A Helper run, troubleshooting a U-30-C in Tales of the Jointed Track

This was a typical helper run. Boost a coal train and/or grain train, or two, bring the power back to the roundhouse and tie up. We could have a 5 hour run or stretch to the full 12 hours. Who knew, you were in the ever spinning wheel of the operation.

BN 23rd St Roundhouse 7 PM late April 1986

The engine crews reported here, the brakeman and/or the Conductor showed up shortly after. If it was a helper, the Conductor got our Rio Grande and Santa Fe track warrants and bulletins. We did not get a Rio Grande track warrant. Why?, because "we are part of the train", we are attaching to and shoving up the grade. If we have to pick up another en route, the Rio Grande will give us "verbal authority" to occupy track and couple to the train we are helping. The train we are helping has the running order. So if it is the BN 5503 South, and our identifying unit is the BN 6717, we are "part" of the BN 5503 South, till we cut off at Palmer Lake. Then going back north, we become the BN 6717.

I report, and find the roundhouse foreman. I always make the rounds. I worked with most of these people. Although I am in engine service with another railroad, I still respect my former mechanical roots.

Jerry McKernan, the foreman tells me, we are giving you three units. An SD-40-2 , a B-30-7a (cabless booster 3000 hp on 4 axles) and a U-30-C. The U-30 was an older 5300 series coal unit. It was a problem child electrically, and they think they have the problem corrected. The B-30 was an insurance policy, in case that 5300 took a dump and failed out on the road. I was asked to monitor, as I could and let them know. That really is not a big deal. I am on the back of the train, I can let the head end know, when I make my walks. The conductor I have knows how to bail air and throttle down if needed. Plus I an very close its not a crisis.
I tell them, well put it through its paces and I'll let them know if it acts up. We here the load leaving 31st St, and contact the yardmaster for permission on the "Buck main". We contact the depot, get lined up and follow our load to 8th Avenue. We couple up, make our set and release, and with a clear signal, we start our accent to Palmer Lake.

Wolhurst, CO MP 15.7

We do well out of town, and tell the head end we're past Littleton and widen out on 'em. We top Wolhurst about 16 mph, not bad, should do better. Sedaila is about nine miles south and another step up on the grade. We blast through here at 19 mph, still should be doing better. I call the head end, and say "I'm gonna check on these, let us know if the signals change on us".. "Okay, Shoe , we'll let you guys know".

Orsa siding MP 29 , or Santa Fe MP 712.8

I put my jacket on, place another chew in and head back. The SD-40 is loading between 1050 and 1200 amps, depending on grade. I can hear the booster barking out the stack. I open the compartment door, where the circuit breakers and amp gauge is located. I put the light on, its loading 1150 amps. I close up and head back to the U-30-C. I get back and the U-30 is idling, hmm odd, but I'll look it over. I get into the cab, Isolation switch is in run, like it was when we changed ends, and ran from this one to the train at Denver. Maybe a bad Jumper cable. I place a reverser in, place it in forward, put the generator field switch up..I place the throttle to 3, then to 4 position. I hear it rev and the amp gauge is showing 400-500 amps. I take the the reverser out and drop, the generator field switch. I place my flashlight on and head back to the rear of the unit. I look at the jumper cable, it's plugged into the "hot" end of the B-30, and here's the problem, it's in the Dummy end receptacle, on the U-30.

What did I do wrong here? Yep, the U-30-c is still on line, the isolation switch is in "RUN". The cable is in safe easy reach, and I remove it from the "dummy" and lift the lid on the "Hot" and plug it in. Yes. that U-30-C roars to life, the governor places the racks to throttle 8 fuel. It has been idling for a bit and its carboned up a little. I see the thick black smoke as the diesel is trying to catch up. I am on my way as a slight run to get away from the smoke. I reach the cab of the SD-40, and the smoke is just about there. I yell at the Conductor.."Shut the window", I slam the cab door, and the black cloud of doom, flies by. As the smoke plume clears, I can see the stack clearing a bit. I wait about five minutes, and can see the speed increasing a bit, due to the U-30-C making horsepower. Whatever was wrong, they found it and made the right repair. I walk back again, and the unit is making 1150 amps and has 27 lbs turbo air pressure. Right where it should be.

I tell the head end, I'm back and we proceed up to the top. At Palmer Lake we're lined over, and the conductor gets a track warrant for the northbound trip from the Santa Fe. We cut off, and proceed back north. We don't have to make a second shove. We tie up at the roundhouse, I report my findings to the third trick foreman. I head for home, and work my way up the board for another call.