Hot
Times on the High Iron
This Time Things Go Horribly Wrong
About the Author
J. D. Santucci (a.k.a. "Tuch")
began his railroading career in 1978 as a trainman on the Missouri
Pacific. After a round of lay-offs in 1985, Tuch embarked on a railroad
odyssey, working in many different situations for different roads.
This column tries to explain
some of the nuts and bolts of the job and also demonstrates what
we have to deal with on a regular basis within and without
the industry. Tuch currently works through freights out of Chicago
for Canadian National/Illinois Central.
November 27, 2002 I know I am way overdue in getting this one out. I had undertaken
another topic and was writing it ever so diligently. However, it needs
more work as it turned out to be more involved than I had anticipated,
make that much more involved than I anticipated. So I decided to throw
out this one for your reading pleasure and head into the Thanksgiving
holiday on a more humorous note.
Even the most well planned tasks on the railroad have a way of going wrong.
That Murphy fellow with his much renowned law makes it a point to visit
the rail industry on a frequent basis. And with his recurring visits to
railroads everywhere, I believe he is a railfan with a slightly bent sense
of humor.
So let’s start today’s lesson off with the start of a workday
and bringing the engine off the pit, or at least making the attempt anyway.
While at the MoPac, I hear the night job out at the CHTT call and report
their engine is on the ground at the CHTT roundhouse. As the evening progressed,
it sounded like things got worse before they got better out there in Chicago
Heights. I would learn why several weeks later.
Previously the FRA got on the MoPac about the lack of derails on the servicing
tracks in front of the doors of the CHTT roundhouse. So to comply with
their demands, MoPac Maintenance of Way people installed them. Unfortunately,
neither the Foreman in charge of the project nor the Roadmaster had bothered
to notify anybody about this installation nor no bulletins to notify the
crews of such a change were posted.
The crew went to work unaware and thus not looking for derails. They pulled
the engine out of the roundhouse tracks and promptly derailed. Being they
were not moving very fast, they only had one set of wheels off the track.
With the re-railing frogs they could probably get the engine back on the
rails pretty quick and without any rail or equipment damage.
One of the General Car Foremen from Yard Center was dispatched to assist
in the re-railing procedure. Within a few short minutes, not only did
he not have that one set of wheels re-railed, he had the other three sets
derailed and succeeded in doing some damage to the brake rigging and a
gear pan on the locomotive.
In another episode at the MoPac during my hostling days, there was a significant
derailment at the south end where the leads for Two and Three Yard came
together. This would prevent engines from be able to come out of the south
end of the roundhouse. So a plan was hatched.
My helper and I were notified by the General Diesel Foreman to leave the
derails and blue flags that protected both ends of the west fuel track
at the roundhouse down. The plan would be to use the west fuel track as
a running track for the crews getting their power. I would set the power
out at the south end like normal on track 10 or 11, the crew would board
it and get permission from the Roundhouse Foreman to use the west fuel
track and then come on through and head out via the north end of the house.
Sounds pretty simple and efficient right? Well, no it certainly wasn’t
simple.
FRA regulations require the use of derails and blue flags to protect workers
going on, under or between rolling equipment. The west fuel track was
used to fuel and sand locomotives. Oftentimes lube oil and cooling water
were added. Locomotive consists were also made up and broken up there
and air and load tested, brake shoes changed out and the pistons on brake
cylinders adjusted. All of these chores require blue flag and derail protection.
Using the west fuel track as a runner should have meant nothing would
be done to locomotives out there this day. It should have been kept clear
at all times but it wasn’t. I was spotting locomotives out there
for servicing all day and the boys were going about their business of
servicing them.
At some point during the day, somebody (but not me, honest) dropped a
dime and called the FRA to report the activities and complain about the
disregard for the rules. About 1400 or so a Federal (FRA) man shows up
and observes the scenario. Within fifteen minutes, I get a call on the
radio from the Foreman instructing both my helper and I to go up to see
the General Foreman in his office. We obliged and made our way up there.
Upon our arrival, we are introduced to this Federal man. We are then dressed
down by the GDF about leaving the derails and blue flags down while engines
were being serviced. Before I could even attempt to answer my helper spoke
up.
"You were the one who told us to leave them down so that the west
could be used as a runner."
With that statement, this guy about swallowed his tongue. He turned deathly
white. When the Federal man questioned that statement, I immediately seconded
my helper’s remarks. With my statement I think the GDF saw his life
flash before his eyes.
"This is it, it’s the big one Elizabeth! I’m comin’
to see you honey.!"
It was obvious the GDF had planned to make us the fall guys sacrificing
us for this little plan. He was far more than willing to let us get in
trouble. I don’t think he expected us to defend ourselves and then
give him up. He was wrong. I guess he grossly underestimated his help.
With that the Federal man asked him if this was true and he sort of did
that Ralph Kramden "Humena-humena-humena" routine.
And then the citation was issued and the MoPac was fined for their negligence
and non-compliance. And it was a big fine too, some $13,000. My helper
and I never heard another word about it. I guess they got out the big
broom and swept this one under the rug.
Still another MoPac story. I had mentioned in my lesson about hostling
on how busy it could be at the roundhouse. I also mentioned how I got
drafted to work there for the month of December 1983, one of the colder
Decembers in a long time. During this month, lots of things went wrong
with locomotives which in turn, created a great deal of disruption to
the operations overall.
As the Hostlers fell behind in their work, those in charge decided to
lend a helping hand and began to move engines around the roundhouse facilities.
In their haste, one of them failed to positively ascertain the proper
alignment of a switch for his move. Instead of being lined for a straightaway
move, the switch needed was lined to cross over. The GDF running the engine
then proceeded to go the way it was lined and promptly plowed right into
another set of power that was being pulled off the west fuel track. There
was significant damage to both engines involved. While I can’t recall
the model of engine that was struck, the unit that did the striking was
a Seaboard Coast Line U30B. That other unit was an L&N or SCL unit
though. So not only were two locomotives damaged, they were both foreign
line units. This wasn’t bad enough though. The power being pulled
out was heading for one of the outbound tracks and a waiting crew who
would take over and get their outbound train. This crew took a big delay
as a result of the mishap and collected a great deal of initial terminal
delay pay.
Still another story from the roundhouse. One morning a laborer was supposed
to dump and recharge a toilet on a locomotive that had been reported as
needing such service. I had spotted the offending locomotive by the drain
pipe for the underground holding tank and then waited for the work to
be completed before I would set this power out. For whatever reason, the
toilet would not dump when the laborer pulled the dump lever. So he yelled
up for me to call the Foreman for assistance.
Out came the Foreman to take a look. While he was ascertaining the problem
I stepped off the locomotive to watch. The Foreman removed the hose that
lead to the ground holding tank from the holding tank drainpipe on the
locomotive then shined his flashlight up in there for a good look at the
problem. He then grabbed a pinch bar and shoved it up into the locomotive
drainpipe to loosen up the stuck flapper. Not once did he ever ask the
Laborer if the dump lever was in the dump position. To answer the question
before you all ask, it was.
He smacked the pinch bar against the flapper inside the drainpipe pretty
solidly and freed it up. I’m pretty certain you all know what is
coming next. Unfortunately for him, he didn’t. Before he could even
begin to move out of the way, out came the contents of the holding tank
pouring out directly onto him. This raging current of liquefied biological
hazard then knocked him to the ground with him landing directly in the
line of fire, or flow as it might be in this case. This tidal wave of
environmentally deadly substance continued to rain down upon him and he
became pretty well drenched in the stuff.
"Sir, you have a bit of an air to ya."
It goes without saying but I’ll mention it anyway, all of us standing
there to observe this little disaster could not help but break out into
hysterical laughter. Of course it was funny; it happened to somebody else
and not us. Had it been me I would not have seen much, if any humor in
the situation.
This same Foreman really had the luck of the Irish. One morning some brand
new power was delivered. I had spotted it on the east fuel track so the
Laborers could fuel and sand it and the mechanical and electrical people
could begin to prepare the units to be started.
This Foreman had come out and was getting some information off the builder
plates mounted to the new units. He had stopped to talk to somebody out
there on the fuel tracks while the engines were being fueled.
The fuel filler nozzles used on the railroad are both different and similar
to those you would use at the filling station/quick mart/pizza parlor/tobacconist/deli
counter where you purchase the gasoline for your car or truck. They differ
in that the fuel fillers for locomotives are attached and a ring turned
to fasten the filler to the filler pipe of the locomotive. Like the ones
you use to fill your car, they feature an automatic shut off device when
the tank is full so as not to keep pumping fuel all over the place. And
also like the ones at your gas stop, sometimes this automatic shut off
device fails. Today was one of those days.
The Foreman just happened to be standing right next to the overfill pipe
of one of these locomotives. The tank filled to its capacity, the shut
off failed and the fuel continued to pump. When there is no more room
in the tank, the fuel comes out the overfill pipe. This feature is to
prevent damage to the fuel tank. This fuel is being pumped from the storage
tanks through a pipeline to the fuel rack, through a metering device,
then into the hoses and into the locomotive fuel tanks. While it is not
high pressure driving the fuel, it is pressure just the same.
Now the overfill pipe is smaller than the filler pipe. What that does
is create some pressure as the fuel is forced out through it. Makes me
think of that collaboration David Bowie and Queen did some years ago,
"Under Pressure."
The fuel blasted right out of that overfill pipe dousing this Foreman
and again, knocked him to the ground and directly into the path of its
flow. This enabled him the maximum amount of fuel coverage to his entire
body.
And once again, yours truly and several others who witnessed this little
debacle were compassionate and caring as we immediately broke into hysterics.
We did get the pump stopped though as we couldn’t just let all that
fuel go to waste and have him get washed away in the flow.
I always wondered how this guy made it through his career. If all these
kinds of episodes weren’t bad enough, then he had to add me to the
equation of problems and situations with which to deal. Somehow he managed
to make it to his pension and retired. I’m certain his life improved
dramatically after that day and I don’t believe he ever thought of
me again in his life, unless of course his little train went chugging
down the tracks.
Finally, we go to Metra. I was called to work a ballast train one morning.
Metra had built a new heavy servicing facility for the MU Highliners and
diesel pulled gallery cars near Kensington. We were to dump and spread
rock for the new tracks that had been laid in the facility, which would
be called KYD. I immediately dubbed it
"KY Jelly." We spent hours that day dumping the rock. We started
the day with some twenty-seven loads of the stuff and emptied better than
half of it.
When the day was concluded, we gathered up the ballast cars we had emptied,
several others that were emptied previously and left there by other crews
and a few other material cars and prepared to head back to Blue Island.
When we arrived at Blue, we were to cross over to the Metra Rock Island
District and then take the train over the storage yard there.
Sounds pretty simple and routine right? Well ya, it is. That is, is if
you are somewhat versed in freight operations. My crew had grown up on
Metra. They had worked passenger their entire careers and had very little,
if any knowledge of freight equipment. When the time came to get an air
test, the Trainmaster was there to assist. A common cliché that
would be applicable here is "The blind leading the blind."
The Trainmaster informs me to set the brakes and I comply. He then tells
me they are set and the crew is walking the set. Shortly thereafter, I
am instructed to release the brakes as we have a good set on all the cars.
I get the highball on the brake test and informed that we may depart when
Kensington can handle us.
When it is our turn and we get the signal, I depart. We had some twenty
or so cars for the trip back. I immediately noticed they were pulling
very hard against the two SW1500 switchers I had for power. With this
I called the crew (who was riding the caboose) and Trainmaster. I informed
them of a possible problem as the cut seemed to be pulling awfully heavy.
They did an inspection and discovered a couple of hand brakes. With them
released and everybody in the clear I began to pull again. Again I noticed
the cut pulling heavy and again I informed all.
The Trainmaster told me that not all of the cars were empties and that
was why it was so heavy. Hmm, I don’t buy this but they are telling
me to keep going soooo……
When we arrived at Blue Island, received the permission and crossed over
to the Rock Island side, the Conductor asked me if I had the brake partially
set. Partially set, what in the world would that be? When I questioned
his question he informed me that the brakes were set up on the rear six
or so cars but not the rest of the train when I pulled it by him and onto
the Rock Island side. He then tells me the wheels on the rear two cars
and the caboose don’t seem to be turning.
Sliding wheels? Yikes!
I then described the bleed rods on these cars to him, how they worked
and told him to use them to release the brakes and see if the wheels would
start turning then. He did and then the wheels began to roll freely. We
pulled across the plant at Blue Island Tower and cleared the signal. As
the Conductor was instructing me to slow and then stop the train when
we cleared the signal I could hear the very distinctive sound of flat
spots hitting the rail. And not your run of the mill flat spots big instead,
the really big kahunnas.
Once we got the signal and began to shove back into the Rock Island yard
I could hear the pounding of them again over the Conductor’s radio.
As we rolled around a bit of a curve I could se the train. A couple of
cars almost looked like they were bouncing up and down. I could hear the
echo of the flat spots bouncing off the nearby buildings and structures.
When we finally got the train yarded and secured, I went back and looked
over the situation. It was then I learned we did not have air all the
way through the train, just most of the way. The angle cocks that are
used to allow the air to pass from car to car through the hoses were closed
between the sixth and seventh rear cars of the train. What this meant
was the rear six cars had no air coming to the them and they were not
releasing at all. The air in them that had the brakes set was still the
air from the pervious crew that handled them. These cars were being dragged
around with an emergency brake application on them. This also means those
cars reported with sliding wheels were probably sliding a long way.
The Conductor commented that the caboose seemed to be bouncing a little
bit when we were shoving back into the Rock Island yard. Well ya, we slid
the wheels flat on them.
When all was said and done, we learned the wheels on the two flat cars
in our train that we had picked up and Kensington indeed have flat spots,
big, huge flat spots and that the powers that be were not happy. I guess
the wheels had to be replaced on three cars (the caboose and two flatcars)
as the wheels were so badly flattened on them.
Somehow through all of this damage and the ensuing expensive repairs,
we never filled out any type of incident reports. We also never got called
into the office to explain ourselves or what went wrong. It was very quietly
and carefully swept under the rug. Had there been any kind of investigation,
it is a certainty several facts would have been brought out into the open,
including the failure of the management to properly train these guys on
freight equipment and proper brake tests on it. The biggie would have
been the fact the Trainmaster assisted these guys and he was the one to
give me the highball on the air. We certainly could not have the Trainmaster
put on trial now, could we?
Newton’s theory on Murphy’s law, "Murphy was an optimist."
I want to take this opportunity to extend a warm Thanksgiving wish to
all of my US readers and their families. Even during this period of difficult
times we are facing, we still have a great deal to give thanks for, including
and especially our freedom.
