearance. Upon his discharge in 1989 Ray went back to truck driving. In early 1990 Ray hired out with the Union Pacific in June 1990 in North Platte, Nebraska. He transferred to Omaha, Nebraska, in February 1991 and then to San Antonio, Texas in October 1992. Ray is active in the United Transportation Union, Local #756. Tom Pinkerton 70243,703 Assistant Sysop - Libraries Tom's interest in model railroading is relatively new compared to the other Sysops of the forum. It is only within the past year or so that Tom began to explore his interest in model railroading. Tom recently discovered TrainNet and immediately became a big fan. He is an very experienced CompuServe Sysop, having served in two other forums in the past. In addition to his work here, Tom also is a member of "Team Oz," which provides support for OzCIS, one of the best automated communication programs. Tom is also a Beta Tester of DOSCIM. Robert Pinsky 76010,511 Assistant Sysop - National Railway Historical Society Robert has been a "parlor car" rail enthusiast for over forty years. His interest stems from extensive experience riding the great trains of the pre-Amtrak era. Robert is a Director of the National Railway Historical Society and has been a member of the Chicago Chapter since 1986. In 1989 the President of the NRHS appointed him the Official Representative to the TrainNet Forum. Robert is serving as the Chairman of the 1993 NRHS Convention to be held in Chicago, Illinois. A childhood acquaintanceship with Lionel trains led to his current collection of pre-World War II tinplate and membership in the Train Collectors Association. Corbett Price 73177,2565 Assistant Sysop - Railfans Corbett began his railroad career, in 1977, as a brakeman for Seaboard Coast Line Railroad. He transferred to engine service in 1980, as a fireman, working mostly freight service. After attaining his engineer's certificate in 1982, he worked as engineer/fireman between Richmond, VA, and Florence, SC. Corbett began working as a fireman for Amtrak in 1986, and now holds an engineer's position in Richmond, VA, working to various points. His modeling interest in HO, is based on the former Durham & Southern Railroad. > Software Review: SIMUDRIVE Note: This software should be uploaded to Train Net on Compuserve by the time you see this review. File name is PLSIMU.ZIP by Brad Clark For all of those who were curious about Paul Lee's SIMUDRIVE program, here's a capsule review. I picked it up, and thought I had followed the instructions on installation. NOT! I forgot to notice that the program should be run from the .BAT file, and not the .EXE. Oh, well, more coffee. If you get an error message indicating a call to a non-existant co-processor, running from the .BAT file will cure this. For all of you wanting to run this from MS-Windows, DROP TO DOS. SIMUDRIVE runs native-mode DOS only! Paul indicates in the docs that running from within Windows may be forthcoming soon, as well as the ability to run under a mono monitor, and on a 80286 CPU (currently requires 80386/486 and CGA or better). Upon startup, you are given a fairly clear menu choice. Browse through the Informational Help sections. They're only a page/screen long, and will give you considerable insight on how to run things. These are laid out logically, and the few minutes taken to review these will greatly aid in enjoyment of SIMUDRIVE. OK, now that you've made all the notes on how to start/stop the train's loco, you are ready to hop into the control cab, release the brakes and Run8 Ho!!! But wait! You have to select your route, your class, and your consist. In the demo version, there is only one choice for route, class, and schedule. Other routes and motive power classes are available from the author; more on this later. You choose your route and class by tabbing to the highlighted area and selecting. Again, there is a good amount of thought given as to ease of selection. The screens pretty much walk you through. This is probably because Paul has designed commercial software in the past. These touches _are_ appreciated! They make concentrating on the game much easier. After selecting route and class, you are prompted to select your train's consist. You can select from a pre-defined consist, or completely make your own, or use the predefined and add or delete a car. After selection of your consist, you are asked if you wish to use the electric heat (for the comfort of the passengers, I presume), and, if so, how much. Your load factor is also asked for. A Random option is available for both load and EPH (Electric Power Heating). You can also select for Exact Theoretical Power, or a more real setting. Since not all power units are 100% all the time, I can see the validity of this. After all selections are made, you are given your train's consist report. At that time, you are also given any speed restrictions applicable for the trip (milepost and maximum speed). NOW you are ready to hop into the cab. You are transferred into another text-based screen, and shown your speed, mileage, time, brake levels (air or vacuum are your choices), and other pertinent information. You also have the signal information (including distance to signal-post), and Dispatch information. You release the brakes, throttle up (not too quickly, else you'll trip the overload breaker!), and move out, but not until you get your dispatch orders. As you (imaginarily) traverse the countryside, you are given the names of stations and town you pass through, as well as prominent geographical features. Be wary of yellw or double-yellow signals! You might be slowed to cross over to the secondary track, or stopped by a problem. Also, you will want to be aware of the Timekeeper... he'll let you know how late you are! And now, your run is complete. You pull deftly into the station, stop at the red signal at the end of the platform, and await your performance report. If you haven't been already removed for gross violations, your run will be successful. You are graded on timekeeping, overuse of throttle, stopping the train short of platform, and other things. The performance is given as a percentage, 100% being perfect. All in all, I liked this! Like I told Paul in an e-Mail note, it takes a good simulation to pry me away from Railroad Tycoon! This one did! What I'd like to see: Mono support (coming fall 1993) 286 support (coming fall 1993) Windows support (coming, unknown as to when) Porting to the Mac and/or Atari ST Actually, I could see this tied into a graphical simulation program, with SIMUDRIVE as the core, driving a control panel, having views (however crude) flash by with signals, stations, features, etc. I don't expect this from Paul, because SIMUDRIVE is a good effort in itself. It's just something to dream about. Other classes of motive power are available, as well as four different routes. In the documentation package, there are details on what's available, as well as an order form. A final cautionary comment... if you're not familiar with the British Rail signalling system (along with 90% of their terminology), you may be momentarily confused. Since I'm a Closet Anglophile, I overcame some of the terminology. A brief overview of the signals and terms might be a good addition to the already clear and concise documentation package. Again, overall, I liked this package, and I wish I could afford some of the modules available. The prices are reasonable, I suppose, BP2.95 for each motive power module, and BP9.95 for each route module. Disk costs are added (varies from BP2.50 for 3.5 HD, to BP3.50 for everything else), and the cost is per disk, Postage and Packing inclusive. It is unclear as to whether this is for the UK only... I would assume that US orders would need some extra. Best bet is to contact Paul directly. Oops, got to dash, I've been given the go-ahead signal... brakes to running, throttle to Notch 4, and awaaaay we go! __________________________________________________________________ RAILNEWS INTERNATIONAL Headlines right before printing @X __________________________________________________________________ > Amtrak strike update by Matthew Mitchell A restraining order has been granted to Amtrak against a threatened strike by members of the UTU. The strike would have shut down much commuter train service across the country as well as all of Amtrak's trains. The labor-management dispute is over work rules, specifically who will be permitted to operate trains in yards and maintenance facilities. The work is now performed by UTU members, but Amtrak would like for its (unionized) maintenance personnel to be able to move the trains as part of their job. Amtrak claims that under (the arcane) Railway Labor Act, the dispute is minor, and not one UTU can strike over.The restraining order is in effect for 10 days, after which UTU can strike or Amtrak can seek further court relief if the dispute is not settled by arbitration. > RailNews Europe: More on BR privatization Jean-Pol Matheys Following last month's article on BR's privatization, I thought that a short "billet" published by "Le Monde" in its August 24, 1993 edition under the title "Britsih Rail derails" was well worth a short note in "Rail Online". The "billet" was triggered by the British government's current plan to increase BR's rates by as much as 20%. This is only part of a wider plan to prepare BR for its privatization in May next year. Also part of the wider plan are drastic cuts in service and labor force. As the Paris newspaper says, this amounts to asking BR's users to pay for the privatization. The increases amount to close to 12 times Britain's current inflation rate, the paper notes. BR's lines and rolling stock are some of Europe's oldest and most derelict. Even its Intercity lines saw a dramatic fall of their benefits (from ~50 million Pounds in 1990-91 to only 2 million last year). This state of affairs, the paper says, directly follows from the policies of the conservative governments that have ruled the UK since 1979, and especially those of Mrs. Thatcher, that have always favored road transport. The "billet" ends with a quote from President Mitterand's talk at the inauguration of the TGV Nord-Europe, in which he spoke ironically of the fast trains that will come out of the tunnel "at very low speed to visit Kent's beautiful countryside". > SEPTA relief slips further away by Matthew Mitchell Relief for sweltering El riders and SEPTA Board members is now 80 days further away. In a story which is becoming more and more like the LA Green Line car debacle, the Board tabled any awarding of a contract for 220 subway-elevated cars while a committee studies the issue. ABB Traction was the low bidder when sealed bids for the contract were opened earlier this year, at $287M, but competitor AEG Westinghouse, who bid $305M, claimed that it should get the contract because ABB was not a "responsive bidder" and its bid should be thrown out. That stems from the problem-plagued N-5 Norristown car contract, which was thoroughly botched up by ABB predecessor company Asea of Sweden. AEG has found powerful ammunition in their effort to strong-arm the Board. A Pittsburgh-area legislator has threatened retaliation against SEPTA and the city of Philadelphia and suburban counties if the contract isn't awarded to AEG, which is in his district. AEG has sweetened the deal by promising to reopen a closed military plant for assembly of the El cars. --- RailCalendar Steam on L&N in Kentucky Presented by the Bluegrass Model Railroad Club, Lexington KY (prev. sponsored the Clinchfield excursions...and will hopefully soon revive them!) Two days of scenic fall round trips in beautiful eastern Ky behind the C&O 2765/NKP765 on October 2 and 3, 1993 October 2 , 1993 October 3, 1993 Lexington<->Ravenna, KY Lexington<->Corbin, KY Rare mileage on the L&N's Beautiful mountain fall scenery old EK division!! scenic rivers and multiple tunnels includes the Red River train trestles!! (~230 feet !!) $44 adult/$39 children(<12) $63 adult/$59 children (<12) depart 9AM/Return 4 PM depart *AM/Return 8PM Ticket prices include box lunches 10% discount for tickets purchased for both Sat & Sun! Limited First Class seating in parlor car*****add $20/ticket/day FOR MORE INFORMATION OR TO PURCHASE PLEASE CONTACT: BLUEGRASS RAILROAD CLUB 3409 FLEETWOOD LEXINGTON, KENTUCKY 40502 (PLEASE SEND SSAE!) 606-277-4377 606-268-1942 606-223-0228 Compuserve...Richard Lane 70402,1623 RailCalendar is a free service of RailOnline. __________________________________________________________________ RAIL ONLINE @^ __________________________________________________________________ ===== STAFF ===== Peter Kirn Editor-in-Chief CompuServe Distribution Daniel Dawdy Assistant Editor Internet Distribution SENIOR CONTRIBUTORS: Jerome Rosenfeld Northeast news coverage Northeast news photography Matthew Mitchell Rail passenger news (from the Deleware Valley Rail Passenger) ASSOCIATE CONTRIBUTORS: Ken May Northeast news coverage Roger Hensley Model railroading JP Flaherty America Online distribution Additional submissions: BritRail Travel Int'l, Atlas Model Railroading Co., Conrail, Santa Fe Railroad, VIA Rail, Life-Like, Stewart Hobbies, and Dorr Alitzer, SysOp of the CompuServe TrainNet forum. 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