I got called bright and ealry on Monday morning for the for the KCKBAR, and as usual it was a big train (over 13,000 tons). On duty time was 6 am. While we were waiting for it to come in the dispatcher told us to go out to East Needles and get on the H AMSBAR because the crew was going DOL. We were to tie it down on Main 3. We met it at the intermediate signal. We got on and took it to Needles and tied it down on Main 3. Then we got on our train when it came in. We got as far as Cadiz and the disptacher told us to wait there. We would swap with the crew of a baretable. The baretable was not really a baretable. It had some empty auto cars at the head end. But since they were empty it was a baretable. We brought it into Needles and the outbound crew was wating for us when we got in (that is unusual). We went to the depot and I put in a claim for "handling cars that were not on my train." It was denied so I will put it in again. The next morning I was called for a baretable at 4:40 am. We would set the train out at Pisgah. I called Lola's and ordered a burrito. My engineer and another crew were in the van. My engineer and I were swapped with the other crew for some reason. We got a stack train. It was tied down on Main 4. We just had to untie it and go. I had to untie one brake. It was a good trip. When we were almost to Needles the dispatcher told us to set out one car due to a hot bearing and that the oubound would help us. We were ined into yard track 2. We got to the east end and the outbound was waiting for us. They said to "go home" because they would do the set out. We offered to help them but they said, "go home." so we went and tied up. I am now on RISA, and I will soon start my rest cycle.

I got called for the H KCKBAR." On dtuy time was 8:30 am. When I got down to the depot and I found out we had been swapped to the V BIRBAR," a vehicle train that goes from Birmingham, Alabama to Barstow. I found out that we had some manifest cars on the head end- so it was really an H train. When we get this train we never know how we are going to yard it. We might break it up and put it on different tracks in the Storage yard, we might put half of it in the Storage yard and the other half in the Receiving Yard, or we might put the whole thing in the Receiving Yard. In this case we never found out. We had a good trip up until we got to Dagget, then we sat there for a while. Then we moved up to East Barstow and sat there for an hour. Then the dispatcher told us to tie our train down and there was a van on the way. I only had to tie two brakes. I went strahght to the hotel. I grabbed a burrito from Fuzzy's went to bed and got called for an X train at 5:15 am. Breakfast at the hotel was early and the van was late so it worked out pretty good. I got something to eat before I got on the van. The terminal manager said that our train was in I1 and we had to setout a "bad order" to I4. He gave me the car # and said it was 40 cars back. We had to wait for a van. When we got one we asked the van driver to hang with us to assist us and he said that whe would. We asked the router if we could make our move and he said no because a west bound train was coming into I2 and was setting out to I3. We thought that we should go first because our setout would not take very long. Our van finally had to take off to help someone else. Of couse, it was just before we made out move. I had my engineer pull the bad car up to me. I tied 3 cars behind it and made the cut. I rode the car over the switch, and when the router threw it I rode the car into I4. The router told us that the other crew was shoving into I4 from the west end and I should watch for them. This was a situation that could have been dangerous, but they stayed way at the other end of the track. I took the car over the derail, tied the brake, did the "single car securement, cut it away, and put the derail up. I rode the car over the switch, and then shoved it back to my train. I laced the hoses, cut the air in, and untied the three brakes. A differnet van showed up to take me to the head end of my train. We had a good trip back and got relieved around 3:30. I rolled my train by and tied up. I have attached a picture of our leader, the 6438. Also, there is a poster published by my union on the bulletin board of the depot with a picture of an Erie Lackawanna engine on it. The Erie Lackawanna used to go through my home town of Mount Morris, New York. They got bought out by Conrail in 1976. It's interesteig that the SMART Union has a picture of an Erie Lackawanna engine on the poster since they haven't existed since 1976. Most people out here have never heard of the Erie Lackawanna.

I could have had all day Thursday off. I was still on my rest cycle. But I marked up earlly at 7am. It said I was 33rd out and not projected for the next 24 hours. What I didn't know was that I was the only conductor on my board that was rested up. I got called at 8:10 am for the "SAMASCO, a train going from Amarillo to Long Beach. On duty time was 10 am. I gulped down my coffee, and got ready to go. I grabbed a burrito from across the depot. It was a big train with 3 motors on the head end and 2 on the rear. We were limited to 55 MPH because our TOB was over 118. When I got to the depot I saw this UP model train engine on a table. (I have attached a picture).A UP engine in a BNSF depot? Nobody seemed to know how it got there. We had a pretty good trip. Our outbound came out to meet us on Main 2. I tied up around 5 pm. I grabbed a burrito from Fuzzy's, watched some TV and went to bed. I could not sleep. I kept tossing and turning. I kept getting up to watch TV and trying to sleep again. I must have dozed off around 3. I got up for the free breakfast at 6, and went back to bed. I got called for the "SLHGALT." On duty time as 11:15 am. I was going back with a different engineer. We had a student engineer. This train was over 15,000 feet long. We had 4 motors on the head end, 3 in the middle, and 1 on the rear. We got on at the steps and they ran us really good! We didn't stop until we were at West Needles. They brought us into Main 1. We had to wait a few for the outbound to come out but they came out right when they were on duty. I'm projected to go out tomorrow afternoon.

I got called for the SLUBSCO, which goes from Lubbock, Texas to Long Beach. On duty time was 1:15 pm. Our train came in shortly after we were on duty. It was a pretty good trip. They kept us moving. We had 2 motors on the head end and 3 in the middle. We had 168 cars and weighed over 13,000 tons. They stopped us at East Barstow and told us that we would be relieved there, and that we were being flipped. The rapid respnder came out to sign the cards on our locomotives before midnight, and the van came out with our outbound. When we got to the depot we were told htat we would be sharing a van with another crew, and the other crew wasn't there yet. We aited 2 hours for their train to come in. Finally they showed up. Our van was already there. I got into the back and slept most of the trip. I tied up around 2 am. I got to bed around 4 am and woke up at 9 am and did some running around. I am now on RISA, and my rest cycle starts tomorrow. I am off until Thursday morning unless I mark up early.

I got called for a grain train going to BARSTOW. On duty time was 8:15 pm. It had 3 motors on the head end and 3 in the middle. For some reason our lead motor was low on fuel- it only had about 1000 gallons. The whole train was going north, so we knew that we wouldn't have to break it up when we got to Barstow. They told us to bring it into I1 and spot it for fuel. They would fill up all of the motors een though all of the motors except the leader had enough fuel. A carman came out and fueled up the 3 motors on the head end. Then I had to get out and spot the DPs. When we were stopped I asked the carman if I could sit in her truck and she said yes. It was cold out. When she was done she gave me a ride to the head end of my train. The router told us to pull ahead to the pad and tie our train down. I only had to tie 3 brakes. A van gave us a ride to the depot. I got in bed aroud 4 am, went down for breakfast, and went back to bed. I literally got called off my rest. On duty time was 1:38 pm. I was called fo the "Q BARCHI." It had 4 motors on the head end and 2 in the middle. It was what we call a "combo" train. The front half was all intermodal cars, the rear half was conventional cars. We were limited to 55 MPH. The termilnal manager told us that our train was past Megatoms and tied down. The van took us out there . He took us to the "Riverside Drive" side because we thought it was safer. (There is a homeless camp on the other side of the tracks). We had to cross all 3 mains to get to our train. I knew that I had to untie 4 brakes. I walked by on the same side of the train as the homeless camp. There was a homeless person near the first car. He didn't look up at me. I released the 4 brakes, walked back 3 more, and walked to the head end of my train. We had to wait for a couple of trains to leave before us, then they gave us the signal. Our trip was just over 5 hours. I'm projected to go to wourk around 1 pm today. No pictures.

I got caled for the KCKBAR. On duty time was 4:30 pm. It was a huge train- with 4 motors on the head end, 2 in the middle, and one on the rear. The dispatcher asked us to go out to East Needles to relieve the inbound because they were almost DOL. So we went out there in the van. We sat there for a while. They didn't run us very well. We really doubted that we would make it to Barstow before going DOL. Bu they brought us in with less than two hours to work. The router told us to come into Receiver 7 make the cut, and then shove the first half of our train into Yard 6. I told him we were DOL at 4:30 am. We pulled into R7. I called a van. I got out and had my engineer pull ahead. I stoped him when the DPs were in fornt of me. I told the van to meet me at the east end of R6. I tied 3 brakes and cut my train away behind the 2 DPs. I rode the steps of the last DP. We went over the switch and I had my engineer stop. When the router threw the switch I started the shove. We shoved back until the front of our train was behind the clearance markers. A yard job had been told to put our DPs away, since we didn't have time. I had the van run me to the head end of my train. I tied 3 brakes and cut the 4 motors away. We took them to the roundhouse. I had to throw 3 switches toline us into track 13. We pulled nto 13 and went DOL while we were walking form the roundhouse to the depot. It was about 5 am when I got to the hotel, I checked in, showered, and went down for breakfast at 6. I slept a good 8 hours and wentt o Fuzzy's for a burrito. I was showing for a Z train then a Deadhead, then the Bartul. I got called for a stack train at 5:30 pm. On duty time was 7 pm. We got on our train at the steps. It had 4 motors n the head end and 1 on the rear. We had a great trip! Just over 4 hours I tried to roll my train by but Amtrak pulled up and was in the way. I'm projected to go out tomorrow afternoon. I have attached a picture of our leader, the 7662.

After having two days off due to my rest cycle I got called for the Q ALTLAC, which goes from Alliance, Texas to Los Angeles. On duty time was 2:10 pm. It was a small train with 3 motors on the head end We had a student engineer. It was a good trip. We pulled into Main 2 and our outbound arrived shortly afterwards. When we got to the depot we found out that we were ebeing flipped. This is the thrid time in a row for me. Our student engneer stayed in Barstow, since he is a student. The van was already there for my engineer and I. We got back about 30 minutes before our 12 hours was up. I'm projected for a U train at 6:08 pm this evening. Three flips in a row. Some guys want to get flipped and they never get flipped.

I got called for the "S HUDSCO." On duty time was 9:50 pm. It was a pretty good trip until we got to Amboy. There was a broken rail. We waited for an hour while the track supervisor repaired it. We finally got the permission to go over it at10 MPH. We were told that we would be "flipped." (Twice in a row for me). We stopped at East Barstow and got relieved there. My engineer and I had the van to ourselves. It wound up being a 12 hour day. My rest cycle starts tomorrow morning. I hope I don't get called before then, Happy Easter.

I got called for a train with an unusual symbol- the "U KELSDG1 01M." It was an empty military train going to San Diego. Flat cars that are used to carry military equipment. It said that the cars were the property of the U.S. Army. Now, I lived in San Diego for 35 years. I know that San Diego is a Navy town and a Marine town. But there is not a large Army base there. I can't explain it. It was a good trip. We tied it down on the Rio Seco track. It was a light train, less than 3,000 tons. I only had to tie one brake. They told us to see the terminal manager before we tied up. They flipped us. We had to wait a while before the van showed up. It did show up and they took us back to Needles. I should go out tonight around midnight. No pictures.

I got called for a good train the Z ATGLAC. It was a 6 hour trip. We got in by midnight. My engineer and I hoped hat we would go aout around noon the next day and have another daylight trip. Well, it didn't turn out that way. I sat in my hotel room for a long time. I finally got called for the H BARTUL at 7pm. The IPAD said it was a big train, over 11,000 tons. It had 4 motors on the head end, one in the middle, and one on the rear. I thought sure that the yard crew would be buiding it, since they usually build trains with a DP. But when I talked to the terminal manager he said that he only had one yard crew and they had something else to do. My engineer and I would have to build it. It was cold and windy. We went out to the roundhouse. We had a consist of six engines. My engineer could not see because our lead endne had another motor in front of it and we were facing the worong way. I had to shove him out of diesel service, around the balloon, and to the west end of departure 2. We hooked the DP onto the rear of our train and I laced the hoses. We cut away and used I1 as a runner. We put our other DP on the east end of the same cut of cars. From there we had to pull ahead and then shove back into D7 to hook onto the front end of our train. I called for a van. I made sure that all of the cars were ther and all of the brakes were released. Then came the hard part. I had my engineer pull the cut over the 57 switch and shoved him into D2. (The van driver was not very helpful.). When we made the hook I laced the hoses and cut the air in. I made sure all of the cars were there and released the brakes at the est end of D2. The van diriver took me to the head end of my train and I released her. We had been on duty since 8:30 pm and were ready to go at 2 am. We had to wait to come out of D7 for a while due to traffic in the yard. My IPAD said that when we got to Needles we would have to pick up 3 cars from Yard 7. Then it said we had to pick up 8 cars from Yard 7. The dispatcher told us that the outbound would do the pick up. I had to throw two siwtches to get us into Yard 2. We had 90 minutes left to work when the outbound relieved us. I'm projected to go to work around 11:30 Pm tonight. No pictures.

I got a short call for the "Q MEMSCO." It said that I was on duty at 9 am, but that was only 90 minutes from the time I got the call. This is what what we refer to as a "short call." We have 2 hours to get to work. Regardless of what the automated voice says, I have two hours. I made it to the depot by 9 am anyway. When I did I found that we had been "swapped" to the "Q MEMOIG." The Q MEMOIG was the rear half of the train that I had been called for. I would have to split the two trains, hang the ETD on the MEMSCO, do the Class III, and then do the Class III on my train. On top of that we had several cars in Yard 3 to pick up. I grabbed an ETD and my engineer and I got in the van. We got on the DPs in the middle of the MEMSCO. I closed the anglecock and made the cut. I hung the ETD, did the two way, and the Class III. Everything went well and they pulled out. We pulled our train ahead. We were in Yard 2 so the cars we were to pick up were next to us. They were all there. When we got to the west end of the yard I cut my two motors away, rode them over the switch, and lined the switch for Yard 3. I only had one switch to throw. I brought my engineer back to a hook, laced the hoses, cut the air in, and released the three handbrakes. There was a note in the coupler of the first car telling us what time the cars had been left there. It had been less that 24 hours. I had my engineer pull the cut of cars over the switch, lined the switch back into Yard 2, and brought him back to a hook. I laced the hoses, cut the air in, and released the brakes. I had the van run me back to the rear of the train. I pressed the button to arm it, did the two way, and the Class III. We were ready to go. I had the van run me up to the head end. I remembered that this engineer smokes cigars, so I brought him one of the cigars that I bought when James was born, 19 years ago. (Only one person took a cigar). I have nearly the whole box left. The trip was okay. When we got to Barstow they told us to tie it down on the Mohave Connector. (The train was going to Bakersfield, then on to Stockton and eventually Oakland). Our train was light. I only had to tie 2 handbrakes. after I checked into the hotel I went to Fuzzy's for a burrito and some lemonade. I went to bed around 9. I got up for the free breakfast at 6. I was projected to be called at 7:15 so I got ready to go. I got called right at 7:15 for a stack train going from Los Angleles to Clovis, New Mexico. We had a student engineer. We got on at the steps and were ready to depart when we heard somebody open the front door of our engine. He said he was a trainmaster in training and needed to make a trip. This was puzzing, as the BNSF just laid off a bunch of trainmasters. The fellow didn't know where he would be working. He is supposed to take trips all over the system. It turned out he is also a guitar player so he and I had a lot to talk about. When we got to Needles they told us to take it through Yard 2 to the East Needles signal where we would be relieved. Security would be closing several containers. We had to wait a while to be relieved but they showed up. I took a SMART Rest. No pictures.

I got called for the KCKBAR again! On duty time was 7:30 am. this time it was a little smaller than the previous time. Still, it was pretty big. We had 4 motors on the head end, 2 in the middle, and one on the rear. We were making good time to Barstow. Then they stopped us at Dagget for a while. Then they moved us up to East Barstow. We sat there for a while too. (One of the problems with this train is that it's so big that it takes up two tracks and the Receiving Yard has to wait until two tracks are open before they can bring us in. We had 90 minutes left to work when I heard a rock hit my window. I looked down and I saw a van with two railroaders- we were bing relieved, but no one had told us. I went directly to the hotel. I went to Fuzzy's to get a burrito, and I went to bed. I got up for the free breakfast. They were sering it early. My phone rang at 6 am. I was called for the H BARKCK! (I came to Barstow on the KCKBAR and I was leaving on the BARKCK, the two worst trains). Today the BARKCK was smaller than usual. I finished my breakfast and got down to the depot. I was goinig back with a different engineer- and we had a student engineer. The yard crew was building our train- which was unusual because we were head end power only (when it's head end power, or "conventional" as we say, usually the road crew puts it together). When our train was ready we took the van out to Tom's Megaburgers and relieved the yard engineer on our train. They ran us pretty good-until we got to Homer. Then they stopped us for a while. We went down to West Needles and waited a while. We had been on duty for 10 and ahalf hours when they brought us in. I rolled my train by. I have attached a picture of our leader, the 7880. I'm projected to go out tomorrow late in the morning. I hope so. I need some sleep.

I got called for the "H KCKBAR." On duty time was 10 am. It was a big train. We had 3 motors on the head end, 3 in the middle, and two on the rear. Our train weighed over 21,000 tons and was over 10,000 feet long. This may have been the heaviest train I've ever had. We got as far as Danby when the detector desk said that we had a hot bearing. We had to stop and I had to inspect it with my heat sensor gun. It was only the 5th car back. The bearing was 158 degrees farenheit. I checked the 12 bearings ahead of it and the 12 behind it and they were all cooler. The detector desk said that we had to set the car out. Cadiz was the nearest place. It was on a hill. Since our train was so heavy I would have had to tie 47 brakes. It was in the 90s. Fortuately there were some baretables in the siding at Cadiz. They told us to set out the car at Amboy. They said we could proceed at 30 MPH, and 5 MPH over bridges. Since our train was so long, and sic\nce there are a lot of bridges between Danby and Amboy- we went 5 MPH the whole way. It took us 4 hours to travel the 20 miles to Amboy The sun was down. They took us into the siding. (At Amboy the spur is off of the siding). I tied 5 brakes and it held. (The ground is flat there). I made the cut. My engineer said he thought he could pull the cut past the switch without going through the signal. He was right. I threw the swtich and dropped the derail. There is enough rooom in that spur for maybe two cars. I rode the car in. A "Savage" security officer was watching us. I tied the handbrake and we did the "squeal test" (we pushed the car to make sure the brakes squealed). I made the cut and my engineer pulled the cars ahead. I restored the derail and threw the switch back. I rode the cut back to within a car length form our train, got off, and brought my engineer back to a hook. I had to lace the hoses in the dark. I got them on the first try. My engineer did the "Class III" while the brakes were still tied, then I relased the 5 handbrakes. The security officer gave me a ride to the head end of the train. He told me that he was the borhter of one of our engineers. He gave my engineer a ride back to the DPs because the cards needed to be signed. We had been told that we would be relieved at Amboy. A van showed up with our relief crew. We had maybe an hour left. The van took us to Barstow. We went thoguht the drive through at Jack in the Box My engineer and I were hungy, and I was thirsty. I got into bed in the hotel around 1 am. I got up for the free breakfast at 6 and went back to bed. I got my call at 11:30 am. I was deadheaded back to Needles in a van with two other men. I'm projected to go to work around noon tomorrow. No pictures.

I got called for the "B LPCSCO5." It had 3 motors on the head end and one motor in the middle. Behind the middle motor were baretables. The front half of the train was a regular stack train. Our work order said that we were to split it in Barstow. My engineer said that we would probably be told to take another motor out of the roundhouse because one motor wouldn't be enough for the rear half of the train. (The front half of our train was going to Stockton, the rear half was going to Long Beach. Our trip was slow. At least one train broke down and needed helpers They were single tracking. I noticed that my IPAD said that we were to set out one of our motors at Goffs. The AMSBAR was broken down in the siding at Goffs. Their leader was dead. Setting out our second motor would be a lot of work. Then as we neared Goffs we heard the crew of the AMSBAR say that they were in the van and heading to Barstow. I refreshed my IPAD and the set out was gone. We made slow progress to Barstow because they kept stopping us. We had maybe an hour left to work when we got to East Barstow and they told us to split the train. The rapid responder came out to help us. He ran me to the second motor in his truck. I tied the brake on the DP, and 6 handbrakes. I made the cut. The rapid responder had an ETD for us. I hung it and we did the Class III. We were finished just as we went DOL. The rapid responder ran me to the head end of our train. Our train was not tied down. We let the router and the terminal manager know that we were DOL and our train needed to be tied down We had to wait about an hour. A dog catch crew came out and tied our train down. They were nice enough to let us use thier van to take me to the hotel. My engineer went to the depot. I got to the hotel in time for breakfast. I slept about 5 hours, watched some TV, and slept for 3 more hours. I got called for the "S LHALPC3.' On duty time was 10:40 pm. I was ready to go when I got my call. I hadn't eaten all day. When I got to the depot I got some food from the deli. The terminal manager told us to go out to Hodge and get on our train. They were having problems and the crew was DOL. When we got there they said that ther was no air at the rear of the train. They suspected that someone had closed an anglecock and was robbng the train. The rapid responser was trying to find the problem. We had no sooner got on our train when the rapid responder said that he had found two open anglecocks. The air started to come up. It passed the train check. We were soon on the move They ran us good, but there were a lot of trains in the yard when we got to Needles. They told us to tie it down at the East Needles signal. It wasa big train-over 15,000 feet and over 14,000 tons. We had 4 motors on the head end, 2 in the middle, and 2 on the rear. My engineer tied the 4 motors and I tied one handbrake. It held. (It's pretty flat at East Needles). The van ran us back to the depot. On the way we counted 60 open containers. We filed a caim for 130 miles for getting on our train at Hodge. I am now on my rest cycle.

I got called for the "B LPCSCO5." It had 3 motors on the head end and one motor in the middle. Behind the middle motor were baretables. The front half of the train was a regular stack train. Our work order said that we were to split it in Barstow. My engineer said that we would probably be told to take another motor out of the roundhouse because one motor wouldn't be enough for the rear half of the train. (The front half of our train was going to Stockton, the rear half was going to Long Beach. Our trip was slow. At least one train broke down and needed helpers They were single tracking. I noticed that my IPAD said that we were to set out one of our motors at Goffs. The AMSBAR was broken down in the siding at Goffs. Their leader was dead. Setting out our second motor would be a lot of work. Then as we neared Goffs we heard the crew of the AMSBAR say that they were in the van and heading to Barstow. I refreshed my IPAD and the set out was gone. We made slow progress to Barstow because they kept stopping us. We had maybe an hour left to work when we got to East Barstow and they told us to split the train. The rapid responder came out to help us. He ran me to the second motor in his truck. I tied the brake on the DP, and 6 handbrakes. I made the cut. The rapid responder had an ETD for us. I hung it and we did the Class III. We were finished just as we went DOL. The rapid responder ran me to the head end of our train. Our train was not tied down. We let the router and the terminal manager know that we were DOL and our train needed to be tied down We had to wait about an hour. A dog catch crew came out and tied our train down. They were nice enough to let us use thier van to take me to the hotel. My engineer went to the depot. I got to the hotel in time for breakfast. I slept about 5 hours, watched some TV, and slept for 3 more hours. I got called for the "S LHALPC3.' On duty time was 10:40 pm. I was ready to go when I got my call. I hadn't eaten all day. When I got to the depot I got some food from the deli. The terminal manager told us to go out to Hodge and get on our train. They were having problems and the crew was DOL. When we got there they said that ther was no air at the rear of the train. They suspected that someone had closed an anglecock and was robbng the train. The rapid responser was trying to find the problem. We had no sooner got on our train when the rapid responder said that he had found two open anglecocks. The air started to come up. It passed the train check. We were soon on the move They ran us good, but there were a lot of trains in the yard when we got to Needles. They told us to tie it down at the East Needles signal. It wasa big train-over 15,000 feet and over 14,000 tons. We had 4 motors on the head end, 2 in the middle, and 2 on the rear. My engineer tied the 4 motors and I tied one handbrake. It held. (It's pretty flat at East Needles). The van ran us back to the depot. On the way we counted 60 open containers. We filed a caim for 130 miles for getting on our train at Hodge. I am now on my rest cycle.

I cot called for the Q NWHSCO6. On duty time as 8:30 pm. It was over 8500 feet with head end power only- but with the new rule we could go 70. It was a 6 hour trip. When we got to Barstow they told us to take it into Main 4. We had to wait an hour for the outbound to come and relieve us because their conductor got a late call. I asked for terminal manager for one of the new flashlights and he gave me one. I got to the hotel in time for breakfast and I slept for 8 hours. I got up and got a burrito at Fuzzy's. I got callled for a stack train going home. On duty time was 7:30 pm. We got on at the steps. It was a prtty good trip, but when we got to Needles they told us that they weren't callling trains and they held us at West Needles for about an hour. They finally gave us the signal and told us to tie it down at East Needles. I only had to tie 3 brakes. I should go out this evening.

I got called to dogcatch the U JOEWAT, or the "rolling bomb." We had 95 tanker cars of HAZMAT: gasoline, alchohols, and ethanol. We had a loaded hopper on each end of the train to at as a buffer, and we had 3 motors on the head of our train and 2 on the rear. The rear most DP was dead. Our train was still in the yard, on Yard 2. The crew was still on it and they had been non duty for 6 hours. They had set out a bad order and were waiting for helpers. The train would not make it to Barstow without helpers. We relieved them. The helper crew came on duty about the same time as us. The helpers hooked on to the rear of our train. We had been on duty for over an hour when we departed. The dispatcher put us in the siding at Goffs for a while, and then the siding at Amboy. They seemed like they wre in no hurry to get us to Barstow. Our helpers broke off at Pisgah. When we did get to Barstow they told us to take the defective motor to Diesel Service. We called for a van to run us to the rear of our train. When we got there we found out that the motor would not run under it's own power. We called Diesel Service, and the router. The rourtr told us to leave it on the rear of the train. The outbound would add another DP on the rear and they would "tag it and drag it" as we say. We were also told that we were being flipped. We jumped into a van that had been called for another crew and shared it with them. We had never seen this driver before. He was weaving pretty badly. He blamed it on the wind. I'm projected to go out around 5 am tomorrow. I'm sure that I will go out much sooner than that.

I got called to deadhead to Barstow with 3 other men in a van. On the way we were told that there are no more trainmasters in Barstow- and from now on the Terminal Manager will do everything that the trainmaster did. Trainmasters have been laid off system wide. There was a trainmaster at Barstow 24 hours a day 7 days aweek, now they are gone. We were also told that from now on trains with head end power only that are over 85oo feet can go 70 MPH-previoulsy they were restricted to 55 MPH. Trains 10,000 feet or longer must have a DP on the rear- that rule hasn't changed. When we got to Barstow the trainmaster's office was empty, and there was a note on the window that said, "Out of business." We asked the terminal manager if there were any trains that we could take to Needles so we could "flip" but he said no so we tied up and went to the hotel. I slept about 6 hours, got up for the free breakfast, and went back to bed. I was awakened by a telemarketer at 11 am. I couldn't get back to sleep so I got a burrito from Fuzzy's. I evetually went back to sleep and got called for the "Q LACCHI" at 5:30. On duty time was 7 pm. As my engineer and I went over the profile we noticed that our train was over 8600 feet long (cars only) and we had 5 motors on the head end- no DP. We looked for the new rule in our IPADS. Another conductor helped us find it. Yes, there it was in writing. We could go 70MPH. We got on at the steps. The inbound told us that we had 3 containers open at the rear of our train. We were a "Nike train," (we had lots of Nikes in our contianers). This is the kind of train that thieves love to break into. Security closed the containers. The dispatcher ran us good. We only stopped twice. We saw security most of the trip. Security or the railroad police were at several crossings, or riding on the highway near us with their lights flashing. We got into Needles after midnight and I tied up around 1 am. It was a 7 hour day. I should go out this afternoon. I willg et some held away for staying n the htoel so long. I have attached a picture of the trainmaster's window- and our leader, the 4601.

I got called for the "Q MEMSCO" for the second time in a row. For the second time in a row our train was to split at Needles. For the second time in a row I was on the head end and the other crew had to do the split. They would also have to pick up some cars in Yard 3. On duty time was 7:30 pm. Our trip was about 8 and a half hours. Our outbund came out pretty quickly. I got into bed around 4 am. (Daylight savings time had just ended and the clocks moved ahead). I got up at 6 am for the free breakfast and slept another 4 hours. I got up and I couldn't get back to sleep. I went to Fuzzy's and got a burrito. I got called for an X train going from Fresno to Minot, North Dakota. It had 2 motors on the head end and 100 empty grain hoppers. I was hoping that we would just get on and go. But the work order said at we had to pick up 51 empty hoppers in Storage Track 12. The inbound crew had 5 hours left but they didn't have to do it. Also, our train was in I1. We couldn't go directly into the Storage Yard from I1. We would have to go out to the main line and shove in. The van ran us out to our train. We asked the van to stay with us. We told the router, and the bowl tower what we needed to do. We went thorugh the East Barstow signal. I got off and rolled my train by. I got on the last hopper and we had a red over a flashing red. We shoved into the storage yard. I had the van run me back and I lined the switches. I shoved us back form the van. When we got within two cars of the hook I removed the ETD from the rear of our train. There was a work train trying to do some work in track 14 and they were irritated because we frogged them in. I brought my engineer back to a hook. I laced the hoses and cut the air in. I put the ETD in the van and we went to the end of the train,. My engineer could not hear me over the radio but the work train was nice enough to relay my messages to him. I hung the ETD. We did the Class III and the two way. There was one brake at the rear of the train. There were 3 brakes on the east end of the cut. The van ran me to the head end. They ran us pretty good. But our train was limit

ed to 55 MPH and we were underpowered. We got in around 3 am. I filed a cliam for riding the rear of my train for over 1 mile. I am now on my rest. I have attached a picture of our leader, the 8489.

I got called for the Q MEMSCO. On duty time was 6:30 pm. We had 3 motors on the head end and 3 in the middle. Our work order said that we had to split our train. My engineer and I got on the head end and another crew got on our middle DP. They made the cut and hung the ETD for us. It was a good trip to Barstow. They stopped us a few times. We got to Barstow in the wee hours of the morning and tied our train down on Main 2. Our day was just over 8 hours. I slept for a couple of hours, got up for the free breakfast, and went back to bed for a while. I woke up in the afternoon and could not get back to sleep. I went to Fuzzy's to get a burrito, and got called for the "Q STOCLO." ON duty time was 8 pm. Our train was tied down on Main 2 when we went on duty. It was a good train with 3 motors on the head end and 2 on the rear. Our trip to Needles was longer than it should have been because there was a lot of traffic ahead of us and we had to keep stopping. When we went through Amboy Ii looked in my IPAD and it said that we had to set out one of our motors in Needles when we got there. We came into Needles around sunrise. The outbound met us at the east end and they helped us. The setout went smoothly and we parked the motor on roundhouse 2. I should go out again this evening.

I got called for the "H GALBAR." On duty time was 3 pm. It was a big train with 4 motors on the head end and 1 on the rear. They were in no hurry to get us to Barstow. We sat at the depot in Needles for a while before we departed. They put us into the siding at Goffs to let a train run around us, then put us in the sding at Ash Hill. We swapped with a Q train at Ash Hill. We only had 2 hours left to work. The other crew had much more time left than we did. We got as far as Dagget on our Q train and they sent our outbound to us. I went straight to the hotel. I slept for a couple of hours, got up for the free breakfast at 6, went back to bed, and I woke up around noon. It was a beautiful day in Barstow so I walked over to Fuzzy's and got a burrito. After I ate I could not get back to sleep. I kept looking at the lineup t see what train I was going to get but it kept changing. I finally dozed off. I got called for the "S LBEMEM." It was a nice small train with 4 motors on the head end. On duty time was 11:30 pm. I had been in the hotel over 20 hours, and I will get some "held away" for that. It took a while for our train to come in. We got on at the steps. It was a good trip. When we got to Needles the dispatcher told us that we had several open containers and that we would have to instruct our outbound to pull down to the east end so security could close them. An H train was stopped on Main 4 and we had to climb over it. I didn't sleep good today. I will probaably go out in a couple of hours. I have attached a picture of our leader, the 6866.

I got caled for the "B HCKSCO," a train of empty intermodal cars, or "baretable flats" as we call them. Our work order said that we were supposed to pick up more baretables out of a siding. at Saltus. I looked in my TCMs and they said that the switch at the west end of that siding was "hard to throw." I notified the dispatcher. After we had departed they told us to "highball" the setout. Before we got to Barstow my IPAD said that we were to set out our last two cars in Barstow. When we got in they told us that we were to set out our first two cars. I told them that my IPAD said that we were to set out our last two cars. A different voice came over the radio and called me by name. They said that the cars were lines 3 and 4, and they gave me the car numbers. The router first told us we would be going into Receiver 7, then they told us that we would be going into Receiver 5 and setting the cars out to Receiver 1. We pulled into Receiver 5. I got my "in between" and walked back to look for the two cars. It seemed to me they were much farther back than lines 3 and 4. I found them, tied 3 brakes behiind them, and made the cut. I rode the last car over the switch, and then I shoved us into Receiver 1. We were told to make a hook. I got off when we were about one car away and took my engineer back to a hook. I tied the brakes on the cars tha we were setting out (they were each "5 packers," so they each had one brake on each end). Then I cut us away and rode thel ast car over the switch. I was stopped under the bridge. I kept asking the rotuer to throw the swtich but he did not respond. (I didn't know it but he was having radio trouble). We finally got the swtich and I shoved us back into R5. I stopped us when we were a car away and shoved my engineer back to a hook. I laced the hoses and cut the air in. Since we larady had brakes tied I didn't tie any more. I walked up to the head end and the engineer called for a van and tied the brakes on the motors. I wrote a note for our outbound, telling them that there were 3 brakes tied about 15 or two platforms back. A van showed up quicker than we expected. We went to the depot and tied up. It had been an 11 and a half hour day, which meant that I would get some overtime. I went to the hotel, slept for a few , and got up at 6 for the free breakfast. I went back to bed and slept like a log. I got called for a stack train. On duty time was 5 minutes after noon. We got on at the steps. It was a nice, small stack train with 3 motors on the head end. No setouts or pickups. Still, it was an 8 hour day because they stopped us a couple of titmes. When we got to the Needles singal it was red. I asked if we could flag it and the dispatcher said yes. The railroad police told us that we had several open containers. We notified the outbound that they would have to pull down to the east end so security could close the doors. I stayed behind to roll my train by and told them they had 5 containers open. I tied up. I am now on my rest cycle. I have attached a picture of our leader, the 6202.

I got called for the "VBIRBAR," a vehicle train that goes from Birmingham, Alabama to Barstow. But it should have been labeled an H train- we had manifest cars at the head of the train and at the rear. I wondered how we were going to yard this in Barstow. I hoped that we would just take it to the Receiving Yard and take the power to the house, but usually with this train we have to take it to the storage yard and do some switching. It turned out to not be so bad. They told us to take it into storage 5, leave half of our cars there, and take the rest of the train to the Receving Yard. They sent a van out for us. I had to line both the west swtich and the east swtich for storage 5. Once our train had cleared the east end of the track I tied 3 brakes at the east end and made the cut. We followed my train into the Receiving Yard. They told us to leave it at the east end of the Receiving Track. Once the rear of my train had cleared I told my engineer to stop. The van ran me to the head end of my train. I tied 3 brakes and cut my power away. (We had 3 motors on the head end). We took it to the house. I had to thow 2 switches to line us in. We were done. When I got to the hotel I went to Fuzzy's and got a burrito. I was projected for 4 am. I wondered if I was going to be able to sleep until I got my call. I slept about 10 or 11 hours. I got called for the BARLUB. On duty time was 6:45 am. On the way to the depot I had the van stop at Lola's. I got a burrito. The yard crew was building our train. It was 3, 1, and 1. We had to wait a while. The van ran us to the head of our train when it was ready. Our work order said that we had to pick up a car at Nebo-right behind the Marine Base. It was a loaded tanker car and it contained hazmat. We decided to put it after the first 10 cars on our train. I got off and had my engineer pull ahead. I tied 9 brakes and we did a release test. The train moved slightly. I tied two more brakes and that did the trick. I closed the anglecock and made the cut. I had my engineer pull over the swich. I lined the swtich into the siding and dropped the derail. I shoved my engineer back to a hook. I laced the hoses and cut the air in. The anglecock on the rear of the card was open. I closed it and released the brake on the car. I put my air pressure gauge in the hose and opened the anglcock. It read 82 or 83 pounds. Within tolerance. I told my engineer to give me a set. The piston did not come out. We waited a few miutes for the air to charge. On the second try the piston came out. We also did the release. It was a good Class 1. I told my engineer to take it ahead over the swtich. I lined the switch back to the main and restored the derail. I shoved my engineer back to a hook. About this time the rapid respnder showed up in his truck . He had been helping another train and came by. He offered to run me to the head of my train when we were done. He slso told me that the car we picked up had been sitting there about 2 weeks. I released the 11 brakes and the rapid responder ran me to the head end of my train. The rest of the trip went well. They only stopped us a couple of times. I had been on duty for 10 and a half hours when we got to Needles so I was on overtime. I rolled my train by. It was supper time and they were having a barbecue at the depot. I was hungry so I got something to eat. I'm supposed to go out this afternoon. I have attached a pciture of our leader, the 5233.

I got called for the H BARKCK, or the "BARKICK" as we call it. On duty time was 3:20 pm. It was smaller than usual- just over 7,000 feet with 3 engines son the head end and two on the rear. The only track we would fit into at Barstow was Receiver 6. We relieved the inbound crew at East Needles because they were almost DOL. When we got to the Barstow signal they held us there for a while until that track was clear. They brought us into the yard with just two hour left. I tied 3 brakes, cut the power away, and we took it to the house. I had to throw a couple of switches. We had to wait a while for a van. Finally a van showed upa nd took us to our DP. I cut it away. It was facing east. We had to wait for a yard job that was kicking cars in front of us. Finally they were done. The router gave us permission to come out. As luck would have it another KICKBAR was coming in the yard. So I started to to call my engineer by his name to avoild confusion. Since we were facing east, I had to protect the shove. I had to line us into the track in Diesel Service. We tied up just before we were DOL and claimed the RO for getting on our train at East Needles. (It was later denied because we worked overtime, so I forwarded it to my union rep). I slept a couple of hours in the hotel, got up for breakfast, went back to bed, and got called for the H BARTUL. I groaned. When I got down to the depot I found out that we would have to put it together. It was "solo" as we say, (head end power only). Our power was on Ready 5, the front half of our train was in Receiver 8, and the rest of it was in Storage 5. Our power was facing the right direction. I had to throw one switch to get us out of Diesel Service. The router let us use Receiver 9 as a runner. So I was able to check my track list. All of the cars were there. We went over the switch and shoved back. I brought my engineer back to a hook, laced the hoses, and cut the air in. The anglecock on the first car was closed. We called for a van. The van ran me to the rear of the train. The anglecock on the rear of the train was open. I closed it and released 3 brakes. We would have to wait to go to the storage yard as we were frogged in by another train. Finally we had permosson to go. The van ram to out there,but the van swapped with aother van. My flashlight was in the cab of the locomotive, and it was getting cold. I didn't have my carhart on. I had my engneer pull over the swtich, threw the 9 switch, and lined us into storage 5. I brought my engineer back to a hook. I laced the hose and cut the air in. There wre 5 brakes at that end. I released them. I got in the van and checked my track list. The van driver was very hellpful. All of the cars were there. When we got to the rear of the train there was no ETD. My engineer called Mechanical. After about 10 or 15 a man came out 3with an ETD and handed it to me. I hung it and we did the Class III. We were finally ready to go. The van driver ran me to the head of my train, which was behind Megatoms. It took a whkle for me to get there because we wer eblocked by a train for a while. By this time we had been on duty for about 5 hours- due to the fact that: -our power wasn't ready when we came on duty -we were frogged in by anoher train and had to wait -we had no ETD. -it took a whle or the van to get me to the head of the train because we were blocked My engineer pulled up to the signal at East Barstow. They would not let us leave. We had to wiat for Amtrack to go by. Finally they let us move upt to teh Dagget signal. We sat there for a while. We had about 5 hours left on duty when we left Dagget. We might have made it to Needles but they releived us at "Old Fenner." I tied up with just under ten and a half hours on duty and took a SMART Rest. I'm projected to go towork around 5 am California time tomorrow morning on a stack train. I don't want another H train.

I got calle for the S ALTSCO. On duty time was 3:30 pm. My engineer had recenlty moved here from Bakersfield. Our train came in on Yard 2, which is unusual. It was a good trip. When we got to Barstow they told us to tie it down at the Barstow signal on Main 3. There is a grade there. I had to tie 5 handbrakes, but it held. We got in around midnight. I went to bed, got up or the free breakfast at 6am, then went back to bed. Boy, did I sleep! I was at Fuzzy's getting a burrito when I got my call for the Z LACALT. On duty time was 7:10 pm. I got down to the depot early. I was going back with the same engineer. Our train came in before we were on duty. There were no vans to take us to it. The terminal manager gave us a ride. Our train was at the east end of Main 2. We had to climb over another train to get to it. Fortunately my engineer knew the engineer on the train and my engineer texted him to tell him we were on our way. It was a good trip. They only stopped us once. Our work order said that we had to set our our third motor when we got to Needles. This was unusual. We had 4 motors and usually we have to set out the last motor. My engineer had never sone this move before. The outbound came out there to help us. It went pretty smoothly. We parked our motor on Roundhouse 1 as we were told. I'm expectiong to get called any minute.

I got called for a stack train. On duty time was 1:30 am. When I got to the depot I discovered that my engineer and I had been swapped to a grain train. Our work order said that we would have to set out our leader at Barstow. When our train came in the inbound told us that the dynamic brakes on the leader weren't working. It would need dynamic brakes to go on to Bakersfield. We guessed that we would have to add another in Barstow too. It wasn't a bad trip. They brought us into Main 4. They told us to take the leader to the house and grab another motor. We tied the train down and I cut the motor away. We brought it into track 12. I had to throw two switches. We walked over the the "ready side" and found the motor we were to take. Since it was facing the wrong way we had to take it around the balloon. I brought my engineer back to a hook, laced the hoses, and connected the MU cable. . We did the locomotive air brake test. We could not do the 2 way, and my engineer could not go back to the DP in the middle of the train to "condition" the DP and link to it becasue we didn't have a van. We asked the trainmaster and the router if our outbound was coing out to us. They both said that they were on the way. We were williing to help them. Finally, after they had been on duty for 90 ninutes they appeared. They said that no one had told them that we were on the train. They also said that on one gave them the information they needed. We told them that we hadn't done the two way and linked to the DP because they had no van and they said that they would do it. We tied up and I went to the hotel. I tried getting some food from "Fuzzy's" for the first time. I got a chicken and rice burrito. It was pretty good. I slept like a log until 5:30, watched some TV, and then went back to sleep. I was asleep when I got called for the "KCKBAR." I groaned. It was a cold, windy night. I hoped that the yard crew was putting it together. When I got to the depot the trainmaster told me that we would have to put it together. It was "solo" as we say. (head end power only). Our power was in Ready 2. The first half of our train was in I4. The rear half was in D2. We went out to the ready yard and got on our motor. Our consist was facing the wrong way. I had to shove us out of the ready yard. It was dark, and it had started to rain. I had to throw 2 switches. We went around the balloon and used I 3 as a runner. I was able to check all of the cars on my list. They were all there. We went over the switch and I guided my engineer back to a hook. I laced the hoses and cut the air in. There were no brakes at the head end. I had the van run me to the other end and I released 3 brakes. My engineer took the cut over the switch, and I protected the shove from the van. I brought him back to a hook. I laced the hoses and cut the air in. I checked all of the cars while the van ran me to the rear of the train. They were all there. The ETD had been hung. It took a while for the air to come up because it was so cold. When it did we did the Class III and the two way. I released 3 handbrakes and the van took me to the head end of my train. The hard part was done. Our train was ready to go. I had to cross over several tracks to get to my engine. We were ready to go, but it was a while before we stared moving. There was a broken rail ahead. It was really pouring by the time we departed. Fortunately I had missed that. . I had been on duty for over 10 and a half hours before I tied up. They brought us into Main 4 and we were relieved. I rolled my train by and tied up. I have the rest of the day, and all of tomorrow off. I can use it.

I got called for the Q CHISBD. On duty time was 9 pm. We had 4 motors on the head end and 1 on the rear. 2 of the motors on the head end were dead. Our HPT was only 1.5. When we got close to Barstow they told us we would be flipped. The brought us into Main 4 and told us "hold back, we will add another engine to the head end." I wasn't sure if he meant we were oging to add an engine to the head end, so I told him, "We will be DOL in 90 minutes." After a pause the router said the outbound would add the engine. I tied 3 brakes and it held. Our van showed up right away and took us to Needles. I'm projected to go out around 2 am. I barely slept yesterday and I'm tired. No pictures.

I got called for the "Z ALTLAC." On duty time was 8:50 pm Pacific Time. Even though it was a Z train we were ellimited to 55 MPH due to our length. Also, our HPT was only 1.8. Nonetheless, they ran us really well and our trip was only 6 hours. I took a nap when I got to the hotel got up for reakfast, and slept until 1 or so. I grabbed a sandwich from Barstor Burger and went back to bed. I didn't think I would be able to get back to sleep but I did. Boy, did I sleep! I had a long stay in the hotel. (21 hours). I finally got called for the "H KCKBAR" at 11:40 pm. I groaned. I hoped that we wouldn't have to put it together. When I got down to the depot I found out that we had ben switched to the Q LACAT. The KCKBAR was blovcked by another trian and the yard crew hadn't put it goether yet. We had a good trip back. I will probably get called off of my rest tonight. I have attached a picture of our leader, the 4277.

I got called for the S LPKLBE7. Our work order said that we were supposed to split the train in Barstow. On duty time was 3:30 pm. When we got to East Barsstow we were told that we would have to split our train on oour own. It had 3 motors on the head end and two in the middle. A van sowed up to give me a ride to the middle of the train. The rapid responder was there and had dropped off an ETD. The van could not take me to the safe side of the train. I had to cross over two mains to get to it. I tied the brakes on the two motors and then 5 handbrakes. I made the cut and had the engineer pull the first half of the train ahead. I hung the ETD and did the rwo way. The van ran me to the head end. The engineer was nice enough to tie the head end of our train down while I was gone. We grabbed our stuff and the van ran us to the rear train. My engineer got on the lead motor and set it up. The van took us to the hotel. When we got there we had been on duty for 10 and half hours. I looked in my cell phone and saw a deadhead ticket. They were going to flip us home. My engineer said that he was exhausted and didn't want ot ride in a van back to Needles. I was exhausted too. We tied up and checked in the hotel. I slept a couple of hours, went down to breakfast, and slept until about a half hour before I got my call. I got called fo a stack train. On duty time was 3 pm. The trip was uneventful. The next day I got called for another stack train. On duty time was 11:01 am. It was a small train with head end power only. When we got to Barstow they told us to tie it down on Main 1. I only had to tie one brake. The next day I got called for another stack train. On duty time was 11:01 am. I was ready when I got my call. Myself and the other two men in the van all stopped by Lola's for food. On the way to the depot I heard that two trains ran into each other in the storage yard. No one was hurt. It was a routine trip back home. We saw them repairing the damaged track in the storage yard where the accident took place. I took a SMART Rest and I should go out this evening. I have attached a picture of what Cadiz looks like from the conductor's window. We were stopped when I took this picture.

On the 26th I was called for the "U NEEPPH." An ususual symbol. I found out it was a "ballast train." There were some ballast cars in Yard 6. There were two engines on the east end. My engineer and I had to take 2 motors out of the roundhouse and put them on the west end. After the locomotive air brake test we took it to Amboy. A fellow from Herzog got onthe second motor there. We had to go 16 MPH while he dumped ballast using a laptop. Once done, we took the train to Barstow. The next day were deadheaded back to Needles in a van. On the 28th I was called for the "S OMASCO." When I looked at the work order it said that we had to pick up several cars, and some engines. I called the dispatcher and she said that two inbound crews were putting two trains together. A baretable with two motors coupled to the rear of a stack train with one DP and 3 motors on the head end. I had to go to the middle DPs and do the locomotive air brake test. They flipped us home in a van. The next day I got called for the H GALBAR. The work order said that we had to set out 21 cars in the Needles Yard. The first car was 18 cars back. I had my engineer pull ahead. I tied 3 handbrakes, made the cut, had my engineer pull over the swtich, and then shoved him into Yard 6. I was going to ride the shove but the car was not safe to ride. I watched it from the van.I tied 3 brakes, had the van run me up to the head end, and we departed to Needles with 4 hours on duty. We had 2 and a half hours left when they stipped us at Dagget and told us to swap wit a Z train. We took the train into Barstow and we were relieved. For the trip home I got called for the "Q LACATG." On duty time was 11:30 am Pacific Time. It was a routine trip home On the 31st I got called for a stack train. We had a "qualfying engineer." He was an engineer who has been out for a while due to some medeical issues and he wand to refamilarize. For the trip back I got called for the "Q LACCHI" with the same two men. We had 3 motors on the head end, and two on the rear. Our instructions were to set out our number two motor when we got to Needles. Usually we set out the last motor but this time they wanted the second one. This would be more complicated than usual. Also, the outbound was not available because the van was tied up. We started the setout on our own. We got the head motor back to the train, and had started the locomotive air brake test when the oubound showed up and took over. I am now on my rest cycle. It was a busy week.

I got called for the "B SCZSCO5," a baretable flat (empty intermodal cars). On duty time was 3:30 pm. We had a good trip-about 6 and a half hours. When we got there we had to wait a while for our outbound to come out. We were a little irritated. When they showed up the van driver said that they had been blocked by a train and had to go around the long way. We tied up at the hotel. I went to bed, got up at 6:30 for breakfast. I was saddened to get a text message saying that my Aunt Florence had passed away at the age of 101. I went back to bed for a while, got up and got something to eat, and went back to bed. I was asleep when I got called for a stack train going back to Needles. On duty time was 5 pm. .I didn't feel good in the van going to the depot. Our train was at the steps. They had miscalculated time it woud take to get to Barstow. My engineer and I went up the steps as soon as we were on duty. It was a big train- with 3 motors on the head end and 2 on the rear. We had a decent trip to Needles. They brought us into the yard. I had to throw a switch to line us into Yard 2. The oubound met us at the east end. A trainwas stopped on Main 4. I thought they were just closing containers But the disptacher sadi something about a "police situation." We saw a sheriff's car drive by us . Maybe there were some people breaking into the train and the police were tying to catch them? We neer found out. The set out sent very smoothly with the outbound helping us. We let the motor on Roundhouse 3 and tied up. I should get called any minute. If there is any way I can go to my Aunt's funeral I will.

I got called for the "V BIRBAR," a vehicle train that goes from Birmingham, Alabama, to Barstow. What was unuusal was that we had 6 manifest cars on the rear of our train. (I believe they were all hoppers.). We didn't know how they were going to have us break it up when we got to Barstow. We arrived in the yard after dark, and they told us to pull into the storage yard, leave all but the firrt 14 cars in the storage yard, take those 14 cars to the Receiving Yard, leave them there, and take the power to the house. This wouldn't be so bad. We pulled into the storage yard. I got off and had my engineer pull the cut up to me. He couldn't pull all of the way forward so I walked back a few cars. I tied 3 brakes andw e did a release test. It held. So I made the cut, walked to the head of my train, and we took it to the Receiver Yard. I tied 3 more brakes and cut my power away. We took itto the house. We were done in less that 10 hours. I went to the hotel, had something to east, and slept like a log. I got called the next morning for the Q LACCHI. We had 5 motors on the head end and we didn't need them all. That turned out to be a detriment. Another train was having problems iwht their DP and we were told to give one of our motors to them. My engineer knew a pace near Cadiz that was flat. I tied the first car and it held. I cut my power away and we went up to East Danby. We had to "flag the signal." The dispatcher threw the switch and I shoved us back to a hook on the rear of the other train- it was the H KCKBAR. I asked the the other crew if they wanted me to let it go into emergency, and they said, "Cut it away and leave it." So I closed the angle cocks on the other motor and disconnected the MU cable. We cut away and let it go into emergency. We had to flag the signal again and shave back about 8 miles on the main line. I was protecting the shove and it was cold! I shoved us back to a hook with our train, laced the hoses, cut the air in and released the one brake. After we started out we heard that the other crew was having problems with the engine that we gave them. It worked fine on our train but it didn't work as a DP. So the dispatcher sent helpers, and a releief crew for them. We were almost to Needles when the "dragging equipment detector" got us. It was back about 80 cars. Another train said they saw several open containers on our train, and some people back there with flashlights. I wasn't going anywhere until security showed up. I had the # of the car. We went back in his truck and on the hot side a box was mangled between the wheels of the car. I tried to get it out but it broke. I went back to the hed and end reported what I had found to the dispatcher. My engineer went back there wiht security and somehow got the box out. We continued on our way . We were told that we had 58 open containers and that the outbound would have to pull down to the east end while security closed those containers. The next day I got called for the H GALBAR at 10:30 am. It was just when I wanted to be called- after I had my second cup of coffee. It was a pretty routine ctrip to Barstow. We had 3 motors on the head end and 1 on the rear. Our train was too long to fit into one track. When we got to Barstow I had to make a cut, shove the excess cars into another track, and take the power to the house. I didn't bother to call a van. I just rose the shove and walked up. We went back and got the DP and were done in about 8 hours. I expected to be called at about Breakfast tie the next day- but I got called at 1:30 in the afternoon. I got called for a 14,000 foot stack train. We had 4 motors on the head end and 3 in the middle. There was only one train ahead of us. There was hardly any westbound traffic. We made the trip in 5 and a half hours- a good trip on any day. I am now on RISA after having worked 6 days in a row. I did a lot of running around today.

I got called for a stadk train goinig to Barstow. On duty time was 6:45 am. Evereyting was going good. Then when our train came in the inbound told us that our horspower per ton was 1.4. Our train was a 14,000 ton train, with 3 motors on the head end and 3 in the middle. One of the motors on the head end was dead. We would not make it up the hill. We talked to the dispatcher and she told us to take a motor out of the roundhouse. I tied 7 handbrakes and we cut our lead motor away. I only had to throw one handswitch. We shoved back and made the hook, then went back and made the hook wiith our train. We had to do a locomotive air brake test, then I went back and released the 7 handbrakes. By the time we were ready to go we had been on duty for 4 hours. After we departed a passing train told us they could smell something burning near the head end of our train. Possibly we had a brake that didn't release. We stopped and I started to walk back. The brake chain on our dead motor had not fully released. Perhaps that was the problem. We started out again. As we got closer to Barstow Iooked in my IPAD and it said that we would have to set that dead motor out at Barstow. We stopped at Dagget with 10 hours on duty. They forgot about us. They ran at least two train around us. There was a lot of activity in the yard. We had about a half hour left to work when a van pulled up with our outbound. No one had bothered to tell us tht we were being relieved there. We went straight to the hotel. I got something to eat from across the street and slept like a log. I woke up in time for the free breakfast at the hotel and got my call right after- perfect timing. I had been called for a stack train. Then we got swapped to a Q train. Then we got swapped to the H BARGAL. I told my engineer, "It's musical trains today." Actually, it wasn't so bad. The yard crew put it together for us. The trainmaster took us out to the head end of our train when it was ready. It was in front of the Harvey House. By this time we had been on duty for two hours. It was a 6 hour trip to Needles. An 8 hour trip is not bad these days. I rolled my train by and tied up. I'm projected to gotowork around 9 am my time this morning. I have attached a picture of our leader on the BARGAL, the 6814.

Saturday afternoon I was waiting to be called for a train when I got a call for "special work." A call for special work is a call for a job you normally don't get, and you can refuse it without getting into trouble. In this case it was a Z train going to Winslow. How could I turn that down? So I accepted it. It was the Z SBDALT. On duty time was 4:20 pm. They didn't run us like a Z train. It was a 10 hour trip. I got to Winslow after 2 am.I was exhausted after being awake all day. I slept for a couple of hours, got up for breakfast at 6 am, and slept until 5 pm. I got up and went down to the grill. I had a bandit burger. They were out of potoato chips so I had salsa chips. I got a call for another Z train going back to Needles. Our train was over 8500 feet and we had only head end power- so we were limited to 55 MPH- unusual for a Z train. On duty time was 9 pm. Our leader was a CSX engine but it wasn't bad for a CSX engine.We got to Needles around 6 am. I got home around 7 am and I went to Las Vegas to work on my next CD. I had no trouble staying awake even though I had been up all night. I slept good that night. The trip back was my 7th start, so I have 72 hours due to RISA.

I haven't written in the last few days because I have been getting called off my rest. I have worked 5 days in a row. This morning I got called for a stack train. On duty time was 2:25 am Pacific Time. We had to wait a while for our train to come in and we departed at 4 am. We were moving along pretty good. It wasa light stack train with 3 motors on the head end. Then they put us in the siding at Amboy. They told us we were going to swap with the H AMSBAR because Barstow didn't want our train. So the AMSBAR pulled up next to us and we swapped. Then after they left they pulled out behind us. It made no sense. We found out later that they had to double up with another train at Dagget. So they had some work to do. We had a good trip to Barstow and they took us into Receiver 6. They told us that we we would be "flipped" back to Barstow. Our train had 3 motors on the head end and 1 on the rear. I cut the lead 3 motors away. Another train was putting 7 motors away in Diesel Service and we had to wait for them to get out of the way. We put our motors in Track 13. I had to line 2 switches. We took a van to our DP. I cut it away. It was facing east. We went over the switch and then shoved toward Diesel Service. Then they threw us a curve ball. They told us to go around the balloon and put our motor in the "balloon pocket." So we did that. There was some equpment in the pocket but our one motor fit. We deadheaded back to Barstow in van with the crew that we swapped trains with. This was start 5 for me. I will get start 6 tomorrow and start 7 on Sunday. Then I will have 3 days off due to RISA. I'm looking forward to it. No pictures.

I got called for the G BYLAR, a grain train that terminates in Barstow. We had 116 hoppers of wheat. Our train had 4 motors on the head end and 2 on the rear. There were about 20 cars on the had end that were going to Colton, several cars after that that were going to Verdemont, several cars that were going to Stockton, and at the rear there were 16 more cars that were going to Colton. We usually have to yard this train in the storage yard at Barstow and break it up according to where the cars are going. This was going to be a nightmare to put away. On duty time was 8:05 pm. It was raining in Needles. As we went up the hill our wheels were slipping on the wet rails. We were only making 12 miles an hour most of the time uphill. When we got to Barstow we had 3 hours to work. They told us to put the Colton cars in Storage Track 10, the Stockton cars in Storage Track 8, then take the rest of the cars to Receiver 8. Keep in mind we had Colton cars on the front and rear of our train, so we would have to do some switching. My engineer told them that after we cut off that first cut of cars and left our DPS behind she might not have enough power to pull the cars. They told us to try. I called for a van and lined us into track 10. When we were clear of the east end I tied 3 brakes and made the cut. My engineer was able to pull over the switch and I lined her into track 8. I shoved from the van. We were almost out of time. I tied 5 handbrakes. They told us to tie the train down. I helped my engineer tie the brakes on the motors. We did a release test and it held. The van took us to the depot. We got to the hotel just in time for breakfast. I slept good. About 8 hours. I had just gone across the street to get a burrito when I got called for the BARTUL. The yard crew built our train. It had 5 motors on the head end, 1 in the middle, and one of the rear. 2 of the motors on the head end were isolated. We went out to the Storage Yard and got on our train, There was a thick fog- so thick that we could barely see the track ahead of us. We crawled out of the yard at 2 MPH when we got permission. Luckily the fog dissipated after we got out of Barstow. They gave us clear signals all of the way. our trip was about 6 hours. As a result of working 7 days in a row I have 72 hours off. I have attached a picture of our leader, the 8227. I hope you had a good New Year's Eve and a good New Year's Day. Happy New Year!