HISTORY HUNTS WAREHOUSE

Lamenting Socialism in Great Britain

The Kinks knew Obama's predecessors in 1971 when they wrote "20th Century Man".

I was born in a welfare state
Ruled by bureaucracy
Controlled by civil servants
And people dressed in grey
Got no privacy, got no liberty
Cause the twentieth century people
Took it all away from me.

Today in Railroading

I had found one of my old pictures taken in 2005 of an engine crossing Old MS 27 above Monticello, MS. I asked Virgil about the Bogalusa paper mill and the engine. Of course he knew someone that could answer my questions.

Hello Steve, got a reply from Charlie on Bogalusa. I believe the paper mill was owned by Crown Zellerbach when I first moved over to the Northshore back in the 1980's. Now it's International Paper.

As you can see, the train runs daily, not a couple times a week. I was wrong.

Note there are "yard jobs" at the mill. I'll have to clarify that, but I suspect the mill has its own engine(s) that make up a train and have it ready for the CN engines when they come in.

From Charlie, the expert on the Bogalusa Branch to Virgil, an expert on who to ask:

Virgil

Thank you for sending the info on Steve's blog. I enjoyed looking at the great photographs.

I have probably picked crews up at every crossing between Bogalusa and Wanilla in the past 25 years and have covered every inch between Slidell and Jackson on a motorcar with my dad. He was the telephone lineman for the GM&O at Bogalusa. The depot at Foxworth sat on the west side of the track about where the little building is close to the track. Back in the GM&O days, Foxworth was known as West Columbia.

I had mentioned the wreck below Red Bluff, off of MS 587, north of Morgantown.
Charlie comments:

The chip hoppers where the wreck was between Morgantown and White Bluff is not the hoppers involved in the accident. The GM&O picked everything up after they got the 613 out of the river. The ICG dumped some hoppers there back in the '70's to help fight erosion.

Charlie

Next is about my whereabouts when the train picture was taken. Again, from Charlie:

Virgil

Steve was at Wanilla on the old MSC. The train is headed west en route to Jackson from Ferguson.

I picked a crew up there a few weeks ago.The engineer appears to be Bill M. who has since retired. The IC and CN restricts six axle power on the Bogalusa District due to poor track conditions. The GM&O ran SD40's on the south end up until about 1969 when they were restricted due to all the bridges, small rail, and sharp curves. They were sent north for coal train service. The north end had bigger rail too. I remember seeing three brand new SD40's come into Bogalusa in 1966. Concerning chips at Bogalusa, IP will continue to receive chips by truck. The new chipper will be able to chip whole logs. With the old chipper, the logs have to be cut in half. Also a humongus crain is being installed to handle the logs. It will be something to see when the operation begins.

Charlie

From a later note:

The paper mill at Bogalusa is now owned by International Paper. They are in the process of putting in a state of the art chipper and rumor has it that they will only receive logs for chipping and no longer receive chips. I hope that logs will be received by rail too.

The Bogalusa/Ferguson Turn (L579) runs daily.

Twenty five to thirty loads a day would be considered a good train although the count on some days is a lot lower than this. They are using a lot of Hi-Cube boxes but trucks still haul a tremendous amount of paper too.

The other morning they turn left Ferguson with 48 cars while just a few days before it came back in with lite engines after having spotted empty center beam flats at Monticello Hardwood and Miles lumber.

These are the only shippers on the line besides I P. Marion County Coop may receive fertilizer and seeds but this is seasonal.

Two yard jobs a7am and 7pm job serve the mill.

Charlie

A contributor on LRMRG posted these links. Thought you might appreciate them, as a few of them kind of mesh with some of your interests.

Regards

Great! Check those links again... one is a 1922 or so map of BR. I downloaded the full size image of the map, & zoomed in on it,  and lo, and behold! The railroad by the river shows a switch with an "incline" towards the river... probably ferry access for the railroad. Old maps are a treasure, especially when they have such details of things long gone.  Thanks for the pix of Slidell.

Track warrants come in a book of about 50. They're pre-printed so all you have to do is fill in the appropriate destinations , train id, etc. When the dispatcher says "X in box __" , they mean, put an "X" in the box next to number _". The following is a breakdown of all the boxes as best I can remember (some boxes are never used, so I don't remember what they are).
Box 1: "Void authority number: _____". This box is used when the dispatcher decides to give you a new warrant and void a previous warrant. Most often this is used when the dispatcher wants to give you more authority and doesn't want or need you to release behind you.
Box 2: "Proceed from ___ to ____ on the ____ track". This allows single direction movement in one direction.When you hear this box it means that a train id in the track warrant will either have East or West following it (AMTK 188 West). We always put main track for the track because BNSF gives permission to occupy sidings without needing warrants.
Box 3: "Clear at last named point". Used for Box 2 trains when the dispatcher wants you to take the siding to meet another train.
Box 4: "Work between ___ and ___ on ___ track". This allows movement in either direction between named points. This is helpful when you have to switch customers that take little time and you will be going right back to the yard. Trains with a Box 4 won't have a direction after their ID number (BNSF 3111). This can only be given if no there are no trains with Box 2 authority within the limits. If a train has a Box 2 through the limits, you have to wait for them to clear your desired limits and get them to "roll up" or give the dispatcher a partial release from their warrant. (After job briefing between Engineer Breaux and Conductor Trahan on the LDRR 1708 West, using track warrant 827-145, we would like to report our entire train clear of MP 127 at your time by Engineer Breaux).
Box 5: "Authority in effect after the arrival of ___ at ___". Means you have to wait for a train to arrive before you can proceed with your warrant. First blank will have a train id in it. The second blank will have a location. Box 5s are nice, because you don't have to wait for the dispatcher to get a release and give you a warrant after the guy gets past you which can take a while.
Box 6: "Authority in effect behind". I've never copied this box because usually the dispatcher tells us, "I'm giving you a warrant to follow 2 Westbounders". Anyway, the idea is that this is like a Box 5 except you follow someone instead of waiting on someone coming from the opposite direction.
Box 7: There is no box 7 on BNSF track warrants.
Box 8: "Joint authority between __ and ___. Note: All trains must move at restricted speed". This is when a dispatcher gives a Box 4 to multiple trains within the same limits. This box states only that you have joint authority and what limits are "joint". Given to all trains within the joint limits. While within those limits, trains must move at restricted speed. Restricted speed in a nutshell is moving at a speed that allows stopping within half the range of vision, not to exceed 20 mph. So, if I can see for a mile, I need to travel at a speed that allows stopping within half a mile, not to exceed 20 mph.
Box 9: "Joint Authority with ____". Given to the second train with the Box 8, this box states who else is going to be occupying your box 8 limits. It's the responsibility of the second crew to contact the first crew and job brief to determine where everybody is and how work will be accomplished safely and efficiently.
Box 10 and 11: We never use these, so I have no clue what they are without having a warrant in front of me. I think one of them says something like "Clear by ___" meaning you would have to be clear by a certain time instead of when you're done with your work like we do now.
Box 13: "Permission to leave the following switch in the reverse position ___". This box comes after box 12, but it makes box 12 less confusing if we explain box 13 first. Box 13 is when a train enters a siding or the yard and has to line a switch to go in to said siding or yard. If the train is long enough, the dispatcher will allow the crew to leave the switch lined for "other than main line movement". We rarely get box 13s at L&D because we usually have short trains.
Box 12: "Be prepared to stop at the following switch until known to be in the normal position _____". When trains get a box 13, they leave the switch lined behind them. This box is given to any trains that have authority over that switch later so that they are aware that they have stop and line it for the main line. Once a train has lined (or normaled) the switch back, they contact the dispatcher and report it (Conductor Breaux on the LDRR 1500, would like to report that the West siding switch Cade has been lined and verified for normal position).
Box 14: "________": This box is left empty and would be filled in for any unusual operating conditions.
I'm sure you are aware that we have to spell out directions and numbers (West, W-E-S-T and Two T-W-O) and all that. I also wanted shed some light on one of the pictures you posted about the ADKN. The train crewman wasn't going to get something out of the refrigerator, he was going get something "off the fire". Near the rear of the locomotive is the cooling water tank. The water pumps take water from the tank and pump it through the engine and return it to the tank. The water gets pretty hot running through the engine and after about ten minutes of operation, the tank temperature is about 150 degrees. So, when we have food we want to heat up, we put it on the water tank where after and hour or two, it's ready to eat.
~JBB

I found this as a private entry in my guest book:

When I began my time with the SPRR, in 1955 there was the SP main track on the north side of Jeanerette. The Albnia spur was on the north side. There was a water tank for watering the engines hence the pond to the south. In the late 50's the SP depot burned and I WAS on the first train to arrive and was delayed several hours while the old building burned. It was a sad site to see......bill

I wrote back:
Your information fills in several blanks I had. Jacques had said that the woods by the tank was a hobo jungle. Ever see any? Sad site at the depot, no doubt. Well that answers that question. I know the old Baldwin Depot has been moved to Patoutville. Did you ever run out to Weeks Island? or even Patoutville? And Bill, once I get my thoughts together, I can come up with many questions. If you get tired of the harassment, just let me know.

Lamar's replies:
Yes to both your questions. When I worked on the locals nos. 55 & 56, we would switch Patoutville on No. 55. Did you know that the Patoutville sugar mill was originally serviced from the Franklin and Abbeville branch that ran out of Franklin to Youngsville, Milton and Elks?

The F&A came in from what we call the back side of the mill, the portion of the Patoutville spur from the SP side was laid after I hired out. I only worked on the Weeks branch for a few days waaay back. It was part of my district aftrer I became a train master, H/Qs in Morgan City. The Weeks line (salt mine) originally ended at Cypermort and Weeks salt mine ran their own train down to Cypemort and interchanged with the SP there...

I think the F&A also ran to South Bend (La.317 below Centerville) and North Bend which is now on the Bayou Sale spur. The SP connection was added from what is MP 3 to Bayou Sale when the F&A was bought by the SP. The reason that I think that is that I HAVE AN OLD TIME TABLE that says that South Bend is at MP 12 and it (North Bend) is at present day MP 4.

Sunday Evening's Big Cigar

I'd dozed in and out of watching "Pickers".

I'd blown off going riding today.

My excuse was that I was tired from my morning's work in the yard, in the heat and in the humidity.

That was on top of yesterday' ordeal.

I then rewarded myself by going into neutral.

While enjoying the show about junk dealing,

I flipped on the radio and heard that the Sunset Limited was just clearing

Iowa Junction at 5:05.

It was scheduled to leave Lafayette at 5:15. That wasn't going to happen.

It is 59 miles from Iowa Junction to Lafayette.

A short slowdown would occur at the Mermentau Bridge.

A longer slow down would be in Crowley.

Then beginning with the Lafayette Yard, it would have

to slow to 45 and then probably 35 in Lafayette.

I'm not sure on that last figure.

I might have an hour to meet it at Cade, 22 miles away, but

I needed gas first.

I stopped in north St.Martinville and filled up.

Then I took the Terrace Rd. to Duchamp Rd.,

that putting me north of Cade. I headed south into Cade and

the train almost immediately showed up.

I was not mentally and physically ready and missed some wonderful opportunities.

So what's new?

Duchamp Road

Cade

Captain Cade Road

A rare 3 engined L&W sat on the siding waiting for the soon to appear passenger train.

There are setting I could have adjusted if I'd had 30 minutes to figure it all out.
The new little cheapo camera and I are still not one, but may be at some point.

I was just thinking about the ride into New Orleans over the Huey P. Long Bridge at 9 pm.

I need to do that.

Then it slowed and came to a halt.

The conductor reported a stop light.

Almost immediately a signal maintainer showed up

and flipped the switch.

I pulled alongside the train and I promise you, it

and I accelerated at close to the same rate and

the little 650 dirt bike is not that slow.

I had no time to set up at Camp Pratt.

This is the Camp Pratt shot.

Along with that I shot 3 movies of my gas tank, my knee and blurred trains while

killing the battery which caused me to miss another good picture. Pathetic.

Uselessly, I chased it into New Iberia.

You can see it disappearing down by the church.

Then I'd try for a few late evening pictures

The L&D Washington St. Yard.

Heading home on Washington St.

Approaching Cade, I saw that the 3 engined L&D was still sitting.

I knew another one was coming.

This was cut from my latest movie, "A Little Train

and a Lot of Leg".

Back down Duchamp.

It's a pretty road and these shots, for sure, do not do it justice.

And home.

Those are sugarcane carts waiting for Fall which will be here shortly.

Until then it will be very hot.

When I left the house it was till over 90F.

I put on sun screen and it was after 5pm.

I had visions of using the late afternoon lighting in some creative way.

No cigar there for sure. Still, being able to "do on a whim" cannot be beat.

That's the BIG CIGAR

Eunice to Ville Platte on the Texas & Pacific RR

Warning, this History Hunt went dead in the water or maybe I did.
If you have time to waste, proceed.

.... here we go ....

Ideas for these boring monologues are often spawned by something someone said.

In this case, Mark was obsessing over an old rail crossing sign out in the

Cajun Prairie above his home in a place called Point Blue.

Point Blue was on the Texas and Pacific rails between Ville Platte and Eunice, Louisiana.

PB is not in the middle of nowhere. That's above Alexandria.

South Louisiana is a populated place. The farmland communities in S. La. are more like
subdivisions with really big backyards.

What he was asking of me was for a timetable for a 15 mile stretch of rails

which were abandoned during the early 40's.

I have quite a collection of timetables. So many that I haven't checked them all.

After 4 hours of searching I have found none that reflected activity on that stretch.

That is not to say that it doesn't exist and I will continue to look because

Mark claims to have gone sleepless since this most recent lust has entered his life.

I considered his situation an emergency.

Here we go ... possibly with more purpose this time

Below Ville Platte the T&P took over the building of the planned
Louisiana East and West line between Bunkie and Eunice (rails to the right)
The Ville Platte to Opelousas (T&P) route (rails to the left) replaced the Ville Platte
to Eunice route which was abandoned about 1942.
The Acadiana Railway now owns that route and t he old
La. E&W rails from Ville Platte to Bunkie.

Below is the birth record.

Below may mark when it was abandoned.
The "prisoner of the Japanese" part does not pertain to the railroad.
It was included as part of the history of December 1942 on that site.
Nevertheless, a little reminder of what the Greatest Generation did fits anytime.

Google, as wicked as some (and I) think, does preserve a bit of rail history we'd never find otherwise.

Below is a Rail Commission judgement mentioning the little stretch of track.

I have used this record in some other research I did dealing with, ah, Torras and the

Texas & Pacific.

{Did you follow that?}

{Who's the C G & N L at Melville?}

Below really belongs on another write.

The one of which I speak is where I found AKDN 701.
{A reader and I were chatting. He spoke of "pet peeves".
I have one. That witch, Miss Lee, my 9th grade English teacher,
harped on "dangling prepositions". It stuck. We all do it because it's lazy.
Using correct English where "to", "with", etc., actually have noun recipients
is a pain and sounds weird to most people. On this site I might sound weird.
That is only because it's one of my pet peeves, not because I want to....
"Well, you just used a dangling whatever!"
It's called "poetic license".
Yes, I did. I'm the boss here.

In the article of which I was speaking, I explained that the Eunice interchange was confusing.

This is the reason why. {or should it be, "This is why the reason."?)
We have an ex-history teacher on board, we may need an English one?
Enough, on with "the reason".

Below is what they came up with and that's just the portion above the Louisiana Western ROW.

The green line represents the rails that we are discussing, or

I'm discussing to myself which more than likely.

Now I'm going to share with you the route from Ville Platte to Eunice.

No telling when this map was drawn. I could easily find out but it's pointless.

It mentions very few points of reference. Well, some.

I have attempted to replicate the route on a newer map.

I may show it to you if you don't laugh.

All of this is basically filler to placate Mark since I can't find him a timetable.

Above, you see Point Blue.

Below, the crossing sign is in the wrong position for the main line.

There must have been a spur traveling past the cotton gin going west.

Was the cotton gin extensive? Was there another industry here. (overhead view below)

That red line to the left points to the approximate location of the RXR sign above.

The sw to ne yellow line is the approximate mainline.

That's my guess of how the spur might have come off the mainline.

Sorry, I can hardly type right now. Physically, this is getting difficult.

I ran a power washer all day and my hand is numb. Actually,

my right index finger seems to be on holiday. (I like being "Continental" when appropriate.)

I have other personal information below.

Bet that woke you up.

Continuing southward:

Above you see Chataignier. I think it would be the only scheduled stop.

There seems to be a portion of the route missing. Notice the line goes from almost north-south and

below goes northeast-southwest. The rail company was the Louisiana East and West,

I guess "Louisiana North and South" was taken. Possibly they should have merged

and no one could have been picky about where they went.

Ok, that's fixed. I found the missing part. The maps overlap and will make you crazy.

And that'll do ya. My map below this one.

This is pretty much how she went.

Chataignier would be the only possible stop. I may have said that.

At this point I'm hanging it up.

If you have a timetable you can front Mark, please send it here. Please.

It can be a La.E&W or a T&P, no matter.

My Wife is Gone and She Took the Cheetos

My wife was off on a weekend visit to SE.La.

I opted out.

As soon as she was out of the driveway I tore for the door.

I didn't have a plan or purpose.

I envisioned my outing as more or less like mobile loitering.

Follow the gray line counterclockwise from Lafayette.

It is getting warm. I stopped at the shaded Gargil

Salt Mine overflow parking area after I'd refueled.

This is where I make sure everything is right before I engage in urban warfare.

That done, I'd go to my plan library, the Lafayette rail yard.

Reflecting, now I remember I did have a little plan.

On the radio I'd heard that rail traffic was snarled.

There were several clogs. On major problem was

that there were two long freights on the main headed

west within the yard and the crew for the lead train had been incorrectly scheduled.

They were very late considering the conditions.

I wanted to see this.

I first came to the second train in line headed west. You can see its engine

nosing up tightly to the black tank car of the first train in line.

I don't know how long the Lafayette yard is, but a required switch was being covered which
essentially paralyzed the yard, as I understand it, and understanding it was difficult.

Communications were terrible. The dispatcher, Mr. W., sounded like he was
drowning in an echo chamber.

The train radios sounded worse and weaker. There were numerous times when warrants
had to be repeated over and over.

First out would be the black stallions.

This local was waiting on the Crowley sidetrack to come into the yard at Lafayette.

I knew the two on the main at the yard would be evacuated first. That

or there would be a heck of a detour. I know there is an alternate route though the yard
from the west.
Evidently, that was not an option.

I would have a fair amount of time to find a descent frame for my choo choo pictures.
Yes, I was devising a plan, a plan that would evolve as most do.
An "Evolving Plan" doesn't sound like a "plan" at all, does it?
Back to my "framing locations" evaluations.

What do you think?

As in the not so perfect shot below, I think the train is enhanced, not diminished
by the addition of scenery.
The train becomes an interesting aspect of its surroundings without overpowering them.
That sounded like a wine or culinary description done by someone who'd sniffed
one too many decanters.
Possibly, or its a hangover from reading a piece done by a San Friskyian rail writer.

This is looking toward Crowley at the interesting aspect.

I'd run through town and take no shots which is either telling or was an act of pure willpower.

The jury is still out on that one.

The shot below was taken west of Crowley from US 90.

The white building is a Crowley rice mill. I believe "Mahatma" was once the brand name
written on its side.These pictures were taken with my card deck camera.

They lack a little quality, but for a no budget blog, they'll do, another example of you getting

what you pay for.

The inobtrusive rails are to the left.

The obtrusive guide line is also to the left. Wires are my constant enemy.
I once did a "Prairie Castles" ride. You can see how easily that idea was conceived.

A website monitor has made a correction. Please learn from my mistakes.

This place would have been great except that it is bear country, eh, Smokey.

I'd have my back to US 90. I'd feel prying eyes all the while I was there.

Next, I considered this building at Esther. Notice its spur.

I've already come in contact with one of Esther's "finest"

That fella made the asinine Brookhaven Nazi look like Mother Theresa.

But, there would be no time. I heard horns, jerked around

and here came Train One. Notice that I did include

Esther's signature water tower. Krotz Spirngs sports one exactly the same as do many old towns.

Your glasses are dirty. The picture is not blurred., clean them.
I just cleaned mine and I see that if I'd shot
a micro second sooner I'd put the "173" MP sign in front of the train.

I hopped on the bike and chased this one.

The miles between Crowley and Jennings are wonderful

for chasing trains. You can beat them and still have time to set up for a shot.

This was just short of Mermentau. He may have started slowing for the bridge.

I'll remind you that my strict rule for train chasing is that no law can be broken most of the time.

He headed on west into Mermentau.

I rode the OST back to my favorite place at the irrigation canal.

The OST sits on the opposite side of the tracks from US 90, the new version of the Old Spanish Trail.

Most of it is gravel. East of Esther, a landowner has taken it over.

To the west, evidence of the old road gives up at Mermentau until it reappears somewhere.

I can't complain about this place. I could take pictures of trains here all day

as long as I could barbecue, drink a bunch of lemonade and listen to anything but grunge

hip-hop and rap. If you join me and put on anything from The Sound of Music,

I'll tie you to the rails, Bullwinkle.

Forget about that gumbo pot candidate Rocky, he won't help you.

What's cool is putting Vizine in your eyes when the container train goes by.

It gives you the same effect as I've heard acid does without afterwards having to live in a padded
windowless room wearing a straightjacket for the rest of your life. Remember there are safe, over the counter, alternatives.
I put a drop of Vizine on my camera lens to simulate the effect.

OK, use you hanky and straighten up.

The train moved on and so did I.

Having achieved clarity, it was time to study my favorite bridge.

The little camera somehow adjusted itself to being the equivalent of a computer
starting in Safe Mode.

Thusly, the pictures are a little primitive.

I moved on back east to Midland for a few more shots before exiting US 90.

I decided to follow the old Midland to Abbeville Southern Pacific Branch south.

The hump to the right is the west arm of the connecting wye to the Louisiana Western (SP).

You do understand that the next time this road is "done", that hump will be done, gone, lost.

This is also the OST.

Here is Old Midland. To the left, across the street, is that west arm of the wye.
That explains why this street is not squared to the OST.

Going south on Cushing's Southern Pacific.
Cushing was a dude, a true t..rail blazer.

The birds didn't even look.

Entering Morse, the pyramid house caught my attention.

This is the old Riceville bridge road which traversed Bayou QueueTortue.
Or, it might have led to a ferry at one time. (notice "Riceville Bridge" on the old topo map below)

This was the rail bridge. I could see no sign of it in the water which was high.

I have found several rail remnants in what were paved crossings. I'd find another one today.

This one I'd found when I was riding the SP route "a while back".

Below is the hump. I was now in Vermilion Parish.

The altitude needle would be going into the single digits.

The rails would cross La.91 below Riceville. (at La.714)
Below La.92, there is no way east until La.14, which makes a "long way round" if circling
to the east as I was. I'd forgotten "how long".

There she goes south to Gueydan.

Above Gueydan, I'd check out this hump.

Sure enough, this was a new rail find.

The bed would turn gently into Gueydan.

Welcome to Gueydan, the duck capital of the universe.

Below is a Duck Feeder. It is used like a deer feeder.

To the right of it is a duck blind (the yellow building) from where duck hunters

can pop em when they land to eat.

They come in various configurations.

Have you noticed that the adjoining buildings are all painted yellow?

Possibly ducks can't see yellow.

Whoa, an epiphany. That's why they call them "Duck Blinds".

I left Gueydan and went to Abbeville.

You'll have to read "Cushings Child" for more on these towns. There's enough repetition on this blog.
I was headed east quickly on the Southern Pacific.
It was bumpy at first.

Ever been to Wright, La? Now you have. Check that map, above.
"If you lived in Wright, you'd already be home," is on the white sign.
I've always enjoyed reading that.
It's kinda like, "If you were where you are, you'd be there".
If you think too hard about that you could become unstable.
I suggest moving on.

I'd missed this on the SP ride.

Oh Mercy!!!!

It had the classic Evangeline Maid bread doors.

To this day, I will only eat Evangeline Maid or Bunny Bread.

Rail doors in Kaplan.

Kaplan was once a museum of the rice milling and drying industry.

Then an arson stepped in and, since the burned building was removed, I guess

the town wanted to get rid of all of the old steel mill buildings.
Hum? Makes you think.

Some people like Victorian, I love old steel buildings.

This water (?) whatever was close to the rails.

I was in a mad dash to rendezvous with the Sunset Limited in New Iberia.

I was on time and never saw it. I was also exhausted having been on the

road for about 5 hours in the heat and wind. I blew off the rendezvous.

I rode on home thinking about that half bag of Cheetos I had left from the night before.

I'd get myself a Dr.Pepper or a Root Beer, settle down in my rustic recliner,

watch O'Reiley and throw stuff at the communist.

I couldn't find my Cheetos.

I called my wife in SE La..

She admitted that she and my granddaughter had stolen them.

If this ride report has seemed a little "off", now you know the reason.
It is hard to produce classic prose while livid.
Update:
Last night, in retaliation, I ate all of her chocolate covered raisins.
Sorry, I'll have to excuse myself .... RIGHT NOW.