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- เผยแพร่เมื่อ 20 ส.ค. 2024
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![[SFS] This is a boxcar that ruined our week.](/img/n.gif)
please share this video on your social media. There was so much work involved with making this 30 minute special, so I'd like to see it reach a bigger audience. Thanks.
Done!!
One thing I didn't realize Ebola yard was almost 5 hours from Philadelphia area. I sure that layout had connection to Philadelphia and South Jersey div..
It’s funny. I’m a pilot. I’ve always wanted to be an engineer. It seems harder to work a train and plan for far ahead than it does to fly an airplane.
Great video... I have to reiterate that Wick Moorman was probably the best boss ever. He knew the railroad inside out, and made a point of knowing his people.
I thought David Goode did a good job fighting to keep John Snow from taking the cream of the crop when conrail was carved up, it saved the Baltimore Service Land from the NS ( old n&w ) axe……1996-1999……ms~~~
I was engineer/conductor/trainman/fireman on the Kalamazoo Lake Shore & Chicago Railroad out of Paw Paw, MI from 1988-1994. I ran GP-7s, E-8A, and FP7A. I enjoyed working any job on the short line. Scenic. Dinner. Freight. 85 was my favorite engine by far. She was an ex Santa Fe rebuild.
I have had a couple of very close calls with cars. Once on the Dinner Train with a GP-7, I lost sight of the car going from left to right under the short hood. I about broke the steel whistle cord pulling so hard. My orders were to not touch the brakes unless you hit the car. Emergency only if you have the car pinned to the nose. Controlled stop clearing the road crossing if the car is knocked clear of the train. Hard to do at the moment. I was once running 85 light backwards. The driver saw my engine, but assumed i was going forward. When he realized his mistake, he had a choice. He could hit my fuel tank or take the ditch. He chose the ditch just missing the crossbuck sign mounted on railroad rail. The driver and passenger was very happy that the ditch was all they hit!
I learned from a couple of former GTW engineers what 85 could and couldn't do. Wise engineers. They as I say, "Could make 85 do everything, but sit up and beg!" When conducting for them, I had to up my game to try to match their skill when switching. They had the softest touch when coupling onto a car.
I learned the test of an engineer on KLS&C wasn't how fast you could run, but how smooth you could run slow.
Once on a snow train, we ran in a blizzard. Near Hartford, MI, there was a shallow cut in a "S" curve. It was full of snow and then a couple of feet higher. I notched 85 up to 20 MPH and hit the snow. I had snow flying over the top of my cab. I couldn't see anything for a moment. When we pushed back to Paw Paw, most of the way all I could see was my long hood and half of the 1st coach car. The caboose and other coach I never saw. The conductor kept calling the crossings so I knew I had not lost him or the caboose!
We ran Santa Trains between Thanksgiving and Christmas on the weekends. These were very popular trains. When conducting, I would wear my snow mobile suit, Air Force muck lucks, cold weather hat and shootist mittens. I dressed so warm I would stand on the caboose platform all the way back. I got too warm very quickly if I ducked inside the caboose! One Santa run, after unloading the train at the tree farm, we went on to Lawrence to meet the lunch train. Santa wanted to wave at the lunch train passengers. I told Santa he could stand on the bottom step, but don't reach out beyond the side of the caboose. That end of the siding was on the inside of a curve. The Lunch Train cars, the middle of the cars would come close about a foot from the caboose. Santa later told me, that first car worried him, but trusted I was right. Once the car started to pass and move away, Santa relaxed. We had it measured just right by having 85 line up the pilot board on the front of the engine with the street curbing. Then we just fit for the meet!!
I loved my time on the KLS&C. I do miss it.
On the Santa Fe Illinois Division we had an engineer who loved railroading and was the best. Harry Rolland. He could tell stories like that going back to his days running and firing steam power. Passenger trains with ATC was 90 MPH. Harry would run ‘em as fast as it took to maintain on time performance.
I agree training is essential. I stayed as a conductor for same reason. I hired out in 1965 right after the 282 Award and my seniority as trainman was always much better as a conductor. Plus I maxed my pay and choice of runs. Then maxed my RR Retirement.
Great video!!! You should try to meet up with retired CSX engineer Mike Barnette. He has several videos on his channel he recorded before retiring in 2014 with almost 38yrs of service.
In the late 1980s and early 1990s, I used to get cab rides a from the WPFJ-10 crew switching cars in and out of Holmesburg Junction. FJ-10 always had good engines, especially SW-1001 GP 15
It is great to hear the engineers talk about the job.
DJ thanks so much for the intervention with TODD is really enjoyed what he had to say about his career. can't wait to see his lay out .my friend just retired after 43 years union pacific
I come in hot for crew change but i get my own little thrill from it is why i do it. Its amazing how relatable all these stories are from a complete different area and railroad. Im with FNBS over in missouri
The part about knowing when to hit the brakes is somewhat relatable to me as a trucker . And old timer told me years ago (almost 50) that you can go down the same grade a million times geared down and live to talk about it snd one time let it fly and not
Coming’ in hot? Then miss the spot. We had a saying: “Well they moved the depot again”😂
I hired on Penn Central in March of 1974. I Fired on the North East Corridor on mainly conventional 80 MPH Passenger Trains. Until the Budd MU Metroliners were being removed from service and replaced with Amfleet Passenger Cars. Until the AEM-7’s began arriving and put in service on Metroliner Service. The Metroliner would have a GG-1 a Mail Coach upgraded to go 125 Mph and provide HEP to the coaches. I signed up at Sunny Side Yard Queens NYC or Penn Station NYC to Union Station Washington DC and return. A few years before Conrail was dissolved into CSX,Northfork Southern, Amtrak and the other various state run commuter trains. There were Erie Lackawanna Engineers that were demoted to firemen. And would work the NY Firemen Extra List. I went to LETP in August 1975 and was promoted to Locomotive Engineer in July 1976. I was a Fireman up until Conrail broke up. I would, especially in the summer. I would either get moved up to Locomotive Engineer or be called out on my relief days as a Locomotive Engineer . Anyway I would get one these Erie Lackawanna Locomotive Engineers. As my fireman. Every one of them were hired on the railroad before I was born. I couldn’t believe that these Erie guys were absolutely afraid to go over 60 MPH. Not one of them that fired for me. Would run a Metroliner. Every one of them would be nervous wrecks. On the Metroliner I was running. The schedules didn’t allow you to make up more than 2 or 3 minutes . And that was running the balls of the train.I and all the other Penn Central Locomotive Engineers. would do track speed up to 125 mph a lot at all times. Going East at 125 mph there is Elisabeth Curve that is 55 mph. I would wait until the last second to make a minimum brake pipe reduction then as soon as the trains brakes went on . I would go to full service on the Automatic Brake Valve. As soon as I could feel the brakes were fully applied. I would go to electric holding,(EP Brake.)Then release the EP brake that would instantly release the trains brakes. My train would be right at 55 mph as I hit the curve. The Erie Fireman would be crapping his pants. I couldn’t believe these men that were on the railroad before I was born. Were such pussys. The only thing I was worried about when I was permanently promoted. Was possibly being forced assigned to the Extra List. I never worked the extra list. I was fortunate to never have to work the extra list. Because I felt like the railroad would own me. You couldn’t refuse any job you were called out for. When I was permanently promoted. I Qualified from Boston Mass to Washington DC and Harrisburg and on all freight and passenger line on the former Penn Central Eastern Division. The Cracker Jack,Erie Lackawanna,Reading, Leigh Valley and CNJ lines.
PS. I would also run freight trains from Meadows Yard,Greenville Yard or Waverly yard. NJ. To either Potomac Yard in Alexandria Virginia or Harrisburg or Enola yard Pennsylvania. The truck trains that mostly went to Potomac Yard Alexandria Virginia would sometimes have 120 cars. Many of the freight trains would have over 100 cars. I didn’t like loaded ore trains because of the 30 mph maximum speed. Freight trains were very easy to run. You just had to take your time and always with any train. Have it under control at all times. I never had the Conductor and or Flagman in the Caboose ever complain about a rough ride. In fact most of these men would complement me on the smooth ride.
Great story and details that many readers will appreciate. Thanks for sharing!!!
Working for the rail road has always been my dream job since I was little. I want this as a career. I want to learn the job, and learn from the guys on the job who have been doing this for years. I’ll be going for training in a few weeks and I’ve already been studying and practicing and remembering signals so that I can be better at the job, and anything else that I don’t understand in class, I have more time to focus on it because I already understood a long time ago some of the easier stuff.
Thanks for this. Very enjoyable.
Glad you enjoyed it!
These Engineer story videos are the best. Thank you. Great job.
As a former Conway Trainmaster I can tell you we relied on the helpers to get tonnage out of the yard. Even with DP’s most trains we sent out required a push for the mountains. Just needed a to make sure they could get out of the yard and over the OC bridge 😂
Great Interview with Todd. Thanks DJ! 👍🙏
On the GN 250 empty grain box Superior, WI to Cass Lake, MN with one SD9 in the sixty's. That was normal both ways. 300 empty ore Jim's headed West for sugar beet loading. Loaded ore cars, 256 from the range to Superior, WI, brakeman failed to make the proper cut as usual was 220. That was as a Brakeman. later I was an Engineer on the Soo Line.
I just had 146 empty auto racks. 13,900'. sigh
Great interview with Todd DJ!!
As an OTR Trucker for the last 17
years I had to learn to be patient,
sitting in backups on the highway
from construction zones, bad weather or accidents plus setting
in docks waiting for hours to be
loaded or unloaded its always
hurry up and wait!! The great thing
is I keep a notebook with me and
take notes on spur track arraignment
and building design of the factories
I go to for future reference so I can
scratch build interesting buildings
when I finally get the chance to build
a layout!!!
Excellent video DJ. So interesting to hear you guys talk about what you do and go through being an engineer. Love your video’s.
Awesome interview hope you have do more of these!!
this week.
Great presentation and fun to learn from actual "doers" on the railroad. Thanks.
Thank you. I loved this s type of video. Very enjoyable. Thank you. John in Ohio
Excellent interview video, DJ. The stories could have gone on for days and not one bored viewer. Cheers, Bob
I agree! I can listen to those stories all day.
This was really interesting, more REAL railroad conversations please!
i feel like i could sit down with this guy & just talk with him for hours
He is very easy to talk to.
That was a very enjoyable and informative 30 minutes. Thank-you for producing this!
This talk of big trains make's me chuckle, because it reminded me of a video i watched about a " ha ha- GIANT TRAIN" in Germany. When it started the voice said the GIANT TRAIN had 32 cars.
Hahaha
The manufacturer of those N Scale train cars should give that man an award for single-handedly keeping them in business.
Micro trains does love Todd
It's good to hear someone enjoys F units and loved running them. I know we sure didn't!!!
LOL!!!
DJ interesting video to hear what goes on being a Engineer.Hope you and your fellow workers get what you want in your contract.Stay safe,and Happy Holidays.☮
Great interview, good questions. Good guys to learn under. Thank you.
Thank you DJ this was awesome and my favorite engine was the SD-45 🙂 and Todd was awesome thanks
mine,,,sd40-2.....long porches!
@@railfan100 cool, i love sd 45 flared radiator fans aweasome 🙂
Good stuff
Glad you enjoyed
Great video DJ as usual! 👍👍👍Watched it twice
Thanks buddy!
GP7 & GP9 sound nice. My wife had a picture of the B.A.R. 1976 framed & it hangs in my home. I liked taking care of the other, patients.
Jeez, coming from my in-laws who were engineers in Germany, this was very interesting, I had ridden that Amtrak in horseshoe curve, thanks very much...
Love this!! Thank you gentlemen.
Great video DJ, always nice to hear the knowledge and lessons from you well seasoned experienced hoggers. cheers from a Conductor here in Canada (CN)
Great interview. Thanks DJ and Todd!
Great video. Two people who know and love their job. You have to have confidence in your equipment and confidence in your co workers or you can't do your job --- safely.
Thank you soooo much for this great video! I’m sure both of you have some great stories to tell. Stay safe. Ron
This was a fantastic video, DJ! I could've listened to you and Todd for hours!!
Wow, thanks!
HI DJ, Another Great Video and I agree with Todd, Wick treated us the same in the engine house. I'm not going to say he was the greatest CEO ever as all CEO's have to make tough decisions. But he'd stop in the engine house and talk with us and take our questions. I honestly believed he truly did care about everyone who had boots on the ground. Just from moving locomotives in engine house territory, I agree, one of the hardest thing to do is move one locomotive at 5 mph. What's even more fun is trying to spot a locomotive on the drop table or wheel true machine. Have you ever tried to move a locomotive 5 inches? Now as someone who maintain locomotives, my favorite are GE's. Sadly EMD tends to put major components in hard to access areas, which just adds to the frustration of trying to maintain the locomotive. So far it just seems GE's are more maintenance friendly. Cheers, Rich S.
Fantastic interview,I enjoyed it very much! Thanks for sharing this with us.
Awesome video I always thought railroaders have the best stories
Great insights from the pros. Thanks for posting and sharing this!
Excellent interview! Thanks!
Nice Video
Did he run very many ATSF run thru power? What was his opinion?
We, ATSF, interchanged with the old NYC Kankakee Belt at Streator, IL. After 1968 they built a direct connection to run entire trains thru Streator. Trouble was many times PC would keep our power and send us the junk power and cabooses back west. Since ATSF had ATC until 1970 we had to bring out a Santa Fe lead unit to run on the ATSF mainline at 55-70 MPH. So after ATSF replaced ATC with the standard block signals we ran PC, then CR power thru to KC, KS. ATSF power stayed on the CR😢.
Loved this, shared with My family, thanks DJ
That made my day
Thanks for another great video DJ .
I had to add that I always wanted to work for a railroad. Unfortunately, class 1 railroads and many short line railroads will not hire individuals that have mobility issues for train operations. I am not saying they won't hire individuals with disabilities at all, it just finding the right position in the right department. I guess I gave up too quickly and almost at the age, the window closed and locked for me. Happy Holidays Mr. DJ
I understand.
This was a great video! Please do more!
Great stories. Thanks for sharing
Great interview! Your mug ad needs a snappy jingle.
Thank you DJ very interesting enjoy watching your viedos very educational railfan Tommy
Loved the video Dj
At double track railroad crossings I often see impatient bicyclists & pedestrians go around the lowered gates right after only one train passes not thinking a second train might come on the other track.
Its scary
@@djstrains people who do dumb & dangerous stuff like that think they're cutting their travel time short just to get where they're headed to but are actually cutting their lives short. When you take dangerous short cuts like that, you're taking a short cut to the grave. It's better to lose a few minutes in your life than to lose your life in a few minutes.
Nice work, gentlemen.
Awesome video really enjoyed it SOLID GOLD 👌! I mean it's DJ'sTrains and Todd Treaster you can't go wrong. Keep Highballing Hogger 👉
LOL!!
This is a fantastic video!
I appreciate that. Lots of work involved.
We ran 79 on the bergen counity till people ran around the gates now so many restrictions
Really enjoyed this video DJ. Have you ever run to North Baltimore OH? That CSX yard is not far from me, love the channel.
No, I stopped going west of new castle in 2007
God bless you both
Thank you! Very kind! You also!
Thanks for sharing these videos, love the railroader stories. I’m a retired Amtrak engineer, and an HO modeler myself. I’ve been thinking about doing stories on my channel myself, have some cab ride videos up from almost 20yrs ago, feel free to check out.
He referenced the OJ Simpson trial. It was a Friday, I was in 5th grade lol. It was big news that day.
Just watch your 2024 video so sorry to here that some people just have to upset good things enjoy your videos god bless and best wishes to you and family
Thanks for understanding
Take care
Rail on, safe. DJ. 👍♥️
Very nice to hair experience engineers talk shop one thing I do miss God bless be safe highest respect for you guys on what you do
Thanks 👍
I watched this acouple times now, it is great as I said before, question that came to my mind recently is did you do a video on his model railroad while you were there? With the commentary that would be great as well.
Still editing it. The unedited version is on my patreon site right now. I am adding text and stuff. Its REALLY good.
Quite enjoyable. I liked your video clips illustrating some of the trains and operations he talked about.
Funny that when I was a trainee, the old heads were the ones ignoring the safety rules & (sometimes) telling me "don't YOU do this." I'd cringe as the most senior conductor would squeeze between couplers to change sides. Especially because a classmate in another town got coupled up his first week of OJT. That same conductor told me not to go back in the yard and watch our shove the day some switches in that yard had been maintained. About ten cars went on the ground before the engineer realized it and stopped. At least I got to see RJ Corman put them back on the rails. They cleaned up all the spilled coke over the weekend. The Trainmaster came out to supervise, but never even asked why it happened.
Dominic, You requested that we don't ask a question before checking the videos first to see if you already answered it. I think I have a good one. I just saw a youtuber post a video of a 193 car train in Hamilton, Ohio. It must have been close to two miles long. How on earth would a railroad find enough trackage to assemble such a monster ? What's the longest freight train that you are aware of ? How long would a behemoth like this take to put together ? How many hostlers and brakemen might be involved ? Can this task be done in under a week ? Are these excess length freights the cause of much havoc ? Derailments, impatient motorists with bad judgement ? Ambulances caught up in the traffic mire and emergencies not handled in time ? Whew !
Covered in this video
Thoroughly enjoyed this👍👍
Great conversation, I’m only like 5 minutes in…
Funny you guys mention the airline pilots being fascinated in what we do, I’ve had guys that flew fighter jets in combat to FedEx cargo pilots, and they all had nothing but questions about the job, it’s kind of flattering that they are so interested. Though as you guys said, their job is far harder, I would love picking their brain as well.
Speaking of running hot, I loved that part of running passenger, friend who was a dispatcher would always asked how I would manage to get in so early at the end of the line.:-)
Pilot here. I think many of chose aviation because we’re into machines, physics, and transportation. While my career is in aviation, I’m equally fascinated by the railroad and maritime operations.
@@bradzeigler I agree, I’m one of those kids that grew up tinkering, taking things apart to see how they worked, came from a family of mechanics on my moms side, I’ve always liked all things mechanical. It was great to live a childhood dream job, unfortunately it was cut short by a work injury, but I can say with pride I achieved my goal.
one thing i learned real fast, when you get in trouble on the rr the entire rr will know about real fast, so never try to cover up a mistake you made on a rr.
100% agree
second time watching this. just in case I missed something the first time.
Is there going to be a part 2 of the interview
Yes, it’s coming this month and it’s about his layout
Engineers always told me they would stop a passger train on plate forums ues a telephone pole or like your freid said just no were to stop
Or mile marker depending on were platform is
cool
Hello DJ. If seen alot of your video about locomotive operation. There a few questions I'd you to answer in your next video. The 1st question ) for a new hire do they start as a yard switcher, then move up into the heave pull on main line?? 2nd question you talk about derailment or collision. Can you explain the process a crew must do after an emergency emergency emergency has occurred?? I'm looking forward to hear back about these questions. Thanks DJ
you bounce around from yard to road, no progression. more random. After emergency, call dispatcher and wait for the bosses to piss test and written statements.
One more question for you DJ. If you work 12hr shift. When does your shift start?? When you get on the engine??
no. I get called at 2:30 am for 4:30 a.m. It starts EXACTLY at 4:30 until 4:30 pm. Not one minute over.
Wow. And I'm assuming you can be fired if you're one min over??
Did i hear correctly the longer trains are a bit easier to stop ? Or am i wrong
Correct
@@djstrains thank you , more braking power im assuming
correct
At 22:32 what was that whisper?.. Yous both sort of looked around but want to know if that was a person getting your attention or a paranaormal activity lol
he had his grand daughter nearby. cute kid.
So why is it that passenger trains get to move faster than freight trains just out of curiosity
They have a faster braking system, they are lighter and can stop quicker, and have higher priority. (MY GUESSES)
LoL. You guys have the same problem with your Newbies as we do with the new POS truck drivers. This young guys know everything. They don't want to listen. And they have to be home all the time. They hardly make truck drivers. So I know that they would never make it on the Railroad. Great Video. Stay Safe out There 🇺🇸 👍🏆
Hey Todd you can train me, sign me up
MIKE! LOL!!!
DJ what the hell is all the background noise?! I’m done.
it was an open house and there was other guests there, I did the best I could.
"You can always get another horse." What a jerk comment.
Lol, human life over a horse. How is that a jerk?
just to mention the east slope ar to alto going down the mountain some engine men would use the feed valve to desend the hill, and i knew it was against the rules to do that, but hell i was just the front braky so what could have done? yes put it in the big hole and if something derailed i would pay the price along with the guy who did it.