One of the craziest things I ever did was take an Alco C-424 and 9 100 ton plastic hoppers down a 3.5% grade on 80 lb. rail laid in the mud. Use the air correctly and no problem. Screw it up and!!! I did this after the former owner/operator of the line told me he would buy me a bottle of my favorite booze if I attempted to do such a thing because it would be the last trip of my railroad career.( He didn't know my favorite drink was 7-up) I personally walked and highrailed the line, evaluated the track and equipment, thought about my previous mountain running experience and made a decision that it was safe. It was. I or my crews performed that task 2-3 times a week for a year with no incidences. We then gave the railroad to another operator in a situation very much like the GLRR/CHS saga.
Why is this story relevant? Because Peter Gores was one of two people that were and have continued to be my mentors and friends for the last 15 yrs. He taught me to check the situation before acting to be safe.
Pete is a kind, knowledgeable railroader who learned to run trains the old fashioned way. He has been a trainman, engineer, track dog, general manager, railroad political liason, and has operated trains on railroads from class ones at 79 mph to shortlines w/ track so bad most people would not even attempt to move a car over it.
Pete and I worked on rebuilding a two truck 50 ton Shay Lima no. 2977(which is out of service because Pete and I feel the boiler needs work, not because the FRA condemned it as reported elsewhere), have worked on NYSW 142 together, shared the cab of MILW 261 together at over 70 mph, have jacked and moved cars and locomotives, rerailed wayward equipment, opened up and made successful operations of several closed or abandoned pieces of railroad in NY and PA, filled in washouts, built enginehouses, rebuilt bridges, and any number of other tasks a shortline railroader is called upon to do. This was long after Pete helped fire the Flying Scottsman across the US in the late 60's. He does intimately know steam from both sides of the cab.(and from on top, alongside and underneath)
Pete 's first concern has always been people. Because of that he will not operate any equipment he feels is unsafe. He is a very capable mechanic, but more importantly, Pete knows what he doesn't know, and is more than willing to seek outside help and advice from those he knows do know.
Pete cannot perform miracles, but I can assure you he is very capable of doing his part to make the Loop operation work safely.
Give him and Railstar an opportunity to show what they can do. I do know that they have a well thought out plan for power, both Steam and diesel, have some very nice options for equipment, and are working to present the proper image to the public. They have been the operator for only a few days. I have read every post on this site about the GLRR for the last 5 months and I am amazed at some of things that have been said. No one can recreate the Ashby's operation in a few months, or even a few years. They were a class act, and I am sure will continue to be. I congratulate them on a job well done, and now history is moving on and it is someone else's turn to try, and knowing Pete's history, succeed.
Rob Mangels
President TIS, a car and loco rebuilding co.
Engineer Milw. 261
Amtrak private car inspector
Former General Manager Delaware Lackawanna RR (Steamtown)
General Manager Mount Union Connecting RR
CMO Steam NYSW 142
Project Manager LIRR 39
NORAC Rules Instructor
(Just in case someone wants to know my credentials to say what I have)