Power Desk musings, and why things didn't work Part 3 Stockton / Riverbank, CA in Tales of the Jointed Track

This is Northern California. This terminal is almost halfway between Fresno and Richmond, California. Richmond, for the Santa Fe, this was the most “northern part” of the railroad. Stockton / Riverbank, really evolved, after the merger into BNSF. The railroad watched it’s inter modal presence increase. They also upgraded and increased the size of the inter modal yard. The old train 189 and the eastbound counter part 981 terminated and originated there. This is now the Z-WSPSTO and the Z-STOWSP. Still one of the “hot” ones.

We also gained trackage rights over the SP and for WP ( Western Pacific ) to Keddie California, then also over the former SP to Provo, Utah. This now is Union Pacific, but the BNSF still retains the trackage rights.

Stockton, CA Trainmaster Jeff Austin 1998

I was working the day rotation, and predicted out power for the STODEN (Stockton / Denver) the MODSEL (Modesto / Selkirk,NJ) and the STOPAS (Stockton / Pasco).
I talked with the day trainmaster, formulated the plan and followed up with a wire.
This terminal could be dysfunctional, and several former BN Company officers were going to show the Santa Fe how to operate. Of course the Power desk was “always” inflexible, and they were going to show us.

The inbound DENSTO, came in with an SD-60-M, with 4 days to make LA Commerce Diesel for federal inspection. I told the day trainmaster that this HAD to be cut off and move on the MODSEL.

The MODSEL was given a 1000 mile inspection at Barstow , had a reduction and fill of other traffic, and the power was relayed at Barstow. It was a switch, but all was blocked out of Riverbank. The Local out of Fresno, that crew deadheaded up on continuous time, and made up the power, if needed, and got on the train. The carmen ran the air test, and they would head to Fresno. The power was this SD-60-M,an SD-40-2 (BO automatic brake valve), another SD-40-2( ground relay 2 traction motors cut out). EMD’s were wired to cut out traction motors in pairs ie: 1-3, 2-6, 4-5. So this unit was at 66% hp. So it did provide some horsepower, but dropped from 3000 hp to around 1980 hp, and the dynamic brake did not function, with traction motors disabled. There were two GP series units going back as well. A GP-35, due federal inspection at Barstow 3 days, and a GP-30, with automatic brake valve problems as well. This train was mostly produce and wine, and tonight it was heavy. Like 10,500 tons worth of heavy, so with this rag tag consist it would be around 1.3 Horsepower per trailing ton. It would make Bakersfield, with no problem. An add on of another 6 axle unit, and a helper and it would get boosted over the Tehachapi’s.

It didn’t happen that way. Enter Jeff Austin, trainmaster, working the night rotation, and a pair of lazy hostlers, trying to weasel out of work. I had re predicted the STODEN out with 3 C-44’s and the short dated SD-60-M would go on the MODSEL.
The Hostlers convinced Jeff, just to change ends and send it back. He okayed the move, didn’t call the desk, and they took it out into the yard. They made up the MODSEL with the 2 SD-40-2’s and the 2 Geeps. So instead of being 1.3 HPT, it is now 0.9 HPT. They took that consist to Riverbank. The C-44 that was to be added to Stockton-Denver, it is still at the Fuel facility. Nothing is said. The STODEN is called and leaves town. That short dated SD-60-M, goes past due on arrival at Denver. It is towed back dead in consist, back to LA. That units use was lost for a good week, before inspection brings it back online.

The local crew grabs the power for the MODSEL, makes up the train, gets inspected and air tested, leaves town. The grade rises out of here, not mountain grade, but enough with the cripple and the 2 GP’s, it was all the power could handle. At Hanford,CA, which is 1.6 miles from Fresno, the train stalled out. The yard sent out a switch job, that had 2 more GP’s and brought it into Calwa
( pronounced CAL-WAY) Yard. The Q-FRSCHI was in town, with 4 C-44’s, and one was taken off, and given to the ailing MODSEL, so it could make Bakersfield. At Bakersfield, it caused more problems, because with the helpers and the add-ons to the head-end it was still short of power. Two units were taken off the empty Wasco coal train, and an SD-40-2 off the BAKBAR. The remaining power was used, for a helper, and shoved the Wasco up the grade and will return lite, back to Bakersfield.

The Power was remade at Bakersfield, and called. The BAKBAR, won’t operate, until the track reopens, later on that afternoon. It will go behind the intermodal fleet at 1130 am. If the shop count is high at Barstow, maybe some dates could be filtered in, with the outbound BARBAK, to help clear up the log jam. It will be musical chairs for a good 12 or 24 hours. It will slowly work itself out. It will be front page news come tomorrow morning. I’m sure the Service Interruption Desk, has already placed out broadcast messages, since the stall at Hanford.

I arrive, at 0530 am, and my nightman says, “You’re not gonna like this”. I was filled in on the MODSEL fiasco, and what has since transpired. I already have the “wire” reprinted, because I save all my emails and wires for 2 months, just for stuff like this. I’m sure I will be visited, many times. I was, and I printed out, or forwarded to various emails, the plan, and what was to transpire the night before.

The dust clears, the MODSEL,gets over the Tehachapi’s and into Barstow. The helpers are on the way back, from Mojave. This will aid getting Bakersfield back on it’s feet.

There were some long, red, sad faces, on the Northern California call that morning. Superintendent Operations “Whitey” Powell, quietly said, I am sure you were aware on what happened with the MODSEL, last night. We need to work with the power desk, and if there are problems we need to discuss, how we can make our operation work and theirs as well”. We’ll see, if they follow their own instructions.