1 15 2 https://d1y502jg6fpugt.cloudfront.net/76642/archive/files/790c51960f078903642811cbc8c8f842.mp3?Expires=1774483200&Signature=ILa87pU2wWXfOi14pdKvZ3mvWbTQekReWLTZNC3%7E1LsDhYUkpqBuaO9jsphfMXKLJcNmWneRRlsyG8HWc2kpQDtlpf7GaNxLQSDjaP%7EfsqVZxseUwV0%7EJAsBU9CC75FpLXY5EPWBvq9hhOsbLYwr03YmqHz%7ERSehAx2uacSPkARevk9uENRbUwN193Bepql1Gf72%7Enkvf8g-CxCAEbFw-o%7EApD8uE1WkcoNXhyz4RAzI6EZSR0QRH4a8PhmjNc3HUSfmlT92mTVq-ngdEZhiC9rnCRLQIodx3BxDY--2pygV1CBJPWKelFHd4jGauGKS-l2hsGQwApKAsH5i3qHhVg__&Key-Pair-Id=K6UGZS9ZTDSZM 3bb3e3e68313b596ac285e88c60cf1d1 PDF Text Text CHARLES FARIS: On the Oregon Eastern branch leaving Ontario, the engineer, as soon as he got on the job would take the oil can with the long spout and oil the wedges in the shoes and every place there was to oil on the locomotive. And then he would leave there and we'd go up and take about 14 tons of coal. And then we'd start up the Oregon Eastern branch, which was 157 miles long. [00:00:30] And we'd use so much coal on the trip that we would have to have about halfway or three-fourths of the way up around Riverside, we would have a stop and a second crew would shove the coal ahead so that the firemen would have enough coal right handy to fire on into Burns, Oregon. And at [00:01:00] Burns, Oregon, every fireman and engineer took his bedroll because he slept in a bunk car, which was set off of the track at Burns. And we'd lay our bedroll on the cot and then we'd take water out of the locomotive, out of the injector, and that water to wash our face and hands in. And then after we'd go to sleep and the [00:01:30] next morning, the engine watch would come and wake us up. Then we would start the same thing again. We'd switch around Burns for about two, three, or four hours. And then we'd start on the road back. The road was approximately 90 miles downhill with a balance of it on more or less level so that coming back down, you did not use much coal [00:02:00] coming back down. We could work 16 hours a day and most generally we worked just about that going both ways in the early days of 40 or 50 years ago. CHARLES: Now in starting a steam locomotive, the first thing you do is see that the cylinder cocks are open so there will be no condensation or water in the cylinders. That's [00:02:30] out in front on each side. And you blow all the condensation out. And then you would look and see how much steam you had and then see if the fireman was ready. Had a good fire in, hand-fired locomotive, or stoker, whatever he happened to be running that day. Then you [00:03:00] take what is known as a Johnson bar and would put it down what we call in the corner, which means down low, in order to pull. Because you could pull the maximum power would be when the Johnson bar was down in the corner. And then after you got it going, then you would pull up on the Johnson bar and get it near the center, just a little ways forward, and [00:03:30] then you would be getting the maximum speed out of the locomotive. You would continually be looking at the smoke coming out because it would tell you how the fire is, whether you got a good fire or whether you had a bad fire. And then, of course, you keep your eye on the steam gauge all the time and for the crossings. And when you come to a crossing, you would blow two longs, a short, and a long for every crossing that you crossed. And then you'd watch out mainly [00:04:00] for the slow signs so that you did not take curves faster than which was allowed. Now, the track going on branch lines was more or less very rough, and it was difficult sometimes for the firemen to hit the firebox. They had what is known as a butterfly door where you stepped on a pedal and the doors would fly open. And And then you put a shovel [00:04:30] full of coal in and take your foot off, and that would close the door to keep the air from going into the firebox. And every time you shoveled a coal, a shovel full of coal, you would do the same thing. Press on the pedal and throw the coal in where it was needed or where the fire was very light so that you'd have a good fire. KATHERINE HAMLETT: Now, when you went to stop the [00:05:00] engine and close it down for the night, what did you do? CHARLES: When you'd go to stop, you'd be going uh, having a train, you would first set the automatic brake, which is the train brake that sets a brake on every car from the engine on back to the caboose. And when you set the air, you would kick the air off on the locomotive so that you did not slide the [00:05:30] wheels on the locomotive, and you would come to a stop. And then you would set out cars where it was necessary to set out the cars inside the yard limit of your terminal. And then you would take the locomotive back down, and you put it away for the night. And you would head into the pit track, and then you would set the independent brake, stop the locomotive, take the Johnson bar and put it up in the center, [00:06:00] and shut the throttle, of course, before you do that so that the throttle will not leak, and put the pin in the throttle so that the throttle could not come open again. KATHERINE: And the fire would be completely out? No, the fire would be—he would bank the fire. CHARLES: Before he got off the locomotive, at the back end, he would put a pile of coal to keep the fire in the locomotive so they could [00:06:30] spread it out and use it again, or should I say to build the fire back up again. Now, if he was going to stay for the night and the engine watchman was there, the engine watchman would immediately take over, and then, of course, he would clean the fire, clean it out, and start a new fire in there. And then he would bank it for all night, and the next morning he would spread the fire out and start the fire up again the next morning. KATHERINE: [00:07:00] Did you ever have any problems with the water freezing? CHARLES: The water would not freeze in the engine because of the fact that you had tank heaters. You would turn on that and keep the tank hot, or you could blow out by shutting off the injector and opening the steam throttle to the injector, [00:07:30] you could force steam back in the tank, which would keep it warm. KATHERINE: What about the water tanks along the sides of the tracks to take on more water? CHARLES: The water in the tanks, sometimes it would be cold, but they had hired men to take care of that, to keep the ice so it would not get into the tank, so that the engineer could take water, or [00:08:00] the fireman could take water. KATHERINE: And on a run like this, what sort of freight would you be talking about? CHARLES: On the way up on a branch line, you would be taking empty cars for coal, I mean for lumber. And for a certain place, you would be getting different kinds of commodities, like wheat. On some runs, you would bring [00:08:30] back wheat, or sugar beets, or whatever is necessary to bring back as loads. KATHERINE: What was the maximum number of cars, say, on a run to Ontario? CHARLES: A run? Do you mean from Ontario to Burns, or from here to Ontario? KATHERINE: Oh, from here to Ontario. CHARLES: Well, it's according to whether you was on a local. If you was on a local, you would only have approximately, [00:09:00] the average would be about 40-45 cars going down on a local. Sometimes more, or sometimes less. And of course, many times going to Ontario, the chain gang, which is through trains, would take our cars for Burns and set them out at Ontario. KATHERINE: [00:09:30] The freight numbers and content change, I know they change from season to season, but did they change, say, from the 20s to the 30s? CHARLES: Back in the early days, you hauled practically the same thing. You did haul out of the branch lines, you did bring down from the lumber companies. They used to have slab lumber in the big racks that you used to bring down 40 and 50 years ago. KATHERINE: [00:10:00] Was there a difference between freight in the Depression? CHARLES: The Depression was exactly the same, except there wasn't near as much of it. Just a few cars went back. And in the Depression, they cut back, in fact, that I, Charles L. Faris, was cut off 75 [00:10:30] deep during the Depression, the latter part of the Depression. But usually the ones that were still working earned very good money because their money was worth so much. But there were so many cut off that they did not have very many runs on. KATHERINE: Did you have trouble with more transients on the branch lines freight hopping as [00:11:00] they did on the main lines? Or was that strictly a main line problem? CHARLES: Yes, on the branch lines going up to where the men would go up to want to go to work at the mills, we would have transients called hobos, a lot of them in the cars. Yes, we had a lot of them. Every time we left Ontario, you would have bums in there that would go all the way to Burns and get off and try to get a job at the mill. KATHERINE: And [00:11:30] did they run both ways? Did you also haul transients away from the mill who were disappointed? CHARLES: Very few. They evidently went on a highway from there because of the fact that on the way back the cars were full of commodities such as lumber coming out of some places. They were usually full. It wasn't empty. But we have hauled them both ways, that's possible. KATHERINE: Did the [00:12:00] railroad make a concerted effort to control this unauthorized riding? CHARLES: Oh yes, in those days we used to have, based in Glenns Ferry especially, they hired what is called dicks or policemen to go down and chase all the hobos off of the trains. But this was dispersed with [00:12:30] because of the fact that at night going down in the dark by the cars that they were given a rough time and could be waylaid as they walked along. So that didn't last too awful long. KATHERINE: I certainly understand that. Did you ever have any personal experiences on a train you were on running into the hobos? [00:13:00] Running into the hobos? Did you have any personal problems? CHARLES: No, not running with the hobos. There used to be, if we had one along and the fireman had an awful hard time with a lot of coal, we would pick up a bum and he would shovel down coal for us. The only, of course you're speaking of steam, mainly of steam. KATHERINE: [00:13:30] Well, yes, whatever was running the majority in the depression, it still would have been steam. CHARLES: Yes, all in the depression was steam locomotives and they were all hand-fired. Now you had hand-fired locomotives, but on the chain gang, which were the through trains, they all had stoker, which is called the duplex stoker, which was the cylinders that run each side and throw the coal in on each side. Where the standard stoker on your [00:14:00] 800s, that I fired many of those, different ones, they had standard stoker, which comes and boils up in the inside like a fountain and then the steam jets blows it off into the box. KATHERINE: About when did they start converting from steam to diesel? CHARLES: Steam to diesel started in 1954, actually. [00:14:30] That was when the first diesel we had, they had the diesels come through here, just a little bit before that. But mainly they started in 1954. KATHERINE: What was the general reaction by engineers at that time? Were they happy to see them? CHARLES: Actually, a lot of the old engineers liked the steam locomotive [00:15:00] because there was more romance to them and the diesel was more like running a truck. In fact, there wasn't much to do. Although they soon converted over and they found it to be so pleasant and so warm in the wintertime and also so convenient without cinders in your eyes. Because I have fired many locomotives and the cinders come down in your eyes, you'd [00:15:30] have to wear goggles where the diesel took the place of that. But the romance on railroading was lost when the steam engines left. KATHERINE: Did you have trouble starting side fires from the cinders? CHARLES: Yes. Many times we'd start a fire, especially when the fire gets light, the engineer works real hard all of a sudden. It would throw a lot of sparks out and it would cause a fire along [00:16:00] the right of way. On the ranch lines, they would always have a section crew and a motor car riding behind, putting out all the fires as you set them. They run every day because it was necessary because we would set fires in the hot summertime every day. KATHERINE: They still do that with diesels, don't they? CHARLES: Diesels put out very, very little, but it is possible that [00:16:30] most generally they really don't need it because if the engineer runs the engine as they should, you don't get very many sparks. KATHERINE: Doesn't the fire danger from the diesels come from the wheels rather than the stacks? CHARLES: No, it comes out of the stack because of the fact that carbon builds up. Carbon builds up and when it kicks out of the stacks, you can see sparks coming out at night [00:17:00] out of the diesel. So it's possible that they do, but the better fuel, I believe, helps on the diesels because a better fuel won't have the stacks near dirty. KATHERINE: Were you on the Idaho Northern line during the 30s and 40s or was that later on? CHARLES: I was on the Idaho Northern in [00:17:30] 1936. I worked there from 1936 until I was promoted to safety representative in 1951 in June. Then from there, I promoted to train master road forem' engines on the Camas Prairie Railroad from February of 1953 until August 1964. Then I went back running locomotive on the Oregon Eastern branch [00:18:00] out of Nyssa, Oregon. Then retired May 1, 1976. KATHERINE: Were there any particular places on the local branch lines that you found particularly that you had problems with? You might have repeated problems with one hill or one corner or something [00:18:30] like that? CHARLES: Yes. Often we would go, especially on the New Meadows branch, in the hot summertime, we'd look down the track. Then we would come into the track, what is known as the sun kink. The sun kink would shove the track over about four feet to the side and back in again. You definitely would not run over that track because it would derail the engine and the train. You had to wait there until they would cut out [00:19:00] a portion of the rail and put it back together again. That's what's known as sun kinks. We'd run against that and also where the water would seep under the track. Some places you'd have a soft track and there you'd have to watch that. In most cases, the maintenance had that posted where you would slow down to ten [00:19:30] miles an hour over such places. Then there were lots of places where you'd run over rocks. We'd run over rocks and before you could get stopped because of the heavy load, you would go in emergency. Before you'd know it, you'd climb up on the rocks and they would roll underneath the locomotive. Then we also had places where the cattle would get on the track and sometimes you couldn't avoid [00:20:00] striking them. And I've killed uh, many, every engineer on the ranch line has killed many stock which would get on the track and they couldn't stop before you hit them. KATHERINE: If you were going, say, 40 miles an hour, how long would it take you to stop? CHARLES: If you're going 40 miles an hour, it depends on whether you have loads or empties. [00:20:30] Empties of 40 miles an hour, you could stop approximately three-fourths of the train length. If it was loads, and according to whether downhill or level or uphill, it would depend on, but usually going 40, you could stop in an emergency with loads would take you a little longer than would in empties. Of course, the higher the speed, the longer it is to stop. KATHERINE: [00:21:00] What about during the war years? What were your main cargo during the war years and how did the war affect it? CHARLES: During the war years, it would take you, to go from here to Weiser, it would take you more than 16 hours. We have tied up going 16 hours from Nampa to Ontario, 42 miles. [00:21:30] Because of the fact they'd run so many troop trains through, there would be a troop train running through maybe 5, 6, 7 each way a day. Equipment, heavy equipment, artillery of all kinds would be on these troop trains and they would put you in the hole, which means in the side track, waiting for these trains to go by and you would not have time to go to the next station [00:22:00] until another one was due. Therefore, it held you in the hole an awful long time in most cases. We had a lot of trouble there. Of course, when you left Nampa, you would have a handful of train orders. A young engineer would have a job on his hand to get them all digested between the time you would leave here and get to Caldwell, for instance. KATHERINE: Did [00:22:30] the freight differ at all? Not military stuff, but did you find that there was more of one kind of produce heading in one place or another? CHARLES: Yes, we had very heavy traffic. We had lots of commodities of all kinds going both ways. We had an awful lot of business and we worked so steady and couldn't get off of work. Many times we would be so sleepy that we couldn't hardly [00:23:00] keep from going to sleep because we worked so many hours during the war and we couldn't lay off. We worked 16 hours every day, day after day. KATHERINE: Were there any particular trains or loads that you remember from that period of time that gave you a particular problem? CHARLES: No, the only thing I can say is staying out of their way. Usually, you's on a Nampa, you'd [00:23:30] be on a local and they'd have right over you, so most generally they would hold you in the side track. That was the biggest worry because of the fact that we wouldn't get to eat when we should because there were long periods of time before we got to eat. KATHERINE: What was the oddest thing that you ever carried on a train? CHARLES: Well, let's see. [00:24:00] It wasn't the oddest, actually. Was when we run out of Nampa, we run what was known as the merchandise train, which run from Nampa to Huntington. I fired for Greasy Hayes on a high-wheel passenger engine with just about four or five cars. We set out at Weiser, Payette, [00:24:30] Ontario, and Caldwell and made it from about an hour and 53 minutes from Huntington to Nampa. Actually, that was the fastest local that has ever been on this railroad. Also, in the early days, we had silk trains. Silk trains run through here when I used to call cruising Glenns Ferry. [00:25:00] They would run from Huntington to Glenns Ferry in two hours and 38 minutes. That was a high-speed freight at that time. KATHERINE: They were called silk because they were so high-speed. CHARLES: They hauled silk from Japan clear across the country, and they were very high-priced. In fact, it was just about as important as gold because of the fact that it was so precious and [00:25:30] they had to go so fast. That was called the silk trains. KATHERINE: They no longer run, I take it? CHARLES: No, they done away with this because, of course, that could travel more faster when airplanes come because it had to travel so fast. It went in other ways, and that only lasted for, oh, four, five, six years that I remember about. KATHERINE: [00:26:00] What period of time did the railroad begin to see competition from trucking and planes? CHARLES: Well, when it really started was when... What hurt the most, we lost our passenger runs because the United States took off the mail, and, of course, that broke the back of the passenger trains. Then the government allowed [00:26:30] the railroad to take off all the passenger trains, which they should not have done. They should have left one on every Class I railroad for protection because the railroad in itself was one of the great contributors to the victory of the United States in time of war because we could transport men so fast, and not only that, so many, [00:27:00] and the equipment along with them at the same time. They should never get rid of passenger trains because of that thing to keep it in, should I say, keep it where we would be prepared to protect each, the east and west coast. CHARLES: Then when we started to lose a lot of this to the trucks, [00:27:30] a lot of the business went to the trucks, a lot of the business went to the trucks, and the railroads, in order to combat that, they picked up piggybacks. They would pick up piggybacks and put them on the train, and that took the place of having it on the road. The railroad, actually, if the railroad would take a lot of this, [00:28:00] have a lot of this business from the trucks, they could save an awful lot of oil by putting it all on the railroads and save an awful lot of diesel fuel. In fact, the United States wouldn't have any trouble or problem with oil at all if the long hauled would go on the rails instead of on the highway, and it wouldn't break up the highways, would not cost [00:28:30] the government or cost as much to ship across the country. CHARLES: Actually, I started with the railroad on July 21, 1927 at the age of 16 years of age. I got off of school 15 [00:29:00] minutes early and would run down and punch a clock. This was at Glenns Ferry, Idaho. Punch a clock, and I worked from 4 to 12, and then I'd punch a clock, and then I'd go home and go to sleep, and then I'd get up and go to school, and I'd come back and go to work. I did that for seven days a week without any time off. KATHERINE: And what were you doing? CHARLES: I was a call boy for [00:29:30] the Union Pacific. That means that I called the engineering firemen and brakemen all hours of the day and night to go to work. That would be different hours they would be called. I held actually the second shift, which was 4 to 12. Then from there, when the depression come, I was cut off, and I went to Pocatella as an office boy for the superintendent, mechanical superintendent, [00:30:00] assistant superintendent of the railroad mechanical department at Pocatella. I worked there for about a year, and then I was cut off for one solid year. And then I went back to work as a master mechanic's office boy. And I worked there for about four years, and then I went to see P.J. Morton, who was a master mechanic, and I asked him, [00:30:30] I'd like to have a job firing because he was going to hire a bunch of men the next year because they had borrowed many firemen from the Union Pacific in 1935. And he said he was going to hire a bunch in 1936. And I asked him for a job, and he said, I'm not going to give a job to anybody who's got one already. And I said, well, I'll quit right now. He said, oh, no, don't quit, and wait until [00:31:00] next year, and I'll make you first out. And so I was the first student engineer, or fireman, I mean, out of 87 men. And they took these men from all over the Union Pacific, Idaho Division, and they hired 87 of them, and I was the first one. Then after that, I worked about six years. And then during the war, in November the 30th, 1942, [00:31:30] I promoted to engineer because of the war. And then from there, I worked until 1951, June the 1st, and was promoted to a safety representative, headquartered in Pocatella. I worked that job until February 1st, 1953, and was promoted to a train master, road foreman [00:32:00] of engines to the Camas END OF RECORDING Dublin Core The Dublin Core metadata element set is common to all Omeka records, including items, files, and collections. For more information see, http://dublincore.org/documents/dces/. Title A name given to the resource Charles Leon Faris Recording 1 of 2 https://d1y502jg6fpugt.cloudfront.net/76642/archive/files/ee55d0bd52f0e558975977c7e1765b0d.mp3?Expires=1774483200&Signature=c8iGTUNe%7ET8UwWNpWptO6M6nzBSzWoBc5hZBeGtVrH9pLu6ZpRGFcpiROSWBPmiz-0FqcbaLY-Miw7GWpmxTdVhEsnhXoHg-lYqA-RJ3NaEkxPpZE8YH9on4hSUmfL2PZvO0ptdvYQ2G4Ut41l9tXV1w4BcmootHXApFsgJfefYd7DIsSQ%7EWomF0hJU6JKuvF8Okm-CWmja4Z3jcMScrrFRlGK0w48%7Et13-VgJeMjDk2XykXePRn4gccBu5gmeTH4twGp8-uSQ4Lq29xhosskBfqr450ZQqoFyeyjbuICZ06I0iyfyadV-uRHVrijD2IksUhcJvl1PMpff8RsQ6kYg__&Key-Pair-Id=K6UGZS9ZTDSZM 928bd1ff37e61ce15132f75e97aec57e PDF Text Text CHARLES: The Union Pacific and the Northern Pacific Railroad, which is a railroad of 257 miles long. My job was to handle all the engine train crews, making up the trains, and I remember the longest train that I ever sent out of Camas Prairie Railroad of Lewiston, Idaho was 174 cars with [00:00:30] 10,743 tons, and the second longest was 167 cars with 11,234 tons, and that's when we first started to get locomotives. Then they made a rule that we couldn't run over 150 cars downriver, of course at that time the Camas [00:01:00] Prairie Railroad was making around $31 million a year. Then from there I worked until August 15, 1964 on that job, and then went from there to the Oregon Eastern and come back running an engine as an engineer on [00:01:30] the Oregon Eastern branch. Then from there, the last job or last team job that I ever had was running what is known as the first great train ride from Boise to Weiser, Idaho on 16th of September, 1972, and from there I worked [00:02:00] back on the Oregon Eastern until I retired on May 1, 1976, and then I retired and now I'm playing around with a motorhome and a little car behind it and I travel too. I travel to Phoenix, Arizona in the wintertime and taking it easy and playing golf and having fun. KATHERINE: How many times have you been the engineer for the special train with [00:02:30] the engine 8444? CHARLES: That was the only time because I was one of the oldest steam engineers, and it had been about 15 years before I had run steam engines before that time, but we had on that job, we happened to have all the local chairmen of the different divisions or different unions on that train. [00:03:00] At that time, I was the engineer and Bill Pfeiffer was the fireman and Grasmick was the conductor, Johnny Fly was the brakeman, and I forget who was the other one. CHARLES: Did she give you any trouble? CHARLES: No, no, everything went very, very nice [00:03:30] on that trip down there. I know we had to go down and back down, but the thing of it was after we got down there, they had brochures in their hand and everybody wanted me to autograph their whatever piece of paper or brochure that they had, and I wrote my name so many times. And also we had a ladder [00:04:00] that they could climb up and go through the engine and on the other side and I'd lift the little kids up so they could blow the whistle, and the kids got a big kick out of that. And I remember one of the best times that I had after I got back into Boise, and of course I asked the Lord to help me run that locomotive and do a good job, and evidently I did a perfect job because the man from Omaha said [00:04:30] as far as it was that he didn't even need to go along because that engineer, Faris, knows as much as he does about it. Anyway, an incident that happened, after I stopped in Boise, made a perfect stop there at the depot, there was a young woman about 25 years of age and she had a little boy about three years old or three or four years old, and she come up and looked up in the cab and [00:05:00] see me and asked me with her finger, she said, will you come down? And so I come down and she said, I want to take your picture with my son. So I stood beside him and I thought, well, I was a little bit too high for him so I kneeled down and got the same height he was, and they took a picture there. And now that little boy is a teenager, about 16, 17 years old now. That was a good time, and [00:05:30] a good trip, and I was glad to get the—I was glad to get to run the job, and the Union Pacific has been very good to me all during the time that I worked for the Union Pacific. KATHERINE: But you missed the steam engines. CHARLES: Yes, I'd say that you missed the steam engine because I was classified as one of the fastest steam engineers that they had in those times because I wasn't afraid to run those steam engines, [00:06:00] and I love to run them. KATHERINE: Thank you very much for coming in and doing this interview with us. CHARLES: You're sure welcome. KATHERINE: I appreciate it. CHARLES: You're sure welcome. END OF RECORDING Dublin Core The Dublin Core metadata element set is common to all Omeka records, including items, files, and collections. For more information see, http://dublincore.org/documents/dces/. Title A name given to the resource Charles Leon Faris Recording 2 of 2 Dublin Core The Dublin Core metadata element set is common to all Omeka records, including items, files, and collections. For more information see, http://dublincore.org/documents/dces/. Title A name given to the resource Nampa Oral History Collection Description An account of the resource Oral histories recorded 1984-1986 for Nampa's Centennial celebration. About 60 individuals shared their recollection of the early days of living in Nampa. Some of these people's stories relate to photos in the Historic Photo Exhibit. Click on the name or subject listed under "Relation" to discover more details about life in Nampa. Date A point or period of time associated with an event in the lifecycle of the resource 1984-1986 Source A related resource from which the described resource is derived Nampa Centennial Committee Oral History A resource containing historical information obtained in interviews with persons having firsthand knowledge. Interviewer The person(s) performing the interview Katherine Hamlett Interviewee The person(s) being interviewed Charles Faris Dublin Core The Dublin Core metadata element set is common to all Omeka records, including items, files, and collections. For more information see, http://dublincore.org/documents/dces/. Title A name given to the resource Charles Leon Faris Description An account of the resource Charles "Charlie" Faris discusses the technological changes in the rail industry that he experienced while working on trains during the Depression and World War II, and the impact of the shift from rail freight to trucking. Rights Information about rights held in and over the resource Interviews recorded for the library's oral history program are copyrighted to the Nampa Public Library which maintains rights to reproduce the recordings in all existing and future formats for the purposes of preservation and access. Researchers may quote portions of interviews in non-commercial projects, unless otherwise noted. Proper credit should be given. No part of the interviews may be used in commercial, for-profit projects without permission from Nampa Public Library. Camas Prairie Railroad Engine 8444 Engineer Great Depression Hobos Idaho Northern line Railroad Trains Union Pacific World War II https://d1y502jg6fpugt.cloudfront.net/76642/archive/files/1e7458f5913670f348de5f38849b02ce.jpg?Expires=1774483200&Signature=Bc3XE9LCCGyIm2AZWTHt8Wlbmc0iV0PQeXAkw9lKA%7EFV8PMjQa1l2tXrcmZMpDdsj4bY8myfJYWtiOxsLmOY4vxpJfd9zdgo7fCrq8AQpnriqzwPZ6SaTL4YyTmaA0h%7EpR-j-Ze0z4rK0KtPa29ZzTLPiKrlYqW7DZMAwfonA8X3YmzboFVXERTcpRMT5-6gNmnJGwmeLNeCtqnz-mFAcE8vq9UXIy7iOSmDq83PkhEYa-GY38UVrx1kEKpv4tkLngM-9L93ilaiadBBUNXPWmYO8q3vXAdQLSqkA8cpM9zl1c4IlN3MX7fIYadIgKjabiNqSVcOkbOzHwdWokUH5w__&Key-Pair-Id=K6UGZS9ZTDSZM e37c726141ef8b5c00b2a7661ab67b4d Dublin Core The Dublin Core metadata element set is common to all Omeka records, including items, files, and collections. For more information see, http://dublincore.org/documents/dces/. Title A name given to the resource J. O. Young, Sr. Description An account of the resource In addition to the working in construction, J. O. served on the Nampa Planning & Zoning Commission for 10 years. He was a member of the Nampa Fifty Year Club, the World War I Barracks, and the Church of Christ of Latter-Day Saints. Still Image A static visual representation. Examples include paintings, drawings, graphic designs, plans and maps. Recommended best practice is to assign the type Text to images of textual materials. Original Format The type of object, such as painting, sculpture, paper, photo, and additional data Photo Dublin Core The Dublin Core metadata element set is common to all Omeka records, including items, files, and collections. For more information see, http://dublincore.org/documents/dces/. Title A name given to the resource John Oscar (J. O.) Young, Sr. Description An account of the resource In 1874, at the age of two, J. O.'s mother, Lucy Titsworth, traveled by wagon train with her family to the Bruneau Valley. John Oscar Young is reportedly the first Caucasian child born in Owyhee County. J. O. was born September 15, 1894, in a dugout. J.O. resided in Nampa from early childhood and grew up in Nampa. At age 14, he became a carpenter's apprentice. As an adult he worked as construction Superintendent with Morrison-Knudsen, the civil engineering and construction company, headquartered in Boise, Idaho. His son, J. O. Young, Jr. followed in his father's footsteps. After suffering four years of internment as a Japanese Prisoner of War on Wake Island, J. O., Jr., too worked for Morrison-Knudsen for a time. Father and son partnered in 1946 and started the J. O. Young and Son Construction Co., in Nampa. Upon returning from the War, three more brothers joined their father in the company. Engineer Morrison-Knudsen Nampa Mayor Nampa People