Author: Doug Riddell

More than just a glorified truck driver

The late Louis W. Menk once said that locomotive engineers were “nothing more than glorified truck drivers.” Those words stuck in my head throughout my 35-year railroad career—mostly spent as a locomotive engineer. To be quite honest, the thought of them angered me every time I climbed into the cab of my locomotive. I was determined to prove him wrong—to be the best damn engineer in the world.

Trespasser strikes, the whole dirty truth

What I’m going to suggest will probably have the risk assessment people doubling over in laughter, but since I’m merely a retired locomotive engineer—not an attorney or a bean counter—my perspective is totally different. It’s void of possible legal implications and liability concerns that cause simple, straight forth suggestions from well-intentioned front line employees, to be summarily dismissed by management. Before you toss this in the mental wastebasket, please hear me out.

Training: One size doesn’t fit all

Until I draw my last breath, I’ll remember that the speed on the curve at Dry Wall is 55 MPH. There were 331 speed restrictions on the 330 miles of the former B&O between Washington, D.C. and Pittsburgh, Pa. (as well as 22 open train order towers) I had to know to qualify as the engineer of Amtrak’s Capitol Limited in 1986, but I’ll never forget that one.

An exception to the exception

Kenneth Kermit Kitts was not only the man who facilitated the interview that resulted in my being hired as a switchman on the Seaboard Coast Line Railroad in 1977. He was my mentor and friend. He also had the undying respect of every man and woman who ever worked for, or personally knew him. He died Jan. 23, 2018.