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I still have a pounding headache. We're talking Excedrin number 100.
So I get in the lower yesterday and I notice the chief is a healthy boiled lobster color. Now, if it was the day after returning from vacation I could understand it. The sun, the ocean breezes, the relaxation, all resulting in a healthy sunburn. But not so in this case. I know that boiled lobster look anywhere, and it doesn't bode well for me. So as his blood pressure crescendos into the stratosphere I know I'm in for a fun evening.
So as we discuss the turnover, I cannot help but believe that I was destined for this night. You see, the entire operation down here runs under the assumption that everything will work perfectly. This means hardware, software, locomotives, cars and crews. One failure in any of these categories means imminent disaster, and failure on multiple fronts is catastrophic.
So as I imbibe the north end I discover much to my dismay that 241 has lost a unit at Clinton on the CSX. This presents several problems. One, the train (10,200 tons) cannot possibly move with the one motor. Secondly, being out of my radio range, I cannot help them in any real constructive manner. Third, I now have to figure out how to rescue them. So after I park my buttocks in the chair I begin the process.
I call the CSX and ask them to get in contact with the train. I can listen to this on the CSX block line. I ask the CSX dispatcher if it would be OK to run the crew light engines back to Terre Haute and pick up a unit set out by 240. The CSX dispatcher balks at this idea and instead would rather have me send a taxi for them and then run back to the train light unit. OK, I guess that will work. So I order a taxi. But wait, that would be too easy. The taxi outfit cannot get one for a while. Wonderful.
Keeping in mind that through this entire ordeal so far the phone has been ringing off the hook with all kinds of questions. Down here, the crews are used to the dispatcher handling EVERYTHING. Where is the train? How much fuel does it have? Who plays on Monday Night Football next Monday? When are you moving to Latta? Do you think the Cubs can beat Atlanta? What color car should I buy? These kinds of things are not what you need when things are a little hectic.
So anyway, I call the caller to tell her I will need relief for this train at some point this evening and it might be a good idea to show one on the lineup. She remarks that the planner hasn't sent her a lineup and if I could she would be grateful. Well, if I have time I will do so but I can tell already that I'm going to be a little busy tonight. So then she wants to continue discussing what will be happening tonight and it is at that point I hang up on her. Turning my attention to keeping the whole operation from grinding to a complete halt, I make a few phone calls and come to the realization that a relief crew is needed now. So I order one up.
Now the original crew shows up in the tower to get the unit and I realize the relief crew comes on duty in 5 minutes. So I call the caller and see where they want to tie this crew up. Well, they have to convene a committee to discuss the matter, Meanwhile, my other phones are ringing off the hook, the INRD is hot to trot for some warrants, and I have my other trains to tend to. Finally they decide to tie the crew up in Terre Haute (as opposed to Bensenville) which makes the crew and me happy.
All this time the CSX is becoming impatient, wanting the siding at Clinton cleared as soon as possible. Well, the relief crew looks over their train list and it doesn't seem kosher. A call to the service center confirms that the list is indeed all out of whack. So the clerk in Minneapolis has to reconstruct the train list, which is no small matter. This crew is now 90 minutes into the call and still not even out of Van. So when the crew finally gets a correct list and gets to the power, they are facing an onslaught of CSX trains (I think it was 7 south bounds and 3 north bounds all in about 2 hours). So they finally get out of the chute and begin moving north, when the CSX dispatcher calls to inform me they will probably need to be re-crewed again since now with this onslaught he doesn't know when he can move the train.
So I call the caller to get a recrew and she informs me no more engineers until 0400! Now while I ponder that predicament, the 240 train out of Bensenville takes a 4 hour hit waiting on CSX and UP orders and is now in big trouble. The UP dispatcher calls and informs me he will need a recrew for that train. But I have no engineers! Remember, while all of this has been going on the Latta Sub has been keeping me busy as well...
So as this north end has been steadily going downhill since I came in, I find out that the Cayuga train that is coming out of Beehunter has some sick CSX power. Now he has 4 units, and if even one fails he will not make Hoosier Hill with 13,000 trailing tons. So the engineer gets the train onto the main and the lead motor proceeds to overheat and shut down right on the detector. So he lets it coo down and it does restart. Good! But now the detector voices "Not Working".
So I call the communications center in Minneapolis and ask them to look at the readout to see if anything is wrong with the train. He tells me the information is inconclusive, which means he can't tell. So, in accordance with timetable special instructions, I tell the train to monitor their train closely and keep on moving. OK, that little crisis solved.
But now, as they climb Hoosier, they stall and the train goes into emergency. What next!? So I call on 125 to go down and rescue them. Remember, this is all going on at the same time the north end is falling apart. Behind 125 is 240 sitting patiently at Latta waiting to go south. So 125 assists 67 up Hoosier and then 125, who left the train on the main, goes to Linton and gets in the clear for 240. Now 67 goes into emergency again at Latta. The air begins coming right back up and the crew informs me that they have a kicker in their train. OK.
Now I look at the clock and I see they have about 90 minutes to work. So, between fires, I ask him what he wants to do with the train. He wants to take it up to Spring Hill and deliver it. This is where I should have said no and put it away at Lewis Dock. But I didn't, and took the train to the Hill. He's doing real well until he makes a brake application as he comes into yard limits. Into emergency again! So now they have to inspect the train again, and I have no place to go with anyone since they are on the main! By the time they are done inspecting, they have 10 minutes to work, so they are dead meat.
Meanwhile, the XL has been sitting patiently at Deming Park waiting to come south. Now I go to get relief for them....but wait, no engineers! So now what? Well, the planner wants to put assignment 127 on the train. So now I have to get new CSX orders for them and they have to taxi up from Latta and deliver it. Geez, what next? Well, the planner orders up an Odon Turn to deliver Gibson loads to the ISRR at Beehunter. That had eaten up the last engineer. So now he wants a Maysville Turn, but much to his dismay no engineers are available for several hours, and when one does come available we need it to get 240 on the north end. Now this is rapidly ringing the whole operation to a grinding halt. Remember my little remark about assuming everything will work just wonderfully?
So now we have failures on multiple levels and on multiple fronts, which makes things really miserable. Who knows, maybe some day they'll learn...
Throughout all of the fun, the south end was probably the only bright spot. The NS was looking to get e 241 out of the chutes down there and had all the numbers and goodies ready. Now if it would all be like this...
Van Yard Engine: SOO 4431
Farmersburg Power: CP 5504 - CP 5712 - CP 5709
Maysville Power: SOO 4452 - SOO 2015
Kindill Power: SOO 4428 - SOO 4403 - SOO 4438
XL Power: CP 6016 - CP 5913
Road Switcher Power: SOO 2066 - SOO 4509
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Editorial content (C) 1998 Mike Dettmers
