From: "CRAIG SANDERS (216) 397-4356" 
Subject: Madison, Ind. railroad
To: Multiple recipients of list RAILROAD 

        We've been talking a bit about the steep grade on the railroad
operating out of Madison, Ind. Just a little more background on this road for
those who are interested.

        As pointed out, this wasa former PRR branchline, coming off the
Indianapolis-Louisville line at Columbus, Ind. and extended 45.2 miles to
Madison. North Madison was shown as milepost 43.0 (from Columbus).

        This line has quite a history. It was the first railroad constructed in
Indiana. It was part of a massive project of roads and canals that the state of
Indiana undertook under the Internal Improvements Act of 1836. With much
fanfare, the state sold bonds to finance the projects, none of which were ever
completed as envisioned, although many were partially completed. That's because
a financial panic and depression that began in 1839 forced Indiana to admit in
1841 that it could not pay the interest, much less the principal on the bonds
because the state was insolvent.

        At the time, 28 miles of the Madison and Indianapolis railroad had been
completed. Originally, the plans had been to build the railroad all the way to
Lafayette. The project was turned over to a private company which completed
construction of the railroad to Indianapolis in 1847. At that time, New Albany
was larger than Indianapolis and railroads were viewed as supplementing river
boat transportation. Things changed rapidly, though, as railroad construction in
Indiana began to take off in the 1850s.

        For what it's worth, I found the following instructions from a Penn
Central Southern Region employee timetable No. 4 of Feb. 1, 1970:

       "Columbus-Madison Secondary Track (Madison Hill)

        "Conductors and enginemen who have not handled trains on this grade for
a period of one year or more will be required to qualify on the grade before
being allowed to run over the territory. [material deleted]

        "Only ERS-15AX type diesel engine will be used to handle trains between
derail located 4,570 feet south of Mile Post 42 and Bridge 44.14 (Main Street,
Madison). The engine must be operated at the south end of the train, unless
otherwise instructed by Superintendent Transportation.

        "Trains in either direction must not exceed 15 (cars) or 350 gross tons
or 51 gross tons per effective brake, exclusive of the engine, unless other
indicated by Superintendent of Transportation. Movement of light diesel engine
is prohibited.

        [Material deleted about the need to inspect brakes in accordance with
applicable rules] "The engineman must inspect and test the air brake equipment
on his locomotive and know that the rail washing equipment is in operating
condition . . .

        [More material deleted about inspecting brake equipment before
operating between North Madison and Madison]

        "After assembling train to be moved North Madison to Madison the brake
pipe pressure must be increased to 110 pounds and air brake tested in
compliance with the Brake and Train Air Signal Instructions No. EC-99. After
the air brake has been tested, the conductor must observe the brake pipe
pressure on the cabin gauge and if it is 105 pounds or more will give a signal
to proceed and if less than 105 pounds will give signal to apply the brakes and
train will not be started until the required brake pipe pressure has been
obtained. A running test of the air brakes must be made approaching the derail
located 1,155 feet south of North Madison Station and train stopped. While
stopped at this point, air brakes must be released and handles of pressure
retaining values on all loaded cars must be placed in high pressure position,
and in low pressure position on all empty cars.

        "If the brake pipe pressure on the engine drops to 85 pounds from any
cause the train must be stopped. If the brake pipe pressure on the cabin drops
to 80 pounds from any cause the train must be stopped. Train brakes will not be
released after stop until a sufficient number of hand brakes are applied to
secure the train. Hand brakes must not be released until it is known the brake
system has been charged.

        "After passing derail and while on grade:

        (a) The dynamic brakes must be manipulated to obtain maximum dynamic
braking effect, without allowing the loadmeter to be above 700 amperes. The
train speed will be controlled by supplementing the dynamic brakes with the
train air brakes.

        (b) While descending grade, the train air brakes and the dynamic brake
must be manipulated to avoid speed in excess of 8 miles per hour at any point
on the grade and a minimum running time of 12 minutes from the derail to Bridge
44.14 must be observed.

        (c) If a condition arises making the use of hand brakes necessary, the
engineman will give the prescribed signal for brakes to be applied from the
train. Trainmen, when practicable, will apply hand brakes. Hand brakes and
conductor's valve are to be applied in accordance with Paragraphs 16-B of the
Brake and Train Air Signal Instructions No. EC-99.

        (d) If the Diesel engine stops, dynamic brake becomes inoperative, or
an electrical failure devlops while on the Hill, the movement must be STOPPED
[all caps in the original text] and all hand brakes applied. The train must not
be started until the Diesel engine is operating properly, the brake system
charged, and proper main reservoir pressure established, unless otherwise
authorized by Superintendent of Transportation."

        I hope this excerpt has been of interest.