The Honor of Service (or what I could have been)

From time to time, I'll find myself thinking about our military and eventually, to the time my attempt to enlist fell apart. This also begets the "what if" question(s) that arise as a result.

The 1985-86 school year was my junior year of high school. One day, I received an envelope from the New Jersey motor vehicle agency regarding licensing, and it included a postcard for information for the New Jersey National Guard. Interested, I filled it out and sent it in.

There were a couple of motivating factors involved. The first was that, as someone who'd been overweight his entire life, joining the service would be a great way to get in shape. The second was money for college, which would have been nice.

A few weeks later, I got a call from Sergeant Green, a NJNG recruiter. As I'd just awoken from a nap, I wasn't hitting on all cylinders, so Dad took over.

Sgt. Green came by several days later, as I recall, to discuss opportunities and so forth. He also scheduled a date for me to take the Armed Services Vocational Aptitude Battery (ASVAB) test.

The test consisted of a variety of common-sense questions to help the military gauge the aptitude and intelligence of the prospective recruit. (My raw score was 87, which Sgt. Green said was really great for someone of my age.) Out of all the questions posed, one stuck out in my mind, probably because of its ridiculous absurdity. While I don't remember the exact wording, it had to do with the function of the clutch in a car. One of the multiple-choice answers was, "disconnect the pistons from the crankshaft."

Sgt. Green also scheduled me for a physical at the MEPS (Military Entrance Processing Station), which was the next step. It consisted of a physical exam, covering all sorts of things, from height and weight, to vision, to strength, etc. Alas, I was rejected for being slightly overweight, based on their charts, as well as vision. Thus began the downhill trajectory of my day.

Sgt. Green dropped me off at school in time for my fifth-period gym class. Given that this was April or May (I suspect the latter), softball was the order of the day. I went to my gym locker and changed, and we gathered, divided ourselves into teams, and went outside to the field.

Long story short: I was hit in the face at the top of the game, when the first hit was thrown to me on first base, and I used me face to catch the ball. Thus ended my school day.

In the ensuing years immediately afterward, I entertained the thought of attempting to enlist a second time. But, as things like school and work took greater priority, that idea was gradually pushed to the back burner.

Yet sometimes I wonder how different I would be than the person I am now. Would I have greater self-confidence? Would I be more assertive? Less apprehensive? I don't know, nor will I ever.

I suppose, looking back, it was for the best. I don't doubt I may have made a good soldier. Three years after graduating high school, I suffered a grand mal seizure one morning before work, which also put my mind at ease and solved that one nagging question that had been in the back of my mind for a number of years. Thirteen years after that, I was diagnosed with Type 2 diabetes, and four years later, I injured my knee on the job. Those conditions, along with my age, are enough to keep me out period.

So instead, I admire and respect those men and women who choose to enlist in our armed forces, pursuing something that's greater than them. One person described serving in the military as "the ultimate expression of patriotism," in that they're willing to risk their lives to show how much they love their country. To them I say, "Thank you."

Model Railroad Interchange

A few years ago, as I planned my HO scale switching layout, I asked fellow Pacific Southern member Roger Thomas about possibly physically interchanging cars between our layouts, once mine was built. He agreed.

Unfortunately, that plan has stalled for personal reasons, as I was not able to build that layout, due to certain events in my personal life. However, I did not give up on the idea.

It grew out of a suggestion someone made on an online forum, when I asked something about how many cars one needs to be able to replicate traffic flow convincingly. The person's reasoning was that by doing so, one gets access to a larger pool of cars, thus further enhancing the realism.

I also recalled an article I read in Model Railroader about one modeler in Wapakoneta, Ohio, who practiced this, citing a figure of 1,500 cars interchanged per session at the high end, with his operators. I tracked him down to ask him some questions about the process, as well as points to consider. I followed up with a phone call in which he promised to reply to my letter. I'm still waiting.

I don't recall all the points I raised in my letter, but they were legitimate issues. One that comes to mind has to do with what protocols, if any, exist for when one person's car on a host layout is damaged. Relatively minor issues, such as coupler repair or replacement, or truck work, would be handled by the host modeler on whose layout the damage occurred, but what is the protocol in the event the "guest" car takes a dive off the layout and sustains severe damage? The real railroads already have a set of such protocols, so it would be logical to pattern the modelers' one after that.

Another was car forwarding, or more specifically, compatibility between different car-forwarding systems. Roger uses a home-brewed car card system that was probably based on something in the hobby press; I hadn't decided on a system. In that case, how would one convey the routing or destination information? The simplest method is to enclose a sheet of paper with the relevant information, either handwritten or computer-generated. (Of course, this can lead to the question of what to do with the CC&WB for cars that are "in process," in that the cars have not cycled through their waybills.)

Another question is more practical: if a "visiting" car has the same reporting marks as a "home" car, what does one do? My initial solution, other than to maintain a large database, is to give the "guest" car priority in handling to minimize the time away from its owner. However, this also means one has to locate the duplicate "home" car and remove it from the layout for the duration the visiting car is on that layout.

The whole idea proved really intriguing to me the more I thought about it. Imagine expanding the group beyond the initial two modelers. The pool of cars grows dramatically, with all sorts of increased opportunities for traffic destinations. This truly excited me, for several reasons; I've already named one.

Another is how it can potentially benefit participating modelers. All of a sudden, a modeler with a large fleet of, say, grain cars, has a place to send them other than to a hidden yard or storage, and cars have a greater territory over which to roam.

It also alters the whole "paired industries" concept. Under this, a shipper and receiver (consignee) are found on the same layout, such as a lumber mill and lumber yard, coal mine and power plant, etc. Yet this isn't necessarily realistic or practical, depending on the size of the layout, so extending the paired-industries concept over two or more layouts further enhances the realism.

I'll give you an example, again based on my planned switching layout.

At one point, I envisioned a plastics molding company on an extension of my layout, called Torben Plastics. That's great, but what does it make? Well, Roger has an automobile plant on his layout, and Torben could be a supplier, supplying the various plastic items found in today's automobiles, whether it's dashboards, door panels, head- and taillight assemblies, or whatever. It receives both empty auto parts boxcars and loaded covered hoppers. The cars are switched out based on the car cards and waybills, and ultimately interchanged back to Roger. The boxcars go to his auto plant, and the covered hoppers "elsewhere," to be "reloaded" to repeat the process. In the meantime, more cars are interchanged to my layout for distribution to my consignees. And, depending on the routing, one's cars might have to roll over two or three layouts to get to their ultimate destinations on another member's layout.

It means one's cars could potentially be out for a protracted period, but at the same time, that same modeler will have an influx of cars from other members of his group.

I also got to thinking about other practical matters that are found in this concept, such as physically swapping cars. How would this be accomplished: in person? Via mail?

The former is pretty easy, whereas to ship the models, one must worry about packing them to prevent damage. Sending them requires a sturdy container, preferably reusable, packing material, and so forth.

The idea is not without precedent, as modelers have interchanged cars over the years. Some have been informal exchanges, whereas others have been more structured. The National Model Railroad Association (NMRA) has/had such a car exchange for some time, though I don't know much about it. German modeler Wolfgang Dudler, who owns the Westport Terminal (at http://www.westportterminal.de), participated in an informal one that concentrates on private roads, with photographs of these cars shared with their owners.

Way back in the mid-1990s, I found a group on America Online (AOL) that discussed this, and I received a newsletter. The group's acronym was TRAIN, though I don't recall what it stood for, and the first two issues were emails. The third issue was sent out as a PDF attachment. Alas, the third issue was the group's final newsletter, as the person behind the effort was killed in a construction accident. Prior to this person's death, another member had begun work on a computer program that would help match up members with whom to interchange cars, taking into account one's scale.

There is also the matter of frequency. An imbalance will arise if one of the modelers operates his layout monthly, and another does it weekly. That imbalance will create a backlog, especially if the weekly-operating modeler - whom I'll call "John" - has the monthly-operator ("Bob") as his interchange partner. The problem affects both, but in unique ways.

For "Bob," that means he'll have a veritable flood of cars being interchanged to him. Then, when he gets to operating his layout, he'll have a large quantity of cars to handle, both coming to him and going out to his "connections."

For "John," it's worse, I suppose, because his outbound cars will quickly drain his supply as he waits for "Bob" to send him more cars. And, he will also have to suffer a substantial influx of cars coming to him from "Bob."

The nice thing, though, is that such ebbs and flows tend to balance out over time. However, they still exist when dealing with only two modelers.

One solution is for the two modelers to reach a middle ground, such as operating biweekly, to help smooth out such imbalances.

Another is to introduce a third modeler, "Tom," who could probably function as a "relief valve" of sorts when these kinds of situations present themselves. "Tom" and "John" could interchange between themselves when "Bob" isn't operating, under the premise those cars have "run" over "Bob's" layout, and while it works as a solution, it also means cars on "Bob's" layout that are due to interchange to either "Tom" or "John" won't be picked up and forwarded to either layout.

I also figure some kind of industry directory would be helpful, perhaps something patterned after a prototype guide, to help the modelers plan where to forward cars as part of their operations. It should also have restrictions, such as not being able to handle cars beyond a certain length, what offloading and loading equipment might be present, etc., all as appropriate.

So what do you think? Comments are enabled, so feel free to share your thoughts.

I want lumens, dammit!

As a photographer, I appreciate the importance of adequate light to record an image. Likewise, I also understand the importance of "task lighting," i.e., sufficient illumination to do ordinary things safely and comfortably, whether it's reading a book, sewing, etc.

That is why I went ahead and swapped out two of the four compact fluorescent bulbs in our motel room with hundred-watt incandescent bulbs yesterday.

I will probably catch flak for having installed those bulbs in sockets rated for sixty watts, but I like being able to see what I'm doing, and this swap was, in my opinion, long overdue. Now I can actually see what I'm doing much better, and with less eyestrain.

The CF bulbs I removed had an equivalent power output of sixty watts, but consumed substantially less energy, which leads to additional effects of reduced energy costs, all the way up to helping the environment. (These will be restored when we check out, and that depends on how soon we can find an apartment.)

Now, I'm all for saving the planet (I've been, to some degree, an environmentalist of sorts all my life), but I don't like having to "settle for less" when I don't have to, especially in matters that, to one extent or other, have to do with comfort and/or safety.

Dieter Zakas

A Bittersweet Anniversary

It occurred to me earlier today that this date, March 20, is a bittersweet anniversary for me.

That’s because it’s the second anniversary of my resigning as conductor from CSX Transportation, on a day when I was originally scheduled to have an investigation regarding an operating rules infraction.

I did so partly because I wanted to “save face,” as I put it, with respect to my railroad career, a point I made to my boss in my exit interview. When I mentioned that, he nodded in agreement, adding that he’d known me since I first set foot on the property, and that he was saddened by my decision. Furthermore, I had not been happy there for some time.

Yet my timing couldn’t have been worse: it was just before the economy fell apart, and that I left the employ of a good-paying job of eight years without another one already lined up. Talk about doing dumb things!

CSX was significant because I’d worked there for eight years, and that they were the first railroad for whom I worked. However, I view my departure as temporary in nature: my experience will surely work in my favor when I apply to other carriers, and I will land on my feet. It may take longer than I expect, but hopefully not too long!

In some ways, I was relieved I’d resigned, yet at the same time, saddened at the departure. It meant leaving the comfort of good money and what it provides.

“Time heals all wounds,” goes the saying, and I realize that it applies to me as well. As the days pass, the pain arising from that decision will eventually fade, hopefully in the not-too-distant future as I land another job and move forward.

Fred's Retirement: The End of an Era

Change, by its very nature, can be unsettling.

The degree of change is what will bother people. If it's minor, or so small as to be unnoticeable, as in using, say, different-colored curtains, then it will not be as disquieting as something more substantial, as would be in the case of painting a room's walls a significantly different color.

The latter is what I experienced on March 9, 2010, when I decided to stop by F&M Hobbies, a hobbyshop I'd patronized for most of its quarter-century existence. It was started in 1984 by Fred Moglia (hence the name), following a twenty-three year stint as senior chemist at Shell. He was a big bear of a man with salt-and-pepper hair and beard, who was friendly but also of strong opinion, and could be found holding court on various topics with certain people whom he knew. (One example is that of an illustration in the store's restroom, showing an American flag on a pole, with the caption, "Why the HELL do I have to press '1' for English?")

When I pulled into the parking lot of the small shopping center where the hobbyshop is sited, I found several things seemingly out of place. What was with the Honda Ridgeline in the spot normally used by Fred's Dodge Ram pickup? And why were the doors opened wide? When I stepped inside, I asked myself, Where's Fred? He wasn't by the register as I usually found him, so I looked around and not seeing him, began to wonder whether he'd been the victim of foul play, so I called out for him.

The biggest surprise came in the form of Jim Dobis, the new owner of F&M. Fred, looking to retire, had sold the business to Jim, a former construction materials salesman for residences, who was himself unemployed, and looking for a business to buy. He like F&M because of the product mix and the layout of the store, so he took over the reins on March 1.

While chatting with Jim, I was relieved he didn't plan to make big changes, something that would be appreciated by the longtime, loyal customers of the store. In fact, as the new owner, he was surveying his customers to learn their interests, to help guide him.

In some ways, though, I wonder whether something has been lost with Fred's retirement. He launched F&M Hobbies after leaving Corporate America, and he was so strongly associated with the business - he was the proprietor, after all - that it's no doubt a bit weird entering the store and not seeing him behind the counter. But, Fred has no doubt deserved his retirement, and I wish him well post-F&M.

My impression of Jim Dobis was positive. He certainly came across as likable, if a bit aloof, but that was probably from not knowing me, as well as perhaps being his nature. As the new owner, he's trying to get his "sea legs" in terms of running a business, and has taken the right approach to that end, by asking his customers about their interests, not making huge changes, ordering stuff that hadn't been reordered in some time, etc. Given that F&M has a long history, reliable and loyal customer base, and great highway location, he'll be able to serve customers for another twenty-five years, as Fred did as owner and founder.

Since taking over, Jim has launched a website, http://www.fandmhobbies.com/, and I asked him about perhaps establishing social-networking presences on Twitter and Facebook. I was pleased to learn those are in the pipeline. Furthermore, he even has an email address for the store: fandmhobbies@hotmail.com.

Fred and Jim have entered new stages in their lives, and I wish them the best in their endeavors. Fred, enjoy your retirement; you deserved it.

An Update on Me

“Happy New Year!” Don’t I wish!

Well, I haven't been able to post in over a month because our internet connection evaporated for the simplest of reasons: failure to pay the bill! (We use our cable company’s “triple play” of TV, phone and internet.) I’m writing this post from a computer at the Apple Store near where I live.

Hopefully, I’ll be able to resume posting sometime in the near future, once we reestablish our internet access.

I really wish I were sitting on some money, so we could avoid eviction. We need US$1,000 by tomorrow, January 16, to prevent eviction. I’m reluctant to ask my mother because, knowing her, she’d attach quite a few strings to any money she loans us. How many? I like to describe it as “enough to make a shirt.” (It doesn’t help, either, that the landlord is an asshole, too.)

Worse, I’m expecting some money from my grandmother’s estate, but I won’t receive it for about four weeks at the earliest, given the probate process, court backlog, and so forth. Sigh.

Before I get too far along with my blog posts, I thought I’d provide contact information. You can reach me at dieterzakas@yahoo.com, and you can follow me on Twitter at twitter.com/karnydoc.

Here’s hoping to a (better) new year...

Dieter Zakas

McDonald's Coke Target

In some ways, I actually look forward to seeing certain companies' commercials. "Why" depends on certain factors, whether it's creativity, humor, or whatever. (Anyone remember the early "Energizer Bunny" ads?) McDonald's, Coke, and Target come to mind as three examples of companies whose commercials I like and admire.

One thing about their television ads is, aside from creativity, none of them tries to put down their competition.

Take McDonald's. All of their advertising, for as long as I can remember, has always been "fun" and otherwise positive. While that's the goal of generally all advertising, it stands out for the fact that it attempts to persuade the viewer to associate eating McDonald's food as part of an overall fun experience, whether at their restaurant, or as takeout.

In their pursuit to generate sales, nowhere in any of this advertising does McDonald's denigrate their competitors. They don't belittle, say, Wendy's, to make themselves appear "better." They let their products speak for themselves.

While McDonald's, Burger King, and Wendy's all have good food, I'm not impressed by Burger King's restaurant decor, because it usually looks dated (at least in the area where I live), and my disdain for Wendy's has to do with that chain's replacement of a Roy Rogers restaurant (remember them?) a number of years ago, down the road from where I live. That's my sole, uh, beef (no pun intended) against Wendy's, ridiculous though it may be. While I've eaten at Wendy's from time to time, it's far less frequently than "Les Arcs d'Or."

Similarly, Coke's ads are also noteworthy for their fun themes. They never try to put down Pepsi, instead relying on fun and creativity to promote their flagship product, and the advertising is often tied to seasons or certain events, such as the Olympics or Christmas. Going hand-in-hand with that is the packaging, which often sports graphics keyed to the season or event.

Coke also has great customer service. On two or three occasions, I've opened a twelve-pack of their product, only to find one of the cans empty, its contents having leaked out. I called their toll-free customer service number, and after providing them with certain codes, I was sent a coupon for a free twelve-pack to make up for the inconvenience, along with a letter of apology. (This is why it's helpful to retain the packaging for reference in such cases.)

Target's commercials are also fun, hip and creative, and like Coke and McDonald's, don't mention their competitor(s), nor seek to bring them down. The creativity shown in their ads makes me want to know HOW they do them, i.e., the behind-the-scenes stuff that fascinates me.

I'm also impressed by their stores. The stores of a certain discount chain have bland decor (sterile white), the merchandise arrangement is poor, and the service is nonexistent. In contrast, Target, from their founding in 1962, spent the money wisely in developing their signature look, and it shows. Not only is it appealing and inviting, it entices shoppers to linger. I also like how the merchandise is always neatly arranged, and that help is always nearby, either as a live person, or a call button away.

I decided to contact their home office through their website to compliment them on these points. While my comments reflected my experiences at on particular store, they were meant to apply to all of the Target stores I'd visited over time.

I expected to receive a reply a day or two later; instead, it came from Katherine in their Guest Relations Department about a couple of hours or so later.

"Great products. Great value. And great guest service - every time you visit our stores. That's what shopping at Target is all about, so I'm really happy to learn that you enjoyed your recent visits…," she wrote.

She went on to say, "I shared your comments with the Store Team Leader so that our team members can be recognized for providing outstanding service." This last point pleased me, because it showed people get feedback, which is especially valuable in any organization. (Of course, it was also "fluff," but hey, it made me feel good.)