Vintage Motorola HT220 Walkie Talkie 2 Way Radio
Engraved L&N R.R. on the front & bottom
The original owner was an employee of the L&N Railroad, who had retired years ago.
Virgil was born in Evansville, Indiana on March 22, 1943.
Virgil retired from L&N, now called CSX Rail Road after 37
years of service as a conductor, brakeman, and flagman.
You are buying everything in the pictures, including Motorola Radio, Leather case, Hat, Decal, Key Chains and R.R pins
UNTESTED
Push button works. Radio, Case and antenna show some wear
Consider
pictures as a part of the description and judge any and all cosmetic or
other issues to your opinion before purchasing. Zoom In. Examine pics
closely before purchasing.
This was a radio issued to L&N employees such as a conductor, brakeman, and flagman.
An absolute must have for any Railroad Collector
History about this radio
The
MT500 was the follow-on radio to the HT220 handheld, was first
introduced in February of 1977 and used many of the existing
accessories. The MT500 series was produced for only a few years before
the MX series was introduced. The MX was the primary handheld radio
during the period that saw the end of the crystal controlled radios and
the introdution of the synthesized radios.
Like the HT220 the
MT500 came in two versions - Slim-Line (sometimes called "Basic") and
Omni (sometimes called "Universal"). The Omni / Universal models are
thicker, allow larger (higher capacity) batteries and have a speaker-mic
connector on the side, while the Slim-Line / Basic models has the jacks
for speaker/earpiece and antenna on the (crowded) top of the radio. The
additional thickness allows for a second layer of circuit board(s) for
optional features - additional frequencies, higher power PAs, or even a
multichannel scanner.
Speaking of antennas, here's a cross-reference list (7kb PDF) that lists and identifies the various units.
An
additional difference is that the both the Basic and Universal radios
came in two different heights of cases - short and tall cases. The
additional 5/8 of an inch was used for smaller options like PL.
Since
the PT500 is a MT500 in a "lunchbox" case with a big pack of "D"
flashlight cells ora rechargeable battery (very popular with railroads,
pipline crews, road crews, etc) those folks working on the PT500 radios
will find the handheld manuals useful. Click here for an oblique view
photo of an 8-channel PT500. Click here for a top view photo of an
8-channel PT500.
There used to be a web site at www.mt500.com
that had a great deal of information on these radios but it went away in
mid-2003. Also, there used to be a web page that gave information on
the channel elements at http://users.leading.net/~radiotr/MT500 but it's
gone also. If anyone knows who ran those web pages we'd be happy to
talk to them about rehosting their information.
Like other
Motorola radios of that era the MT500 RF section comes in multiple
frequency ranges or splits for each frequency band. Unfortunately the
split is not encoded in the model number.
For low band, the published
splits are 30-36, 36-42 and 42-50 MHz. The manuals don't mention a
25-30 MHz range but I've seen one on 26.62 MHz (a media remote pickup
channel) and several folks that I trust have told me that they were
available in a 25-30 MHz split.
Supposedly there were mid band MT500 radios for Europe. If so, they would probably be in two splits, 66-77 and 77-88 MHz.
For
high band there are three splits, 136-150.8, 150.8-162, and 162-174
MHz. I've seen several MT500s on US Navy Shore Patrol channels in the
140-141 MHz.
For UHF there are four splits, 406-420, 450-470,
470-490, 490-512 MHz. There were some SP radios on 512-524 MHz during
the 1984 Olympics here in Los Angeles.
Where the prior models
(the HT200 and HT220) used crystals the VHF and UHF models of this radio
use small "Channel Element" in the receiver and transmitter, the low
band MT500s continued to use crystals. A channel element is a plug-in
module containing the crystal and a complete temperature compensated
oscillator followed by a tripler-buffer. The multiplier chain following
the channel element multipies up to what the exciter or receiver mixer
needs. BTW, the transmit elements (either a KXN1083A or a KXN1042A) have
five pins and the receive elements (KXN1075A) have only three pins. The
crystals themselves are in a HC-49/X package.
Like all crystal
controlled radios the MT500 radio is power miser, especially in receive.
The average draw is about 11 milliamps squelched and 70 milliamps at a
loud volume. In transmit the low power MT500 radios draw about 450
mills, and the high power radios draw just about an amp. Synthesized
radios draw much, much more power. The 11 ma idle drain was a big
selling point to the US Forest service for their firetower radios that
ran on storage batteries.
T500 Options
MDC (both 600 and 1200)
MODAT
Touch-Code (DTMF)
Touch-Code Automatic Number Identification (ANI)
Time-out Timer
Digital Private Line (DPL)
Transmit-Only "Digital Private Line"
Multiple-Tone Private Line
Two-channel Scanner
Eight-Channel Scanner (also covers 2, 4, 6 and 7 channel)
Single-Tone (AKA Tone Burst)
Selective Call
Selective Call Supplement (both VHF and UHF)
Intrinsically Safe (both VHF and UHF)
We take great pride in customer satisfaction and
accurate descriptions.
If you receive the item and it is not as
described,
please let us know immediately so we may rectify the
issue to your satisfaction.
Your positive feedback and your satisfaction are very
important to us
*****************************************************************************************
2.0 RAILROAD RADIO RULES
2.1 Transmitting
Any employee operating a radio must do the following:
Before transmitting, listen long enough to make sure the channel is not being used.
Give the required identification.
Not proceed with further transmission until acknowledgment is received.
2.2 Required Identification
Employees
transmitting or acknowledging a radio communication must begin with the
required identification. The identification must include the following
in this order:
* For base or wayside stations:
Name or initials of the railroad
Name and location or other unique designation
* For mobile units:
Name or initials of the railroad
Train name (number), engine number, or words that identify the precise mobile unit
If communication continues without interruption, repeat the identification every 15 minutes.
Short Identification
After
making a positive identification for switching, classification, and
similar operations within a yard, fixed and mobile units may use a short
identification after the initial transmission and acknowledgment.
Repetition
An employee who receives a transmission must repeat it to the person transmitting the message, except when the communication:
Concerns switching operations.
Is a recorded message from an automatic alarm device.
or
Is general and does not contain any information, instruction, or advice
that could affect the safety of a railroad operation.
Over
The
employee transmitting must say, "Over" to the employee receiving the
transmission when the communication is complete and a response is
expected.
Out
The employee transmitting must give the
required identification and say, "Out" to the employee receiving the
transmission when the communication is complete and no response is
expected.
Communication Not Understood or Incomplete
An
employee who does not understand a radio communication or who receives a
communication that is incomplete must not act upon the communication
and must treat it as if it was not sent.
EXCEPTION: An
employee who receives information that may affect the safety of
employees or the public or cause damage to property must take the safe
course. When necessary, stop movement until the communication is
understood.
Monitoring Radio Transmissions
Radios in attended
base stations or mobile units must be turned on to the appropriate
channel with the volume loud enough to receive communications. Employees
attending base stations or mobile units must acknowledge all
transmissions directed to the station or unit.
Acknowledgment
An employee receiving a radio call must acknowledge the call immediately unless doing so would interfere with safety.
Misuse of Radio Communications
Employees must not use radio communication to avoid complying with any rule.
Emergency Calls
Emergency
calls will begin with the words "Emergency," "Emergency," "Emergency."
These calls will only be used to cover initial reports of derailments,
collisions, storms, washouts, fires, track obstructions, property
damage, or injury to employees or the public. Emergency calls must
contain as much complete information on the incident as possible.
All
employees must give absolute priority to an emergency communication.
Unless they are answering or aiding the emergency call, employees must
not send any communication until they are certain no interference will
result.
Prohibited Transmissions
Employees must not transmit a
false emergency or an unnecessary or unidentified communication.
Employees must not use indecent language over the radio. Employees must
not reveal the existence, contents, or meaning of any communication
(except emergency communications) to persons other than those it is
intended for, or those whose duties may require knowing about it.
Fixed Signal Information
Employees
must not use the radio to give information to a train or engine crew
about the name, position, aspect, or indication displayed by a fixed
signal, unless the information is given between members of the same crew
or the information is needed to warn of an emergency.
In Place of Hand Signals
When the radio is used instead of hand signals, information must include the direction and distance to be traveled.
Movement must stop within half of the distance specified unless additional instructions are received.
Transmitting Track Warrants and Track Bulletins
When
transmitted by radio, track warrants and track bulletins must be
transmitted according to applicable operating rules and the following:
The train dispatcher must state that a track warrant or track bulletin will be transmitted.
The employee must inform the train dispatcher when ready to copy. An
employee operating the controls of a moving engine may not copy track
warrants or track bulletins. In addition, track warrants or track
bulletins must not be transmitted to the crew of a moving train if the
conductor, engineer, or train dispatcher feels that the transmission
could adversely affect the safe operation of the train.
The
employee receiving track warrants or track bulletins must copy them in
writing using the format outlined in the operating rules.
Phonetic Alphabet
If
necessary, a phonetic alphabet (Alpha, Bravo, Charlie, etc.) will be
used to pronounce clearly any letter used as an initial, except initial
letters of railroads.
Assigned Frequencies
The railroad must
authorize any radio transmitters used in railroad service. Radio
transmitters must operate on frequencies the Federal Communications
Commission assigns the railroad. Employees are prohibited from using
other transmitters or railroad frequencies not assigned to that
particular territory.
Radio Testing
Radios used in train operation, outside of a yard, must be tested at the point where the train is originally made up.
Engineers and conductors must test the radios at least once during each tour of duty to verify the radios are working.
The
radio test must include an exchange of voice transmissions with another
radio. The test must confirm the quality of the radio's transmission.
Malfunctioning Radio
Malfunctioning
radios must not be used. As soon as possible, notify each crew member
and the train dispatcher or other affected employees that the radio is
not working.
Blasting Operations
Employees must not operate radio transmitters located less than 250 feet from blasting operations.
Internal Adjustments
Employees
are prohibited from making internal adjustments to a railroad radio
unless they are specifically authorized by the FCC or hold a current
Certified Technicians Certificate. Employees authorized to make
adjustments must carry their FCC operator license, Certified Technicians
Certificate, or verification card while on duty.
Key Words to help in search of this item
Locomotive
Steam Whistles Poster Picture Engine - Great Train/Railroad Railman Man
Cave Decor Train Railroad RR Southern 610 Pacific Railway S. Pacific,
Illinois, Palmetto, Canadian Pennsylvania Railroad Photo Baldwin
Vintage, VTG Old Antique
S-Motor
was the class designation given by the New York Central to its ALCO-GE
built S-1, S-2, S-2a and S-3 electric locomotives. The S-Motors hold the
distinction of being the world's first mass-produced main line electric
locomotives with the prototype #6000 being constructed in 1904. The
S-Motors would serve alone until the more powerful T-motors began to
arrive in 1913, eventually displacing them from main line passenger
duties. From that point the class was assigned to shorter commuter
trains and deadhead rolling stock between Grand Central Terminal and
Mott Haven coach yard. Some examples, including the prototype later
renumbered #100, would serve in this capacity through the Penn Central
merger in 1968, only being retired in the 1970s as long distance
passenger traffic to Grand Central dried up.
History
Unit 6000 hauling a train with various railway officials, 1904
After
a disastrous 1902 accident in the Park Avenue Tunnel the New York
legislature passed a law banning steam locomotives within the city
limits effective in 1908. Seeing an opportunity, the railroad decided
this could mean a chance to completely rebuild its congested Midtown
Manhattan stub end terminal and yard facilities. The electrification
project would see not only the construction of the Grand Central
Terminal itself, but miles of completely underground platforms and yard
tracks which would not have been possible with exhaust-producing steam
locomotives.
Having already found success with the world's first
main line electrification project in Baltimore in 1895, ALCO and General
Electric were tasked with designing a new locomotive for the project
with Alco building the engine and GE supplying the electrical equipment.
The initial prototype locomotive, delivered as Class L #6000, was in
the 1-D-1 configuration with 4 gearless "bi-polar" type traction motors
which used the axle shaft as the motor armature. Between October 1904
and July 1906 #6000 racked up 50,000 miles (80,000 km) in test on a
track near both Alco and GE plants in Schenectady, New York.
The
advantages of the new locomotive were striking. It was only half the
length of a standard steam locomotive with tender and weighed only two
thirds as much, but could provide more power, especially when starting
trains on steep grades. It was capable of rapid acceleration and
deceleration, ideal for the Hudson and Harlem lines’ numerous, closely
spaced commuter rail stations. The locomotive required no turntable and
could be reversed for service in the opposite direction in a matter of
seconds. With the tests complete an order was placed for 34 additional
locomotives to be delivered in the 3400 series and classed T-2 with the
original being re-classed T-1.
Unfortunately, two days into the
new electric service in 1907 a train led by two T-2 class locomotives
number 3407 and 3421 derailed on a curve on the Harlem Line killing 24
and injuring 140. The investigation identified design flaws involving
the long rigid wheelbase and its performance at high speed. The solution
was to convert the entire class to use 2 axle leading and trailing
trucks to better guide the locomotive around curves. Units already
delivered were modified to fit the extra wheels and units not delivered
were modified in the factory. Again the class was changed from T to S.
Finally in 1908 an additional batch of 12 locomotives, class S-3, were
ordered to support the electrification being extended to North White
Plains on the Harlem Line.
The original S-Motor, former No. 6000, awaiting restoration south of Albany, NY in 2012.
With
weight split between powered and unpowered axles the S motors were
never completely satisfactory at pulling long heavy trains at high
speed. The 1907 accident only made matters worse with additional
unpowered axles being added and new speed restrictions imposed. Finally
in 1913 the new class of T-Motors arrived, displacing the S Motors from
first line service. For the next 60 years the S-motors were assigned to
short local commuter trains and empty equipment movements between Grand
Central and the Coach Yards at Mott Haven. They were later re-numbered
into the 1100 series and ultimately the 100 series with some examples
surviving the Penn Central merger. The combination of the New Haven's
new 60 unit strong electro-diesel FL-9 to handle short commuter trains
and the drastic reduction in long distance passenger trains using the
Mott Haven coach yards eventually ended these niche applications as
well. Their final assignment was switching service in the underground
yards of Grand Central Terminal. The last S motor, #115, was finally
retired from Conrail commuter operations in 1981 after 75 years in
service, being replaced by GE E-10 steeplecab units acquired second hand
from the Niagara Junction Railroad after Conrail took control of that
operation.[1]
Three S-Motors were preserved including the
prototype #100. Two are in museums, #113 at the National Museum of
Transportation, and #115 at the Illinois Railway Museum; however, #100,
owned by the Mohawk and Hudson chapter NRHS, is stored outside on an
abandoned rail spur in Glenmont, New York awaiting funds for
restoration. The locomotive was recently secured for transport to the
Danbury Railw
Ephemera
is a word used by appraisers often to cover those objects that don’t
fit into general categories such as fine and decorative art or glass and
porcelain and can be grouped together as everything left over or
oddities needing valuation to finalize an estate or collection value.
In
the matter of paper ephemera we are referring primarly to magazines,
comic books and even dime store novels and other similar publications
that were meant to be read and then disposed of later. Much of this
material when first published did not register among the balance of the
collecting public and endless stories exist of people who bought every
issue of Superman or Mad Magazine in their youth only to discover that
their parents had thrown them away years later. Today collecting of
paper ephemera has become a major field driven by the Baby Boomer
generation as well as those born in the 60s and 70s. Collectors use
grading companies to slab (place in plastic) and grade their copies of
comic books and magazines considered rare such as Golden Age issues of
Batman and Superman or the earliest issues of Mad Magazine and even TV
Guide. The higher the grade the more valuable the issue. The subject of
grading will be addressed in the next post.
“ephemera” are vintage printed or written items which originally served
some specific purpose and were not expected to be retained or
preserved, but which are now cherished. A few decades ago much of it was
called “Paper Americana”, though ephemera is not necessarily American.
Or even paper: these days the field has been expanded to include such
things as tobacco tins, photographs, radio premiums, textile swatches,
vinyl record albums, items made of celluloid or wood. Also included are
various items which were indeed likely to have been saved, such as
wedding invitations, marriage certificates, passports, birth
certificates, wills, deeds, divorce papers, stock certificates,
promissory notes, and many other vintage documents.
Book, Catalog, Advertisement, Textbook, newspaper picture, sign art rarity
Antique Vintage,
Old, Retro, Distressed, MCM, Mid-century Modern, Collectible, Collecting
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Find, Desirable, Exclusive, Only, Sought After, Museum Piece, Souvenir,
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Glorious, Garnished, Superb, Distinctive, Aesthetic, Charming, Fascinating,
Sensational, Fabulous, Wonderful, Lovely, Great, Fantastic, Stunning, Incredible, Delightful, Sensational, Fabulous, Wonderful,
Lovely, Great, Fantastic, Drool-worthy, Stunning, Incredible, Enjoy,
Appreciate, Delightful, Fun, Precious, Glowing, Luxurious, Enticing, Classic,
Beautiful, Glorious, Garnished, Superb, Distinctive, Aesthetic, Charming,
Fascinating, Make You Smile, Striking, Dramatic, Cheerful, Statement Piece,
Lovable, Special, Sure To Please, Colorful, Muted, Perfect, Superlative,
Understated, Serene, Eye Candy, Attractive, Graceful, Tasteful, Discerning,
Refined, Dignified, Cultivated, Distinguished, Decorous, Conversation Piece
Curio, Memento, Remember, Heirloom, Specimen, Trophy, Keepsake
Industry,
Industrial, Steam Punk Steampunk Company Factory, Style, Architecture,
Architectural Architect Machine
Warehouse Abandoned, Retro, Pop Culture,
Hardware, Junk Metalwork Embellish,
Restoration, Repurposed, Repurpose, Renovation, Renovate, Restore,
Remodel, Refurbish, Versatile, Customized,
Supplies, Salvage, Salvaged, Art,
Artsmith, Rusty, Ornamental , Salvage, Metalwork Iron, Bronze, Brass,
Copper Patina Iron, Steel, Scrap, Craftworks
Supplies Junk Hardware Metal Relic, Sculpture Welded, Machinery, Engine, Mechanical
The origins of the caboose appear to date back to the 1840s when Nat
Williams, a conductor of the Auburn & Syracuse Railroad (a later
affiliate of the New York Central).
He became fed up with cramped
and uncomfortable quarters to do paperwork (a common job of the
conductor, whose responsibility is general oversight and control of a
train, passenger or freight). This was usually done within either a
free space on a passenger car or combine/baggage car.
To fix this
problem, Williams found an unused boxcar and, using a simple box and
barrel as a seat and desk, set up shop to do his duties. Not only did he
find there was plenty of room to work but also figured he could use the
unused space to store tools (flags, lanterns, spare parts, etc.) and
other essentials when needed.