(Volume 25, No. 1)
New Look for Eagle Tracks
With the new millennium (yes, this is the year), I have changed the look of the newsletter. There is a new font, which should be easier to read. I have also changed the volume number series to reflect the year of the club's existence. This will result in a consistent labeling of the volume. Any comments on the look of the newsletter are always welcome.
Doug Herrmann, Editor
President's Soapbox
As we begin the New Year, it is appropriate for everyone to review the past year and plan for the new year. It is also appropriate for us in the model railroad club to review the progress and status of our construction activities as they now stand.
The past year saw the first phase of the Idaho Falls-Silver Bow project completed. In addition, a functional staging-classification yard is located at the south end of the layout room with plans to connect it into a return loop from the Silver Bow section. The Idaho Falls section includes a small but representative classification yard which connects with the main loop through a wye and which will remain as part of the master plan. None of this could have been accomplished without first; the ideas developed by the membership and second; the unselfish efforts exerted by the members in constructing and making it all functional.
While it’s easy for us to suffer “Burnout” after spending all of ones spare time getting to the point where we now enjoy an operational model railroad, we shouldn't expect to rest on our laurels and leave the layout in its present state for an extended time. To be fair, even though we do not have any major projects under review at this time, there are several unfinished projects which were started and which have become static for one reason or another.
Among these are:
Completion of the backdrops. Install and paint.
Completion of the scenery development on the completed surface areas.
Completion of the waterfall and water surface on the Sportsman Park Module.
Construction of the Idaho Cold Storage-Creamery module and first phase of the return loop.
Develop and build the lift-up gate to eliminate the crawl-under for the planned enclosed area (South Staging yard).
Refinement of the wiring to allow local throttle use on the modules requiring local switching.
Divide Block 6 on the Idaho Falls section to allow for multiple train movement within the existing section.
Construct and place the structures identifying the various industries in the locations marked by the small orange place-cards. Many of these will entail scratch-building to fit the space.
While some of these suggested projects could be taken on by any member, others are best left to the member who began the project or some one with the critical experience. We would welcome any offer to assist on any of these items and some are being addressed at this time. We have had some clinics on scratch building structures in the past and possibly should have more if needed. One important issue is always, “keep it in scale”. I would be most happy to answer questions about this matter if asked.
We all need to keep in mind that individually, we all may have a different perception of how a finished project should look, whether it be scenery, a building or the backdrops. It should be incumbent that before a project is started, there should be a general consensus by the board agreeing on the scope of, the definition of, and the resulting appearance of what a project should be before going forward. We have experienced problems in the past due entirely to a lack of communication on how some of our projects should be completed, even the order of progression of various aspects. One recommended planning method which would help to coordinate a project, is to write out a complete definition of the project in “Action Plan” format, and post it so that others can review it and know what is to be done. One example is posted on the office bulletin board at present.
It is also important that if we start a project, SEE IT THROUGH. If the project isn't going the way you thought it should have, the first thing to do is ask for advice, then (pardon me for repeating myself) SEE IT THROUGH.
In my own experience, this planning aspect and sharing the plan with others in an understandable way can be the most difficult part of an entire project. This is most evident for the many simple tasks we do without thinking such as tying one's shoelaces. Try explaining in writing how to tie a shoe.
Many of the small projects which we have done were started with no more than an initial concept, then changed as necessary as we proceeded. In most cases, without a good initial plan, assistance by others would have been impossible. In nearly every case, a written plan would have made the entire project understandable and, at the same time, made it possible for others to participate. As we continue to gain more members and other interested persons seek us out, better communication and the improvement of our individual skills should be an important part of our group interaction.
Let's all welcome the New Year with the attitude that we can improve our Model Railroading experience through improved communication and by improving our modeling techniques.
One last important thought, ACTIONS SPEAK LOUDER THAN WORDS.
Leo Harker
Timetable
January 4................ Business Meeting
January 11.............. Work Session
January 18.............. Work Session
January 25.............. Operating Session
February 1.............. Business Meeting
Subject: Engine Crew Tales
As a matter of routine, Railroaders eat while on the road, in sidings or anytime the “need" arises. Today we have the luxury of electric cab heating devices and the Diesel engine on which to heat the meals requiring heating. In steam days, however, a much more efficient (for the crew, at least) means of warming the noonday meal existed. Every steam locomotive was equipped with a stove and oven for the use and pleasure of the crew. These stoves are often referred to as fireboxes.
At mealtime a Fireman would get his scoop shovel and a handful of waste, buff and polish the "cooking surface" and then stick it in the firebox door for a few (very few) seconds to complete the sanitization process of the soon-to-be cooking utensil. Once assured that it would pass an NSF inspection the Ash Cat would assume the role of "Chef". Placing his meal on the scoop, cracking the firebox door a little, and holding it just inside the door and above the fire - lunch was ready in no time.
It might be appropriate to discuss, at this time, a principle of steam locomotive operation. To burn a really efficient fire, one must introduce oxygen to the furnace (stove). The exhaust creates a considerable low pressure condition in the smokebox and causes large quantities of oxygen bearing air to be drawn into the firebox to promote the combustion process. When the firebox door is tightly closed, as the rule requires, this air is forced to enter the firebox from below the fire (through the grates on a coal burner or through the firepan on an oil burner). With the door partially open, however, a far easier route for the air is through the door. When running, the Engineer has the throttle and reverse gear adjusted to the demands of the job so exhaust and draft are "balanced" resulting in a relatively low and constant air flow through the fire door.
Returning to the "Chef" now we see that he has the meal on the "stove" and is eagerly anticipating "dinner". About this time the Engineer glances over to the Fireman and asks, "which one-a-them's mine?", to which the Chef replies, "neither uv em". Wrong answer. Before the scoop can be removed from the door the Engineer drops the reverser down toward the corner and widens on 'er, if there's any throttle left, thereby creating a hurricane-like draft through the door. Guess what ?????
The moral to be learned here is - - - always be Charitable. The rewards are great - - - - - and tasty.
Contributed by Leo Harker
Train Rescues Stranded Teenagers
We've all heard of motorists stopping to assist other motorists. But what about a freight train screeching to a halt and giving two stranded teenagers a ride to the next town? That's what happened the night of December 16 on a lonely snow-covered road between Kevin and Sunburst., Montana. Richelle Whitt, 15, was driving her friend, Jake Sperry, also 15, to pick up another friend en route to the annual winter dance at Sunburst High School. But Whitt's Mercury Topaz got stuck in a snow bank and wouldn't budge. To make matters worse, neither teen was wearing a coat or gloves, although they had blankets and candles. Whitt had a cellular phone, but the remote location prevented her from calling for help. After an hour of wondering what to do, Whitt and Sperry saw lights coming toward them and flipped on the car's hazard lights. They were disappointed when they saw the headlights were those of a Burlington Northern Santa Fe train, but were delighted when they heard it stop and begin to back up. "We were laughing because we couldn't believe what was happening," Whitt said. "I was just thinking we were going to be stranded out there until somebody came looking for us."
Conductor Philip Richards, along with engineer Ted Meirzwinski and brakeman Mike O'Rourke saw the kids waving as they passed. Richards immediately called the BNSF dispatcher in Fort Worth, Texas, to get clearance to stop the train.
They let the teens hitch a ride seven miles to Kevin to call their parents. "I never thought I'd be able to ride a freight train," Whitt said.
"If we wouldn't have stopped, they would've frozen to death because the road was snowed in and there was little chance of anyone coming along there," Richards said.
Although the BNSF newsletter last week lauded the train operators, Richards said he's a reluctant hero. "It's one of those things you do and don't think much about" Richards said. "I laugh because all of a sudden I'm getting attention over this." -- E.J.G.
Great Falls Tribune 12/26/00
TRAIN -TRUCK ACCIDENT KILLS UP OFFICIAL
ST. JAMES, La. -- A Union Pacific Railroad manager, Brad E. Welch, 42, of Omaha was killed recently, buried in mud inside a train engine cab after a collision with a truck hauling mud to a sugarcane field, the Lincoln Journal Star reports.
The collision, which also killed the trucker, sent mud from the truck's trailer bursting through the engine compartment's steel door, said St. James Parish Sheriff Willy Martin.
The passenger train with a sleeper car was carrying 20 to 30 Union Pacific employees on a track inspection trip. Welch asked to ride in the engine compartment, Martin said.
The trucker, Roger Rousseau, was driving a dump truck with a 25-foot trailer full of mud about 7:45 a.m. when the accident happened at a railroad crossing about 30 miles west of New Orleans.
The crossing on a curve in the tracks is marked with a sign, but has no lights that flash when trains are approaching. Investigators suspect Rousseau did not see the train as it rounded the curve at 59 mph, below the 60 mph track speed limit, Martin said.
The dump truck crossed the tracks, but the train hit the trailer, sending mud flying and the truck into a ditch. Rousseau and the Union Pacific manager were pronounced dead at the scene, Martin said.
Additional Notes, Friday, 1 Dec 2000, from Michael M. Palmieri
UP DDA40X 6936 is currently parking inside the diesel shop at Avondale Yard, across the Mississippi River from New Orleans. It was pulled into Avondale around 2 p.m. yesterday by a Cotton Belt geep, along with the rest of the train. The train continued its trip to Houston (via the BNSF) behind UP C44-9 9714, running about 5 hours behind schedule.
Based on TV video and newspaper photos, the 6936 looks like it received very little damage. The front handrails are gone, the fireman's side number board is missing, and the nose door is pushed open; but most of the nose and cab looks pretty good and both of the windshields are intact. It's hard to imagine enough dirt getting into the cab through the nose door to bury someone. Today's NEW ORLEANS TIMES-PICAYUNE said the UP employee died of blunt trauma.
Don't think railroading isn't dangerous, even with historic locos.