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A 2015 Photo Essay of a Los Angeles-Kingman Trip Of An Amtrak Conductor
Author: D. B. Arthur
Date: 12-10-2022 - 17:29
Back in the 1940s or 50s, Ward Kimball, a railfan and one of Walt Disney's original illustrators, produced a photographic record of a Southern Pacific locomotive engineer, documenting, with a series of photos, a typical assignment that this railroad employee encountered in his career of running trains back and forth between Los Angeles and Bakersfield. Over a half a century later, David R. Busse, a good friend of mine, embarked on a similar project shortly before my retirement when he accompanied me on one of my many trips between Los Angeles, CA and Kingman, AZ. Busse is a retired news videographer for KABC-TV and he has a real knack in using a camera to tell a story. He could have easily landed a job at LIFE magazine or National Geographic.
Here's his finished product, a series of photos and descriptive captions.
A TRAIN JOURNEY TO ARIZONA
In May of 2015 I made a round-trip from LA to Kingman, AZ, with my old friend Amtrak Conductor David Arthur, who worked a "Kingman Turn" two times a week.
David Arthur is an Amtrak train conductor based in Los Angeles. We have known each other since 1978, having first met on a Chessie System steam trip in Indiana. His current assignment (via seniority-based bid system) is Amtrak trains 3-4, the LA-Chicago "Southwest Chief." Arthur and his four-person train and engine crew operate the train over the BNSF Railway from LA Union Station to Kingman, AZ, 392 miles, where a fresh crew takes over. I have always wanted to ride with him on a "Kingman turn" and got the opportunity recently.
It's dinner time in Southern California as Amtrak train #4, the Southwest Chief, bound for Chicago, arrives at Fullerton, first stop east of Los Angeles on the 2265 mile journey.
Train #4 stops at Fullerton and train Conductor David Arthur assumes the un-glamorous job of train baggageman, pondering six pieces of checked baggage from the Fullerton station agent. In the "old days" trains had a baggage man to assume such duties. Not so under Amtrak...
Chatting with a local railfan during the station stop at Fullerton. The east end of the platform is a local railfan hangout and many of the Fullerton "regulars" know train crew by name.
Arthur assumes "command" in the first car behind the baggage car, where a conductor's desk serves as his rolling office. He doesn't do a traditional ticket "lift" thru the train, due to electronic ticketing and manifest. Much of the accounting portion of the job is accomplished by a small, company-issued, ticket-scanning iPhone on his desk. Non-railroaders rarely understand that the conductor is the boss of the train...the ship's captain, though not at the controls. He is also responsible for any mistakes made by the engine crew, so he is in constant contact with the locomotive via radio.
Track charts and track bulletins. Arthur has a keen sense of where the train is at all times and double-checks speed restrictions and signals with the head-end via radio. Even in the middle of the desert, at night he has the uncanny ability to sense exact location within a mile or so, simply with a glance out the window. NOTE: Sharp eyes will observe a milepost chart made by David Curlee!
Because we are running about 30 minutes late leaving Fullerton, Conductor Arthur observes his train racing a parallel Metrolink commuter train on the triple-track near Esperanza, Calif., in Orange County, just a few miles from where he grew up. Earlier in his career, Arthur worked Metrolink commuter trains as an Amtrak employee, but prefers the long-distance trains he now has the seniority to hold.
With manifest in mouth, er, hand, Arthur meets a sleeping car passenger at Riverside, destined for Missouri.
Helping a first class passenger aboard the sleeping car at Riverside, CA.
"Highball Amtrak number 4, Riverside..." Conductor Arthur transmits the time honored signal to the engine crew that it's time to depart the station at Riverside, shared with Metrolink commuter trains. In railroad-speak, "highball" means "go." It is a term traced back to the mid-19th century, when the earliest form of railroad signaling involved a large pole at a station with a pulley on the top and a large, visible ball attached to a loop of rope thru the pulley. When the ball was at the bottom of the pole, it was the "stop" indication. Pull the rope and place the ball at the top of the pole, the indication was "clear"--same as today's green light. Hence "highball."
It's 2:07am as train 4 arrives Kingman and an Albuquerque-based train and engine crew takes over.
End of the run on train #4 at Kingman, AZ, 392 miles from Los Angeles. A fresh crew takes the train to Albuquerque, the next crew change point, 532 miles and 11 hours distant. Van will take Dave and crew to their layover hotel, and they'll be back here in about 20 hours to take #3 back to Los Angeles.
Like many railroaders, Dave keeps an automobile at his away-from-home terminal in Kingman. Railroaders call these "town cars" and they are generally not something used to impress people...
Classic railroader's "town car" in the layover motel parking lot at Kingman, AZ.
In the layover hotel at Kingman. He arrives here around 2 in the morning, and leaves about 21 hours later.
Job Briefing at the crew room, Kingman station. It's late on a Thursday night and a computer inquiry shows westbound train #3 running late due to freight train interference west of Flagstaff.
Computer-generated track bulletins have replaced classic railroad train orders, but most operating railroaders still prefer the time-honored railroad watch, with white face, sweep second hand and black arabic numerals. Such watches were once specifically required by the rules, now they simply call for a dependable watch.
Conductor David Arthur collates track bulletins and begins the ritual briefing of train crew prior to taking over operation of inbound train #3.
An important pre-trip ritual is the distribution and review of track bulletins by the operating crew. Fireman Eric Stumpf (l) and Engineer Richard Paseman get copies of the computer-printed documents from Conductor Dave Arthur, who will review each speed restriction and special instruction with the crew, mile-by mile and line by line. Paseman and Stumpf will trade-off in the engineer's seat, but Arthur is the boss of the train and is ultimately responsible for the observance of all speed restrictions.
Amtrak locomotive firemen Eric Stumpf reviews track bulletins while waiting for the tardy arrival of train #3 at Kingman.
Fireman Stumpf and Engineer Richard Paseman review track bulletins and general orders in the Kingman crew room. Stumpf has family roots with the Pennsylvania Railroad in Altoona, PA and Paseman has a 1966 Santa Fe Los Angeles Seniority date.
Assistant Conductor Randy Pichi, a transplanted New Englander.
Waiting for duty, locomotive engineer Richard Paseman and conductor Dave Arthur in the crew room at Kingman. Arthur is reacting to co-worker comments about his fashionable socks.
You won't forget the decor of the Kingman crew room...
Chris Paceman observes Train #3, the Southwest Chief, making a tardy Kingman arrival just after midnight. Chris is breaking in as an engineer and is Richard Paseman's son.
Head-end crew relieves the Albuquerque crew as Conductor Arthur makes his way to his "office" in the first sleeping car on the train.
Arthur discussed things with the Albuquerque-based crew he is relieving. We will soon discover the Albuquerque crew forgot to mention a miscreant passenger in one of the coaches, an all-to-common problem on Amtrak long-distance trains.
Conducting "running air test" upon departure from Kingman on westbound train #3. The train leaves the station and the conductor requests a set of the air brakes at low speed. When he feels the brakes begin to set, the conductor calls "highball the running air test" or "good set" and the test is completed. Speed is low enough where the train could be stopped by engine brakes alone if the conductor detected a problem.
It's 4:52am and we're on the station platform in Barstow, where local police have been summoned on Conductor Arthur's request, after a coach passenger complains she has been assaulted by another coach passenger, who was said to be loud, profane and obnoxious all the way since Chicago. The victim wants to press charges and the Barstow cop claims to have no jurisdiction on the matter.
The alleged assailant has been thrown off the train and gets a gentle talking-to by a Barstow police officer, but no arrest is made, no summons issued, and the unruly passenger is left to fend for herself in predawn Barstow. She apparently knows the drill...just before the train leaves, the woman looks at Conductor Arthur and snaps [i]"...I remember you...you're the one who kicked me off last time..."
Barstow cop spends a great deal of time talking to the victim and denying any jurisdiction in this matter. Unfortunately, unruly coach passengers are a growing problem on Amtrak trains, as are responding police who claim they are powerless to do anything. Occasionally, the cops will run a warrant check on alleged offenders and hit the jackpot.
Time to call Amtrak officials to let them know about the unruly passenger incident. Train conductors have broad legal powers to throw people off the train...
It's first call for breakfast on the Southwest Chief dining car, as Lead Service Attendant Kimberley Brown reviews breakfast orders and Conductor Dave Arthur makes a report to Amtrak offices about the uruly passenger incident. Cell phone use by the train crew is prohibited under federal and railroad regulations unless it is a company-issued phone used for official business. On a trip like this one, the cell phone is essential for delay reports, questions about reservations, fares and, unfortunately, passenger ejections.
Sunup near Victorville as Conductor Arthur reviews "Form B" speed restrictions on the tracks ahead.
Getting ready to highball the station stop at San Bernardino on train #3.
Morning "smoke break" and leg-stretch at San Bernardino on train #3.
Conductor Arthur observes early morning station stop and "smoke break" at San Bernardino. Two more stops--Riverside and Fullerton--then the quick sprint to Los Angeles. He'll do the same Kingman trip all over again after a two-day rest.
AN UPDATE: Enginemen Paseman and Stumpf have since retired since this photo-essay was made and Conductor Pichi is close to retirement.
Here's his finished product, a series of photos and descriptive captions.
A TRAIN JOURNEY TO ARIZONA
In May of 2015 I made a round-trip from LA to Kingman, AZ, with my old friend Amtrak Conductor David Arthur, who worked a "Kingman Turn" two times a week.
David Arthur is an Amtrak train conductor based in Los Angeles. We have known each other since 1978, having first met on a Chessie System steam trip in Indiana. His current assignment (via seniority-based bid system) is Amtrak trains 3-4, the LA-Chicago "Southwest Chief." Arthur and his four-person train and engine crew operate the train over the BNSF Railway from LA Union Station to Kingman, AZ, 392 miles, where a fresh crew takes over. I have always wanted to ride with him on a "Kingman turn" and got the opportunity recently.
It's dinner time in Southern California as Amtrak train #4, the Southwest Chief, bound for Chicago, arrives at Fullerton, first stop east of Los Angeles on the 2265 mile journey.
Train #4 stops at Fullerton and train Conductor David Arthur assumes the un-glamorous job of train baggageman, pondering six pieces of checked baggage from the Fullerton station agent. In the "old days" trains had a baggage man to assume such duties. Not so under Amtrak...
Chatting with a local railfan during the station stop at Fullerton. The east end of the platform is a local railfan hangout and many of the Fullerton "regulars" know train crew by name.
Arthur assumes "command" in the first car behind the baggage car, where a conductor's desk serves as his rolling office. He doesn't do a traditional ticket "lift" thru the train, due to electronic ticketing and manifest. Much of the accounting portion of the job is accomplished by a small, company-issued, ticket-scanning iPhone on his desk. Non-railroaders rarely understand that the conductor is the boss of the train...the ship's captain, though not at the controls. He is also responsible for any mistakes made by the engine crew, so he is in constant contact with the locomotive via radio.
Track charts and track bulletins. Arthur has a keen sense of where the train is at all times and double-checks speed restrictions and signals with the head-end via radio. Even in the middle of the desert, at night he has the uncanny ability to sense exact location within a mile or so, simply with a glance out the window. NOTE: Sharp eyes will observe a milepost chart made by David Curlee!
Because we are running about 30 minutes late leaving Fullerton, Conductor Arthur observes his train racing a parallel Metrolink commuter train on the triple-track near Esperanza, Calif., in Orange County, just a few miles from where he grew up. Earlier in his career, Arthur worked Metrolink commuter trains as an Amtrak employee, but prefers the long-distance trains he now has the seniority to hold.
With manifest in mouth, er, hand, Arthur meets a sleeping car passenger at Riverside, destined for Missouri.
Helping a first class passenger aboard the sleeping car at Riverside, CA.
"Highball Amtrak number 4, Riverside..." Conductor Arthur transmits the time honored signal to the engine crew that it's time to depart the station at Riverside, shared with Metrolink commuter trains. In railroad-speak, "highball" means "go." It is a term traced back to the mid-19th century, when the earliest form of railroad signaling involved a large pole at a station with a pulley on the top and a large, visible ball attached to a loop of rope thru the pulley. When the ball was at the bottom of the pole, it was the "stop" indication. Pull the rope and place the ball at the top of the pole, the indication was "clear"--same as today's green light. Hence "highball."
It's 2:07am as train 4 arrives Kingman and an Albuquerque-based train and engine crew takes over.
End of the run on train #4 at Kingman, AZ, 392 miles from Los Angeles. A fresh crew takes the train to Albuquerque, the next crew change point, 532 miles and 11 hours distant. Van will take Dave and crew to their layover hotel, and they'll be back here in about 20 hours to take #3 back to Los Angeles.
Like many railroaders, Dave keeps an automobile at his away-from-home terminal in Kingman. Railroaders call these "town cars" and they are generally not something used to impress people...
Classic railroader's "town car" in the layover motel parking lot at Kingman, AZ.
In the layover hotel at Kingman. He arrives here around 2 in the morning, and leaves about 21 hours later.
Job Briefing at the crew room, Kingman station. It's late on a Thursday night and a computer inquiry shows westbound train #3 running late due to freight train interference west of Flagstaff.
Computer-generated track bulletins have replaced classic railroad train orders, but most operating railroaders still prefer the time-honored railroad watch, with white face, sweep second hand and black arabic numerals. Such watches were once specifically required by the rules, now they simply call for a dependable watch.
Conductor David Arthur collates track bulletins and begins the ritual briefing of train crew prior to taking over operation of inbound train #3.
An important pre-trip ritual is the distribution and review of track bulletins by the operating crew. Fireman Eric Stumpf (l) and Engineer Richard Paseman get copies of the computer-printed documents from Conductor Dave Arthur, who will review each speed restriction and special instruction with the crew, mile-by mile and line by line. Paseman and Stumpf will trade-off in the engineer's seat, but Arthur is the boss of the train and is ultimately responsible for the observance of all speed restrictions.
Amtrak locomotive firemen Eric Stumpf reviews track bulletins while waiting for the tardy arrival of train #3 at Kingman.
Fireman Stumpf and Engineer Richard Paseman review track bulletins and general orders in the Kingman crew room. Stumpf has family roots with the Pennsylvania Railroad in Altoona, PA and Paseman has a 1966 Santa Fe Los Angeles Seniority date.
Assistant Conductor Randy Pichi, a transplanted New Englander.
Waiting for duty, locomotive engineer Richard Paseman and conductor Dave Arthur in the crew room at Kingman. Arthur is reacting to co-worker comments about his fashionable socks.
You won't forget the decor of the Kingman crew room...
Chris Paceman observes Train #3, the Southwest Chief, making a tardy Kingman arrival just after midnight. Chris is breaking in as an engineer and is Richard Paseman's son.
Head-end crew relieves the Albuquerque crew as Conductor Arthur makes his way to his "office" in the first sleeping car on the train.
Arthur discussed things with the Albuquerque-based crew he is relieving. We will soon discover the Albuquerque crew forgot to mention a miscreant passenger in one of the coaches, an all-to-common problem on Amtrak long-distance trains.
Conducting "running air test" upon departure from Kingman on westbound train #3. The train leaves the station and the conductor requests a set of the air brakes at low speed. When he feels the brakes begin to set, the conductor calls "highball the running air test" or "good set" and the test is completed. Speed is low enough where the train could be stopped by engine brakes alone if the conductor detected a problem.
It's 4:52am and we're on the station platform in Barstow, where local police have been summoned on Conductor Arthur's request, after a coach passenger complains she has been assaulted by another coach passenger, who was said to be loud, profane and obnoxious all the way since Chicago. The victim wants to press charges and the Barstow cop claims to have no jurisdiction on the matter.
The alleged assailant has been thrown off the train and gets a gentle talking-to by a Barstow police officer, but no arrest is made, no summons issued, and the unruly passenger is left to fend for herself in predawn Barstow. She apparently knows the drill...just before the train leaves, the woman looks at Conductor Arthur and snaps [i]"...I remember you...you're the one who kicked me off last time..."
Barstow cop spends a great deal of time talking to the victim and denying any jurisdiction in this matter. Unfortunately, unruly coach passengers are a growing problem on Amtrak trains, as are responding police who claim they are powerless to do anything. Occasionally, the cops will run a warrant check on alleged offenders and hit the jackpot.
Time to call Amtrak officials to let them know about the unruly passenger incident. Train conductors have broad legal powers to throw people off the train...
It's first call for breakfast on the Southwest Chief dining car, as Lead Service Attendant Kimberley Brown reviews breakfast orders and Conductor Dave Arthur makes a report to Amtrak offices about the uruly passenger incident. Cell phone use by the train crew is prohibited under federal and railroad regulations unless it is a company-issued phone used for official business. On a trip like this one, the cell phone is essential for delay reports, questions about reservations, fares and, unfortunately, passenger ejections.
Sunup near Victorville as Conductor Arthur reviews "Form B" speed restrictions on the tracks ahead.
Getting ready to highball the station stop at San Bernardino on train #3.
Morning "smoke break" and leg-stretch at San Bernardino on train #3.
Conductor Arthur observes early morning station stop and "smoke break" at San Bernardino. Two more stops--Riverside and Fullerton--then the quick sprint to Los Angeles. He'll do the same Kingman trip all over again after a two-day rest.
AN UPDATE: Enginemen Paseman and Stumpf have since retired since this photo-essay was made and Conductor Pichi is close to retirement.
A 2015 Photo Essay of a Los Angeles-Kingman Trip Of An Amtrak Conductor