Bernhards Random Ramblings BACKUP

I received some original paperwork that came off a freight car numbered 841 3032-9 in Berlin-Lichterfelde West in the summer of 1980. According to the number range table in Stefan Carstens' book "Gueterwagen Band 1", car number 841 3 032-9 is UIC type Ichs377. It's an insulated refrigerator car (I), with meat hooks (c), heavy insulation (h), and permitted to run at speeds of up to 100 km/h (s). Deutsche Bundesbahn apparently had 29 of these cars. According to "Gueterwagen Band 2", these cars were introduced in 1956 as German class Tmehs50 with electrical heating and steam heating for use in passenger trains. In 1968, the cars were relabeled to UIC class Ichqrs377. Later, the heating connections -- (q)=electrical, (r)=steam -- were removed, and the cars became class Ichs377. The last cars went out of service in 1985. This was a common car in the 60's and 70's for transporting goods that needed to be kept frozen. I have a couple of these cars in servi...

I revised the Welztalbahn schedule to include the extension to Untergroeningen in operations. Since the new staging yard is not ready yet, in this schedule I'm treating the extension as Prechtal, and overall moved a few things around to account for trains having to change direction in Emsingen as they make their way to the "new" Prechtal. The red numbers indicate which schedule book to use for each run.

This was a new one for me. First time ever that I gave an official talk on a model railroading topic. As far as I can tell, the audience was interested in what I was talking about, and I got positive feedback after the talk. What else can you ask for? Schwerpunktverfahren in combination with Richtpunktverfahren I also helped run the HOm layout as in previous years. The MOB FZe 6/6 with the appropriate Pullmanexpress cars was a particularly nice unit to watch traversing the layout. Here it is in Chamby. I just love this view of the Wright Flyer. A great day with lots of inspiration.

Extra 215 was the last train I was called for this weekend. Looks easy enough: I'll pick up my train with a set of ATSF F units in Boron staging, and run downhill to Bakersfield. Since I knew I'd be navigating around some scheduled trains I figured this would get me into Bakersfield by about 5:30 - 6:00pm, which should leave plenty of time to for my return flight home at the end of the weekend. La Mesa doesn't use a fast clock. All times on paperwork and schedule are actual current time, we just need to keep track on whether it's AM or PM. The crew for this train was nominally called for 3:30 in the morning layout time, but I got to my train at Boron staging a bit early, picked up the switch list from the East End staging operator, and pulled out of staging into Mojave Yard. While the station agent called dispatch to get my paperwork, I checked the timetable to prepare for the trip. Since I'm going west, I'm looking in the eastward schedule for opposing trains. ...

Extra 215 war der letzte Zug fuer mich dieses Wochenende. Sieht ja ganz einfach aus: Ich hole den Zug mit ATSF F Lokomotiven in Boron Staging ab, und fahre ihn den Berg runter nach Bakersfield. Da ich vom Fahrplan weiss, dass ich mit Gegenverkehr rechnen muss, plane ich gegen 17:30 - 18:00 Uhr in Bakersfield zu sein. Das sollte mehr als genug Zeit sein, dass ich es rechtzeitig auf meinen Rueckflug nach San Jose schaffe. Die Anlage von La Mesa hat keine Fastclock. Die Uhrzeiten auf Papierkram und im Fahrplan entsprechen der aktuellen Uhrzeit. Welche 12 Stunden des Fahrplans gefahren werden, ob es 8:00 Uhr morgens oder 8:00 Uhr nachmittags ist wird am Anfang des Tages bestimmt. Die Crew fuer meinen Zug sollte um 3:30 AM den Zug uebernehmen, ich war aber schon etwas frueher in Boron, holte meine Switchlist vom East End Staging Operator, und fuhr aus dem Schattenbahnhof in die Gueterzuggleise von Mojave Yard ein. Waehrend der Station Agent bei der Zugleitung anruft, um meinen Abfahrauftrag...