Remote Doting

Max Meunier

there are no words
left to summon
once the mind surrenders reason

hearts succumb
in paper prisons
pining to be freed from treason

in this realm
of false ideals
we gaily taunt such daunting perils

sipping poison from the petals
trapped in penned epistles puerile

peppering the pages
ghostly voices
neither here
nor there

staring off into the wintry
void of whims most cavalier

waiting on a stranger’s rescue
with a somber song in tow

onward, through the shrouded garden
guided by a light unknown

vision hindered by such tender words
arrived from worlds away

crafted with astute precision
love inferred by lone hearts splayed

risking all despite the chance
of falling into false endeavor

blighted by promised romance
a fool is naught but fraught forever

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Electric Trolley Busses

Trolley buses are still with us in San Francisco, Seattle, SanRemo, Italy (pictured above) and many other places. They are quiet, have great pickup, don’t have any diesel exhaust and have low maintenance costs. I once asked a friend in the GE transportation products business in Erie, PA (where the GE locomotives are made) why there aren’t more trolley buses out there in many cities. He said that when one sells a trolley bus, he has to make his profit on the sale of the bus. There will be little profits in spare parts and maintenance supplies after the sale. But when one sells a diesel bus, he makes his profit on the maintenance supplies, so the initial selling price of diesel bus need not include much, if any, profit. Since everyone today buys on first cost, the diesels get all the business. Now that the price of oil is going up, and the availability of oil is subject to the whims of the Mid-East, the trolley bus may yet become very popular. It doesn’t pollute and the electrical energy to drive it can be produced economically, without pollution, from nuclear energy. In fact, it would be feasible to put wires over the interstate highway system and use electrically propelled tractors and buses rather than diesels. SanRemo, Italy (pictured above) and many other places. They are quiet, have great pickup, don’t have any diesel exhaust and have low maintenance costs. I once asked a friend in the GE transportation products business in Erie, PA (where the GE locomotives are made) why there aren’t more trolley buses out there in many cities. He said that when one sells a trolley bus, he has to make his profit on the sale of the bus. There will be little profits in spare parts and maintenance supplies after the sale. But when one sells a diesel bus, he makes his profit on the maintenance supplies, so the initial selling price of diesel bus need not include much, if any, profit. Since everyone today buys on first cost, the diesels get all the business. Now that the price of oil is going up, and the availability of oil is subject to the whims of the Mid-East, the trolley bus may yet become very popular. It doesn’t pollute and the electrical energy to drive it can be produced economically, without pollution, from nuclear energy. In fact, it would be feasible to put wires over the interstate highway system and use electrically propelled tractors and buses rather than diesels.

Find out more on electric propulsion

https://penneyandkc.wordpress.com/electric-railroads/

New Haven Electric Locomotives

NYNH&HRR 11kvac/600vdc
1907-14 New York, New Haven & Hartford RR
1912 New York, Westchester & Boston RR
New Haven was 25Hz from Cos Cob.
NH under PC was 25 Hz from Cos Cob.
ConnDoT/MN was 25 Hz from Cos Cob, until they switched to 60 Hz.
In the New York City area, the catenary voltage changes from the ex-PRR 11kV/25 Hz to the ex-NH 11kV/60 Hz about 174st Street in the Bronx.
This oversimplifies.
MOST of NH trackage was fed from Cos Cob.
Some bits used commercial power but, I think from NYC RR, who used 25 Hz to run the rotaries that ran the third rail.
I’d have to check to see which powered NY Connecting.
That location was also the feed for the NY Boston, and Westchester RR.
As far as I know the substation still exists to this day.
Location is near the CrossBronx Expressway and the former NH tracks.
This location by the way fed from Market (hunts Point Yard) to possibly Port Chester and the connection to Williams Bridge on the Harlem Division of the NYC at the power change point (NR tower).
After the PC merger with New Haven, GG1s started going to New Haven.
At Shell (Saugatuck), operation is to COAST ACROSS the bridge and pick up the wire on the other side.
NH pans would not go above a certain limit and would run under the rewiring horns.
The PRR pans on the GG1 could, and DID go higher (high enough to be ABOVE the rewiring horns on the far side….

Find out more about electric locomotives
https://penneyandkc.wordpress.com/electric-railroads/

California: Connecting With High Speed Rail

This map from ACE shows the future connections with ACE to future High Speed Rail, San Joaquin, Capitol Corridor, Caltrain and BART. The future ACE route will be on the UP right of way with a separate track for ACE passenger trains. The UP will be able to use this track when there are no passenger trains using it to relieve UP freight congestion in the San Joaquin Valley.

The D&H at one time connected with two railroads in Oneonta

The first was the Catskill Mountain Branch of the New York Central, later Penn Central; the second was the Southern New York Railway, an interurban which ran from Oneonta to Mohawk, NY, on the Mohawk River.

Another neaby railroad that did not connect was the Unadilla Valley.

See more on all three railroads
https://penneyandkc.wordpress.com/the-southern-new-york-railway/

Winter Travels

Bella Green

I’ve been extremely lucky this year to have already gone on two holidays. Visiting new places and doing new things is really important to me. There is a whole world out there with different food, buildings, history, scenery and lifestyle that should be experienced.

For the past two Christmases me and my sister have not bought each other a present, but instead booked a long weekend away. Last year we went to Budapest and this January we visited Warsaw.

In Warsaw we stayed in the most amazing apartment (Old Town Snug), we arrived quite late and the apartment owner Chris had stayed up to welcome us and give us a great overview of what to do in the city. I’d definitely recommend staying at Old Town Snug if you were to visit Warsaw, it was great value for money, in the best location and the facilities were top…

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“THE WALL STREET JOURNAL REDUX–HOW MUCH MORE INCISIVE THE STORY ON AMTRAK’S NEW CFO SHOULD HAVE BEEN…

ntbraymer

By M.E. Singer

Although I acknowledge how thrilled we should all be that The Wall Street Journal plunged into depths unknown by electing to run yet another story on Amtrak, “New Finance Chief Looks to Keep Amtrak on Track ” (17 April), the story was overly conflated with the proposed cuts in federal funding, Penn Station derailments, and the ever so popular Governor Christie of New Jersey blithely blaming Amtrak for his own state’s poor planning and safety record of NJT. However, in respect to Yogi Berra, I experienced a moment of “deja vu-all over again” in the lack of knowledge of this journalist, or, simply the writer being uninterested in pursuing any meaningful follow-up. As my response to this piece was limited by the WSJ’s policy, I wanted to expand here upon my reaction and dissect this minimalist, superficial interview in respect to how the real media transportation writers…

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Barriger shows success in 1948 at the Monon

In the August, 1948 TRAINS Magazine, Barriger was showing profits with the Monon Railroad. When Barriger took over the Monon in 1946, he became aggressive! He announced fast freights that run on schedule no matter how much business was at hand. The “old” Monon had held freight until a maximum trainload was accumulated. The “new” Monon ran short, profitless freights for many months until shippers realized that good service was available.

Many railroad executives thought Barriger’s policies would bring disaster, but they did not realize the cautious operating ability that went along with his willingness to spend money to make money, and in his belief in the future of the Monon.

Find other stories on the Monon Railroad
https://penneyandkc.wordpress.com/the-monon-railroad/

Pennsylvania RR Procedures: 1939 ROYAL TOUR

Schedule: Train from Red Bank, NJ to New York Penn Station. Royal Party boards US Navy Destroyer. Staff boards US Coast Guard Cutters.

Schedule: Train from New York Penn Station, passed to New Haven Railroad (SS-4). Proceeds to New Rochelle Yard. Reverses, changes power and goes To Mott Haven (SS-MO). Train delivered to New York Central RR. Power and crew change. Trains to Poughkeepsie (no power change at Harmon… NY Central “Hudson” all the way. Royal party entrains at Hyde Park. Train delivered to Delaware & Hudson at Rennselaer. Engine and crew change. NY Central pilot to Troy. Train crosses Green Island Bridge. Goes through Cohoes, Ballston Spa and Saratoga.

Schedule: Water and inspection stop at Whitehall. At Rouses Point, newspapermen, etc. detrain at Rouses Point. Train handed over to D&H subsidiary Napier Junction Ry. At Delson, train delivered to Canadian Pacific Ry.

Sleeping car service, dining car service, ticketing arrangements.

Parking and sanitary charges at Washington Terminal, Poughkeepsie. Equipment charachteristics.

Equipment characteristics continued

Electric lights, heating, air conditioning, water and icing

Pintsch gas, coal and charcoal, floodlighting and auxiliary generators

Gasoline: Drained at Red Bank and refilled at Poughkeepsie (not allowed in NY City tunnels). Telephone: Bell Telephone coordinated by Bell Telephone representative aboard royal train.

Spare parts, hopper shutes, first aid kits, mechanical and electronical supervisors on board. Police protection.

Baggage Masters assignments, CNR and CPR employees on board. Pennsylvania RR management assignments. Position of rear brakemen. Daily newspapers.

Pennsylvania RR officials copied

See more stories about the 1939 Royal Tour

https://penneyandkc.wordpress.com/royal-tour-1939/

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