I got called for the "V ELPBAR," a vehicle train going form El Paso to Barstow. It came into Needles with 3 motors on thehead end. But the inbound was to set out the third motor. We got in the van and met them at the east end of the yard to help them. They got on the third motor and we got on the head motor. At first we thought that they were gont to make the cut right there and take the motor to the roundhouse, but after some confused conversation we came up with a game plan. They told us to take the train up Yard 2 to the west end and we would make the cut there. We went to the west end, I tied 3 brakes and cut the power away. The inbound conductor made the cut between motors 2 and 3. I threw the switch. After they went over it to the roundhouse I threw the switch back and took my power back to a hook. I laced the hoses, cut the air in, and relwesed the 3 brakes. Our ledaer was the 1085, and old motor! We had to wait a while before we could leave. Our paper work order said that we were to set out the whole train in Barstow, but our IPAD said that we were to set out some cars in Nebo. They were not all in one block, so some switching would be necessary. We had 2 and half hours left when we got to East Barstow and Nebo was blocked by another train. A relief crew met us. We were happy about that. I went to the hotel and got there in time for breakfast. I slept most of th day. I got called for a baretable. On duty time was 10:15 pm. Our work order said that we were to set the cars out in the siding at Pisgah and take the two motors, and the ETD to Needles. Another crew had been called for a BARBAR and they wanted to swap with us. We agreed. At first, we were to dog catch an H train that had just left Needles. Then they told us to get on a a grain train that was at Dagget. We had to wait an hour or two for our van. The inbound crew was DOL. We got on the train. It had 4 motors on the head end and 2 on the rear. We were told that there were 8 trains terminating in Barstow, and the yard didn't have room for any of them. After a while they brought us in. They told us to set out the "Colton cars" (cars going to Colton, California) in Storage track 11. This would be cars 11 through 76. We came in Storage 10. I had to line the switch. I also had to line us out. I got in our van and brought the cut car up to the west end of the track. I tied 6 brakes, made the cut, took it over the switch, and rode the van during the shove. I stopped it before the crossing. I had the van run me up to the head end, tied 6 brakes, qand made the cut. I took my train over the switch, lined us back into track 10, and took us back to a hook. I laced the hoses and released the brakes. The van ran me to the head end. We went to the Receiving Yard. They told us to come into Receiver 4, leave our 2 DPs in R4, take our remaining cars in Yard 3, then go back and grab our DPs. The power would go to the house. I got out and had my engineer pull ahead. I tied the brake on one of the motors and made the cut. I rode the last car over the swtich and shoved us into R3. There were some cars on the east end. I got off about one car away and took us back to a hook. I had the van run me to the head end, tied three brakes, and cut us away. I took us back to R4 and made the hook. I laced the hoses and connected the MU cable bewteen motors 4 and 5. We took it to the house. We had to wait for another motor to get out of the way. Diesel servce told us the first four motors wold go to track 13, and the other two would go to track 15. I can't get an inbetween in Diesel Service, so I disconnected the MU cable before we went in. We took it into track 13. I made the separatiion. My engineer told me that the had no radio in the motor he was in so I had to use hand signals. I shoved him back over the switch, then threw the switch and lined him into track 15. He parked the motor and we were done. The van driver was nice enough to call a road van for me and the terminal manager wrote up a dead head ticket. I will be paid a basic day for working theBARBAR, an be paid for the trip back to Needles. I slept good, and got called for a stack train at 3:49 am. It was a big train- with 3 motors on the head end and 3 in the middle. It was nearly 15,000 tons and over 14,000 feet long. We got as far as second out from Klondike and stopped there. we wound up sitting there for 4 hours! A new dispatcher came on and asked us how long it would take us to tie our train down. "An hour and a half," I told her. We were on a steep hill, and our train weighed nealry 15,000 tons. It would have take 46 brakes to tie this train down. I didn't want to tie that many brakes on a hot day. (It was in the 90s). They sent releif crews for us and the train ahead of us. It took my engineer and I to the hotel. Aftter I showered and changed I was on my way to Fuzzy's to get something to eat when I saw a fire from the hotel window. I never did find out much about it. It looked like it was coming from Calico. (See the photos attached). I went to Fuzzy's, got my burrito, watchd some TV, and slept like a log. I got up at 6 for the free breakfast, and got called for a Z train just as I finished eating. Perfect timing! We got on a the steps. Our trip was just over 5 hours. I rolled my train by and tied up. My rest cycle starts at 7 am tomorrow. I might actually be off for the the 4th! Hopefully I won't get called before 7 am. I have attached a picute of our leader, the 8107. Have a Happy 4th!

I got called for the "Q CHISBD." On duty time was 6 pm. Usually this train has a setout in Barstow, but this time we didn't. We departed at 6:30 pm. Our train had 4 motors on the head end. Our HPT was 2.2. It was slow going. We stopped before Goffs. We heard that the BARKCK was stopped at Goffs because one of their motors was on fire. The fire department was there. Eventually we went by them and wew saw the second motor. The side of it was scorched pretty badly. We got to Dagget and we were told that we would be flipped and our outbound would come out to us in a van. It was 1:15. We were told that our outbound was on duty at 1:30 am. They showed up around 2:30 am. We got in the van and shared it withanother crew that was being flipped. We got to Needles and tied up at 5 am. I slept pretty good today. I should be called any minute. No pictures.

I got called for stack train, a big one. On duty time was 3:25 am. It was a big train,w ith 3 motors on the head end and 3 in the middle. After we were stopped for a while my engineer noticed that one n the DPS, the one that we were linked to, had died. I calculated our horspower per ton as 1.8. We could still get to Barstow. As we got closer to Barstow someone told us that our second motor had flames coing out of the stack. There was a lot of smoke conig out of it. . We stopped and my engineeer turned it off. Now our HPT was down to about 1.6. The rapid repsonder met us at Dagget and took my engineer back to the DPs. They got the motor started up again. It had stalled. We went into Barstow and they orjiginally told us. "crew swap on Main 4." Then they told us to tie it down. Our outbund was on duty but I don't know what happened to them. I had to tie 5 brakes. It was about 9 am. I went to the building that I had to go to in order to get my air pressure gauge calibrated. (It's supposed to be done once a year). The fellow did it and he put a sticker with an expiration date on it. The van driver was nice enough to wait for me. After I got to the hotel I got something to eat at Fuzzy's. I slept like a log. I got called for another stack train. On duty time was 4:30 am. It took a while for our train to come in. We got on at the steps. I tied up at 2:15 am and slept pretty good. I got called for the Z WSPLAC. On duty time was 4 am. It was a great trip! Less than 4 hours. By tht time we got to the hotel they had stopped serving breakfast. I went to Fuzzy's to get a burrito. I had expected that we would go out around midnight. But since we had run around several people during our trip we had to wait for them to mark up and get called. I kept looking at my cell phone and my prorjected time kept getting pushed back. I woke up 5:50 am and went down to breakfast. I got my call when I was eating. I was called for a stack train. On duty time was 7:35 am. I finished my breakfast and got ready. On the way to the depot the van driver was telling my engineer and I that there had been an accident on Main Street in Barstow the other day. Some fool was going 90 MPH on Main Street and he hit another car. He and the other driver were killed. We got on at the steps. It wasa a big train. We had 3 motors on the head end and 2 in the middle. When we got to Barstow they told us to pull down to the east end and security would close some doors. We had to wait for our outbound to come and releive us. It was a 9 hour day. I am now on a 2 day RISA and I have started a 3 day rest cycle. I have attached a picture of the 8266.

I got called for the SLPSKO. It had 2 motors on the head end and 1 on the rear. On duty time was 5:20 am. It was a good way to start out a Saturday morning. It was a pretty good trip until we got to Troy. They held us there for nearly 3 hours. They told us tht we would be relieved at Dagget. We finally got the singal. We had the signal through Dagget. I asked the router if the game plan was stil the same. We had the signal all of the way to the Barstow signal and stopped there. I still cpuldn't get a hold of the router. Shortly a van came with our outobund. I tied up after being on duty for 10 hours adn 40 minutes. It was hot in Barstow! I got a burrito from Fuzzy's, wached some TV, and went to sleep. Boy, did I sleep! I slept about 11 hours adn got up for breakfast at 6 am. I got called shourtly after for the Q LACCHI. On fduty time was 8:15 am. While I was in the van on the ay ot the depot I saw my train at the steps. The Emulator and our IPADS weren't wortking because IT updates our system every SUnday morning. Our inbound came in the depot lookng for us. I said, "We're not on duty until 8:15 am. We'll be up there." Finaly, the emulator started to work and I got our GTB number. I would get the rest of the info from my IPAD when I got on my train. We departed shortly after gettin gon, and it was a good trip until we got to West Needls. They held us there for an hour. Our air conditioner started to give out. We finally got in. There was a Form B just outside of Needls that I had to call on. They wre replacing a bridge on Main 1! (On a hot Sunday). My day was 6 hours long,and it looks like I will go to work again at 3 am. It was 106 degrees in Needles when I got there. I have attached a picture of our leader, the 7037.

I got called for the H BELBAR. It was a 9,000 ton train. We had 5 motors on the head end and one on the rear. It was tied down on Main 1 when I came on duty at 6:20 pm. The temperature was over 100 degrees. Our work order said that we were to pick up one motor from the roundhouse in Needles, and pick up another one from the siding at Fenner. After talking with the dispatcher, and theh road foreman, we were told that our third unit had caught fire and the dynamic brakes were no good. The last two motors in our consist were dead. The rapid responder came out and did some tests on our third motor. He said that it was good for power. We talked to the dispatcher and she highballed the pickup in the Needles yard, since we would have enough power to make it to Barstow. My engineer told her that since wer were a 9,000 ton train I wouldhave to tie a lot of brakes to pick up that motor at Fenner and we would tie up the Main line for a while, so they highballed that pick up too. I had to untie 6 brakes so we could depart. Our HPT was 1.8 so we make good time, but they stopped us a couple of times to let other train run around us. We had about an hour and a half to work when they let us in the yard. We were told to take our train into Yard 7. Our train was short enough to fit in the track. I cut the power and we took it to the roundhouse. They told us to take it to track 14. All 5 motors fit there. We didn't have enough time to get our DP so the yard crew would do it. I tied up with about 10 minutes left. At the hotel the pancake machine was malfunctioning, as usual. I still got some decent pancackes. I slept for about 6 hours and then couldn't get back to sleep. I got a burrito from Fuzzy's and then I got my call at 5:10. I was called for the Z LACALT. It was a nice small train with 4 motors on the head end. On duty time was 6:40 pm. We waited at the depot for 3 hours before our train came in. They ran us pretty good. When we got to Needles there was another train on Mian 4 that we had to climb over so I couldn't roll my train by. No pictures. I tied up at 3:42 am. I worked 7 days in a row so I am now on a 72 hour RISA. I can use the rest.

I got called for the S LPCSCO1. On duty time was 2:01 am. It was tied down at East Goffs. It was a 16,000 ton train. A 16,000 ton train tied down on a steep hill llike Goffs would need a lot of brakes. It had 4 motors on the head end and 4 in the middle. A van took us out there. The van driver had some trouble finding our train and we had to help her. For some reason she had been told that we were taking the train to Needles. We were taking it to Barstow. We finally found our train. There was no note telling us how many brakes had been tied. So I started walking back and releasing them. I didn't count . Fortunately it was between 3 and 4 in the morning and it was nice and cool. (I was told later, by the engineer of the crew that had tied it down, that there were 25). The van ran me back to the head end. My engineer had to go back to the DPs and sign the cards. Once we got moving it wasn't a bad trip. They brought us into Main 4 and we were relieved. Our day was just over 8 hours. I got a burrito from Fuzzy's, slept for about 4 hours, and then I couldn't get back to sleep. There were NO RESTED Needles crews. I was projected for a U train right off my rest. I got ready to go to work. I got called for a Z train instead. It was the LACWSP- a small, light train with 4 motors on the head end. We got on at the steps. It was a good trip. We came in before sunrise. I have attached a picture of our leader, the 7981. I'm projected to go to work this evening.

I got called for the S LPKSCO. It wasn't a bad train Under 7500 tons and under 7700 feet. On duty time was 8:25 am. We had 3 motors on the head end. Our third motor died. My engineer called diesel service and tired to get it going, but it was in vain. When we got to Barstow they told us to tie down our train at the East Barstow signal, Main 3. They told us that we woud have to take a van to the Barstow yard, grab a motor, and put it on the head end of our train. I tied 3 brakes and we did a release test. The van came and picked us up. I called Diesel Service and they said that we needed to take 2 DPs off a train in Receiver 9. They werw facing west. The van took us to Receiver 9. I got my in between and we did the separation. We asked the router if we could go around the balloon and he gave us permission We went around the balloon. My engineer ran us from the second motor, "long hood forward" so I wouldn't have to stand on the steps and protect the shove. We could see everything. We shoved back to our train on Main 3. I got out and we made the hook. I laced the hoses, but I closed the anglecock between the last motor and the first car. We did the locomotive air brake test. The van showed up and Diesel Service showed up in a truck. They would have to do the "dynamic brake test." The van ran me to the rear end of our train. I would have to arm the ETD. We could go straight to the rear of our train-we were blocked by the gate at the Marine base. So we got on the freeway and went around. The van still couldn't take me all of the way to the rear of our train. There was a train in the siding at Nebo. I climbed over it and I had to walk quite a distance west to get to the rear of my train on Main 3. I told my engineer the ETD # and pressed the button. It armed. I told him, "pop it." He put the train into emergency. I made it back to my van,. It was a long walk. The van took me to the head of my train. We were done. The van took us to the hotel. We tied up with just under 12 hours on duty. I went to Fuzzy's for a burrito, watched some TV, and slept ike a log. I got up for the free breakfast right at 6. I had no sooner finished eating when I got my call. I was called for a Z train. On duty time was 8:20 am. In the van I found out that we had been swapped to a stack trian, then when I got to the depot and printed out our call boards I found out that we had been swapped to the H BARLUB. I asked the terminal manager why and he said it was because of a service interruption on the Cajon sub. Our power was on Ready 6, the first half of our train was in Departure 7, and the rear half was in Storage 11. Our train would have 5 motors on the head end, but the last two would be isolated. Our consist was facing the right way. I lined the switches and we headed out, but another motor was blocking us from getting out of Diesel service. Diesel Service told us to back up two motors so that motor could come in. I had to go to the rear of the consist and protect the shove. Once that motor go out of the way we came out and used D1 as a runner. We went over the switch and I shoved us back to our train. We made the hook, I laced the hoses, cut the air in, and the van arrived with perfect timing. He ran me to the rear of the train. I closed the angle cock, which was open, and released 3 brakes. I planned on riding to the storage yard in the cab with my engineer, and throwing switches as needed, but the Bow Tower told me to go ahead in the van and line the switches. I guess they were running behind. I went ahead in the van and lined my train out. Once the last car was clear of the switch leading to track 11 I stopped him. I lined us in to track 11, and shoved him back to a hook. I laced the hoses, cut the air in, released 3 brakes, and had the van run me to the rear. I armed the ETD, we id the Class III, and the two way. We were ready to go. The van ran me to the head of my train. We departed and we were going along pretty good. I looked in my IPAD and it said we wer to setout our 4th motor when we got to Needles. Normally the outbound helps us with that. Our train went into emergency. A track supervisort was coming at us in a truck and saw he saw a cloud of dust near the head end of our train. He boarded our train. When he saw me he said, "I trained you.' "In Denver?" "No, here." "I familiarized here when I came out from Denver." "That must have been it." He remembered that i had a younger wife. I told him "I'm divorced now." "Welcome to the railroad," he said. He had gone from being a conductor to being a track superivisor. He got in his truck and looked for the problem. He said it was the main hose between our 4th motor and our 5th one. My engineer went back and fixed it. We were on our way again. We stopped at East Goffs and waited over an hour . They had not called an outbound for us. Finally they told us to tie it down. I only had to tie 5 brakes. My engineer found a brake stick in one of the motors and I used it. That made it much easier. We did a release and it held. The game plan was that we were supposed to get on a Z train, ride it to a stack train where the crew was DOL. and try to take the stack train in. We had less than two hours to work. The Z train picked us up We got on the secondf motor. But the Z train went passed the train that we were sopposed to relieve. Evidently there had been a miscommunicataion. They sent a van out for the guys on that stack trian and they tied uup the same time as us. I tied up under 12 hours. I am now on a 3 day RISA. The other day some managers from Kanss City came out to talk to us about safety. They handed out some tokens. I have attached a picture of one. I'm going to enjoy my 3 days off.