Call
Home. Duluth. Up at 8AM. Call the roundhouse—Melrose8353. (Af= ter fifty-four years I still remember the number).
The switchboard operator answers.
"Northern Pacific Railway"
"Roundhouse please"
A pause.
"Crew Caller speaking."
Gordon answers. In his sixties, he makes pant leg safety bands out of old inner tubes (for blousing pant legs = on boot tops) and sells them for twenty-five cents a pair.
"Did I get bumped?" (I have a very distinctive voice)
"No! you didn't Lee"
"How many times out?"
"First out."
"What's it look like?"
"Well Lee, they're thinking about running an ore jammer (an ore extra west) with a helper, and at least= one extra transfer. You'll get one or the other, whichever is called first.&quo= t;
"OK, I'm at home"
Hang up the phone. Grab the paper. Make breakfast. Read the funnies.=
Rrring!
Look at clock—8:45 AM.
Gordon again. "You got the ore jamm= er, Lee. Called for 11:00~ 11.30 AM. Engine 1790 class W-3. K.C. Duffe= rn, your regular engineer. Engine 1707 W-3 as helper."
"OK I'll be there!."
My mother asks if the call was for me.
"Yes, 11:00 AM to Ironton. I'll need a lunch, clean overalls, = two caps and new gauntlet gloves."
"I'll make your lunch and fill your coffee bottle."
"Thanks Ma."
"Your overalls, jacket and cap and the gloves are in the usual place. When will you be home?"
"Who knows with an ore train! Maybe tomorrow night, or even the next morning."
I shower, shave, brush my teeth a= nd perform my remaining toilet duties. (No toilets on steam locomotives, only a coal shovel.) Dress. Clean underwear—in case I'm in an accident= 212;pants, shirt, socks, loafers. Pack the suitcase with more of the same—a light jacket, overalls, two caps, heavy socks, two pair gauntlet gloves. Grab my watch, switch keys, car keys, billfold, money, lunch, coffee and " = bye ma
Roundhouse
After a ten-minute drive I arrive at the roundhouse, and park under = the Garfield Avenue viaduct. I grab my stuff and walk to the locker room. I pass through the fourth, fifth and sixth houses of the Rice's Point thirty-six-s= tall roundhouse.
I compare my watch, (a 21 jewel H= amilton 992-b) against the standard tune clock. Good, only ten-seconds fas= t. I mark it down = and report in at 10:45 AM. I read the notices on the Bulletin Board-Nothing aff= ects us. My engineer K. C. Duffern ( Casey ) walks in and greets me. Signing in,= he enters my name = as fireman.
To the locker room. I open my lock=
er
and check my flashlight batteries, OK. Next put on overalls, jacket, =
cap
and boots. Then make sure I have my watch (attached by a chain to overall
pocket), switch key, time tables(2), special instructions, Code rule
book, billfold, car keys, neckerchief, goggles, etc. Once dressed, I talk with K=
. C.
my engineer . The helper engineer and fireman walk in. K.C. asks me to open=
the
turret valves fully, see that the appliances are operating and each turret
steam valve is operating properly, and check and oil both of the air pump
piston rod swabs. "OK I'll do that."
Cab
After tossing my grip up the gangway to the apron I carry my lunch = and coffee to the cab, stow the coffee on drip tray next to the boiler head. Place the grip and lunch in the seat box.
On go the gloves from the last trip. Here comes the dirty work.<= /i>
I immediately check the boiler wa= ter level (in both gauges), then blow down the water column and check the v= alves, then right water gauge and valves, try cocks, noting that right water gauge= and try cocks correspond and finally blow down left water gauge checking the valves, etc = I next inspect firebox sheets (as seen from door), brick arch, grates, ash pan then back to the cab. Check supplies: rake, two shovels, coal pick, hammer, chisel, monkey wrench, air = hose wrench, wedge(s), oil supplies, kerosene lanterns (red & white) (lit), light bulbs, fuses, flagging kit (fusees, torpedoes) and waste. Now to check the turret steam valves-blower, left & right inspirators, stoker, air compressor, dynamo, hydrostatic lubricator—All OK. There is one tallow pot, two h= and oilers, one two gal. can of valve oil and one of engine oil-All are full. I start up the dynamo and check circuits-coal hopper, gangway, all gauge lights, lubricator lights,= cab reading light, headlight ,back up and class lights-All OK. Tender valves to left and right inspirators open and blocked.
The engineer comes up in the cab, suitcase in hand. I continue working but note turret is OK. Oil and operate firebox door. Crack blower. Oil Duplex stoker, inspect firebox, close door, test stoker. Nothing plugged -works well. Grab the rake, push out the coal bank. Test left & right inspirators-both OK. Tender is full of Eastern coal— No Rosbud!
"Everything is copasetic," I t= ell the engineer. Then for safety reasons—" I'm going up on the boiler to put u= p the class flags (white),check the sand dome, oil the bell and dynamo." The= se chores done, I check the coal supply and the tender and auxiliary tender wa= ter levels making sure the valves between them are blocked open. Then it's back to the cab= .
Glance at the fire,—add more coal. Check the hydrostatic lubricators, See Note [1] (four feed and= two feed ) and = the transfer lubricator filling as is necessary
"All OK!" reporting to Casey.
Glance at the fire again. Use the shovel = to place some coal against the door and left/right side sheets. Open the blowe= r a tad more. The steam pressure is 180 psi on the gauge. Water glass level three-quarters. Air compressor and stoker lubricator full, open steam valve, then the condensate valve—wait—give each air pump and stoker about 20 drops, then s= et both at four drops a minute (a count of fifteen per drop ). I'll decrease t= o a drop each ten counts until after the train brakes are charged at Hill Avenue, then set the count to provide 4 or 5 drops per minute after the air test. Check the other (four feed) hydrostatic lubricator and start it up in the = same manner—wait—then inspect and check each of the 4-feeds to see if = each valve feeds, shut off the feeds, and inform the hogger. Glance at the f= ire again. It's burning brightly now. About 184 psi on the gauge, water glass three-quarters full.
Here comes Jimmy Johnson ( JJ), the head brakeman.
"Are you going with us?"
Yep!
"Well if you get tired of rid= ing in the dog house, or want to ride in the cab, you can have part of my seat box."
I give the stoker another shot of steam, ease the blower, 187 psi on the gauge.
The engineer returns to cab. He inspected locomotive and oiled aroun= d.
"Everything is OK with me." I tell him.
"Good,. Here too."
I get the last trip's train orders from the clipboard. "Dispose? "
"Yep."
Into the firebox go the old order= s to prevent them from somehow becoming mixed with today's train orders.<= /p>
Ready to depart, we compare watches.
"Comparison good, I'm 10 seconds ahead of you."
Caboose
The engineer asks Jimmy who the conductor is and where his caboose = is located.
"Nunny Castle ( Castle)~On t= he Caboose track by the south end yard office. We'll go down the roundhouse le= ad to the crossovers by the yard office and sandwich the caboose to Hill Ave."
"Good. No trains due now."
We leave the ready track at 11:15 = AM. Both the road and helper engineers test brakes to see if things are functio= ning properly as we pull off the ready track. Jimmy lines the ready track switch= back and lines crossover to the roundhouse lead by coal dock, gives a come ahead sign. The 1790 heads down the lead, while 1707 waits for Jimmy to line the crossover = to normal position. Meanwhile the rear brakeman has lined the crossovers from the roundhouse lead to the westward Main Track and 1790 trails through and stops forward of the switch points., The rear brakeman lines the gate, gives back= up sign to 1790 and rides the aux. tender to hump lead. The conductor Castle h= as lined the caboose track switch. The rear brakeman makes the joint, tests it, watches engineers response as he gives a sign to cut in the air, K.C. Duffe= rn's response is positive. He goes in between couples the air hoses and opens an= gle cocks, releases the hand brakes and. gives a go ahead sign. Conductor Castle lines b= ack the caboose track and hump lead switches.
Meanwhile, Jimmy the head brakeman rode the 1707 to the crossovers, dropped off 1707 trailing through crossovers to line and lock switches back in normal position.
The 1707 stopped in the clear of hump le= ad crossover to allow the 1790 and caboose to pull ahead of 1707. The 1790 pulls onto= the westward Main Track and stops. The rear brakeman lines and locks the switch. Gives 170^ sign to come ahead and couple to caboose, tests joint, gives 170= 7 a sign he's going in between to cut in the air. The engineer indicates he understands. This done, the helper engineer closes the double heading cock. Road engine 1790 now controls the air brakes. Conductor Castle tells 1790's K.C. Duffern they're registered. They compare watches and exchange information, th= en Conductor Castle tells 1790 engineer to make a service reduction for the air test. He does; the brakes set up.
From time to time I have been adding coal and water to the 1790 to h= old the water level and 195 psi on the gauge. Conductor Castle walks train noti= ng all brakes are set. Castle now confers with helper engineer, again comparing watches and trading information. The 1790 is given a sign by Castle to rele= ase brakes, the helper's brakes release, as do the caboose, aux. tender, and the 1790. Engineer Duffern promptly sets the independent brake. The conductor gives a highball to engineer Duffern.
Highball!
At 11:30 AM we're on our way. Crack the blower a bit, add some coal.=
Ore Yard
Rice's Point to Hill Avenue. While the engineer makes a running brake test, I feed some coal to the fire, putting on the inspirator and turning d= own water regulator valve to 50% flow. Automatic block signals (ABS) See <= i>Note[2} line the way to Central Avenue, save for the Superior Yard. The Special Instructions in the Duluth-Superior Terminal Time Table 216 provide = the following:
All Sub-divisions
Page seven, &nb= sp; number twenty
Extra trains and switch engines do not require train= orders for movement between Central
Avenue and Rice's Point and between Central Avenue a= nd Superior East End
Second Sub-division
Page eight, &n= bsp; number ten
Register stations: Rice's Point for second-class and inferior trains, except for passenger extras
Second Sub-division
Page eight number twelve
Clearance exceptions: trains originating at Rice's Po= int yard will not require clearance
This establishes that extra 1790 west may travel from the yard at Ri= ce's Point to the ore yard at Hill Avenue without train orders or a clearance, b= ut must register at Rice's Point, the originating terminal.
The 1790 engineer checks the Duluth-Superior Terminal Time Table = 216 for train time on Second Sub-division. Omaha 513—No. 96 on the Northern Pacific—a first class train eastbound from Chicago, is due at bridge switch at 11:21 AM. It's now 11:31 AM. He should be gone, or is running late. = The bridge tender will provide us with a signal if we can go. Great Northern No. .24 —the Badger-a first class train eastbound from the Twin Cities, is due to leave the Superior Union Depot at 11:43 AM. We will clear them and be on the westbound main track or= in the Northern Pacific's Superior Yard at that time.
We are now on the westbound main track on Rice's Point approaching bridge switch. (Here we have single track over the Minnesota Draw) The bridge tender is giving us the signal.
"Green"
Green
The speed limit across this entire bridge= is 20 mph. We cross the single track draw span and approach the Wisconsin Draw= on double track. We are required to stop, at the Wisconsin Draw.
"We have clear on top!" the engineer calls out.
Clear on top
He opens the throttle. I shut off the inspirator but continue to feed the fire lightly from time to time. We hav= e the top semaphore arm of the elevator station signal, which lines us up to the = NP Superior yard. However, we stop at Winter Street railroad crossing, line the derail, and reset it.
"Clear !" I call.
Clear
The 1790 proceeds from east to west through the Superior yard. At the west end we enter the Second Sub-division= 's westbound main to Central Avenue. After throwing the switch from the yard we must wait, so that the ABS [2] will set against westbound traffic, as well = as the traffic between the signal to the east, before pulling onto the main tr= ack. After the prescribed time passes Jimmy the brakeman signals the 1790 to come ahead. The 1790 enters the westbound main. The rear brakeman swings down to line the switch back, walks back to the caboose, gives us a highball. It's 11:45 AM as we leave Superior yard near Twenty-Sixth Street.
I start stoking the engine heavier, putting, on the inspirator.
"Clear Block"
Clear Block
It is 3.7 miles to Central Avenue. The ya= rd limit sign is west of Twenty-Eighth Street. The speed limit is 50 mph to Central Avenue: 20 mph at Central Avenue proper.
"Clear Block."
Clear block
Our speed increases to about 30, then 35, then 40 mph. The safety v= alve opens at 200 psig.
= "She's ru= nning like a sewing machine, good !" says K.C. Duffern, Noting the steam pressure is 200 psi as the pop valve opened and 198 psi as it closed.
"Clear Board !" (Central Ave. Train Order Signal) See Note= [3].
Clear Board
We slow to 20 mph at Central Ave. A sharp curvature and Great Northern's interlocking signal for access to = the Lake Superior Division's Second Sub-division to Carlton is located here.
"Got it."
Got it
We stop as helper 1707 clears the eastbound GN interlocking home signal. The 1790 engineer closes the doub= le heading cock and no longer controls the air brake. The 1707 engineer opens = the double heading= cock and now controls the air brakes as we back to Hill Avenue.
"Clear on top!" as we get the signal.
Clear on top
The 1707 takes us back, making a running air brake test. Then the brakes kick off and we move at restricted speed to Hill Ave, whistling a modulated two longs, a short and a long for = each grade crossing.
"Clear on SOO Line Interlocking"
Clear
Halfway to Hill Avenue is the SOO Line's Automatic Interlocking home signal. The 1707, caboose, auxil= iary tender and 1790 clank across the diamond. At Hill Avenue yard we stop at th= e crossover on the eastward main track. It's 12:10 PM. The rear brakeman lines the gates. We b= ack off the main track and stop in the clear and Jimmy lines the switches back.=
Helper 1707 and our caboose are cutoff. The rear brakeman has been told the train is on track 2. He takes t= he 1707 and our caboose, to the other end of the yard, setting them on the rea= r of t= he train and 1707 engineer closes the double heading cock. Meanwhile engineer Duffern opens the 1790's double-heading cock to control the air brakes. Our head brakeman, Jimmy leads the 1790 to track 2, coupling us to the head end of the train= . He tests the joint, giving the engineer a sign that he is going in-between to couple the= air hoses and open the angle cocks cutting in the air. Engineer Duffer= n says OK. The 1790, 1707, and our caboose are on the train by 12:25 P.M. /=
Copy five!
This is the order from the Lake Superior Division dispatcher running the Second Sub-division at Duluth. He = has called the Central Avenue operator and told him to make out five copies of = clearances, tr= ain orders, and register checks for our train. One copy each makes a set. One s= et goes to the road engineer, fireman, and head brakeman aboard the 1790. One set goes to the <= /span>conductor. One= set goes to the (flagman) rear brakeman. One set goes to the helper crew aboard= the 1707, and o= ne set stays with the operator at Central Avenue. While the operator is going about his work, the 1790's two 8 1/2 cc air pumps start in on charging the brake = pipe and car air reservoirs to 70 psi.
Conductor Castle and engineer Duff= ern discuss the train. There are sixty loads, one hundred and five empties, one hundred sixty-five cars total. The coal loads, all on the head end, are for locomotive fuel, and for the ore sintering process plant. The empties are needed for loading. These cars put 5,000 tons between our auxiliary tender = and our caboose, and lengthen the train to about 4,100 feet. Time table maximum tonnage with two W-3s, 1790 and 1707, from Central Avenue to Carlton is 5,4= 00 tons. The grades from Carlton to Sawyer reduce this to 5,200 tons. Our length means we can on= ly clear the main track at the Wrenshall, Carlton, Sawyer, Tamarack, McGregor = and Deerwood sidings.
Air pumps on the 1790 pause. The carman has been watching the brake pipe pressure on air gauge in the caboose build toward 70 psi, and soon signals "Apply brakes." The 1790 replies with a whistle of one short—Applying brakes. The engin= eer then makes a service reduction with the automatic brake valve. When the brake va= lve exhaust ceases he checks the leakage in the line—it's within the guidelines. The carman will be walking the train now, making sure that the brake on every car has applied. He reaches the 1790, telling the engineer Duffern to relea= se the brakes. While the brakes are releasing , they converse with the engineer telling = the carman the leakage rate. As we depart the carman will watch the train roll-by, gi= ving the caboose a highball if everything is OK.
Water
Stop
Hill Avenue to Carlton. Engineer Duffern on the 1790 whistles two long—Brakes released. Conduct= or Castle reaches the caboose and gives a highball. The 1707 whistles off, sta= rts leaning on caboose, to shove in the slack. I fill the hand-oiler again, putting it on = the drip tray, and continue building up the fire. The 1790 whistles off. Jimmy = the head brakeman has lined the crossover switches, gives us a come ahead.
"Are you ready kid?" asks Johnny.
"Yes! Let's go—the steam gauge registers 198 psi."<= /span>
He releases the independent brake.
"We'll get the clearance and running orders and register check at the east leg of the wye at Central Avenue," he announces loudly.
K.C .Duffern cracks the throttle.= The cylinder cocks are open—clear the cylinders of condensate and are closed= . The water glass is three-quarters full. The inspirator is off. Grabbing the sho= vel, I = work to stop cool air from the ash pan washing the firebox sheets before the fir= ebed is built. This is accomplished with several scoops at the junction of the grate and the door sheet. More go to the junctions of the grate and the left and right si= de sheets. After a revolution or two we are underway. It's 12:45 PM.<= /span>
The 1790 and 1707 will not be working hard until the train is over the Second Sub-division's Bridge 9.1. The bridge ca= rries a twenty mph speed limit. The Special Instructions stipulate automatic brakes are not= to be set or released on Bridge 9.1 unless it is an emergency.
On the main track, progressing toward Cen=
tral
Avenue. The Hill Avenue switch crew will line the crossover switches to nor=
mal
position. We're whistling for each crossing in modulated tones. A
"He's going to run it!" I yell.
Engineer Duffern pulls the whistle wide open on the last long note of the crossing signal, shaking his head. We approach Central Avenue.
"There's the operator," the engineer notes. "Hoop! T= he switches are lined for the interlocking.
We have "Green on top," on the GN interlocking."
Green on top! I reply.
The hogger grabs the hoop string with our orders. Taking them off his arm, he immediately , puts them on the clipboard= so they don't blow away. We've hooped up a clearance, an order, and a register check. K.C. Duffern reads them over and checks for correctness. Then he pas= ses them to me. "See what you think." As we pass the GN tower it's 1:= 01 PM—Bridge 9.1 is just ahead.
I look them over, See Note [5]. Check company form, time, operator's signature, complete, date, superintendent's initials, etc. they all correspond. I read the clearance, it's a company fo= rm, number of orders, each order number, etc. and the register check. By the ti= me I looked everything over, we're across bridge 9.1 at Cemetery Road.
"Clear block"
Clear block
He widens some on the throttle. I = put the orders down in a safe place. Adjust the stoker feed and inspirator= . I glance at the track ahead, then the stack fore and aft—it's clear, the fire is level and brilliant white. I stand up to look at and adjust the lubricator feeds for the air pumps and stoker. While I did this, I noted the importance of keeping a sharp eye on what the engineer is doing, guess what= , he is looking at the lubricator feed settings to the left & right cylinders and steam chests. The steam pressure gauge reads about 199 psi and climbing; half a gauge of water. I'll put on the inspirator shortly. There's the p= op valve "feather" ssssh. See Note [4]. Reaching up I put on the inspira= tor (gun), cutting it down to 50% of capacity.
Now the 1707 is off of bridge 9.1,= and the helper engineer begins to open her throttle and push. With a good grade= of Eastern coal the 1790 and 1707 are each according to the NP capable of 2800= to 3000 hp at 36 mph, that's approaching 6000 hp. The Performance specs of the= Z-5 Yellowstone was based on the performance of two W-3s or W-5s. We are now accelerating rapidly from 20 mph. The throttle is widened again, I increase= the coal feed, noting we are running for the gradient!
"Clear Block"
Clear Block
Open the water regulating valve to 100%. We're doing about 25 mph or 2 1/4 rps (revolutions per seconds) or 9 exhausts per second.
"Clear on Pokegama tower !"
Clear Pokey
Check the inspirator for full 100% flow. Still accelerating for a way yet. Get up and walk to the right side to look= at fire through stoker poking holes. ( Used to prod the coal when it's sticky = wet) It's a nice bright, brilliant, white fire. I look ahead and back over tender—clear stack. ABS to Carlton,
"Clear Block"
Clear Block
Clearance — one train order 29
Nineteen order — Train order 29
Engine 1790 run extra Central Avenue to Ironton.
Register check-All opposing and scheduled trains on t= he 2nd Sub-division
have arrived and departed at this station by 11:59 AM= .
I put the train order clipboard back in it's place on the side of the engineer's seat box.
"They look good to me," I comment. " OK ?"
He nods affirmation.
As we hit the gradient just beyond the Pokegama west siding switch we're doing better than 35 mph and still picking up speed.
"This one rides good, "K. C. says loudly of 1790.
I wave yes and nod.
When we reach the left curvature, I look back over the train. No fire. No smoke. No sparks or bouncing cars. Wh= ile I look at the train, K. C. is looking at me, waiting for my call.
"OK," with a highball wave.
He nods.
All our block signals have been showing green. At Anton we reach double track, and a facing point spring sw= itch with facing point lock. This allows normal track speed over the switch. (Wi= th a f= acing point lock the speed limit is 30 mph.) The locomotives work hard on the 1% gradient from Central Avenue to Carlton. The 4.3 miles from Pokegama to Ant= on climbs 119 feet, and includes 1.25 miles of 0.85% gradient. Our speed has slowed to 20 or 25 mph at Anton.
"Clear !"
Clear
We continue toward State Line tower.
"Clear."
Clear.
The distant signal of the GN interlocking at State Line is yellow, = and remains yellow.
"Yellow Block!"
Yellow Block
The hogger begins easing a few notches off the throttle, then a few more. I adjust the stoker and water feeds. At State Line, 3.2 miles from Anton, we have gained another 104 feet of elevation, including 1.0 mile of 1.00% gradient. A 1.00% gradient is an elevation gam = of 52.8 ft/mile.
"Red on State Line !" Called entering a left curve.
Red on State Line
Swinging into the left curve, he again ea= ses off on the throttle, but keeps 1707 pushing until he wants to st= op. We stop at 1:20 PM with 1707 pushing the slack in.
"Suppose it's an eastbound ?"
"Here he comes now !" Casey declares.
A 2-8-8-0 simple articulated drif= ts by on the way to Superior's Allouez Yard. 1 close the inspirator and = give the fire a shot of coal. The GN has at least 180 seventy five ton ore jimmi= es, the equivalent of 96 to 105 gross tons per car. The first 50 or so appear to have retainers set up, see Note [5]. Smoke from the brake shoes and = oil spatter on wheels surround the cars in a light blue haze. The Great Northern operates a double track line from Allouez to Brookston, which incl= udes a = gauntlet track over a bridge somewhat west of State Line tower. At Brookston the Kel= ly Lake line to the Missabe Range leaves the main line to Grand Rapids. Just as the eastbound's caboose goes by, a westbound 2-8-8-0 comes charging by at over = 20 mph with more than 180 empties. Finally they're gone and the home signal changes.
"Clear Block."
Clear Block.
With two longs, the 1790 whistles off. As the throttle is eased out, starting one car at a time, we slowly pull out the slack. I'm looking back towards the 1707 as she starts to exhaust.
"They're Moving !" I shout.
Good
Before the first train passed State Line tower I began building the = fire and checking the water level. Double-track becomes single track just before= the two diamonds. It is single track all the way to Ironton. State Line to Wrenshal= l is 4.7 miles; we gain 128 feet in elevation and traverse about 1 1/2 miles of compensated reverse curves, left to right, right, right again, left, and finally another to the right. (Compensated curve indicates the gradient on = the curvature is reduced so that the extra drag imposed by the curvature will n= ot cause the train to stall.) Engineer Dufferan calls out loudly as we top the gradient a half mile east of Wrenshall.
"Clear Board !" See Note [3].
Clear Board
We begin to pick up speed.
"Clear Block!"
Clear block
At 1 3/4 miles from Carlton we will have added 60 feet of elevation, of which 18 feet thereof will be lost in the = next 1 mile to the water stop. At the top of the grade the boiler water level will change from a 1/2 glass to 1/4 glass. The change in gradient is reflected in the boiler water level. To compensate, 1 left the inspirator operating until about a 1/2 glass of water was indicated and the steam pressure dropp= ed to 195 psi on the gauge.
Stopping short of the Carlton—Wrenshall highway crossing, the brakeman cut off engine and tender and aux. water tender (leaving angle cock on train open), then walke= d to flag the crossing. We pulled ahead slowly, whistling softly over crossing, stopping at= the water plug. It's 1:55 PM. The hogger had a spot and made only one stop for both tenders. He did not whistle out a flagman for we were in Yard Limits. Carlton has a 4-stall engine house, coaling facility, water tank and several stand = pipes and a wye. Five or six locomotives are stabled here. The engineer will insp= ect 1790 and oil ar= ound. I will take water in both tanks. After checking the coal supply, I tell Joh= nny we have plenty= to make McGregor. He looks and agrees. Scrambling down the gangway steps, I climb up the = side of auxiliary tender, get the water crane hook and swing stand pipe around. = I open the manho= le cover, push the spout down, hold it down and open valve slowly till full, c= lose valve, lift spout, close manhole cover. Next push stand pipe to tender and follow the same procedure. It takes a mighty push to swing the stand pipe b= ack from the tender so that it latches in place. I shout to K.C. Duffern in cas= e he hasn't heard me slamming all the manhole covers shut on tenders.
Once back in the cab, I look first at the water glasses – OK – then at the fire. The steam gauge is showi= ng 198 psi, but the fire needs some coal to keep the steam pressure from saggi= ng. A little blower uses less coal. Taking the hand oiler, I put a few drops on the fire door, = try door—better, put a drop on the stoker (I do not wish to hand fire 70 square feet= of grate area pulling 5200 ton at 30mph.) Check the lubricators—both OK. The left lubricator, a two feed, is working. The other is a Detroit hydrostatic lubricator with a shut off lever the engineer can turn when standing to save oil.
All the while Jimmy flags the highway crossing, waiting for the 1790 to return to the train. When we back up, he flags crossing and boards the auxiliary tender. He makes the coupling, tests it, then comes up in the cab, where he takes me up on an offer of water and part of my seat box. The stoker is turning slowly, lightly feeding the fire. The engineer releases the train brakes while keeping the independent brake set on the 1790 to get all the slack in. Then he calls for the Great Northern Carlton interlocking plant signal.
There are eleven different calls at the Great Northern's interlocking tower in Carlton. Westward from the S= econd Sub-division over the double slip switch to westward on the Second Sub= division is two shorts-pause—two shorts. The tower immediately gives us the line up.<= /span>
"Clear on top!"
Clear on top.
Engineer Duffern whistles off, as Conductor Castle walking the tram
reaches the 1790 and climbs into the cab. Independent brakes released, we
start moving—slowly. I look at the fire and can see it plainly with o=
ur
light exhausts. Nice, level, no indications of clinkers. I look at the staybolts̵=
2;the
firebed appears to be about 5 inches thick—good for the hill.<=
/p>
All trains must register at Carlton, a chore our conductor will perf=
orm.
There is no train order signal here. Any orders, checks, or messages, will =
be
handed up on the right side by the Carlton operator as we pass the depot. Five hund=
red
feet before the depot we reach a left hand curvature. The rear brakem=
an
will cut off the 1707 so the helper can take water after crossing the Carlt=
on
Wrenshall highway. The 1790 has a spot marked and will stop the tram so the
caboose and helper 1707 will clear the west home signal on the Second
Sub-division. When the 1707 returns, the rear brakeman will cut in the air =
and
the conductor will make the air test. To do this the conductor signa=
ls
"Apply brakes," 1707 whistles—Apply brakes. On the 1=
790,
a service reduction is made applying the brakes. When the brakes apply on t=
he
caboose and 1707, the conductor signals "Release brakes." =
The 1707 whist=
les
again—Release brakes, and shoves in the slack. Carlton to McGregor As the 1790 rolls past the Carlton depot, the operator hands up orde=
rs
on the right side of the 1790 and conductor Castle gets off on the depot platform.=
The
orders are quickly placed on the clipboard and read over. I fill the hand-oiler agai=
n,
setting it on the drip tray to warm. We clank along, stopping so that the
caboose and 1707 clear the west home signal of the Carlton GN interlocking
plant. K.
C. Duffern passes the clipboard to me. "They look OK to you?" Received at Car=
lton;
clearance and orders no. 31 and 32 Train order 31 Extra 1790 west has right over engine extra 2210 east=
Carlton to McGregor and wait at: Cromwell until 2:55 PM Wright until 3:05 PM Tamarack until 3=
:17 PM Train order 32 After helping extra 1790 west, engine 1707 run engine extra Sawyer to Carlton. I read and check the clearance and orders,
then give them to Jimmy to read. See Note [5]. Once Jimmy has
looked them over, I take the clipboard and put it back in its place.=
"They look good, I can't see any problems." "That's good," comes the reply. Standing up, the engineer takes the
now-warm hand-oiler and says: "I'm going to look at the right piston r=
od
again. She seems to be not quite as oily as the other. I increased the oil =
flow
at the
water plug. Keep an eye on the 1707. If I get busy, let me know when she
couples on." "OK! I'll keep an eye on 1707." Jimmy and I talk about how nice Ot=
ter
Creek looks. Wouldn't it be great to wet a line for a couple of brook trout=
? We
could grill them in the firebox, something I had done a number of tunes when
working the Carlton switch. As we are talking, K. C. climbs back into the c=
ab. "That did it! She's OK now!" "I'm more glad than you are!" I
note. "Running boards, tallow pots, hot smoke boxes—are not my favorite wa=
y to
lubricate the engine!" He laughed heartily. I knew he had been there! "Here comes the 1707!" I call. Carlton's operator hands up orders to the 1707's crew as they pass t=
he
depot. These orders for the helper also contain running orders for 1707 =
to
return to Carlton from Sawyer. On cue, I start to slowly build the fire. We
have 197 psi on the gauge and 1/2 glass of water. Crack the blower to a
whisper—I want to keep it quiet so I can hear the 1707 whistle for the
air test. Jimmy pipes up, it's too hot for him, he's going back to the dog
house where it's cool. One short comes from the 1707's whistle. "Apply brakes," I call.=
"OK," engineer Duffern says out loud. He moves the automatic brake valve
from the running to the service position. Air exhaust starts, the br=
akes
are setting up. I open the blower valve some more. The gauge shows 198 psi,=
still 1/2 glass=
of
water. I blow each water gauge down and close the drain, the water bounces =
freely in each
gauge. The feather comes on the safety valve—Ssshhh. I put the inspir=
ator
on and
cut it down to 50%, the feather disappears. The brake valve exhaust stops. =
From
the conductor—Release brakes—then—HighbalI\ T=
he
1707 whistles off. "Release brakes! Highball!" I call. The 1790's engineer releases the
brakes and waits for the release. Behind us the 1707 is now leaning lightly
against our caboose. He'll push in the slack when the brakes release. The 1=
790,
along with
half our train, is on a 1% grade. The 1707, and the rear half of our train,=
is
on a 0.3% grade. The hogger looks at me. "Ready kid?" Yup let's go! Simultaneously, we look at our
watches—2:17 PM. I glance back at the 1707. She's starting
for
engine extra 2210 east. &n=
bsp; =
; &n=
bsp; =
; &n=
bsp; =
; &n=
bsp; =
; '
"The 1707 is exhausting—shoving in the slack."
The 1790's throttle is eased out starting one car at a time, a bit of sand and more throttle.
"The 1707's moving!"
OK.
The throttle is opened to the point where the 1790 barks out exhaust=
s.
We're going to work in earnest. Another shot of sand. I glance at the wat=
er
glass—a bit more than half. Inspirator on full. Feather on the pop again.
Now the 1790's working at 100% of cylinder capacity. I look back to the 170=
7.
She's doing the same, pretty good as she is waiting for overhaul at Brainer=
d.
Another shot of sand. Nine, then 10 mph, drivers slip 1/4 turn—more
sand! Engineer Duffern
shortens the cut-off two notches. Our entire train is now on 1.00% grade. B=
oth
engines are working hard. The 1790slips 1/2 turn. Again, a shot of sand. The
lead engine may be slippery due to rail conditions.
Two children watch us go by. They cover their ears against our locomotive's exhaust and quickly return our waves from the cab, then quickly cover there ears again.
Four exhausts per second. Sixteen feet per seconds (ips). Twelve mph. The hogger shortens the cut-off ano= ther two notches; the stack talk quiets. There goes the west switch of Carlton's= north siding. = I look things over. Lubricator feeds—OK. Water—Good. Water Regulator valve— Open wide. Feather—Good. Stack—Clear. Fire—Dazzling white.
A W-3's maximum hp (horsepower) output is at about 36 mph. These straight-forward machines are among the earliest large-boilered 2-8-2s. Many changes and improvements have been made over the years. Equipment, combined with high grade Eastern coals push them= to near 3000 hp. The 1790 and 1707 are running flat out to move this 5,000 ton train on = this gradient. According to the Special Instructions, maximum tonnage for two W-3s fr= om Carlton to Sawyer is 5,200 tons. This represents the heaviest train these m= achines should be able to start on this gradient.
Mile Post 30. Bridge 30. We're mov= ing about 14 to 17 mph, tac= kling 2 miles of 1.0% gradient. There is a sag at MP32—Iverson – and = also a 3/4 mile sag at MP 33. The remainder to MP 35 is all 1.0% gradient.= A left curvature at MP 34 will give a chance to look over train. I give boghead thumbs up—= ;he nods. From MP 36.5 to MP 37.5 the grade fluctuates from 0.5 to 1.25%—we'll decelerate, accelerate, decelerate, accelerate, etc. to the crest at Sawyer.
Carlton to Sawyer is 9.7miles. the
elevation increases 235 feet. Hills and dales cover the rail
Here comes Sawyer. We accelerate rapidly on the slight downgrade—20, 25, 30, 35 mph . . Slam The locomotive lurches as the slack runs out. The 1707 has been cut off, it's only us now.=
"He's off!" shouts the engineer. I look at my watch, it's 2:42 PM.
My last view of the 1707 was as she was entering the siding to wye. He has the train orders to return to Carlton, at which time he will most likely receive running orders to Duluth.
From Carlton to Staples the Second Sub-division is dark, no automat= ic block signals. However, at McGregor, the SOO Line has an interlocking plant w= ith distant and home signals, governing the junction with the Northern Pacific's Lake Superior Division. There is a Spring Switch at Deerwood.
K.C. Duffern gets up and comes over to my side of the cab.
"I hope somebody decides that this pit run gravel is punishing= the equipment!"
"I know, I've hit bottom on the seat= box springs a few times!" I reply as we bounce along over gravel put dow= n in the 1940s. On top of it is 90 pound rail laid between 1910 and 1920.=
"Boy, when we hit curves with crushed rock ballast and 115 pound rail it is a relief to rest!"
He smiles and sits back down. I g= et up, looking at the fire through the stoker ports. I look at the stack and s= ee it is still clear—very little indication of trailing smoke. The engin= eer has the throttle set just right! My inspirator, at 100%, is taking care of = our steam requirements. I walked over to his side. The tender water gauge shows more t= han 1/2 full.
"You suppose 2210 is at Cromwell? He's obviously coming from Brainerd shops."
"Probably! "K. C. answers.
Corona goes by. The 1790 is continuing to roll at 35 mph + and Cromw= ell is only 1-1/2 miles.
"Yellow board!"
Yellow.
"There she is—2210!" The engineer shouts and I wave = OK..
We're down to about 30 mph with our tram still hanging over the hill. The Cromwell depot is on the left. T= he engineer starts whistling for crossings. I watch the crossings and look for= the operator. The operator put the flimsies on the train order stand. The lower= set is for the caboose; the upper for the head end crew. The operator steps b= ack to watch the train and give us a roll-by. I concentrate on grabbing the ord= ers, while hanging on to the stoker valve. Head down, cap down, ducking behind t= he windshield, holding out the arm, leaning out the window, making a fist, bei= ng steady in case= the locomotive lurches—I punch my hand and lower arm through the string l= oop.
"Got it!" I yell.
I take the orders over to the engineer, then scramble back to my seat box. Accelerating past 35 mph I che= ck the train as we round a left curvature. I look back at the hogger—he's reading—he's finished. He walks over with orders on the clipboard.
"My side's running good," I tell him.
"OK. Check these."
Clearance &nbs=
p;
train orders 39 and 42 Train order 39
Extra=
1790 west has right over all tr=
ains
McGregor to Deerwood and wait at Lansford until 4:10 Kimberly until 4:19 Aitkin until 4:40=
for
extra 1657 east.
Train order 42
Extra 1790 west hold main track at De=
erwood
to the
Fourth Sub-division crossover west=
of
the Deerwood depot after 5:05
PM.
Extra 1790 west has right over all tr=
ains
Deerwood to Ironton.
I read and check the clearance and orders then report, "Clearan= ce and orders are OK." Over the next 8 1/2 m