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Angle Cock

An angle cock is a valve located at each end of locomotives and cars that is used to open or close the brake pipe. The handle is hinged so as to lock in either the open or closed position. When the handle is in-line with the brake pipe, the angle cock is open. When the handle is crosswise to the brake pipe, the angle cock is closed

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Introduction Biography of Gary Emmert

Trains - a part of everyday life. When that powerful and familiar whistle pierces the air and the protective arm comes down to block the tracks, many of us watch in awe as these massive and powerful machines roar by. The sheer power creates pulsating vibrations that shake the ground and waiting vehicles. For most of us, trains are intimidating and mysterious.

Not so for Gary Emmert, a retired 43-year veteran of the railroad. I met Gary at the George L. Carter Railroad Museum at East Tennessee State University, when we collaborated on an exhibit I was curating for the Archives of Appalachia. His love of trains and his pride in his career on the railroad are contagious! An avid volunteer at the railroad museum, he did not hesitate to agree to an interview. Gary's invaluable knowledge and life experience, coupled with the extensive railroad collections in the Archives of Appalachia, create a vivid and exciting inside look into a day in the life on the railroad for those of us who have only ever observed in wondrous awe.

Gary’s life on the railroad began after he completed an associate’s degree, and decided a college career was not the path for him. His great-grandfather and his father both worked for the railroad, so the calling was in his blood. He first began his career in 1963 as a brakeman at the Rock Island railroad in Silvis, Illinois, a city in Rock Island County. He worked for the CRI&P - Chicago Rock Island and Pacific Railroad until 1964 when he volunteered for the Marine Corps.

A good example of being a railroader, while I was living in Dallas, I got orders to go to Vietnam. So, I got on the Texas Chief and rode to Kansas City. I had a compartment because I knew the people who were workin' it because the railroad is a close-knit society. And the fact that I was going to Vietnam, they put me back in a compartment and sent a wire ahead to the conductor and gave 'em my name, and I got on the El Capitaine, which is a fancy Santa Fe train way back in the day, and I rode it to California. And I had my own compartment back there, and I ate for free, and I drank in the club car and everybody knew I was going to Vietnam. [listen to audio clip here 19:27]

After returning from Vietnam in 1968, he went back to work on the railroad, where he would stay for the next 37 years moving up the ladder from brakeman to conductor to engineer.

Introduction

In the 1960s, no formal training was required for the railroad. The training consisted of, they put you out there for a week, and they would teach you how to change out an air hose, how to change out a knuckle, which was two of the physical things you do. They would teach you how to learn how to do signs, which I knew most of the signs already having a great-grandfather and dad both on the railroad. Why, I knew about any kinda sign there was as far as counting and backing up and going ahead and all that."[listen to audio clip here 2:24]

What was required was a 90-day trial period of on-the-job training, then passing the 150 question rules and signals test. There were 1676 railroad rules, of which you could miss four questions about rules, none about signals. If one question was answered incorrectly about signals, a 90-day waiting period was enforced and the test had to be retaken.   After the first 90 days, one year from that day, you've got to take a rules test. If you missed four questions, and none on signals, you had to take the rules test over again, but you were off duty until you took it and you couldn't take the test for 30 days. So, you lose 30 days pay. So we all knew those rules inside out and outside in. [listen to audio clip here 55:01]

Basic requirements were strength, stamina, agility, patience, and good common sense: strength to handle repairs such as changing a knuckle, which weighed 68 pounds, and is located between two cars that weigh between 30 to 100 tons; stamina to work 24 hours straight if required; agility to hang off the side of a train while it was still moving, jump on and off a moving train, climb over and under train cars to do repairs; patience for all the things that can and will go wrong; good common sense paired with quick thinking - the instantaneous ability to use sound judgement to prevent fatal accidents which could happen to anyone, anytime, anywhere, any day.  You've got to have good common sense or you're gonna get killed on the railroad.

Gary describes his first major mistake as a novice:

What I didn't know was - my first big mistake was, we set out some cars at Kellogg Iowa one night, and I just turned both angle cocks and cut away while on a small hill. Joe was the rear brakeman and he saw them [cars] rolling and he reached out and hooked the angle cock, and he come and chewed me up one side and down the other because of the fact that I hadn't. Only one angle cock should have been turned. You learn quickly. And that was my first mistake, and I never made it again.”[listen to audio clip here 2:47]

The railroad crew, with the exception of the switchman, had to be on call 24/7, with no set hours. A call could come at any time, and a railroad employee must report to work. It was crucial that essential gear and supplies be packed and ready to carry each day, not only supplies for that day, but extra supplies in case the day extended past the regular shift of 12 to 16 hours. This included tools, appropriate clothing, food, and the ever crucial thermos of black coffee. Trains often went from starting point to destination without stopping, with any number of incidents occurring during that time. In the case of a train derailment, the crew could be at a location for two or three days, and while food would be brought to the crew, tools and clothing must be on hand.

When asked to describe a normal day on the railroad Gary Emmert replied, There's no such thing as normal on the railroad. Normal does not exist. You either have good days or bad days. While there are no “normal” days on the railroad, the following timeline will allow a glimpse into a day in the life of a railroad engineer as it would have been in the 1960s. Gary Emmert shares stories from his days on the railroad first, as a brakeman, then as a conductor, and finally as an engineer. Several scenarios are provided, from smoking hotboxes to derailment, with shifts lasting up to 28 hours. From climbing under trains between Silvis, Illinois and Des Moines, Iowa in freezing temperatures, battling ice, frozen fingertips, ears and toes, to battling rattlesnakes with fuzees while walking the train in El Paso, Texas, there is never a dull moment on the railroad.

Because there are several terms which may be unfamiliar to a novice, job descriptions, a glossary of terms, and photographs are provided for clarity. The timeline will begin each day at 1:30 p.m., based on a 12 hour shift, with the same procedures being followed every day. But at 4:00 p.m., when the train leaves the station, there are choices as to what kind of day might be experienced on the railroad.

The quotations from Gary Emmert that appear throughout this project are taken from an interview between Mr. Emmert and Sandy Laws that occurred on February 10, 2020. The entire interview is available to stream at the link below.
Option Two: Slippage/Knuckle Break
5:00 p.m.
Train 83
Entering Davenport, Iowa
Paperwork is put into a torpedo shaped cone and will be thrown out to the agent at Davenport, Iowa
Between the Missouri Division Junction and Walcott is a six mile incline, 2% grade.
The train wheels begin slipping.

There are times, when a train approaches a steep grade, that the wheels start to slip. This slippage, or lack of traction between the wheel and the rail, creates a piercing, screeching sound reminiscent of fingernails on a chalkboard exponentially multiplied. The wheels of this massive, multi-ton train keep turning, struggling to gain traction, steel scraping against steel, the friction sometimes sending sparks flying.

When train wheels are slipping, sand has to be applied in front of the wheel as far as it needs to go. This could go on for miles. The brakemen will walk on each side of the train. Buckets (coffee cans) are used to scoop up sand and rocks to put on the track for traction. In extreme circumstances, the train would have to be divided into two parts, with the head [front of the train] parked in the first available siding, which could be many miles away, and then the rear is brought up the hill and recoupled to the head.

You'd get on a hill. Every inch of it had sand and gravel on it. You'd get out and use coffee cans to get the sand and gravel, and you'd lay it on the rails and you'd walk the hills so you wouldn't have to double the hill. Double on the hill means I cut off the first half of the train, take it wherever I could that had a siding, put that in the siding, come back get the rear half of the train, pull up on the main line, put the train back together and away you go again. [The first available siding could be miles away.]

You pull it [the rear] and shove the head into a siding. In other words, you pull them into a passing track, which we call a siding, and then you cut them off and tie them down. Then you'd go get the rear, and by that time the rear brakes are locked up. The conductor got permission to have somebody flag behind him [because] they didn't have the rear brakeman behind you to protect you. He'd have the dispatcher do it. You would pull up, stop. We'd try to make cut. The brakeman would put it together. Ease the train down. He'd get on the caboose and away you'd go again. Two and half to three-hour job.  [listen to audio clip here 8:58]

After two hours of grueling work applying sand and rocks to the track for traction, possibly uncoupling and recoupling the head and rear cars, the train finally moves on toward West Liberty

Pass Durant, Wilson, Atalissa, West Liberty
7:00 p.m.
As the train passes through West Liberty - the conductor drops a ticket and picks up orders. He teletypes information to Des Moines to let them know what is coming. Orders are picked up, from a string attached to a y-shaped piece of wood, with the train never slowing down from 50 mph.
As the train passes, the conductor reaches out and grabs the orders.

Train 83 must wait on Train 94 out of Cedar Rapids to pass.

Wait for Signal – red, yellow or green light - The engineer has to watch for signals.

Separate orders – brakeman and fireman separate and organize the orders for train cars according to upcoming stations.
8:00 p.m.
Arrive Iowa City

Train 83 meets 1st and 2nd Train 60 and waits two hours. Trains have priorities on the track.

Train 83 has to go into a siding and allow Train 60 to proceed.

Train 83 travels down the main line and stops at the west end of the siding, to meet one or two trains.

Red order board - pick up orders

Dispatcher will give a clear signal (follow the ABS – Automatic Blocking Signals)

10:00 p.m.   Leave Iowa City
Train 83 goes into the siding and let's passenger train #7 go by.

Wait for a signal    (ABS territory)

Head brakeman – lining the switch

(Rule 104A) Employees handling switches must know that the switches are properly lined for the movement to be made and that the switch points fit. Switches must be left in proper position after having been used.

Rear Brakeman – lines the switch back to the main line
Train 83 pulls out – takes 45 minutes to get up to speed

Meet Train 84 at Brooklyn – 84 goes into the siding – once it passes, Train 83 goes to Grinnell (45 minutes)

As Train 83 approaches Vernon, it goes into emergency! The brake is automatically activated.

The head brakeman gets off the train and walks the train to determine the problem. “Walk the train” means walking along each side of the train looking for problems. About forty-two cars down he sees that the rear of the train is separated from the front by approximately three quarters of a mile. He spots the broken knuckle. He looks to see what type of knuckle it is, Type E or Type F which is imprinted on the top of the knuckle, then continues on to the separated section. Because there were no radios in the 60s, once the brakeman determines what type of knuckle he needs, he would have to walk all the way back to the front of the train to get new knuckles and a fuzee (11). About an hour has passed, as the brakeman has walked a mile or more back and forth.

Why you’re in emergency is the reason you’re walking the tracks. What’s got you in emergency, the air hose, the penny line, knuckles out; something put you in emergency. Once that train comes to a halt, you had to walk.

Back in the day before we started doing all this new stuff, the track was like this – you’re walking way down ballast, you could walk along the wheel about that low [indicates the wheel is very low to the ground]. Now it’s at an angle, and you’re walking way out here trying to hang on to something and looking underneath the train. It's a whole lot harder to walk a train today than it used to be. Everybody has to walk the train, brakeman gotta walk the train, because if the engineer and the fireman came back, and you have to take one down [knuckle], they can help you get it out.[listen to audio clip here 1:06:40]

One time I got a real bad ankle twist. When they got rid of the locks or the batteries for all the signals, and they ran the signals through the tracks, they left these battery boxes with pieces of wood or dirt over ‘em [alongside the tracks]. You’d be walking the train, and the wood would be rotten, and you’d step down there, and I twisted my right ankle big time a couple times. I don’t know how many times I worked on a division, and about the third or fourth guy in the division got hurt. The superintendent had a gang go through, and they got rid of all those boxes. [listen to audio clip here 1:08:55]

We had two knuckles and it depended, you'd get back there and if a knuckle broke, you'd have to look at the top of the knuckle and you'd know what size to get. And so you'd get that size knuckle and put it in. The knuckles were hung on racks underneath the caboose, or on the back of the engine. There were two knuckles on each end of the engine, so there were four knuckles, because we had two types of knuckles [Type E and Type F]. [listen to audio clip here 29:48]

The brakeman would close the angle cock on each side and release the brake. The first knuckle repaired would be the car attached to the engine.

Well now, you pick 'em up with two hands, [a knuckle could weigh between 60 and 80 pounds] but you had to hold 'em in one hand 'cause you had to lift it up and put the knuckle in. The way the pin lifted, you had to pull the pin up and hold the pin up so you could slide the knuckle and drop it back down. Some of the railroad crew carried a type of tactical web military type belt for the purpose of holding the pin while they changed the knuckle.   [listen to audio clip here 5:58]

Once the knuckle pin is removed, the uncoupling lever is lifted. The old knuckle was then removed and the new knuckle put in while holding the uncoupling lever up. The brakeman has to be very careful where he places his feet in case the knuckle is dropped. The knuckle pin is then replaced. The knuckle is checked for proper movement. Once the repair is made on the car attached to the engine, the brakeman grabs hold and hangs on to the side of the car. The engineer begins backing the train up to the other car with the second broken knuckle. The brakeman goes through the same process again and changes that knuckle. Once the repair is finished, the conductor fills out paperwork for the clerk. Every incident has to be documented.

The old box cars in covered hoppers, instead of having an underside pin, you'd have to lift up on it to get it to pull. You push it up, and that would lift the pin up and the knuckle would come open. Well, those things would bounce open so we all carried plugs. And a plug is something they put in the [railroad] tie when they're getting ready to drill it together, put another spike in. They take these wooden plugs and drive 'em in the hole where the old spike was. And everybody had a bunch of 'em on an engine. Car kept hopping up, you would just take that plug and drive it in there, force that pin down, it couldn't lift up anymore. But again, you had to tell the car department so they could go get it out, 'cause you couldn't pull that pin with that plug in there. These are just tricks you learn. [listen to audio clip here 4:53]

The knuckle itself wasn’t dangerous, what was dangerous was, you’d be switching cars, and like when I worked out of Silvis, the south end of the yard had a slight slant to it. You’d pull out a pin and they [the cars] would roll into the tracks. [You had to use extreme caution when stepping between cars.] The lightest thing on the railroad that we ever have is the caboose and it weighs, let’s see, 34 to 38,000 pounds, and that is the smallest thing we’ve got on the railroad. All the box cars, tank cars, flat cars, they all weigh more than that, so you got killed, you didn’t get hurt. You’ve got to have good common sense or you’re gonna get killed on the railroad.  [listen to audio clip here 1:10:02]

2:00 a.m.

Due to all of the problems, Train 83 will not make it to Des Moines as the crew must stop work at 2:59 a.m. The train will continue on to Marengo, pull into a siding and tie up [train is holding on line for a relief crew]. The crew will have eight hours off.

Every conductor had his own caboose, so when you got into Des Moines [or destination] you'd take the bills and hand 'em to the clerk that was there, and he'd hold on to them and put them on the other [outbound] caboose. They reach your caboose up and set it over [park it for the night] and set the outbound caboose. The brakeman'll be fixing his marker lights. They'd take your caboose and kick it down into the yard where the other switch crew would get it and put it on the caboose track. Then you'd go up and get your radio batteries and recharge 'em. The crews had their own cabooses: the conductor, the head brakeman, and the rear brakeman on an assigned train and the regular crew. [listen to audio clip here 22:17]
The cabooses were set up very simply. If you lucked out, your desk was at the back of the caboose on the left hand side, your bunk was across from it on the right hand side as the conductor. At the end was a door, and in there was a toilet. There was no sink on the caboose. In front of the toilet was a double bunk for the two brakemen. Across from there was the stove. It was an oil stove. To get it to be hotter, it had a round hole, and you had a lifter to lift the lid up. What you'd do is, you'd put the lid back in and we'd have paper cups where you could draw water.  You had water vents, and you had a paper cup. You'd draw that out, but before you did it, you'd take a knife or a pair of scissors, everybody kept a pair of surgical scissors on a caboose, and you'd cut a real tiny hole in that and you'd just pour water through it and it'd go through this hole in there and water would go into oil fire 'cause everybody would get kinda cold. It would heat up, and it would keep that caboose nice and warm. [listen to audio clip here 28:20]
Now if you were an extra person you had to go to a hotel or a flophouse, which was fifty cents a night.  Beforehand though, you went down into the basement of the yard office, and you’d take all the stuff out of your pockets, take your boots and your socks off, and step in the shower with your clothes on and wash all that dirt and dust off your clothes. Your clothes would be as black as coal because of the dust coming back across the train and all that stuff coming back. You’d wash all that off, you’d wring ‘em out. You’d take the canvas bag that we all owned, they were military surplus bags that were lined, and you’d put your wet clothes in ‘em and get a clean set of clothes. So, if you were out for a week you had a set of clothes.  [listen to audio clip here 1:02:38]