How NOT to get a Train out of Selkirk Yard! Enjoy!....

I suppose this could qualify as a mainline misadventure, but since we
never hit the mainline, I guess it should still be considered worth
your time. The topic for this tale is "We're Getting Nowhere Fast".
It started simply enough, with us being called out of the hotel for
K277-09. Normally, we are usually called for our return trip by about
4PM, and this was one of those rare(but occasional) times where we
rotted in the hotel, having been off duty since 5AM, and now are
called for 9PM. The long layover should have given me a clue as to
how things were gonna play out.
We get to the yard office at about 8:50pm, and soon after the 9PM
mark passes, we start gathering our wheel reports, bulletins and
such. I call for the power, and was given the numbers, 4738(lead) and
5862(trail). Plenty of HP, considering we only had 25 cars of trash
to take south. Anyway, we are given the numbers and are told that the
power isn't ready yet, but we would be informed when it is. So the
conductor signs us up with the NJ Dispatcher via phone, and we
wait....and wait....and wait....
Finally, at about 10:40PM, the phone rings and we are informed
the power is ready. The power has to be backed out of the enginehouse
and around the loop track to get it to fact the proper way with the
4738 leading(those familiar with Selkirk will know what i am
referring to). While inspecting the power, I notice the alertor reset
button is missing. It will still fuction, but without the button, it
presents a potential pinch point, and without the button in place it
thus can be considered an altered(but not necessiarily tampered)
safety device. It is now 11:10PM. I inform the engine house foreman
via radio, and he stated that someone will be over to asses the
situation "shortly". As shift change occured at this time, i figured
it would be awhile before we hear or see a mechanic to replace the
button. Sure enough, after an additional request for assistance, the
mechanic climbs up and remedies the problem, and we now report out
for the est end of the yard to our train. It is now 12:25AM.
We head to the east end of the south engine runner track, and sit
behind power for a B&A train, who is awaiting the route to tie on to
his train. We sit here for about 40 minutes. We eventually talk to
the east end yardmaster who gives us our route to where our train is,
as well as our marker #, and we then proceed to execute the move.
The conductor stops me short(safety stop) and we then couple on
to the train. It is now approx 1:15AM. Here comes the next problem.
the air hose on the front of the trailing locomotive, 5862, has to be
replaced account a damaged gladhand and pretty well worn hose. My
conductor walkes back to the 4738 and grabs a hose and wrench. in and
of itself this is normally no big deal. HOWEVER, upon loosening the
hose, he also takes part of the trainline brake pipe right off the
engine along with the hose! The trainline is not broken in anyway,
but the design of the brake pipe on the front of this locomotive (B36-
7) requires a second wrench, a monkey wrench, and this tool we do not
have. The wrench we have will unscrew the hose, but a second wrench
is needed to unscrew the fitting. So, we call the east end, tell them
the situation, andf have them send the "flying squad"(roving teams of
enginehouse personnel)to remedy THIS situation. It is now 1:40AM.
Shortly after 2:00AM, they show up, "blue flag and derail" our
track and go to work. They effect the repairs within about 15
minutes, and then go on their way after removing the derail and blue
flags. My conductor then couples me back up to the train, and we
await the brake test. It is now 2:25(approx). At about 2:40, the car
inspector arms our marker, and we get our brake test. He then
delivers the air slip to us, and we are soon informed by the YM that
we are to tie the train down, look for a ride back to the yard office
and call the chief. It is now 2:50. This tells us that due to the
extensive amount of time in getting to where we were, we would NOT be
taking the train south, and would be recrewed right where we sat, at
the east end of track 4 in the north departure yard.
We go back to the yard office, call the chief, and he confirms
our suspicions. at this time a long haul van shows up, and after
aking the necessary time card and crew management adjustments to
ensure proper payment, we hop in the van and are soon heading south
at about 3:30AM, arriving back at North Bergen, NJ(our original sign
up point)and making it off duty at 6:30AM. So, once again, while it
may not qualify as a "Mainline Misaventure", it certainly highlights
how sometimes it all falls together(or falls apart, as the case may
be)for another fun day at CSX! Until next time......

Hurry up and wait, sounds like the State Gov agency I work for.
As rr operations interest me greatly might I ask a few questions? What is
a wheel report and what does it entail? Air slip? I've heard these mentioned before, what is there purpose? When you inspect your power
doesn't that include couplers, glads, hoses and MU stuff as well? Seems
like the mechanical forces let you guy's down. Railroad compensation,
rocket science and woman are 3 of the most cofuseing subjects on earth.
How much you make is none of my business I know but what scale or
formula is used when you get parked like that and miss a trip. I've got
alot more querys but I'm not going to get greedy here. I love these trip
reports, keepum coming. Thanks

STEAM ON
/--OOO--:-oo--oo-

Well another interesting report RCB. Keep them comin and stay safe on the rails. As for me im going out to Horseshoe Curve on Saturday and i will come back with pictures to post on one of these forums. Have a nice evening all.

To answer 0-6-6's queries, a wheel report is the consist sheets of the train from end to end, minus the locomotives. If the train is a relay train, i.e. getting recrewed at say Selkirk before continuing on, the outbound crew will punch in the necessary info(train symbol) and get a printed report detailing each car's position in the train, as well as a tonnage graph(for the engineer) detailing how the loads and empties are placed, as well as a block summary(detailing which cars are going where by their blocking) and a CT-168, which details the locations in the train of any haz-mat cars, if any, with three spaces for revisions shoiuld the train have to set off or pick up cars enroute.
An "air slip", on the other hand, is given to the crew by the car inspector conducting the air brake test when the crew ties on to the train at their initial terminal or adds cars at an intermediate location. This certifies the cars in question have been inspected and tested, as well as the EOT, by a member of the car department. the locomotives are to have their own slip, on the lead unit, covering all units, stating the date and time of brake tests, as well as the axle value for figuring out maximum dynamic braking allowed. By this, for example, its meant that an AC locomotive with six axles is considered to have the equivilent of 9 axles because of the AC technology. and at CSX(by FRA directive) only so many axles can be powered on a train at a given time both for power and braking. This is consistent with established train handling rules/procedures. Sounds complicated, but i guess having done it for several years, it has become second nature to me. Any other questions do not hesitate to ask and hopefully I or someone else will be able to help.

I guess this would have to be a "Yard Misadventure" because you never made it onto the "Mainline"???

VZ