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insisted on going past 2200 amperes when he slipped every time he did so. Charlie didn't even look at him; I told him Charlie was trying to maintain his headway with all we had or we'd stall and we were making it OK. So Felix retired and I was mad and so was Charlie, who said "Jesus Christ! I suppose they want me to go up here in 7 or 8 - and stall! To hell with that stuff!" About that time we went over the top and the crisis was over. I told Jim not to let Felix come up again and try to tell Charlie how to run the engine. I think myself he went a little too far but as long as I could see he was going to make it, I didn't interfere with him as Charlie is sensitive and I wanted him with us.

From the summit at West Haven, we bowled along without trouble, in notch 10 most of the time, all the way to Oak Point, when we stopped not far from the foot of the grade to pick up our helper. This proved to be a switcher, about 85 tons. Finally we were off, but not as fast as that. We gave 0364 all she had, but the pick-up was slow. As we labored up the foot of the grade, we went over into full field and the current dropped from 3400 to about 2700 amperes per circuit. We accelerated slightly to maybe 12 MPH and then hung there as the whole train got into the 1.2% of east Hell Gate. Things were beginning to heat up fast now. Suddenly we slipped and the JR opened with a bang like a cannon, throwing a shower of sparks out the aisle. When we had shut off and reset and notched out again we had lost 3 or 4 MPH headway. Then we buckled down in weak field and held 3000 amps which wouldn't drop an amp as we struggled on at about 8 MPH. Bob rushed in yelling, "My God, the motor-control units are getting [[underlined]] hot! [[/underlined]]" About then Charlie Hess glanced down the B aisle and saw smoke coming out of the pigs. The phone rang and Felix,

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