Zugblog part 3 (or is it 4? I lost count).

[zugmann]

I forget how many of these it's been.  No specifics offered, and I won't even guarantee this whole episode happened as it is presented.  It may be all made up as far as anyone is concerned.  Nothing real special in this one, just another day in the life of a glorious railroader.

 

=========================

 

 

It promised to be a good day. Well, as good as a day as one can expect and still be called work.

 

Orders were give: taxi to a train parked on the main and take it to its final destination yard. Normally with this job you start at your origin yard, gather and set up your power, double to your cars, set out any shopped cars, make your doubles, arm your marker and do the required tests and go. The previous day's crew did all that fun stuff, but only got halfway down the line before they blew up (reached their 12 hours of service limit). So they had to tie down the train on the main. This is where our illustrious crew comes into play. We were to taxi down to that train, hop on, and finish its journey. We were called in the late evening, so we were hoping for a quick trip (for a change) and a chance to get some decent sleep in the hotel, while most importantly, being able to enjoy breakfast there.

 

Remember Steinbeck saying something about the best-laid schemes of mice and men? Yeah. You know where this is going.

At the yard office we printed our bulletins and hopped in the awaiting Chevy Express van that would take us an hour and a half down the road to find this train. So far so good. When we arrived, the train was parked, all lights shut off and silent. No big deal, as these modern engines have all sorts of fuel savings and auto shut off features. Unlock and climb aboard. Try to restart the engine. Nothing. No cranking over. And the gauges are showing no air pressure. That's never a good sign. Starting voltage shows it is way too low to start, which means the batteries are about dead. So we contact the diesel help line. Yep, he concurs, dead batteries. The engine is going to need a jump. Contact the dispatcher with this revelation. He needs to confer with his bosses.

 

Now the tonnage on this train was such that the only other engine in the consist could handle it single-locomotively(is that a word?). Running a train from a dead engine is frowned upon for several reasons I won't go into here. So the decision is made – cut away and spin the power at the wye down the road. So we cut away and run lite to the wye, spin, so the front is now the back, and run back to our train. Couple up. Ready to go, right? Nah.. not in a long shot. The train was sitting dead for hours. So now it needs a new air test. Luckily a nearby car inspector and his Silverado were nice enough to play taxi in assisting the conductor to the rear where he could arm the marker to the new leader (forgot about that, didn't you?) then walk the application up one side, then roll the release down the other side. Then the inspector gave the conductor a ride to the head end again.

 

Car inspectors and MOW guys are not always looked upon as glamorous as us sexy T&E folks by railfans, but they have helped keep mainline operations running smoothly when unforeseen circumstances arrive. Or in layman’s' terms – they can help pull our nuts out of the fire when needed.

 

Now with all that lovely railroading stuff done, it was time to go to the destination yard and put this train away. And mark off right at the 12 hour mark. But not all was lost. We got to the hotel in time for breakfast.

 

Some things are sacred, you know.

 

[Murphy Siding]

     So how far did you move the train during your 12 hour shift?

[zugmann]

Murphy Siding

     So how far did you move the train during your 12 hour shift?

 

 

Rest of the way. 40 miles or so.

[Murphy Siding]

     Ouch!  That's gotta mess with average transit times..........You didn't happen to see a carload of random length 2x6 SPF lumber in that train did you?

[zugmann]

Murphy Siding

     Ouch!  That's gotta mess with average transit times..........You didn't happen to see a carload of random length 2x6 SPF lumber in that train did you?

 

 

I hope not.  It'd be going the wrong way.

[ericsp]

You forgot to ask us if we are feeling lucky. Or, does that come at 5 or 6?

[Mookie]

Interesting.  Especially to those of us who never get more than a look at train traffic going by.  Having grown up with stories of the railroad, this gives me a little more detail. 

[BaltACD]

Operating a railroad safely is tied up in myriad of details.  The details aren't glamorous, but skip one of them and the results can be deadly.

[Paul_D_North_Jr]

A few comments / observations from this tale, in reverse order of importance:

1. Not included in this narrative were the couple of 'micro'-moves - stretching the slack to make sure the pin dropped, 3-point protection to couple-up the air hoses, etc. 
2.  Must be fiction anyway - what modern railroad has a wye anymore ?  Haven't they all be torn out in the name of efficiency (under the name of "line rationalization") ?  Who needs a junction with an obsolete branch line anyhow ?  
3. Not good to have a main line tied up / occupied with a train whose crew has run out of time, plus a dead loco.  Failure of equipment and/ or planning and/ or reaction to that ?
4. Note the personnel count here: Engineer + Conductor = 2-man crew, + Car Inspector - not just a 1-man crew plus a utility man/ "super conductor".  Think about how this would have to have been done if that were the case instead - then consider my comment 3. above.  For a busy main line, 2-man crews plus a 'floating' utility man might be a better means to assure fluidity in the face of adversity.

Thanks for sharing again, zug.

- Paul North.    

[samfp1943]

Mookie

"...Interesting.  Especially to those of us who never get more than a look at train traffic going by.  Having grown up with stories of the railroad, this gives me a little more detail..." 

 

Zugmann:

                  I can't speak for anyone else, but I thoroughly enjoy your 'tales' of your daily grind.  Thank You for sharing them here! 

          To what BaltACD wrote:"...Operating a railroad safely is tied up in myriad of details.  The details aren't glamorous, but skip one of them and the results can be deadly..."  AMEN.

           Some of my favorite reads, that I revisit from time to time are the ' stories by Mike Dettmers who authored the "Latta Laments" his stories of shifts on an orphan CPR branch line,in Indiana.  His stories are to Dispatchers, as your stories are to T&E personnel.   Conditions and circumstances, most of us are only exposed to throught the eyes of those involved in them.

Mike Dettmers wrote: [snipped] "... For anyone who is listening, the first Golden Rodent made its way to Louisville. CP 5753 came down on 240, complete with Rodent and train. I guess the scheme is sort of OK, but the detail in the logo is too hard  to make out from a distance. Of course the crew didn't really grasp the
historical significance of the day. Their concerns tend to focus around comfortable seats and the location of the taxi to take them to the yard office. And of course this would have to happen when I have no camera with me or in my car. It could be no other way..." 

Full text of this story @ https://groups.yahoo.com/neo/groups/cpheavyhaul/conversations/messages/68

SO Thanks, Zugmann for your efforts, and interesting stories! 

Muchas Gracias!

 

[zugmann]

Thanks all.  Sometimes I wonder if anyone bothers to read these or not. 

 

I do have a 4th I may type out tonight.  I did find my original 2... hard to beleive how long ago it was since I wrote them. (try 2010)

 

 

 

[Norm48327]

Hey Zug,

We'll wait here.