Part 2: The Chippewa Creek's Cross Country Adventure - Home Again in PRR Territory After 25 Years

By Bob Andrews & George Payne

Photo 3:

Los Angeles, California
Los Angeles Union Passenger Terminal (LAUPT)
Saturday, September 29, 2007
Photo by George Payne

Bob Andrews and Amtrak Conductor (and RPCA member) Marti Ann Draper. It was a delight to learn that Marti Ann would be the conductor for the first segment of our trip. Marti Ann is also a member of the Pacific Railroad Society and was instrumental in our efforts to purchase the Chippewa Creek from the PRS. In a wonderful twist of fate, Marti Ann’s father rode the Creek on its journey west to Los Angeles in the spring of 1972, and she would now have the opportunity to ride the Creek on its way back east some 35 years later! Amtrak conductor Draper then toured the car, radioed the engineer for a brake test, and collected our Passenger Manifest for her paperwork. We next coordinated AAR radio channels and she was then off to make sure her train was ready to leave on time. Marti Ann would ride with us for the next 325 miles to Needles, California where there would be an Amtrak crew change. To say that Marti Ann takes her responsibility as an Amtrak conductor seriously, would be an understatement. But it was also very comforting to know that Marti Ann, with her exceptional knowledge of private cars, would be able to properly assess any condition or concern that might arise on this most critical first segment.

Photo 4:
Los Angeles, California
Los Angeles Union Passenger Terminal (LAUPT)
Saturday, September 29, 2007
Photo by Bob Andrews

George Payne, Marti Ann, PRS President Will Walters, and other members of the Pacific Railroad Society who came down to LAUPT to tour the car and wish us well. The folks at the PRS were wonderful to work with and we were humbled by their words of encouragement, as well as their expectations that we continue their good work. The efforts made to get the Creek ready for this trip will be covered in another article which will be posted on this blogspot, as well as published in a future edition of the RPCA Information Exchange.

Photo 5:

Albuquerque, New Mexico
Albuquerque Train Station
Sunday, September 30, 2007
Photo by Bob Andrews

Throughout the evening, night, and next morning, we listened to our railroad radio, and felt a little bit better every time we heard the mechanical voice of an equipment detector announcing “NO DEFECTS”. We both understood that nothing would get us set off the train faster that a hot wheel / box detector indicating that our car had a problem – and justifiably so. However, the consequences (logistical and cost) of having our car set out “at the next switch” in the middle of nowhere, was nothing either of us wanted to even contemplate. And adopting George’s maxim of “infant mortality” – “the further down the track we get, the less likely something is going to break” we were feeling better, but still not letting our guard down. When Bob asked George, as the car’s Chief Mechanical Officer, when he would finally relax, George wryly replied “when we get off at Cumberland”.

It’s now early afternoon on Sunday and so far, so good. We’re in Albuquerque at a timed stop for a crew change and train supply and servicing. Having just traveled 924 miles, it’s a good time to fully examine the Creek, especially the trucks, running gear, brakes, and look around and under the car for any loose or dragging equipment. Everything looks good to us. Under Amtrak and FRA rules, the Southwest Chief also needs to undergo both a 1000-mile and a Daily Inspection by a qualified maintenance person (QMP). That inspection performed, the Amtrak QMP agrees with our assessment that our car (and the train) is safe, and hands us a signed Daily Inspection Form which we will carry on the Creek until the next inspection.