Back in the late '90's I worked at a small hi-tech call center called 800 Support. They had recently changed their name from 900 Support because 900 numbers were synonymous with phone sex at that time. Changing the name didn't change the culture. We had a small budget for our Company picnic and had to settle for a Clown as our entertainment. There was lots of talk in the social committee meetings about how we could easily have a better picnic next year. The big Blow-Up slide was the clear favorite in the unofficial voting.
Then we arrived at Cook Park to find the place is full because Intel is also having their Company Picnic at the same time. We were limited to a small corner of the park with our Clown while Intel got the rest of the park for their Petting Zoo, Carnival equipment and best of all an Elephant for the kids to ride. Talk about picnic envy, we were wanting to crash that party for sure.
We kept wondering what they would do to top that picnic next year. What could they possibly get that is bigger than an Elephant? A Whale might be bigger but the kids can't ride. It's like the escalating Birthday Party for kids that go from costume themes to the famous Clown again and it can only end with a Pony to ride for entertainment. But what do you get the year after the Pony? A herd of Ponies? Clowns on Ponies? Ponies on Clowns?
The next year we couldn't even afford the cost of a full picnic so we had to settle for a Bowling trip and all the people complained that last year was better. That was when the Social Committee turned into the anti-Social Committee and we ended up with no picnic the year after that.
There was a time when we were jealous of Intel and their Elephant but then it turned into proof of their excess. We finally realized you can't live up to last year so don't even try. Now days most people are happy to go Bowling but I am still dreaming of the day we get a Dinosaur for our next Company Picnic. Nothing could be bigger than a Dino.
Monday, July 18, 2011
Monday, July 11, 2011
Railroad Days: Snow Removal – Day2
The kids woke us woke up around midnight because the power was out so I had to go outside to start up the diesel generator and found at least two more feet of fresh snow on the ground. I hated that generator because it sounds like a jet liner landing in our yard all night long but I still managed to get a couple more hours sleep before the work starts again.
Ray Smith the Roadmaster was pounding on the door at 4am reminding us to be ready by 5 as that was the end of the required 8 hours rest. Ray didn't make it up the hill on his own, there was no way to drive even the best truck through all that snow. He was following Jimmy Stokes on the Road Grader which was assigned to clear the road from Highway 58 up to Fields and back twice a day if needed for the school kids to make the bus run.
There had been a few trains overnight and they reported heavy ice building up in the tunnels and also the switch heater is out at East Abernethy. Then we got word from the Dispatcher that PGE was asking for a ride up to the pole line. We were glad to help them if it meant turning off that noisy generator so we made room for their snow cat in the Flanger. The last one to arrive was the Company switch heater expert from Eugene.
So we all crowded on board the Work Train, the 5 man gang from fields, the gas guy, the electric company fellows and the regular crew making it standing room only until we dropped off the two PGE's workers and their snow cat. The rest of us had to get off at the switch with the broken heater since the ice was so thick we couldn't proceed.
In nice weather this spot is a beautiful waterfall where you could see all the way to the Highway running along the river thousands of feet below. But now you can't see a hundred feet and it is all a big frozen mess we couldn't pass. The ice hangs off the tunnel ceiling like stalactites in a cave and we had to use the long aluminum poles with ice hook on the end to knock things loose. Without the rail heater the ice was threatening to stop all traffic but the expert got it going and things started draining again.
We made a quick run to the summit and then sat there letting a few trains run each way while we ate our lunches. All the while the temperature was falling along with the snow and the trainmen were reporting rough spots of ice and deep snow. The Work Train had to turn around on the "Y" track so the Flanger can stay in front going down hill.
Then we hit the tunnel-bridge-tunnel combination at milepost 542 where the ice had built up and the Flanger left the rails. All the Engine could do is pull the thing backwards until it hit the tunnel wall or push it forward until it banged into the bridge and finally the Engine crew was granted permission to return to Chemult to meet their relief crew out of Klamath Falls.
That's when the superintendent called for another Work Train to head up the hill with the Spreader . This was a big deal as we hadn't needed it for the last few years but this was officially bad enough to call out the heaviest piece of track equipment in the snow removal arsenal. The Spreader is a giant snow plow on the front with expansive hydraulic wings that can be adjusted to fit the contour on both sides of the tracks. The Work Train consists of two or more Engines and always included the Outfit car where workers can eat and sleep.
It takes at least three operators to move the snow, one for each wing and another for the Flanger blade in front. It takes great skill using the several levers to raise and lower, extend and retract, then set the angle to move the snow with precision and still keep the car on the rails. There had to be co-ordination between the two wings so that even if there was an empty chasm on one side you still had to extend the wing to balance the load.
Pete Gonzalez was the expert at operating the Spreader with more than 30 years on the hill. Pete called all the shots and had ultimate control of everything including the two Engines pushing from behind by using a one-of-a-kind remote control. It was the one exception when the Engineers had to let go of control, but only as long as Pete was pushing snow.
They cleared the way up to where we were stuck and actually used the Spreader wings to lift the Flanger back on the rail. The Flanger was taken down the hill and parked on the spur track at Frazier next to the tool house where we stored our motor car the day before.
Then we headed back up the hill to finish the Spreader work. Once again we made a quick preliminary run to the summit to let a few trains go through in each direction while turning the spreader on the "Y" track. It was getting near dark by now and we took advantage of the food in the outfit car. There were plenty of external lights that allowed the work to continue past sundown.
Pete had warned that the last time he saw it this bad there were avalanches in the deepest cuts and we had better make two passes rather than cut too deep and leave a gap for things to fall from above. Instead of being a warning for prevention it turned out to be a prediction of what would happen and right on queue we started spreading snow in the first big cut west of Cruzette and were immediately buried in an avalanche from above.
The Engines had plenty of power to pull themselves out of the way but they couldn't budge the spreader...they soon got permission to go back to Chemult and trade train crews leaving us there alone in the snow with the spreader. Inside the Outfit car it was nice and warm, plenty of food, even free cigarrettes.
It was getting past 9pm again and we had worked hard all day so we took time to rest as best we could while waiting for the Engines to return with fresh crews. We talked at length as to whether we should get overtime or not if we slept on the work train or in the Outfit car attached to the snowbound Spreader. The last thing we heard over radio was the electricians had the power back on and made it down the hill OK.
Next up, Railroad Days: Snow Removal - Day 3
Ray Smith the Roadmaster was pounding on the door at 4am reminding us to be ready by 5 as that was the end of the required 8 hours rest. Ray didn't make it up the hill on his own, there was no way to drive even the best truck through all that snow. He was following Jimmy Stokes on the Road Grader which was assigned to clear the road from Highway 58 up to Fields and back twice a day if needed for the school kids to make the bus run.
There had been a few trains overnight and they reported heavy ice building up in the tunnels and also the switch heater is out at East Abernethy. Then we got word from the Dispatcher that PGE was asking for a ride up to the pole line. We were glad to help them if it meant turning off that noisy generator so we made room for their snow cat in the Flanger. The last one to arrive was the Company switch heater expert from Eugene.
So we all crowded on board the Work Train, the 5 man gang from fields, the gas guy, the electric company fellows and the regular crew making it standing room only until we dropped off the two PGE's workers and their snow cat. The rest of us had to get off at the switch with the broken heater since the ice was so thick we couldn't proceed.
In nice weather this spot is a beautiful waterfall where you could see all the way to the Highway running along the river thousands of feet below. But now you can't see a hundred feet and it is all a big frozen mess we couldn't pass. The ice hangs off the tunnel ceiling like stalactites in a cave and we had to use the long aluminum poles with ice hook on the end to knock things loose. Without the rail heater the ice was threatening to stop all traffic but the expert got it going and things started draining again.
We made a quick run to the summit and then sat there letting a few trains run each way while we ate our lunches. All the while the temperature was falling along with the snow and the trainmen were reporting rough spots of ice and deep snow. The Work Train had to turn around on the "Y" track so the Flanger can stay in front going down hill.
Then we hit the tunnel-bridge-tunnel combination at milepost 542 where the ice had built up and the Flanger left the rails. All the Engine could do is pull the thing backwards until it hit the tunnel wall or push it forward until it banged into the bridge and finally the Engine crew was granted permission to return to Chemult to meet their relief crew out of Klamath Falls.
That's when the superintendent called for another Work Train to head up the hill with the Spreader . This was a big deal as we hadn't needed it for the last few years but this was officially bad enough to call out the heaviest piece of track equipment in the snow removal arsenal. The Spreader is a giant snow plow on the front with expansive hydraulic wings that can be adjusted to fit the contour on both sides of the tracks. The Work Train consists of two or more Engines and always included the Outfit car where workers can eat and sleep.
It takes at least three operators to move the snow, one for each wing and another for the Flanger blade in front. It takes great skill using the several levers to raise and lower, extend and retract, then set the angle to move the snow with precision and still keep the car on the rails. There had to be co-ordination between the two wings so that even if there was an empty chasm on one side you still had to extend the wing to balance the load.
Pete Gonzalez was the expert at operating the Spreader with more than 30 years on the hill. Pete called all the shots and had ultimate control of everything including the two Engines pushing from behind by using a one-of-a-kind remote control. It was the one exception when the Engineers had to let go of control, but only as long as Pete was pushing snow.
They cleared the way up to where we were stuck and actually used the Spreader wings to lift the Flanger back on the rail. The Flanger was taken down the hill and parked on the spur track at Frazier next to the tool house where we stored our motor car the day before.
Then we headed back up the hill to finish the Spreader work. Once again we made a quick preliminary run to the summit to let a few trains go through in each direction while turning the spreader on the "Y" track. It was getting near dark by now and we took advantage of the food in the outfit car. There were plenty of external lights that allowed the work to continue past sundown.
Pete had warned that the last time he saw it this bad there were avalanches in the deepest cuts and we had better make two passes rather than cut too deep and leave a gap for things to fall from above. Instead of being a warning for prevention it turned out to be a prediction of what would happen and right on queue we started spreading snow in the first big cut west of Cruzette and were immediately buried in an avalanche from above.
The Engines had plenty of power to pull themselves out of the way but they couldn't budge the spreader...they soon got permission to go back to Chemult and trade train crews leaving us there alone in the snow with the spreader. Inside the Outfit car it was nice and warm, plenty of food, even free cigarrettes.
It was getting past 9pm again and we had worked hard all day so we took time to rest as best we could while waiting for the Engines to return with fresh crews. We talked at length as to whether we should get overtime or not if we slept on the work train or in the Outfit car attached to the snowbound Spreader. The last thing we heard over radio was the electricians had the power back on and made it down the hill OK.
Next up, Railroad Days: Snow Removal - Day 3
Thursday, July 7, 2011
Railroad Series: Slow Order
We were standing around the warming fire during our 7:30Am Safety Meeting at Milepost 568 between Black Butte and Edgewood when we got a call to stop tamping ties in the Montague yard and get on over to the branch line to help the nearby section gang clear a slow order. We hated tamping by hand and were glad to go but we got there only to find out the slow order was a curve full of low joints that had to be tamped by hand.
Mike Anzo was the Section Foreman on the gang in Mt. Shasta and I had the one in Weed so it was natural for us to end up competing to be the best new Foreman in our District. We worked together on urgent issues and this slow-order limiting all trains to 5 Mph had to be removed today or else. We had to wait for a train to go by and even at that slow speed you could see the boxcars rock and roll as they hit the low joints.
We were both young whippersnappers in our early 20's from two different schools, his Dad was a cat-skinner and they lived in company housing since the day he was born where I was a new comer from the system steel gang. I was schooled by the book and he did things off the cuff in the old school way. I was the expert when it came to installing new rails or ties but when it came to maintaining the existing track structure I still needed some schooling and Mike was pleased to show off.
The first point of discussion was replacing the old cinder ballast with new heavy grade gravel. I assumed since it was cinder to begin with we had to keep that standard but Mike had his Dad haul in several truck loads of gravel that would fix this curve for good. This made the guys even madder because we had been tamping red cinder rock which is light as sugar compared to the heavy gage gravel which was so much harder to tamp we would have to use tamping bars instead of shovels and that meant a whole new set of sore muscles for that night.
Then we argued about the elevation of the hi-side rail. The official ballast chart said 1 inch maximum but the book of rules said a curve that sharp needed 2 inches. I was all for leaving things the way they were until we got the official order but Mike was more than willing to change things on his own authority. Then next point of contention had to do with the rail joints. The standard was to tighten the bolts first and then do the tamping but Mike insisted on raising first and then tightening. I didn't even argue that one since it was not mentioned in the book of rules and it seemed to make sense.
We broke for lunch and both gangs were still chowing down when the 30 minute lunch ended and I was calling for everyone to get back to work but Mike told me to take it easy even though it was clear we were no where near half way done. I already knew Mike made lots of money working overtime and assumed this would be another case but then his Dad showed up unexpectedly again this time with a full sized tamping machine that would make it easy for us to finish early without breaking our backs.
The next item that came up did get us to arguing about how high we should hump the joints. The old guys had shown me how to go to level with the track jack and then a notch or two at most above level but good old Mike liked to really hump the joints higher than I ever would. He figured the bump after should be the same size as the dip before since the ballast needed to get packed down by the train. We settled on "sky high" as the upper limit.
We watched another train rocking and rolling over the same track after our work and there was no difference from this morning maybe even worse, but sure enough a week later it was smoother than ever. I started out all mad and insulted for being shown up so many times in one day but I couldn't bring myself to keep it up since I was having so much fun learning new tricks. I had to admit Mike really did know what he was doing.
Mike Anzo was the Section Foreman on the gang in Mt. Shasta and I had the one in Weed so it was natural for us to end up competing to be the best new Foreman in our District. We worked together on urgent issues and this slow-order limiting all trains to 5 Mph had to be removed today or else. We had to wait for a train to go by and even at that slow speed you could see the boxcars rock and roll as they hit the low joints.
We were both young whippersnappers in our early 20's from two different schools, his Dad was a cat-skinner and they lived in company housing since the day he was born where I was a new comer from the system steel gang. I was schooled by the book and he did things off the cuff in the old school way. I was the expert when it came to installing new rails or ties but when it came to maintaining the existing track structure I still needed some schooling and Mike was pleased to show off.
The first point of discussion was replacing the old cinder ballast with new heavy grade gravel. I assumed since it was cinder to begin with we had to keep that standard but Mike had his Dad haul in several truck loads of gravel that would fix this curve for good. This made the guys even madder because we had been tamping red cinder rock which is light as sugar compared to the heavy gage gravel which was so much harder to tamp we would have to use tamping bars instead of shovels and that meant a whole new set of sore muscles for that night.
Then we argued about the elevation of the hi-side rail. The official ballast chart said 1 inch maximum but the book of rules said a curve that sharp needed 2 inches. I was all for leaving things the way they were until we got the official order but Mike was more than willing to change things on his own authority. Then next point of contention had to do with the rail joints. The standard was to tighten the bolts first and then do the tamping but Mike insisted on raising first and then tightening. I didn't even argue that one since it was not mentioned in the book of rules and it seemed to make sense.
We broke for lunch and both gangs were still chowing down when the 30 minute lunch ended and I was calling for everyone to get back to work but Mike told me to take it easy even though it was clear we were no where near half way done. I already knew Mike made lots of money working overtime and assumed this would be another case but then his Dad showed up unexpectedly again this time with a full sized tamping machine that would make it easy for us to finish early without breaking our backs.
The next item that came up did get us to arguing about how high we should hump the joints. The old guys had shown me how to go to level with the track jack and then a notch or two at most above level but good old Mike liked to really hump the joints higher than I ever would. He figured the bump after should be the same size as the dip before since the ballast needed to get packed down by the train. We settled on "sky high" as the upper limit.
We watched another train rocking and rolling over the same track after our work and there was no difference from this morning maybe even worse, but sure enough a week later it was smoother than ever. I started out all mad and insulted for being shown up so many times in one day but I couldn't bring myself to keep it up since I was having so much fun learning new tricks. I had to admit Mike really did know what he was doing.
Pieces of Fight
No two fights are ever exactly alike but they all have certain things in common. These then are the various parts and pieces necessary to carry on a decent fight. Whether it be the Worlds Nations at war or a married couple at the dinner table every fight will always contain some of these required components.
The sequence is not absolute but generally follows the usual pattern. Some contestants will always jump straight to their favorite device and stick with it to the bitter end while others think the secret is covering as many of the steps as possible. Some fights go straight to the end and some get stuck in the middle in a repeating circle. Once the gloves come off all bets are equally off along with the rules.
The understanding...
They say you only hurt the one you love and so you can only fight with someone with whom you have an understanding of some sort from which there can be an event that will lead to the fight.
The misunderstanding...
The fight begins with one party acting as the victim of some wrong to which they must respond. Even if both parties already know in advance what the other will do it still feels good to act all insulted and surprised.
The mistake…
In every argument there is always something said that is soon regretted but instead of stopping to apologize we invariably ratchet up the heat with another shot across the bow. The mistake and the misunderstanding are often the same thing.
Defending the mistake…
So we defend the mistake no matter how ridiculous and that leads us down a pitiful path on the way to the next steps on the list. Normally we would not defend such a silly mistake but that would be a normal conversation. During a fight we are required to defend any mistake, that's what makes it a fight.
Shifting the blame…
It starts with denial and then gets worse through the series of sub-distractions that make up the blame shifting category including the top two; sarcasm and insult. Admit it, you know we all do it. Telling an even bigger lie is an excellent way to change the subject.
Loud Voice…
Each person has their quiet mean voice followed by their Loud Voice. Usually that's enough because no one wants to resort to the dreaded Louder Voice which leaves no other choice but the Loudest Voice and after that there are no more weapon left in the arsenal and that means:
The Blowout…
Sooner or later one or both parties give up and move on. There needs to be a dramatic end or else it feels like there never really was a fight, so this is one of the required steps. Once the dust settles from the blowout it’s time for:
Licking wounds…
Which tastes bad so we rush to:
Reconciliation…
If there is no makeup then there will be no more fights. Most fighters would rather keep their option for another engagement down the road.
Unfortunately, having this parts list doesn't make you any better at fighting but at least it gives you a program guide so you can tell where you are if you get lost during your next fight.
The sequence is not absolute but generally follows the usual pattern. Some contestants will always jump straight to their favorite device and stick with it to the bitter end while others think the secret is covering as many of the steps as possible. Some fights go straight to the end and some get stuck in the middle in a repeating circle. Once the gloves come off all bets are equally off along with the rules.
The understanding...
They say you only hurt the one you love and so you can only fight with someone with whom you have an understanding of some sort from which there can be an event that will lead to the fight.
The misunderstanding...
The fight begins with one party acting as the victim of some wrong to which they must respond. Even if both parties already know in advance what the other will do it still feels good to act all insulted and surprised.
The mistake…
In every argument there is always something said that is soon regretted but instead of stopping to apologize we invariably ratchet up the heat with another shot across the bow. The mistake and the misunderstanding are often the same thing.
Defending the mistake…
So we defend the mistake no matter how ridiculous and that leads us down a pitiful path on the way to the next steps on the list. Normally we would not defend such a silly mistake but that would be a normal conversation. During a fight we are required to defend any mistake, that's what makes it a fight.
Shifting the blame…
It starts with denial and then gets worse through the series of sub-distractions that make up the blame shifting category including the top two; sarcasm and insult. Admit it, you know we all do it. Telling an even bigger lie is an excellent way to change the subject.
Loud Voice…
Each person has their quiet mean voice followed by their Loud Voice. Usually that's enough because no one wants to resort to the dreaded Louder Voice which leaves no other choice but the Loudest Voice and after that there are no more weapon left in the arsenal and that means:
The Blowout…
Sooner or later one or both parties give up and move on. There needs to be a dramatic end or else it feels like there never really was a fight, so this is one of the required steps. Once the dust settles from the blowout it’s time for:
Licking wounds…
Which tastes bad so we rush to:
Reconciliation…
If there is no makeup then there will be no more fights. Most fighters would rather keep their option for another engagement down the road.
Unfortunately, having this parts list doesn't make you any better at fighting but at least it gives you a program guide so you can tell where you are if you get lost during your next fight.
Railroad Days: Snow Removal - Day 1
Snow Removal was a big deal for the gang assigned to Fields Station between Oakridge and Crescent Lake in Central Oregon. Fields is at the end of a steep 7 mile long dirt road that can only be called a thrill ride. The Company provided free housing to the workers willing to put up with the commute. There had already been a few heavy storms in October and November 1988 but the snow had all melted away before long. The storm that started in early December just kept going and soon the snow and ice were piling up.
Elevation makes all the difference when it comes to snow. Oakridge at 1500 feet hardly ever gets more than a few inches at a time and it always soon melts. Fields is at 2500 feet where the snow starts sooner and sticks around longer than the lower elevations. The summit at Odell Lake is just under 5000 feet and the snow gets deep and stays deep.
For the last few weeks we had been cleaning snow by hand with our shovels and brooms keeping the switches clear beyond the reach of the gas powered rail heaters. There are big propane tanks that feed the flame torch heaters attached to the rails for about 75 feet on either side of the swi just enough to keep the switch open at both ends of the various sidings along the way. Our job was to clear a space for the train to dump any snow they might be plowing before filling the switch.
We started our day as usual cleaning each switch as we worked our way up the mountain following trains from switch to switch as we had been doing for weeks. We were making good time since the wind was blowing and the snow was light and dry so it could never get high enough to cover the top of the rails before it blew away. Then around 10am the wind stopped and the snow was coming straight down in a thick blanket.
By lunch we only had two of the 6 sets of switches done compared to the last few days when we had been eating lunch at the summit. It was obvious today would be overtime if we didn't get help from above, meaning the gang from Crescent Lake would have to come down help. We were encouraged for a minute when we heard over the radio that they were on the way but then we got word that the snow was piling up down the hill where it usually rained so now we would have to go down to help after we finish on top and it would still be overtime.
Then the heavy snow started and before we knew what to do our motor car was stuck. We could not go up or down the tracks and we were forced to hole up in the warming shack at the west end of the siding at Cruzette waiting to be rescued. We had radio contact with the dispatcher and he said there would be one last train coming down the hill and then no more after that, all trains are stopped until further notice. Our best chance was following that last train down the hill but we were on the siding and had to dig our way out by hand and then it was too late to catch up with the train. The snow was coming too fast and falling back on us in the cuts and soon we were stuck again.
We made a brief effort to shovel our way out but it was obvious that we were worse off than ever. Now we were stuck between sidings and would present a hazard if another train did come. We discussed taking the motor car off the rails but that would be a last resort. So instead we made our way to the nearest tunnel and built a warming fire near the entrance where we had stashed diesel fuel and wood for such situations. It was already 3pm and the sun goes down early that time of year and we only had a couple of small flashlights which are not much help during a blizzard at night. Everyone took stock of the leftovers in their lunch box as we prepared for the worst.
Then we heard the good news, the work train was on the way with the Flanger. The Flanger is a single 40 foot custom car with a snow plow on the front that just fit over the rails with one Train Engine to push it along up to 40 miles an hours. Now we could finish the run from Oakridge to the Summit and back in less than four hours. Once they cleared a path to our stranded motor car we were able to take it back down the hill to the motor car shed at the east end of Frazier. It was a warm and comfortable relief to finally climb aboard the Flanger where there were supplies to go along with the stove.
There were only two positions for the Flanger blade, up and down. There was one big red button to toggle the position and the operator had to know just when to go up in order to miss the switches, road crossings, rail greasers and other locations that were marked with red reflector posts positioned to stick out of the deepest snow. It was not uncommon for the flanger to derail but it was easy to put back due to specially equipped outriggers that kept it from going to far off the rails.
We made it up to the summit and back to Fields by 9pm and they were already calling for the Flanger to make another run back on top. The Superintendent even got involved and told us to take our 8 hours rest since the weather report was calling for even heavier snow tomorrow. The Flanger and crew went all the way to Oakridge to spend the night in the Motor Lodge while the rest of us returned to our Company housing in Fields.
We were dog tired but It was a fitful night of sleep knowing what was coming the next day. And that will be the next chapter in the series of stories about Railroad Days : Snow Removal Day 2.
Elevation makes all the difference when it comes to snow. Oakridge at 1500 feet hardly ever gets more than a few inches at a time and it always soon melts. Fields is at 2500 feet where the snow starts sooner and sticks around longer than the lower elevations. The summit at Odell Lake is just under 5000 feet and the snow gets deep and stays deep.
For the last few weeks we had been cleaning snow by hand with our shovels and brooms keeping the switches clear beyond the reach of the gas powered rail heaters. There are big propane tanks that feed the flame torch heaters attached to the rails for about 75 feet on either side of the swi just enough to keep the switch open at both ends of the various sidings along the way. Our job was to clear a space for the train to dump any snow they might be plowing before filling the switch.
We started our day as usual cleaning each switch as we worked our way up the mountain following trains from switch to switch as we had been doing for weeks. We were making good time since the wind was blowing and the snow was light and dry so it could never get high enough to cover the top of the rails before it blew away. Then around 10am the wind stopped and the snow was coming straight down in a thick blanket.
By lunch we only had two of the 6 sets of switches done compared to the last few days when we had been eating lunch at the summit. It was obvious today would be overtime if we didn't get help from above, meaning the gang from Crescent Lake would have to come down help. We were encouraged for a minute when we heard over the radio that they were on the way but then we got word that the snow was piling up down the hill where it usually rained so now we would have to go down to help after we finish on top and it would still be overtime.
Then the heavy snow started and before we knew what to do our motor car was stuck. We could not go up or down the tracks and we were forced to hole up in the warming shack at the west end of the siding at Cruzette waiting to be rescued. We had radio contact with the dispatcher and he said there would be one last train coming down the hill and then no more after that, all trains are stopped until further notice. Our best chance was following that last train down the hill but we were on the siding and had to dig our way out by hand and then it was too late to catch up with the train. The snow was coming too fast and falling back on us in the cuts and soon we were stuck again.
We made a brief effort to shovel our way out but it was obvious that we were worse off than ever. Now we were stuck between sidings and would present a hazard if another train did come. We discussed taking the motor car off the rails but that would be a last resort. So instead we made our way to the nearest tunnel and built a warming fire near the entrance where we had stashed diesel fuel and wood for such situations. It was already 3pm and the sun goes down early that time of year and we only had a couple of small flashlights which are not much help during a blizzard at night. Everyone took stock of the leftovers in their lunch box as we prepared for the worst.
Then we heard the good news, the work train was on the way with the Flanger. The Flanger is a single 40 foot custom car with a snow plow on the front that just fit over the rails with one Train Engine to push it along up to 40 miles an hours. Now we could finish the run from Oakridge to the Summit and back in less than four hours. Once they cleared a path to our stranded motor car we were able to take it back down the hill to the motor car shed at the east end of Frazier. It was a warm and comfortable relief to finally climb aboard the Flanger where there were supplies to go along with the stove.
There were only two positions for the Flanger blade, up and down. There was one big red button to toggle the position and the operator had to know just when to go up in order to miss the switches, road crossings, rail greasers and other locations that were marked with red reflector posts positioned to stick out of the deepest snow. It was not uncommon for the flanger to derail but it was easy to put back due to specially equipped outriggers that kept it from going to far off the rails.
We made it up to the summit and back to Fields by 9pm and they were already calling for the Flanger to make another run back on top. The Superintendent even got involved and told us to take our 8 hours rest since the weather report was calling for even heavier snow tomorrow. The Flanger and crew went all the way to Oakridge to spend the night in the Motor Lodge while the rest of us returned to our Company housing in Fields.
We were dog tired but It was a fitful night of sleep knowing what was coming the next day. And that will be the next chapter in the series of stories about Railroad Days : Snow Removal Day 2.
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