Filed under: Fortuna, Humboldt, Northwestern Pacific Railroad, Railroad, Samoa, Santa Rosa, SMART, Sonoma, THA
Besides the five passengers we are getting from Portola, looks like we are getting the NWP Passenger cars sitting next to the Santa Rosa depot.
The dining car is the most restored of the group. It does have thin
wheels. The parlor car is fairly well along in the restoration.
Mechanically, is looks pretty good. The business car needs more interior
wood work restoration. The business car and parlor car are made from NWP
harriman coaches. The diner is a six axle heavyweight car, from SP
subsidiary. There is also a six axle Santa FE former tourist sleeper that
was in work train service. The interior has been sand blasted and primed.
It is similar to our Inside Track car stored at Calif Redwood on US 101.
There is also a wooden Fruit Growers Express refrig car, full of wood and
items from the cars. There is also some rail and ties.
As steps has been removed from 4 of 5 passenger cars in Portola. The remaining one is welded on. The speeder trailer, is coming along nicely. Brake test done and decking being installed.
EDIT: The dinner seemed to go pretty well last night with a pair of NWP books going over $400.
Amberg Technologies’ (Regensdorf, Switzerland) rail and tunnel solutions are well established in Europe and Asia, but are just being introduced to the United States. Dickey asked the Kara Company, Inc. (Countryside, IL), Amberg’s U.S. distributor, to demonstrate the system, which is based on a three-wheeled instrument that rides along rails. The GRP is equipped with extremely precise sensors that continuously measure track gauge and super-elevation, as well as an odometer for relative stationing. The horizontal and vertical alignment of the track is established by streaming position data (N, E, Z) to the GRP from either a Leica robotic total station or RTK GPS. All of the data are simultaneously managed in the onboard Amberg Rail software. In practice, the GRP is pushed along the track and in a single process, provides all track information. Depending on how it is configured, the GRP System FX can also be used for real-time track adjustment in slab track construction (used in high-speed and light rail projects), tamping surveys for ballasted tracks, real-time clearance analysis and 3D mobile laser scanning. (See sidebar)
“The Kara Company provided training for the system”, says Dickey. “We trained four people–two field guys and two office guys–which took about a week. Once we learned the software, the field work went very efficiently.”
For this project, the GRP’s horizontal and vertical positioning was provided by RTK GPS. A Leica GX1230 receiver was connected via cellular modem to the California Surveying Virtual Survey Network (CSVSN). The CSVSN covered the SMART corridor and allowed CPI to start work each morning without setting up a base station or stopping every few miles to move the base station forward.
The only GRP-specific setup needed was a daily calibration of the cant sensor, which measures the super-elevation of the track. The calibration takes only a couple of minutes and works much like checking any level: the GRP is set on the track, a measurement is taken, then the GRP is turned the opposite direction (one person can do this) and a new measurement is taken and automatically evaluated by the onboard software.
Although the GRP only requires one person to operate, a two-man crew was used on this project for safety reasons. CPI had estimated that the time required to complete this survey with traditional methods would have been three months. The GRP enabled CPI to cover five to nine miles a day and complete the fieldwork for the entire 60-mile corridor survey in just under two weeks.