Hey everyone – welcome to volume 2 of Zugtales: a look inside the boring life of a nobody railroader. Last time I examined the empty flatcar train from hell, and today I will recall the manifest from hell (noticing a pattern here…?).
As before, names and places have been changed to protect the innocent, guilty, guilty-by-association, and those that can’t stay out of the goat pastures. But the facts are as true as my limited remembering-part of my body can remember them. And I am speaking as myself, and do not represent anyone else, any company, any railroad, or any other organization, and this story should be interpreted as entertainment only. So without further ado, let’s get started.
This story takes place a year or two ago. I was near the bottom of the roster (some things never change, it seems) but I had a regular road train. We’ll call this train the OLLE3. OLLE3 runs from my home terminal, and terminates at another terminal about 100 miles away. The train actually starts somewhere else, but it pretty much broken down and reclassified at my home terminal, but there may be a block of cars that runs through.
Now you may be wondering how a young pup like me could hold a regular train. Or if you aren’t, then skip this paragraph and go grab a snack. Probably something cool out in the fridge. I recommend a carbonated beverage – with or without alcohol – your choice. Anyhow, the OLLE3 had a reputation fo
So far, so good - some funny lines in there, too - “so I could waste time on the internet just like at home”. I’m waiting eagerly for the next installment ! Thanks, too, for this one as far as it goes.
A defective EOT that will dump a train is a dangerous device to have on a train and the yardmaster ordering you out of the yard with it is an invitation for many troubles across the road and worse. Can’t really tell the story but I had a bad experience with an EOT that would put trains into emergency one summer morning a few years ago. I’ll put up a pretty strong protest before I ever take another one.
Give me a few days, gentlement…I got sidetracked and am now currently looking for trains away from my home (and desktop). And by looking for trains, I’m being unseccussful… oh well, such is life. I’ll try to have part 2 on by Thursday night/Fri morn.
Note: sorry for the delay, but I either didn’t have the time, nor was in a writing mood - but here’s the 2nd part.
OK, so where were we? Ah, that’s right, leaving with a messed up marker. I can’t remember much about the trip between here and the yard (Hill Yard, I think I called it) where we were to drop off the end-cab switcher. It must have been the typical trip, not many trains to meet along the way since in 150 years, we never learned how to run many trains in daylight. I never understood it, and probably never will.
As we were nearing the interlocking for Hill Yard, the dispatcher calls us.
“I understand you have an engine for Hill Yard”
“yes, sir”
“Pull up to the interlocking at Hill, cut away and talk.”
Now to get into Hill Yard, you have to pull across the interlocking, then back into the yard lead. Simple move, and pretty easy. The interlocking is a pretty big one (the distance between the westbound and eastbound signals). Usually power being put into Hill Yard is parked on an old siding just inside the interlocking, so you really don’t have to go too deep into the yard. Not that it mattered, since Hill Yard is a shell of its former self (as most yards are today, unfortunately).
So we pull up to the interlocking, and I walk back and spin on a bunch
Hey Zug, Thanks for the report, great ending or not, for some of us that have other vocations and enjoy this avocation, it;s not boring at all [;)]. It’s all a matter of prospective [8D].
Btw- tonight this was/is the only thread I opened (I’m tired) and I got my railfan fix for the night, thanks. Anytime you have the time & motivation to tell more ‘Zug Tales’, Please do [tup].
…living the railroad life vicariously through a railfan forum [:D] [8D] [(-D]…What a concept [;)] …
Zug, that sounds like, oh, with some differences, a whole lot of trips that I have made. I’m sure I could write up a few if I really put my mind to it. I thought sure after Part 1 that you were going to get out and tie up the railroad with your defective EOT. I’m kind of disappointed, to tell you the truth.
The reasons for fewer trains operating daylight on virtually all railroads can be directed to Maintenance in the Way. For some reason contracts in those crafts want them working in sunlight most of the time. Track has to be inspected in accordance with FRA Regs and Signal systems have to be tested…all that takes track time. Secondly, most industries have their work force working daylight hours and don’t want the railroad coming on the property to switch their plants and upsetting their production.
You are right, good dispatchers don’t want to take chances with trains from hell on short time in a single track situations. Better to call the recrew and run the world around the train from hell, until the railroad will permit it’s operation with the potential for minimal damage to the rest of the operation. Two things a dispatcher NEVER wants to hear…“We don’t fit in the siding” and “We are on the law, on single track in the middle of nowhere”.
That one doesn’t help the Dispatcher…but it takes all the pressure off the Dispatcher…he gets to think and work with the rest of his railroad while the troops get massed to deal with the dearilment. The fun will start after the derailment has been cleared and XX hours of delayed trains all want to get through the derailment area in the next hour.
I know why trains mostly run at night. That was pretty much a tongue-in-cheek bit at humor wondering why the industry doesn’t revolove around my needs…
[:-^] This story has to be too frustrating to be anything but true. There are some same things that happen in trucking. Point~~our tractor ( Rattler ) was in dealer for warranty work. ~ Fine , we got a loaner from said dealer for the last400mi. of the load. Now the fun!?? begines. New breakaway valve was installed in theair system . OK to run,~~riiight. Hook up to our trailer and do walk around . All systems go. Hit breakaway valve and high pitched squeal heard. Blow air and ck. hoses ~~ red to red blue to blue. Here we go.On the super slab one or two light touches on the foot brake in a few mi. , then a hard foot apply , truck seems to pullhard. then ease up. This goes on for an hr. Brake smell is not good. Then I getreal interested and crawl under this thing after 75 mi. The exhaust valve for the trailer was replaced also. Low and behold that Rhoades scholar who replaced those parts did not remove the exhaust plug . The plug was not down tight and air did exhaust ever so slow. Much frustration ,but dealer paid dearly with cash for anguish and down time. P.S. ~~ A free service lube and oil chit at any Pete car dealer two times. Providence does smile.