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Show Rail Veterans Hail Diesel Era; Oldsters Shift to . Oil CHICAGO i:.i:) A gray-haired man in light gray overalls and a spotless white cap climbed into the cab of the Peoria Rocket and established himself comfortably in a thick, leather-covered chair for the lfil-mile run to Chicago. He was Charles W. Goodall, 68, senior engineer of the Illinois division di-vision of the Rock Island railroad, with 55 years service. For 25 years he piloted the de luxe Golden State Limited between Chicago and Rock Island on its run to California and he is the living answer to the question of who the men are that pilot the flashing streamlined trains across the country at 90 and 100 miles an hour. He was asked if, for the most part, they were young men schooled school-ed in the new type Diesel-power, or veterans of steam transformed into Diesel operators. "They're Young Men" Goodall snorted his answer as he swung aboard the Rocket. "Young men?" he said. "Sure, they're all young men like me." Goodall, it was learned, is typical typi-cal of the men who after years of service as steam engineers changed chang-ed to become Diesel operators. "I've been running a locomotive 41 years," he said, "and just last September took over a Diesel-powered Diesel-powered train. "No sir I wouldn't warit to go back to steam for anything. This type of engine has all the comforts com-forts of home and a little more. Nope, no more steam for me." All Rock island operators were trained by Hugh Dempsey, road foreman of equipment, who conducted con-ducted schools and classes for the various men who desired to switch from steam. Trained For Work A week's intensive training, several sev-eral test trips to familiarize themselves them-selves with the entirely different methods of running the huge Diesels, and Dempsey's men students stu-dents were ready for the road. What is the main difficulty for the veterans taking over a new style of work after years of running run-ning giant steam locomotives? Goodall sums them up In this order: 1. Judging speed. While steam trains frequently reached speeds of 70 to 75 miles an hour, the Rocket, on its Peoria run at times makes a top speed in excess of 90 miles an hour. Consequently, old landmarks which meant a slowdown, slow-down, a speed-up, a slight application appli-cation of the brakes, had to be forgotten and new methods figured figur-ed on when to make the various operating changes. 2. Using the left hand in operating oper-ating the braking system instead of the right, as on steam locomotives, locomo-tives, and the improved braking power. 3. Getting accustomed to the comforts of the new cab. Clear View of Track It just doesn't seem natural to be sitting right up in front, with a perfectly clear view of both sides of the track, snug and warm in the coldest weather and not sticking stick-ing your 'head out of the cab window win-dow in rain and snow or wind. And you miss the pounding and bouncing on the first few trips, but once you get accustomed to this smooth-riding you wonder how you ever managed to stay in the cab on a swaying steamer." As the Rocket approached Ottawa, Ot-tawa, a light rain began falling. Goodall turned on the windshield wiper. "If this turns into snow," he eq-plained, eq-plained, "we turn this valve, and the wiper performs as a defroster, melting snow and ice as rapidly as it forms. Never had anything like that on the Golden State." Smoothly, silently, the Rocket glided along at 80 and 90 miles an hour, until 2 hours and 40 minutes min-utes after leaving Chicago, Good-all Good-all brought his train to a smooth stop at the Peoria station. The 161 miles were covered in 160 minutes. "Well, son," he said, lighting his pipe, "after a little jaunt like this, don't you think I'd be foolish to go back to steam, "No sir, no more steam for me." And, Goodall says, all the old-timers old-timers who operate the new speedsters, speed-sters, feel the same way about it. |
