As a senior fireman, you have reached the pinnacle of assipments. You are in passenger service, handling Santa Fe's overland passenger trains, the Super Chief, El Capitan, California Limited, Grand Canyon Limited, the Scout and the Fast Mail.
The telephone just rang, you hurriedly answered and the crew clerk said "you are called for number 20, the chief, on duty at 11 am at Redondo Junction roundhouse with engineer J.P. Murray and engine 3785. Boy, it can't get any better with a good train, a great engineer and engine 3785, the pride of the fleet!
Upon arrival at the roundhouse the first order of business would be to fill out the hours of service law, register the engineers name and yours on the outbound register for train number 20, check your watch for accuracy with the standard railroad clock and then check the inbound work reports for engine 3785 to see if there were any defects reported and if they had been corrected or repaired.
Now out to the 3785 on the outbound roundhouse lead. Climb up into the cab and check boiler water level by checking water gauge glasses and gauge cocks, making sure the water glasses are blown out so that the water level in the boiler will be accurate. Next check the boiler firebox for water leaks, any fire bricks cracked or down and set the firing valve to build up steam pressure and be ready for departure. Check and fill the engineers oiler and have a ball of waste ready. Waste is a shredded cloth material used to wipe off machinery and oil holes.
Check the tallow pots (containers for valve oil) to be full, check the fuel level in the tender using the measuring rod to indicate the amount of fuel oil for the firebox, and then to the rear of the tender to check for a full tank of water.
Back in the cab, take the squirt hose (providing a steam and water mixture at boiler pressure) and wash off the cab deck, in and around the engineers and firemans seat boxes, the boiler backhead piping and valves as well as the tallow pot and 4and oiler tray. This mixture did a very good job of cleaning the cab and dried quickly.
About this time the engineer would be on the ground at the gangway to the cab and the fireman would help him with his grip (a heavy metal box in which he carried all the necessary articles for his trip) and place it- in the cab behind the engineers seat box. The fireman would then give him the hand oiler with the ball of waste for his oiling around and inspection of the locomotive running gear.
While the engineer was doing this, the fireman would tend to his fire, getting steam built up to operating pressure. When the engineer completed his inspection and was back up in the cab, he then made his inspection of the right side of the cab, made the air brake test checked the sanders, gauges, adjusted his seat and made himself comfortable. The crew of 3785 was now ready to leave the roundhouse.
Opening the throttle slowly with the cylinder cocks open to rid the cylinders of the accumulated condensation, we began to move out towards the lead track where the engineer would sound a long and three short blasts of the whistle to notify the tower operator at Redondo Junction that 3785 was ready to go to the main line and proceed to Los Angeles Union Passenger terminal.
When the tower man made the proper switch alignments and gave the correct signal indications, 3785 would move out to the mainline and proceed to the depot. As the mainline follows along the Los Angeles River, an opportunity is provided to use the boiler blow off cocks. Earlier locomotives had side blow off cocks but later engines were equipped with a "submarine" blow off cock located under the cab, through which water, steam and sludge would be blown down between the rails under the moving engine.
The side blow off cocks required a clear area that would not be damaged by high pressure steam being blown out. This procedure is very necessary in the operation of a steam locomotive to rid the boiler of sediment and foam that collects in the mud ring at the forward lowest point of the boiler. This is to insure that the water in the boiler is clean and can be more readily be converted into steam. Intermittent blowing down of the boiler was a necessity and with the side blow off cocks, the engine crew had to know every spot on the division where this could be done without injury or injury or damage to property. Sorry about the long dissertation on blow off cocks, better get back to the trip.
Upon arrival at the L.A.U.P.T. the terminal towerman would line the engine into the track where number 20 was made up. If everything was clear and the "blue flag" was off the train, 3785 would be coupled to the train, then the air hoses, steam and signal lines connected and number 20 would be a complete train. The blue flag or light was a signal to protect people working on or near the equipment and could only be removed by the person who placed it there. While it was displayed the equipment could not be coupled in to or moved.
When the signal was given the fireman would open the steam heat valve in the cab to allow steam to feed into the train line providing hot water and heat to all cars in the train. With the train consisting of twelve to fourteen cars it was necessary for the fireman to maintain the maximum steam pressure at all times after the engine had been coupled to the train. After the air pressure on the engineers gauge indicated a fully charged train line, he applied the train air brakes,, then the carmen walk the train on each side checking that each car is applied then from the rear of the train the carman gives the signal to release the brakesl and the engineer performs this function with the locomotive brake valve. The carman then walks the train again checking for release on each car. During this procedure the engineer has been checking the train line pressure leakage on his air gauge and if there is no leakage greater than 5 pounds per minute, the brake system is o.k. for train departure.
At this time the train conductor comes up to the engine and gives the engineer his running orders and they compare watches to see that they are compatible. The train orders are read by the engineer and fireman, and as the train is operating on single track a register check is made to determine if all opposing scheduled trains have arrived at Broadway which is the end of double track. When all orders and messages have been read by the crew and it is determined that number 20 may leave the depot, the engineer awaits the highball from the conductor. When received he opens the throttle and number 20 is on its way to Chicago. All this time the fireman has built up his fire to reflect maximum steam pressure (for 3785-300 psi) and has the boiler water up to the proper level because in about a mile and a half the train will start up an ascending grade from Water street to Highland Park, and ftffl steam pressure is necessary to get the train up this grade. There is not too much time for the fireman to feel the engine out, he had better have everything figured out right away as the engineer would not be too happy if the engine would not maintain the operating speed up the hill and needless to say would be quite vocal in his displeasure. After Highland Park the grade continues through South Pasadena and Pasadena where the depot is located on an ascending grade and is a regular stop for all trains.
Leaving Pasadena the steam pressure must be at maximum. as it takes full power to start the train and the fireman must have the water in the boiler at the proper level because about one half mile out of Pasadena, the crest of the hill is located and the train starts down grade, so with the locomotive boiler in a downward position the water in the boiler sight glass (water glass) must have been high enough that when the nose of the boiler started down hill all of the boiler water is forced to the forward end, and if there was not sufficient water in the boiler the firebox crown sheet would have been drained of water thus creating a situation that is intolerable. It can be readily seen that the fireman must be thinking ahead at all times, knowing the railroad with it's ups and downs, so that the proper water level and steam pressure are maintained to coincide with all operating situations.
After leaving Pasadena the first station is LaManda Park, at the end of a 20 mph speed restriction. At this point Joe Murray opens the throttle to bring the speed of the train to 65 mph and at the same time the fireman opens the firing valve to increase the volume of fuel oil to the firebox in order to generate more steam to replace the steam that was used to bring the train from 20 mph to 65 mph, the speed limit for this section of the railroad. This is the way that the engineer and fireman would work together, one with the throttle and the other with the firing valve. When a speed restriction was coming up the engineer would give a sign to the fireman that he is going to reduce the throttle setting or going to shut down completely and the fireman would reduce the firing valve setting accordingly. This is the way Joe Murray and I worked for the entire trip. We just went by the next station of Chapman and then Santa Anita and are approaching a 50 mph curve. Joe has reduced the throttle and made an application of the air brakes on the train to reduce speed from 65 mph to 50 mph for the restricted curve and let the speed then continue to reduce to 30 mph for the Pacific Electric crossing and a road crossing at Arcadia.
After the locomotive passes over the road crossing Joe will immediately open the throttle to bring the train speed up to 65 mph and again the fireman had increased the firing valve setting to maintain maximum steam pressure while also maintaining a constant watch on the water level in the boiler by observing the water glass and periodically operating the water pump, or water injector, to replenish water in the boiler that had been converted into steam.
At this juncture,, while concentrating on the details of firing the locomotive, it must be remembered that the fireman is located on the left side of the engine cab, and with the locomotive boiler extending forward the engineer is unable to see on the left side of the engine so the fireman becomes his eyes on that side. So in addition to his firing duties he must also advise the engineer of any condition that requires his attention such as when going around a left hand curve, the block signal indications that can only be seen from the left side train order signals or anything that can affect the safety of the train.
To continue the trip, we have now gone by Monrovia, Butler and Kinkade. As nurnber 20 carries an R.P.O. (Railway Post Office) car, Monrovia is a pick up station for a mail pouch. This pouch is picked up on the fly on the left side of the train going east and the fireman must know the location of these mail cranes so as not to be leaning out of the cab window as they pass by as they are very close clearance. Firemen learned these locations very quickly! Number 20 has only one regular stop on the second district, that being Pasadena, however on rare occasions we would make a flag stop at Monrovia, Azusa or Pomona for some special passenger.
Continuing through Azusa maintaining 65 mph except for restrictive curves we passed Glendora and San Dimas and then our station stop at Pomona on this trip. Joe would ease off the throttle before going into the left hand curve prior to Pomona and I would be looking ahead to call out to him if we had a red or clear train order board. Sometimes we would get quite a few passengers at Pomona and loose a few minutes off our schedule time. When we did I knew that Joe would really work the 3785 starting out of Pomona and I would have the stearn gauge right on the peg so that before we passed Claremont we would be up to 65 and picking up some of those lost minutes. Upland was the next station and it had a 3 0 mph road crossing just west of the depot. This crossing marked the Los Angeles County line and was the end of the 65 mph speed restriction.
After the engine passed over the road crossing Joe would call out "ok Jack, let's go to town". He then would open up the throttle and I would open the firing valve and the 3785 would respond with a roar and after rounding the 70 mph curve east of Upland we would be flying by Cucamonga at 90 mph or more if we still had some time to make up. This was the fun time as there was no greater thrill than to be riding this thundering monster, feeling the power, and when she would hit a low joint in the track how she would dip and sway and really give you a thrill! Between Cucamonga ~nd Rialto many minutes of the schedules were made up. From Rialto to San Bernardino the speed limit was 30 mph. This was the area where the fireman prepared his fire and boiler water level for the 5 minute station stop at San Bernardino.
Because much of the water used for the locomotive boilers in southern California was heavily alkali, when we took water we always mixed a measured amount of compound to add to the tank of water in order to keep the foaming of the water to a minimum. This was also done going into San Bernardino so that just before the station stop the fireman would be up on the back of the tender at the water manholes to spot the engineer so that the water spout would be lined up properly to fit into the manholes and get the water flowing immediately. The short 5 minute station stop required every function to go without any delay. Besides taking water, the helper engine had to be coupled on to our locomotive and the train air brake test had to be made, as the helper engineer now had control of the train brakes.
With passengers and U.S. mail loaded and the tender full of water, the fireman quickly put the water spout back into the clear hurried back down into the cab and built up steam pressure to maximum because upon leaving San Bernardino it was an ascending grade for the next 27 miles to Summit with MI. throttle all the way, and the 3785 would use from 70 to 120 gallons of water each mile, the largest amount for the climb up Cajon Pass.
With the highball at San Bernardino, number 20 would proceed around the 20 mph curve east of the depot, both engines working with sharp exhausts and the helper engineer would set the train air brakes making a running air test to determine that the brakes are operable after control of the brakes was transferred from engine 3785 to the helper engine. With a highball from the rear of the train that the brakes had applied and released, both the helper and train engine went to full throttle, with the sound of exhausts reverberating along the sides of the buildings trackside and smoke and steam shooting high into the sky, both firemen tying for the right combination of atomizer and firing valve to achieve the perfect combustion.
Around the big curve at Highland Junction things have settled down. Both engineers have achieved the proper valve setting and both locomotives are working at maximum efficiency. To get the train to Summit on schedule the firemen will be watching the water glass gauges and be slowly raising the boiler water level to have it at proper setting for reaching Summit and tipping over the top and the front of the locomotive heads downward that there will be sufficient water to cover the crown sheet of the firebox. The engineers will be periodically applying sand under the drivers when rounding sharp curves to prevent the drive wheels from slipping and losing adhesion on the heavy grade. The trip up the Cajon Pass, if everything is working fine, is for the engine crews one of watchful waiting and preparation for the Summit.
Upon arrival at Summit the helper engineer will stop the train short of the crossover to the eastbound siding if, as in most cases the siding is clear, or if not, clear of the stub track behind the Summit depot. If the stub track is to be used the helper fireman will run up to the switch and number 20's fireman will move up and uncouple the helper engine so that the helper can pull up over the stub track switch and the helper fireman will line the switch so that the helper engine can back in the clear on this track. Next the helper fireman will line for number 20 to proceed east. This method provides the least delay for number 20,, otherwise everything would be at a standstill while awaiting for the head brakeman to walk up to the engines from four cars back. Engine and train crews worked together to avoid delay and get the train over the road.
With the helper engine no longer in control of number 20's brakes, Joe Murry and 3785 are once again in charge. It is necessary for an air brake test to be made once again and when a highball is received from the rear car we are once again on our way. It will be 40 mph around the curves at Lugo and after the rear of the train comes around the curve, it's fun time again! Joe has given me the sign that he is going to work the engine. He opens the throttle and I open the fuing valve and in a very short time we are up to 90 mph down through Hesperia, really flying. At the east end of Hesperia there is a 60 mph curve and air brakes are set to make the slow down, then through Frost at 40 mph and down to 30 mph into Victorville.
Victorville is a flag stop for number 20 and during the second world war years, with George Air Force base located nearby, number 20 stopped there quite often. Leaving Victorville Joe would say "ok Jack it's your turn now, take us to Barstow". Boy, the magic words!! Having stopped at Victorville we were late. Joe and I had worked together many trips and he had taken me under his wing and taught me how to run a passenger train. I was 23 years old and very much thrilled with my situation. From the stop at Victorville you had to get moving quickly as every minute counted if you wanted to go into Barstow on time. Out of ' Victorville there was a 40 mph curve over the Mo ave River bridge then 60 mph curve into Oro Grande. When the rear of the train came out of that curve, you would have had the brakes releasing and have the throttle open to 90 mph or more if you needed to pick up some time. One restricting curve at Helendale and Hodge, then Lenwood and on into Barstow. By the Barstow tower and in to the depot on time at 3:45pm.
Going into Barstow the fireman would always have at least one half full water glass gauge and about 5 pounds less than maximum steam pressure so that safety valves would not go off during the station stop. As the locomotive tender was filled with water at Barstow the inbound engineer would have to bring the train to a stop at an exact spot so that the water supply spout would be directly opposite the manhole of the tender. This took skillful manipulation of the throttle and train air brakes to come in at a speed of 20 mph and make the correct spot. Joe started with me from the first time I began running the train into Barstow, and on every trip I developed more of the technique. Soon I was able to do it well, although not without considerable anxiety knowing full well the consequences of missing the spot (at this juncture it is best to leave what that would be to the imagination)!
As the 3785 will go on to Kansas City, we give the outbound crew notice of any problems, how she steams, rides, accuracy of speed recorder or anything pertinent to operation. Then Joe and I head for the locker room to clean up and take care of the reports. As we will be here for the night we walk over to the reading room and sign up for a room, later to the Harvey house for dinner. The reading room is always full of freight and passenger crews as Barstow is the terminal for crews working three directions, to Los Angeles, Needles and Bakersfield. Always a lot of activity in the reading room, as an almost constant card game and spirited arguments that can go on only amongst a bunch of railroaders, who are recognized as the final authority on any subject known to man. Also many of us young firemen studied together for our engineers promotion examination on our layover time. Many lasting friendships were formed and prevailed for our railroad career.
Joe and I stood for number 19, the Chief or number 17 the Super Chief at about 4:30 or 5:00 am back to Los Angeles. Number 19 had a steam engine and diesel power on number 17. With this arrangement we would be able to hone our skills on the new diesels which were gradually taking over from our beloved steam locomotives during this time.
With this narration I have attempted to impart the feeling to the reader that they have made the trip with Joe Murry and I on train Number 20 in the glory years of railroading and the waning years of the steam locomotive. Some 59 years have passed since this trip I describe, the second district of the Los Angeles division on which number 20 operated from Los Angeles to San Bernardino, no longer exists. The big sweeping 20 mph curve just out of San Bernardino has all been re-aligned and a line change at Summit eliminated the depot. On the first district, Helendale and Bryman stations are no more just to name a few changes, a new Barstow yard and mainline re-alignment into the Barstow depot. So the reader should bear in mind that the trip I describe these many years ago would be almost un-recogrlizable in these modem times, however that's the way it was in 1943 and 1944.
Jack Elwood, Steam locomotive fireman
Engineer, Road Foreman of Engines-AT&SF RY.
Scanned, OCR and converted to HTML for the Web By Russell Crump strange artifacts are my fault!
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