Hot
Times on the High Iron
Today It Is Time For Another Trip From Hell
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September 2, 2003
The railroad gods were angry my friend. To quote George Costanza from
TV’s Seinfeld, “Like an old man trying to send back soup in
a deli.” Their mood was foul and their antics sinister. They fired
poison darts and lightning bolts at us. Despite our most valiant efforts
to overcome them, our powers of goodness were simply no match for their
evil and wicked ways. Join me now as I recount the events of this day.
It was Monday, August 25th, 2003. The day was hot and steamy; a really typical late summer day in the Great Lakes region of the Midwest. It was the kind of day befitting of marking off sick and then heading off to either the Indiana or Michigan Dunes State Parks, relaxing on the beach and swimming in Lake Michigan. It was not the kind of day where you would want to be sitting in the cab of a locomotive where the temperatures are well in excess of 100° F; unless of course, you are insane.
We were heading south on train 336 this day. We had engines IC 6105 and 6204 with 146 cars. The train was not built for optimum train handling though as we had a large block of empties on the head end then a block of loads, then another big block of empties followed by another block of loads. This second block of loads was loaded with a bunch of heavies as it was mostly loads of meal. This was one of those character builder type trains; the kind that keeps you on your toes as you concentrate on keeping the thing together. There was an excessive amount of slack action going on as we rolled along. I did manage to keep it all in one piece the entire way, so at least I defended us from the antics of the railroad gods on this point.
As we were rolling across the Ludlow defect detector at milepost 106.2, the Control Display Unit (CDU) which is the head end box of my end of train telemetry system suddenly chirped out the familiar rapid succession of five beeps. This usually indicates an emergency application of the brakes has occurred. A quick glance at the display screen showed the air pressure reading “00” which means there is no air on the tail end. I quickly dropped the throttle from run 8 to run 1 and waited. During the wait I could feel the slack in the train changing. After a good five seconds the emergency application finally reached the engines.
Remember how I earlier described the train being made up with all those empties ahead of all those loads? This is where train make up quickly becomes a strategic factor. The empties are slowing down rapidly while all those loads are not. Oh they are slowing down, but at a lesser rate as there is all that weight to overcome. At 44 MPH, this is the kind of stuff derailments are made of. Our speed is dropping towards zero, but not evenly. Those loads shoving against the empties can cause severe buff force which, under the right circumstances, can jackknife cars causing to a derailment.
I knew it was coming and was prepared for the slack to run in against us. Sure enough, we got smacked as all those loads came crashing in. Here’s hoping that everything is on the rail and we are still on one piece. I was attempting to control the run in of slack by keeping minimal pressure on the locomotive brakes so that they didn’t slow down too soon to create even more buff force against the train while at the same time, keeping the engines from actually running out from the train which can cause a train separation, commonly referred to as a break in two, from happening. And while all this was occurring, I was also sticking my head out the window and looking back at the train for signs of dust flying or perhaps even the sight of a car derailed. There was nothing visible for the distance I could see, so that was a pretty good sign anyway.
“I see nothing!”
Once stopped, I recovered the emergency application and sent the air back to the train. After five minutes we still had no air coming on the tail end. So my conductor had to head back and start inspecting the train looking for some sort of problem. As it would happen today, I have the world’s slowest human being for a Conductor. I’m not going to say he creeps along, but snails and turtles have been known to pass him on his strolls. This walk might take awhile.
I reported our problem to the Desk Two Dispatcher. I also told him that we had come to a stop on the defect detector. Sixty-nine of our total of 596 axles did not receive a proper inspection so we would need to physically inspect the rear eighteen cars of the train once we got our problem found and corrected. Our Desk Two du jour, Jim Morrisey told me that he had already called Champaign Yard and a Car Inspector would be coming out to assist us.
The Conductor found the problem between the ninety-third and ninety-fourth cars; the air hoses between them had parted. About this time I heard from our old pal General Equipment Foreman Ed Karlin who was en route to assist along with one of the Car Inspectors from Champaign. Ed was out and about and when he learned of our plight, headed our way. The Carman would meet up with Ed and us.
My Conductor took care of the air hoses and we now had air pumping all the way through the train. My CDU indicated that air pressure was being restored on the tail end of the train. This is a good sign; it means the rest of the train is in one piece anyway. Ed and the Carman would inspect both sides of the rest of our train as we departed. A kind soul from Paxton named Charles Werner heard our plight and headed out to lend a hand. He picked up the Conductor and drove him into the town of Ludlow which was about half a mile from where I was stopped. I would be able to pick him up there as we got rolling again. I have made arrangements for Mr. Werner to get a CN Midwest Division timetable for his efforts.
Once I built up enough brake pipe air pressure, I started heading south at a slow rate of speed so that Ed and Robin the Carman could give us a good looking over. They were waiting at Ludlow where I picked up the Conductor. They had to stop us several times to knock off a total of five hand brakes and remake an air hose that appeared about ready to come apart.
We were informed that we would be swapping trains at Rantoul instead of going all the way to Champaign. We would get train 343 there and head back towards Markham. We affected the swap with the crew that brought the train out from Champaign and started our trip north. We had the IC 1001 and IC 1039 with 40 loads, 85 empties, 7900 tons and 7521 feet.
Things went along pretty good for the trip back. It was a good running train that also handled well. We knew we likely would not make it back to Markham alive. We were getting long in the tooth and were like salmon swimming upstream. The southbound fleet would be coming at us and we would be facing several meets. We were discussing the opposition coming at us and also the fact that Amtrak 392 would be closing in behind us figuring they would be looking to get him around us somewhere. So now it was speculation as to how far north we would make it before the sand in the hours of service glass would run out.
Little did we know the railroad gods were not yet finished with us this day.
Between Buckley and Del Ray I noticed a slight drop in brake pipe pressure on the tail end of the train as indicated by my CDU. This is not uncommon as sometimes, even when not using the air, you will get mild fluctuations in your reading. Block signal 90.2 came into view as I rounded the curve north of Buckley and I could see an approach diverging (yellow over green) indication which told me we would be diverging onto track two at Del Ray. As I approached the defect detector at milepost 89.7, known as the Del Ray Detector, I was beginning to slow the train with the dynamic brakes. I had to reduce the speed from 60 to 40 MPH, the prescribed speed through the turnout at Del Ray. As the slack was bunching up in the train, I observed the brake pipe pressure beginning to drop rapidly on my CDU. The train didn’t go into emergency, but the pressure was dropping at a rate higher than a service reduction as if I had set the air. This is not good. I could now feel the air brakes of the train beginning to take hold and combined with the dynamic brakes, the train was rapidly loosing speed.
Now, best I could hope for was to get stopped before reaching the Del Ray Detector. Don’t need a repeat of having to get a physical roll by inspection of the train here, especially with the fleet coming at us. I managed to bring the train to a stop about a quarter mile short of the detector. This my friends, was some of the best luck we would have for the rest of the evening.
I could hear those railroad gods beginning their mischievous and sinister laugh. You know that laugh, only audible to Locomotive Engineers and dogs.
Once stopped, the air began to rise a bit, but then it seemed to reach a plateau at 50 PSI. So once again, the world’s slowest human being had to begin to walk the train at his leisurely gait and ascertain and hopefully, correct the air problem. I again contacted Jimmy Morrisey at Desk Two and explained our dilemma. He was thrilled.
A problem is found and the Conductor tells me we had a gasket blow out from in between two hoses. A gasket blow out? This is highly unlikely as the hoses are held very tightly together and in twenty-five years of railroading, I have never had a gasket blow out from in between hoses that were made. I’ve had numerous other problems with the hoses and connections but never the gasket blow out. So needless to say, I was skeptical. The Conductor changed out one of the gaskets, remade the hoses and the air began to rise on the tail end in the very fashion that George Westinghouse designed when he created the charged air brake system.
Amtrak 392 was now in coming into the picture, so Desk Two decided to have the Conductor remain where he was and instructed me to take the train when ready, to Del Ray. He would have 392 stop and pick up my Conductor, who was some seventy-five or so cars back. 392 would then drop off my Conductor at my engines when they reached them; a very logical plan that made perfect sense. However, the railroad gods would not hear of it. They posses even more power than any Train Dispatcher, even one of our Dispatchers I call the “Polish Prince of Darkness.”
I got rolling again, proceeded by the Del Ray detector getting the “No defects” message and started to head into number two track. With the train about halfway through the turnout at Del Ray, the air began to drop again. Then it went into emergency. My guess was that the fix performed by my Conductor was not the proper treatment as his diagnosis was incorrect. Why is it that I always seem to know when I am right about something being wrong? I guess it’s a gift. Again I called Desk Two with this news. I’m almost certain Jimmy was ecstatic.
I recovered the air and began to pump it back into the train. “BEEP, BEEP, BEEP” went my CDU. This meant FRED was getting it up back there and the air was being restored through the entire train. Hmm, maybe a stroke of good luck; maybe.
Once I had about 63 PSI showing on my CDU, I knew I had a release of the brakes throughout the train and I could begin to move again. And so I did. As the train started moving again, the air continued to rise and rise quickly. Good omen, I hope. The best thing about hope is the government hasn’t figured out a way to tax it, yet. So I’m feeling a little better about things.
Desk Two calls and tells me to take the train all the way to Route 24 in Gilman, secure it and they would have 392 stop to pick me up there and take us home. We certainly would not have time to make it much further than this, so again, a very logical plan that made perfect sense. And of course, we would now be riding in air conditioned comfort.
Before we continue, let me set the table here as to what is happening around us. 194, the hot shot Chicago to New Orleans Intermodal train is rapidly approaching from the north. The plan now set up by Desk Two is to have 392 pull into number two track behind us at Del Ray. He would stop there once clear of the control point. 194 would run south passing us at Rt. 24 and 392 at Del Ray. Once 194 cleared, Desk Two would then back 392 out of number two track onto the single track and then head him north onto number one track around us. I have dubbed meets like this as “threesomes.”
And now back to our feature presentation. With brake pipe pressure doing well and the train rolling pretty good, I start through the quaint little town of Onarga. This town is the landscaping capital of Illinois as there are several large wholesale landscape nurseries here that supply retail nurseries all over the place. There are five road crossings in the town, with four of them very close together. The fifth one is at the north end of the town, about a third of a mile from the rest of them. Can you envision what is coming next?
As I’m rolling through town, the CDU suddenly yells out it five note chorus again. While we didn’t go into emergency, the brake pipe pressure began to drop rapidly yet again. The train came to a stop with all five crossings blocked, and my Conductor is miles away getting picked up by Amtrak. There is serious talk within the industry to, at some point, operate trains with just a single person on board and someday possibly with nobody on board. Here is a prime example of why this idea will be a prelude to disaster. I quickly and effectively had this town completely divided into two separate pieces. No emergency personnel could possible get through without having to drive miles and miles out of their way to get from one side of town to the other. I have essentially taken the town hostage.
“Who knows what evil lurks in the minds of men? The Shadow knows.”
Again I contact Jimmy at Desk Two and again, I fill him in on our plight. He didn’t say too much. I think perhaps he was hoping for a visit from the boys in those clean white coats upon receiving this latest bit of news.
The clock on the wall is rapidly becoming our enemy here. We have less than forty-five minutes to work now and have the world of Onarga to ourselves. Actually, I have it to myself as the Conductor is still quite the distance away. I quickly try a creative method to get the air to restore in the train and to my luck, it works! The air pressure starts coming up on the CDU. Again, as soon as I can get enough air up to move the train, I start to do so. I start rolling slowly and all seems to be well. The brake pipe air is again, quickly rising. To Route 24 we go.
As I get about one and a quarter miles from Rt. 24, the railroad gods decide to have their way with us just once more; for the road I guess. All of a sudden the CDU starts singing its woeful song yet again. Don’t you know any other tunes? The air didn’t just begin to drop this time, it just went right into emergency. When I came to a stop yet again, I was about one mile south of Rt. 24. For all practical purposes, this was the middle of nowhere. There was a little private crossing used by one of the nurseries about ten car lengths behind the engines, but I don’t know if there is a way for a cab to access this road to reach the train. I’ll explain this in a bit.
Once stopped, I tried to recover the air, but my luck (sic) had run out. No air was being restored to FRED on the tail end. Once again I notified Desk Two. I did some quick calculating and figured I had managed to clear four of the five road crossings in Onarga, so they were opened for business again. Amtrak verified this fact when they came around us. The Onargans could live without the one crossing I guess. Hey, four out of five isn’t so bad. In baseball if you get a hit four out of every five times at bat you have a batting average of .800 which is phenomenal.
I informed Desk Two that I would not be able to move the train as there was a serious problem and I was not able to get the air back. I informed him the sands of time had about run out for us as well, that we had one crossing in Onarga blocked and that we were a mile from Rt. 24. Four at once, I guess this would be the railroad’s version of a grand slam.
“You can put it on the board, YES!”
I explained to him that there was a private crossing here close to the engines, but I wasn’t certain if a cab driver with a relief crew would be able to find it in the dark and even if they did find it would be accessible. He said if the relief crew had to walk from 24 to reach the train, then so be it. There was nothing else we could do. Glad it would be them not me. Did I mention that there was also a feeding frenzy for mosquitoes occurring this evening? I was also informed that a Carman from Champaign was being summoned to come up here in an attempt to try to correct the problem on this train.
So now, while waiting for 392 to come take out of this living hell, I began to tie down the train. I then gathered up both mine and the Conductor’s goodies and grips. As 392 rolled past our train, they stopped where they heard the air blowing. The Amtrak Conductor and Assistant Conductor made a fix (or so they believed) then brought the train up to the head end to pick me up. I boarded and we exchanged pleasantries as the train then quickly rolled up to the station, a little “Amshack” at Rt. 24.
“Quick, drive me off this picture.”
Like a little parade, the Amtrak Conductor, Assistant Conductor, my Conductor and I headed up to the club car to get something to drink. Only in this case being that we were still on duty even though expired under the hours of service, we did not get to partake in any of that fun stuff that is distilled or fermented. No, instead I took a caffeine fix and had a cup of coffee. Most of you are probably aware that caffeine is one of the five basic food groups for all railroaders along with grease, salt, cholesterol and alcohol. Although in the case of alcohol, it is when off duty and not subject to call.
Even though we are dead on the hours of service, we are still on duty for pay purposes and of course, still on the property. We are dead on the hours but not completely dead. I guess this would make us zombies.
In processing up to the club car, we of course, had to pass all those passengers that were pretty likely totally disgusted with this train now being an hour late. I was thinking that perhaps it might possibly get ugly and that a riot might break out, or even worse, vigilante justice. Cool heads prevailed and several of the folks even joked with us about the affair. All that waiting they had to do, maybe the club car attendant was giving them two drinks for the price of one to calm their spirits.
The Amtrak Conductor, my Conductor and I eventually headed back to the deadhead car at the rear of the train and laughed and joked a bit about the events of the evening. The rest of the trip home was quiet and uneventful.
We didn’t get tied up until 2210 hours though, nearly two hours after we went dead.
I learned the following day what the problem was with the train. I spoke with the Conductor of the relief crew that came and got the train. It wasn’t a defective gasket like my Conductor thought and like I doubted. Apparently a glad hand, the metallic fitting at the end of each hose that couples the hoses together was defective on one of the cars. It was loose and when it flexed from the slack action and dynamics of the train moving, it would slip at the point where it connected to the rubber portion of the hose and begin to leak. Depending upon how much the hose flexed determined how much and at what rate the air would leak. The Champaign Carman replaced the hose and they had no other problems with the train.
The relief Conductor told me the cab driver was also able to locate the private road in the dark and able to drive them up close to the engines, so they didn’t have to walk a mile amongst the mosquitoes. I guess the railroad gods had done enough for one evening and called it a day.
Trips like this are proof that life truly is stranger than fiction. After a day like this one, I don’t think that even my literary hero Kurt Vonnegut, Jr. could even make something like this up.
Once again freely quoting those words that Kurt wrote and that I read so many years ago,
And so it goes.
Tuch
One post script; I have sent several chapters of my manuscript to a publisher to read. Perhaps he will be interested and desire to pursue this project. More news as it happens.