I got up Wendnesday evening after about 5 good hours of sleep and started to drink coffee. I expected to be called around midnight. My time kept getting pushed back and I was projected for around 5 in the morning, so I went back to bed. I got callled at 5:30 am, sjhortly aftr oging back too bed. I was called for the Q NEESTO." I did someting I usually don't do- I called the dispatcher while I was at home and asked her if we had to buld our train. She said that we did- our cars were on yard tracks 3 and 4- and that we might have to air test them. Our powr was in the roundhouse but it was not in the order that it was supposedto be. Our leader was behind another motor- so we had to jockey some engines around. I had to throw switches and lace air hoses. The dispacher told us we could use another motor besides the one tht was suppped to be our leader to make it easier- but we soon discovered that the motor we wanted to use had a problem and could not be used as leadar- so we jockeyed the motors around again. Eventually we had a consist of 3 motors together. All of the air hoses and cables were connected. But when my engineer started to run his tests he discovered that this motor had more problems than the other one- the main computer wasn't working and PTC would not come up. He called mechanical and they suggested throwing the ciruit breaker. Eventually the computer screen came up but there was an error message. The dispatcher told us to take the third motor off of an empty grain train that was gong east. It w3as at East Needles. We rode down there in the van with the outbound. The train had 3 motors on the head end. The third motor was facing west. We went trough the procedure that we usually go through when we set out a motor on the east end. The other cew helped us. We went in to Yard 2. At the west end we went over the switch. I threw it and shoved us back into the roundhouse and made the hook. I conneced all of the air hoses and the MU cable. We were just about to start the locomottive air brake test when the trainmaster called us over the radio and asked us why we hadn't departed yet. We had been on duty for over 6 hours at this point. I told him that we had a problem with our lead motor and we had to grab another one off a train. We did the locomotive air brake test. At last we had a consist of 3 motors that was ready to go. We still had to air test our cars. My engineer made a suggestion that we would save time and keep us from frogging up the main line- hang the ETD on the cars on Yard 4- test them and do the Class III, then go to the cars on Yard 3 and air test them with my air pressure gauge- them pull the cars out of yard 3 and and shove in to yard 4 to make the hook in Yard 4. I called the yard van. I grabbed an ETD from a table near the carman's shack. It had to tags on it. But when I hooked it up it would not arm. It was not fully charged. So I got in the van and took it to the table behind the depot where we charge ETDs up. I plugged it in and grabbed an ETD that was charged up. I went back to the rear of the cut on Yard 4., hung the ETD, armed it and we did the Class III. I rode the van along the cut to verify the set, then I cut the power away and shoved my engineer into Yard 3. We made the hook and I laced the hoses. The van ran me to the rear of the cut. I used my air pressure gauge to check the PSI- it was good. I walked the set int beween yard 3 and 4. Then I released the handbrakes, had my engineer pull out, lined the swich, and had him shove into yard 4. We made the hook, I laced the hoeses, cut the air in, released 3 handbrakes. I had my engineer roll by. All of the brakes wer released. We were finally ready to go. The trainmaster ran me to the head of my train. He told me that I was doing a good job. I got on the head of my train. I was tired and thirsty. The sun was up and it was hot. We had a good trip to Barstow- one of the best I have ever had. They ran us good. A relief crew was shadowing us. We made it all of the way into Barstow. They told us to tie it down on Main 1. We were almsot DOL. I only had to tie one brake. We went DOL just as we got off of our train. We went to the depot and tied up. When I got to the hotel I was tired. It was after 4 pm and I hadn't eaten anything all day excpet for a protein bar. My clothes and my arms were dirty from lacing hoses and connecting cables. I had thown a lot of switches. I walked to Fuzzy's and got a burrito and a drink. I showered up and watched TV until 7 pm and then zonked out in bed. At midnight I got up to go to the bathrooom and I was sore. I got called an hour later for the S LBTCLO. A stack train. Probably no work and an easy trip. We got on at the steps. They kept stopping us. We were getting close to being DOL when we got hit by the dragging equipment detector just outside of Needles. We had to stop just before the Needles signal. I called for the van. I had the car # and the axle #. The van ran me back. There was some ties and other debris on the road next to the track. There were some spikes, too. My poor driver had to get out and move things out of the way here and there. Finally we got to the car. It was toward the rear of the train. It was a 5 packer. We had several open containers on our train. Somone had opened the bottom containerand boxes had fallen into the well. One of them was dragging. There were boxes all over the place. I couldn't get down into the well to get it. Also, if I did get down there I wasn't sure I cuojd get out. This was outside of my job description. We were almost DOL and the rapid responder was on the way. The van and I headed to the depot and picked up our outbound. I went back to my train, and grabbed my gear. We briefed the outbound and tied up. The rapid responder was able to get the box ouf out of there and the train departed. This was three days in a row wthat I went DOL. I am now on myrest cycle. I can use a rest.