Keith,
Depending of the laws, crew can only work for say 16 hours.
At that point they can no longer work. Say they are working
from Northtown to La Crosse, 16 hours and that's it. Then they
need to call another crew to finish the work.
That kind of work is not usually that great as far as money.
On the other hand I have many times three dog catches with
only one crew. Many times that can be almost as much as three
days of work and they are still back home.
Russ
----- Original Message -----
From: "Keith Nystedt" <keithnystedt@yahoo.com>
To: <CBQ@yahoogroups.com>
Sent: Tuesday, 23 June, 2009 18:42
Subject: Re: [CBQ] Doubleheading and Shoving.
> Russ, Can you explain the term dog catch for those of us that haven't
> worked on a RR?
>
>
> Keith Nystedt
> Phone 630-697-1334
> Fax 630-416-8777
>
> --- On Fri, 6/19/09, Russ Strodtz <normansen@groundcontrol.us> wrote:
>
>
> From: Russ Strodtz <normansen@groundcontrol.us>
> Subject: Re: [CBQ] Doubleheading and Shoving.
> To: CBQ@yahoogroups.com
> Date: Friday, June 19, 2009, 12:48 PM
>
>
>
>
>
>
>
>
> Karl,
>
> One time they tried, yet again, to run a business car on #98 and run
> them Northtown to Cicero. They started by dog catch between Northtown
> and LaCrosse. Next was dog catch off the CCP. At that point management
> had enough of #98. As soon as they stopped at Savanna there were taxi's
> on their ride to take drive to Chicago on the highway.
>
> Russ
> ----- Original Message -----
> From: "Karl L Rethwisch" <qrailroadman@ yahoo.com>
> To: <CBQ@yahoogroups. com>
> Sent: Friday, 19 June, 2009 11:44
> Subject: [CBQ] Doubleheading and Shoving.
>
>> Burke !! Someone with a track profile handy correct me if I'm wrong but
>> stays in mind that Burke was .87%, against eastward trains, not even a a
>> good ol', full fledged ONE PERCENT!
>> Leo brings back "fond" memories of that darned "hill".
>>
>> In the mid-seventies we were introduced to the "98" syndrome. Seems that
>> 98 was now handling all leftover 82 and 182 traffic out of the Cities,
>> carrying "shorts" and, generally, everything else that somebody thought
>> should end up in Cicero.
>>
>> I knew somthin' was up due the fact that an RFE was waitin' for us at the
>> Yard Office when we showed up for 98 that morning.
>>
>> Seems that after a few months of extraordinarily substandard performance
>> and numerous stalls and Engineers' complaints, a Company officer, I C
>> Ethington, hooked a business car on the rear end of one of these gems at
>> St. Paul to see, first hand, what all the "noise" was about. His trip to
>> Savanna was, I'm sure, uneventful. The "event" most noticeable to all who
>> were interested in train performance occurred less than 10 min. after our
>> departure from Sav. "Departure" is actually incorrect. I couldn't get the
>> rear of the train out of Yard Limits.
>>
>> Well, Jimmy Palmer had been called for 82, about 15 min. behind us so,
>> since he couldn't go anywhere with us tyin' up the RR, he was selected as
>> the most logical cure for an illogical situation. With Ivan's business
>> car sittin' dead on the main Jim cut his engine off and came up behind us
>> to "assist". In the usual, informal practices of the day, Jim locked
>> horns with the business car and started shovin'. As soon as I felt a
>> nudge I started pullin' and away we went. Now, with 7 units dedicated to
>> serving the "wonder train", we made a very impressive attack on "the
>> hill".
>>
>> As my engine passed beneath the overhead bridge that was midway between
>> siding switches and a sign that the hill was "made", I asked Jim to pull
>> the pin and "give me my train back" which is to say, ease off the power
>> until all the slack had been stretched outta my train and we could be on
>> our way. As my train started down the east side of Burke, toward Dagett,
>> I hadn't felt the slack run out and inquired of Jim, "ya gonna let go of
>> me or what?". Jim responded that they couldn't pull the pin on his engine
>> but the "Boss" was commin' outta his car and was gonna pull the chain,
>> attached to the pin, on the business car. Soon we just so many
>> ton-miles-per- freight-train- hour again. All went well 'till, after
>> leavin' Milledgeville where, as Leo mentioned, lies Hazelhurst, another
>> hill. We managed to grunt over Hazelhurst and make a gallant run through
>> Polo to conquer Stratford hill. This train had NO problems with downhill
>> I might add. As we climbed up
> Stratford hill the speed really took a dive. We were instructed by the
> "Boss" to do EVERYTHING the engine could do to get over the top which, I
> concluded, put a temporary moratorium on the ol' "Short Time" ratings on
> the motors. Well, "all" the engine could do simply wasn't good enough, we
> stalled again. Jimmy to the rescue, again. Have you ever smelled "toasted"
> Mylar??
>>
>> The remainder of the trip was every bit as lackluster as the part just
>> described but, for about a month or so, we had considerably better power
>> on sweet 98. Soon, same-ol', same-ol'.
>>
>> Karl
>>
>
> [Non-text portions of this message have been removed]
>
>
>
>
>
>
>
>
>
>
>
>
>
>
>
>
>
>
>
> [Non-text portions of this message have been removed]
>
>
>
> ------------------------------------
>
> Yahoo! Groups Links
>
>
>
>
------------------------------------
Yahoo! Groups Links
<*> To visit your group on the web, go to:
http://groups.yahoo.com/group/CBQ/
<*> Your email settings:
Individual Email | Traditional
<*> To change settings online go to:
http://groups.yahoo.com/group/CBQ/join
(Yahoo! ID required)
<*> To change settings via email:
mailto:CBQ-digest@yahoogroups.com
mailto:CBQ-fullfeatured@yahoogroups.com
<*> To unsubscribe from this group, send an email to:
CBQ-unsubscribe@yahoogroups.com
<*> Your use of Yahoo! Groups is subject to:
http://docs.yahoo.com/info/terms/
|