As most of you know, I am in the process of going full time with my railroading. At this point, I am already covering the conductor position on the Sub to which I've been assigned.

Bright and early Tuesday morning, we were making the eastward trek. Behind our engines was something like 27 loads of corn and soy meal. We had been in transit for a while, and I figured it was time to go ahead and get my daily paperwork accomplished. This I did in short order. By this time, we were approaching one of the tougher climbs that we face. The engineer, my long time friend "Randy"... asked if I'd do him a favor and go write down the Run/Load hours from the trailing unit on the prescribed form while he was doing some other paperwork. Not minding at all, I took the clipboard and made my way back to the trailing unit, a GP38.

Business taken care of, I closed the electrical cabinet doors and eased out the cab and onto the walkway. As I stepped outside, the full brunt of the moment hit me.

I'll try to set the scene:

We were now in Run 8... the venerable old Geeps were pulling their guts out at about 8 MPH. The smoke from their exhausts were boiling skyward. The smells of hot engine oil and diesel exhaust filled my nostrils. The sounds of straining locomotives predominated the experience. As I made my way along the walkway, about halfway down I stopped and simply beheld the view to my north: Forest green pine trees crept past the engines... and through the openings between the trees I could see the mountain peaks of the Poteau Moutain Range in the not-so-distant horizon. Mountains that I have spent innumerable hours in aboard trail motorcycles for the past 2 decades. The azure blue sky and 58 cool degrees added splendor and snap to the ambiance.

As I tried to take in all that I was experiencing, I couldn't help but feel a very profound sense of awe at how all of the above elements had come together to create this particular moment in time. I also smiled to myself, knowing that there would be times like this again. Perhaps it will be an autumn day... or the sight of a bear scampering for cover... or maybe a fresh falling snow. You see, given the right location, these types of experiences are part of railroading, and probably, part of what helps to make railroading get in your blood.

Yet, I know that this business is hard work. I know firsthand that it can be filled with frustration.

Frustrations such as experiened during Wednesday's run, when it was necessary for me to go out onto the walkway again while on the roll and fire up an engine that had just died under load. An engine we desperately needed in order to clear the ruling grade. Earplugs installed, I was half hanging in (or out?) of the hot, horrendously noisey engine room, trying to keep the governor reset from shutting us down yet another time. This scenario was repeated some 4 or 5 times.

So, yes, I know that those awe-inspiring times such as I described above are to be savored and enjoyed, for they don't happen everyday. However, I guess that's one of the things about railroading that keeps you coming back for more.

Like I've said before: It's either in your blood, or it's not.

Guess after all these years, it's still in my blood.

(Pic: The set of power we're currently using.)

(A side view that sort of shows the backdrop I was referencing above.)

Thanks, Andre. You can really tell a story...

Tim B

Theres something about the way you can captivate an audience Andre, I surely hope you keep a journal.

One of the benifits of your job is to see things most people don't as railroads cut thru alot of areas that are not accesible to the general public viewing. One of my old friends who used to work the Adams division of the CNW (remember them) in Wisconsin and the stories he could tell about the scenery and wildlife were tremendous.

Thanks for sharing and please take time to share with us when ever possible

Thanks Tim and Kevin.

Don't worry, you can count on me sharing experiences here. It's just sort of a natural offshoot of my personality.

Later on, I will be packing along my camera in my grip, so I hope to snap some pics to share.

I'm also looking forward to working the Nashville Sub. Though there aren't significant mountains in close proximity as on the Waldron Sub, it is wonderful pine country down on the Nashville Sub and the railroading is very different from the Waldron Sub.

Plus, the mountain scenes during the drive to/from is superb. Cassatot River Gorge is really nice, for example.

Andre,

It's too bad that you dont have time to publish Railroad short stories I felt like I was standing next to you while you did your job. Thanks for the visual.

Goodluck and stay safe.

Dave

Andre Ming captures the essence of railroading, whether he does it with the printed word or the Route Editor. I have glimpsed that same feeling leaning out the cab window on the StL&NA!

Well done, my friend!

Andre, There is something that all good writers do, and that is put the reader right into the scene they are describing, and you my friend are a good writer. I , as others have stated felt I was right beside you. Keep your wheels down and your hood up.

Salute, Clif

Agreed wholeheartedly. To continue piling on the kudos, Andre is also one of the uncommon folks who is able to see through the fog of the moment to the best parts of the world we're in. Most of us tend to focus on the fog, and usually gripe about it! It's a real blessing to be reminded that recreation doesn't have to be scheduled, but can be a part of (nearly) anything we're doing at any time.

Thanks, Andre.

Thanks y'all for the kind words.

Actually, I have somewhat of a journal saved on some ancient 5 1/4" and 3 1/2" diskettes SOMEWHERE. Really, they are more of a collection of memoirs. You see, some years ago I realised that I had better start jotting things down before they were lost to time. "One of these days" I will see if I can dig them up and retrieve what I can. I recall one of the diskettes corrupted, and I lost a chunk of work.

I think I had intended to just sort of record my experiences with trains throughout the years, that is, making sure to chronicle the more memorable ones.

The proposed title? "The Railroad Memoirs Of An Idiot".

How about "Memoirs of a True Railroader" or "Railroading: Andre Ming's View", You see sir you do not qualify as an idiot by any stretch of the imagination. .

Cheers, Clif

Great stories! You sure can spin a yarn.

I used to work as a machinst on the Chicago & Illinois Midland in central Illinois, where we moved western coal for the local power plants. One of my duties was to inspect run-thru power so we could send them back to the C&NW. On one occasion, one of the two inbound SD40-2's shut down because of low water. It would run in lower throttle positions, but when you needed power, the demand would trip the low water alarm. So, I rode the walkway with the doors open to help get rid of the heat and my thumb on the low water alarm, while 3000 horses did their part in moving 90 100-ton loads of coal the final five miles to the yard at Powerton. Part of it was through the streets of Pekin where I got some strange looks! Made me feel kind of Dutch!

Jim Brake

Remember me saying there I know there will be times that are frustrating?

Well...

Yesterday afternoon we needed to gather up the empties at Waldron and head for the KCS yard at Heavener, some 33 miles away. After a couple hours of switching, we were on our way.

A minor rain storm aside, the trip went uneventful. I made the trip at the controls of the train... seeing as the Student Card is in hand, might as well start logging the needed hours for certification, right?

We arrived at the KCS well after dark. Before doing so, I passed the hot seat over to Randy. (The KCS did not issue my Student Card, so until certified, I am not valid to be at the controls while on their property.) As we were entering the Yard Limit, the KCS Yardmaster asked us to do him a favor. Basically after we would drop our empties and pick up our loads, the favor consisted of asking us to double over and grab our empties we had just delivered, and pull them back out to the Yard Limits sign to get them out of their way.

Hmm.

28 loads, 43 empties, tacked behind two tired 2nd Generation EMD's, working a moderate grade AND stop and make a cut in the process. Iffy at best. Stalled at the worst.

We advised him of the situation. "Well... let's try it... and if we have to, we'll send an engine out and give you a shove."

Fair enough.

Into the yard we go... and after some switching and car/brake inspections... ready to struggle out to the Yard Limit sign.

Things went well until we had to stop and cut off the empties just west of the Hwy 128 crossing. This puts us stopped, blocking a crossing, and with a borderline tonnage train on a moderate upgrade.

After cranking down the required amount of handbrakes to secure the empties, I called for a pin... then told Randy to pull 'em up about 8 cars to clear the crossing.

Randy had his hands full up in the engines... and the train barely, I mean BARELY crept toward the crossing. Progress was being measured in feet per minute, literally.

I was too far back to hear the struggle on the head end, but having been in situations like that before while sitting in the hot seat, I knew that he was playing the throttle, using sand, prayers... whatever... to try to gain some forward motion.

The cars crept up the grade toward the crossing, inch by inch. I easily outwalked them to the crossing.

After several minutes of struggling, there came an anxious question from the head end...

"How many more?"

"Still four to clear the crossing." I relayed.

By this time, traffic was backing up as the cars crept by at an agonizingly slow and hesitant pace. After a few more minutes came the call again...

"How much more???"

"The last truck of the last car is nearing the crossing" I relayed.

By this time, I am SURE that ol' Bubba and his clans waiting in the vehicles were about ready to lynch ANYBODY that was responsible for this way-over-the-limit delay... and guess who would be available? Yup. That would be good ol' me.

About the time the last car was fouling the crossing, the engines slipped down and the cars stopped. Up in the engines, Randy was locked in a "do or die" struggle to somehow find traction... or we were really in a mess.

It must have taken 10 minutes alone just to get the last car clear of the crossing. At long last, after watching the cars start... inch forward... stop... sag backwards an inch or two (sure fired signs the engines are slipping)... the last car cleared the crossing.

I could hear the disgust in the vehicles as they accelerated away.

After tying down the train (we'll deliver it in the morning)... I headed for a hot meal and the house.

So... yup... there's times that railroading can be frustrating (like this) and plain old hard work (try rerailing an engine sometime).

BUT...

As I also said... that's why I enjoy those "moments" when it all comes together in an impressive display that can only be found within that exclusive world known as "railroading".

Great story, Andre. As I read it, I could picture it in my mind. You tell a great story.

Wow this guy is good!

-Reid

Reminds me of getting those gravel loads out on the A&O Sub! A mountain of sand and a lot of prayer!

"Reminds me of getting those gravel loads out on the A&O Sub! A mountain of sand and a lot of prayer!"

Surprisingly, given good physics, MSTS can do a reputable job at mimicking some of the prototype challenges.

What it doesn't replicate are the changes that temperature, humidity, and plain mechanical foilbles (and other variables) will introduce to railroading.

For example, I said the trip over was uneventful. I had forgotten about the fact that the lead unit was not loading (making amps)... so I was moving the 43 empties up the down our razorback profile with only one functioning unit. This was fine and dandy until a quick rain storm hit just west of Hon, Arkansas. At the next grade I started slipping and slipping bad. Wouldn't have been a problem with both units performing, but with only one, I had my hands full.

I started slowing immediately and likewise immediately felt slippage. Sand wasn't helping at all. (Probably because the sand hoppers need replinished.) I got us over the hill by continually reducing and playing the throttle to help the wheels find something to grip on the slick rail. I ended up using about 3 and 4 throttle to gingerly get the train over the hump at about 2.5 MPH.

For those of you that have not run diesels, it is hard to understand how reducing the throttle will help in such situations, but it certainly will. Think for a minute: You don't need the HORSEPOWER, you need TRACTIVE EFFORT. A diesel will crank out a tons of TE at low HP.... so you use the throttle in a miserly fashion when things are slick.

FWIW: After clearing that hill, we stopped and found the problem for the lack of loading: Turned out a fuse was bad. Was wonderful to have both units loading the rest of the trip!

That way on the sim as well to a great degree. Full power puts too much torque to the wheels and slips. Backing off frequently regrips the rail.

Steam is the same though, Andre. You dump the throttle or haul up the bar to cut the power to the cylinders and let the drivers get their footing then come back from a lower setting than when you slipped to recover your traction and speed. Biggest difference is that with diesels you can start what you can't pull and with steam you can pull what you can't start. Usually if you can get a train to move with steam you'll keep it moving.

Now another real advantage of the sim is that you can't actually burn out a traction motor.

But Herb,

You can make it look like you did!!




Paul

Nah, that's just normal ALCO action!

Come to think of it, there was an activity I remember at T-S.com that had either burned up engines or traction motors, so I guess you can simulate it somehow.

Herb:

You have to do it with the engine file. I simulated defective units with the equipment supplied with the A&O Sub. Downside to such is that a unit so modified is ALWAYS defective. It can't die or malfunction enroute or other such typical occurances on the prototype. Once a defective unit is placed in an MSTS consist, it is defective for the duration of use.

Also:

Though MSTS does an admirable job with tweaked physics in many respects, I am of the opinion that it doesn't behave quite correctly in regards to adhesion, horsepower and tractive effort. For example, on the prototype, there have been many times that I have managed to move tonage using the 2 or 3 notch (diesel) in contrast to using a higher notch, which would result in useless wheel spin. This isn't represented well with MSTS. Plus, when the chips are down and you're slipping badly, there's a technique with the engine brake you can use that will help the engine find traction. Again, not practical with MSTS.

As for steam:

Yup, I understand what you're saying first hand. Though my experience running steam engines would not be anywhere near the same extreme level as running on the Cumbres & Toltec's grades, learning to keep one's footing while working small steam, heavy cars and moderate grades did apply. The sad thing is, that my steam experiences have now been so long ago (late 1980s), that I'm a'feared some of the finer points are being lost to memory.

One element I distinctly recall is that the throttle action and such was quite cantankerous and the entire process is not as quickly learned in regards to "feel" as when working with a diesel. However, once you learn to adequately run a steam engine, the personal satisfaction is immense.

I very fondly recall the cool, snappy mornings (i.e. early/late season) as we built pressure and worked about the hog preparing for a day's work. Unless one has "been there", one just can't imagine the wonderful aromas that titilate the senses and permeate the enviorn around working steam engines on such a day.

Once summer was full-on... it was hot, hard work. But I loved it and sure would like to get some more doses of it before it's time to pull the pin on full time work and be put out to pasture.

Okay, okay... I'll shut up. Carry on!