t was the best of times, it was the worst of times.

But doesn’t every OpsLog start like this?

The important thing here is that we gradually get better. In prepping the photographs for this blog, I noticed a number of properly-done background things (such as cars off-spotted correctly). As simple as it seems, it means that our operators are learning. Every session is a bit better than the last. And so, in this blog, I’ll be listing the lessons we (or, at least, “I”) learned. You’ll see them in bold.

Okay, from my point of view, I came on duty after the pre-brief down in the unputtied steel mill, hooking up to a cut of MT ore hoppers. I’d be hauling these misunderstood cars over to Calypso where my Pennsy F’s were waiting to top the hill with them. Zach was setting up for the day’s dispatching (the dispatchocopter warming up). Kyle and Jeff were in Martin, Bob was in Calypso (furiously OTJT-ing it) and Chris and John as troubleshooters/superintendents. And here’s the first…

The LM&O requires a sizable support staff. While superintendents are very helpful, please make sure you get some train running in as well. You can always “stop for dragging equipment” if someone needs your help.

Rolled into Calypso to the ore interchange track just as 223 came in. This was one of those poignant moments where something momentous is going to happen and you miss the foreshadowing (like a German tank crew noting that, in one of the mornings of their blitzkrieg across the Russian steppes, the water in a bucket has frozen over). Thinking nothing of it, I ran the goats back to the mill and returned to fire up my F’s.

And that’s when it began. Mike was having all sorts of problems with his units, four of them MUed together. So, next in Robert’s Rule of Disorder…

You really shouldn’t MU. It takes a lot of effort (i.e. delay) and any sort of wonky signal might drop some or all of your consist. It takes hardly any time to share their addresses, it’s more stable and it cuts down the traffic on the system.

And nothing about Mike on this. I used to do this, too, until I decided to be lazy.

So as I pumped up the ore hoppers, Mike had had enough. And rather than suffering a suspension, he did the absolute best thing possible.

Walk away and regain your composure.

That he did, and I appreciate him for doing that.

Shaking my head at his misfortune, I rolled down the throat and cleared Calypso interlocking. I dropped a truck or two on the wiggly little S-turn out of Lehigh siding. I forget who called the derailment out for me, but they saved me a plunge off the Lackawanna Viaduct.

Always keep an eye on your own consist (I didn’t in this case). And always give other nearby trains a roll-by.

Now firmly on the rails, I climbed the helix without issue. Dispatcher Zach had the line running sweet. Met the Harris Glen turn just after he’d set up to run home and passed nicely. Topped the summit with a touch of airbrakes and increasing dynamics as I went down the long slope under hidden siding.

Downgrade running can be just as dangerous as upgrade. Ease in braking and watch for any problems. Heavy handling can result in embarrassing pileups.

I’ll admit that coming down into Red Rock, I threw the Mingo siding turnout by accident, right under Shannon’s 921. Which, inexplicably, is what I did the last time I ran. Shannon instantly caught it (probably considering my prior goofs) and stopped his train neatly straddling the turnout. He didn’t make a big deal – just gave me a small chiding and a demand for a blog notice and that was that.

Don’t make a show-stopper protest about other’s mistakes. Just correct it and continue on.

With a small blush, I rolled down into Red Rock, meeting 202 with an exchange of waves and quickly picked up paper to run down to Pittsburgh where the coal and racks were waiting for me. Passed John’s 414 down track 2. Used the signals to cross-the-T on 152, then did it again with fast signal work to hold him on reds while I fully cleared Pittsburgh. And I have to admit…

Old people use systems and situations to take advantage of the young. Sorry, Luke.

Crossed over to Track 1 at Stone Bridge with some sharp double-warranting from Zach. Did the run to Weirton where I’d use the main to run around and back down. And here was my first major problem of the night. Steve had grabbed 452 (my loaded counterpart) which I’d intended to take.

First Come, First Served. Dammit.

Further, now it was Steve’s turn with unit problems. Unfortunately he’d gotten halfway out of the docks and was blocking my backing move down the yard throat to clear the main. This left me in the uncomfortable position of getting assurances from 452 and threats from the dispatcher. Still blocking Main 1, I told the dispatcher that I’d flag and route all main traffic around me.

Always do whatever you can to help the dispatcher. They need love, too.

While holding my drooping red flag, I realized that 223 was still in Leigh with half of it on the shelf. Looked bad. Eventually 452 cleared out and I was able to tow the hoppers off the main. And with slow and careful throttle moves, I was able to neatly slide the MTs onto the docks. And that job was done.

For the rest of the night I’d planned to pick up some quick seniority down in the mill. However, it seemed that 223 had raptured into Heaven. It was simply gone! The thing is, freights are special. Their cars give work to the yard crews and locals for several sessions to come.

For most train types, if you can’t run them, by all means clear them off the layout. But for the “working” freights (202, 223, 244, 247) please make an announcement for anyone else with motive power to take over. If you can’t run them, someone else can!

I met up with Mike (who’d just cleared the wreckage) and Chris (who’d picked the wrong night to be a superintendent) to rebuild 223 in Calypso. All I wanted was the carded freight on the front – I didn’t care about the rest of the consist. Any order was good enough. They quickly rebuilt it and I was highballing out of the yard with resurrected 223.

I thought three F’s would be enough to get up the hill – I’d done it with a few more ore cars. But no, I slipped in the first tunnel above the viaduct and only just pulled clear. No way around the helix without helpers. I was following Frank’s 97 up the hill at the time…

Reset your mainline turnouts, Frank.

…and once he cleared Harris, I ran the helpers down. Coupled on neatly, no obvious issues. Halfway up the helix the helpers pulled free and would not recouple with simple backing. Climbing into the helix, I learned some valuable take-away lessons.

We need a light in there. Coupling in the dark sux.

We need coupling tools in there. Coupling on a curve sux.

And here’s the big takeaway, kids.

When stalled on the hill and adding helpers on the front, turn up your units up to 70% or more. Let them spin against the helpers. Then turn up the helpers until they start moving. This should ease the pull on the drawbar and help them not uncouple.

Otherwise, there is not much more to tell. Dropped the green-meanies and rolled downgrade on a dispatcher “verbal warrant” (I think he’d committed suicide after the session and my warrant was included in his will’s final instructions). Martin Yard was pretty full, the crew was tired, and they certainly weren’t happy to see the blast-from-the-past 223 (thirteen hours late but making an effort). After that, it was just a quiet cool-down roll at waterlevel to Cincinnati, where the trains were on their right tracks, the turnout panel worked well and I was in and done.

I’ll mention some final observations…

Here’s a lesson-learned – Terry was working Shelfton and (at my instruction) used a yellow track eraser to block his cars on the slope. Did you know track erasers conduct electricity? I didn’t. I mean, what the heck? We need some “official” wheel blocks for both Shelfton and Zanesville.

If you are running a train for the first time, do your best to understand the route and functions. After you screw it up (and you probably will), sign up for it again. Don’t just walk away – learn it. Only once you have it down pat should you move onto something else.

Remember Job One. HAVE FUN!

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