The old Big Lift local VS Rio Grande train 65 MP 707.2 1979-1980 in Tales of the Jointed Track

I was still set up and working the south freight pool. This happened on a late evening in October.

I have been trying to get into newspaper archives, but to no avail. I like to back up my entries with facts.

The local turned over several times. The older retiring engineers, bumped onto this, because hours were short, weekends off. You slept nights, doesn’t everyone do that ? Not unless you are a dedicated night fighter or a railroad man.

The engineer, lived in Littleton, CO about seven to eight miles north of Big Lift. An 0800 am on duty call, an easy commute, whats not to like. The Conductor was one of several “family” railroaders. He was about 3 years more on the Santa Fe than I was. Was knowledgeable, but had a short fuse. The two brakeman, I cannot remember. We are still and are evolving into a younger work force. So, these might have been force assigned employees due to their seniority.

The “Q”-train was switched and departed. They had work at Littleton and Englewood. They also had to deliver loaded brick and empty cars to Acme Brick Company at Castle Rock. There was a lot of traffic both North and South. That’s the way it is, and as a local, you are bottom feeders, when the revenue trains are out and running. Acme needs these cars, and has been calling the agent at Big Lift for an update for a switch. It is nearing mid afternoon. They can be up and back with in an hour.

They went from Littleton to Tomah on a train order.. They had a boxcar they picked up at the Englewood team track with them. That was going to “be” their flag for the return trip back.

So, thinking back on how train orders were utilized, this is how this pans out. I don’t remember the unit, so I will use a unit series number that was involved.

D&RGW Train Order for the southbound main line
The running order is below, they had the Clearance card, to occupy the main.

ATSF 3021 South at Littleton

RUN EXTRA SOUTH DENVER TO TOMAH

Okay, talk to the Rio Grande agent/ Operator at Littleton, because they had a flag out to return back on the Northbound, plus Yard Limits at that time was Littleton to South Denver. Rule 93 .

They got the Train orders to roll. Waited the five minutes and southbound they go.

Sedalia Crossover ATSF MP 712.5 D&RGW MP 25.5

They cut off the single box car. That will shunt the signal to red AT 24.5. MP 24 is the block signal at Manhardt Street, Sedalia, CO, the cross over is about 1.2 miles south of the block signal. The boxcar was left in emergency and a hand brake applied, the wheels were chocked. That was their flag. Per rule, no it wasn’t a proper flag. Yes it did shunt the signal, but yeah it could be an occupying train. A train by definition is a unit or units coupled with or without cars displaying markers. There was a Red Flag in the draw bar. They should have had a physical flag, or called the Rio Grande DS to relate what they were doing.

The local switches out Acme Brick, and the sun is getting low, and they are on short time . They are shoving 3 boxcars, and they will run around them at Sedalia on the “NORTHBOUND TRACK” after they cross over. They still have an active train order, RUN EXTRA CASTLE ROCK TO LITTLETON with the Santa Fe DS. Line up and wait the five minutes, switch out and back to Big Lift.

Enter Rio Grande Freight 65 at Sedalia:

The Rio Grande freight stops at MP 24.5, whistles off and flags the block. They come upon the boxcar tied down at ATSF MP 712.5. Yes we are now changing mile posts, from Rio Grande to Santa Fe. They tone up the Rio Grande DS, and state there is a Boxcar, by itself, tied down with a flag in the draw bar.

Okay, to the trick DS this should be a RED FLAG!!! Attention!!! What is out there on your train sheet ? The reply, “Is there a flagman with the car?” “NO”. “We think it ran away and stalled”. Really? This is a 1.2 percent grade, run away cars do not place themselves in emergency, tie hand brakes, and chock wheels.

The okay was given to proceed, couple into the boxcar, and set it into the north siding switch at ORSA, and proceed south. They did, and the Rio Grande and the local meet roughly around MP 710.2 or current MP 29.6.

The engineer on the Rio Grande freight was pinned in and had to be cut out of the cab. He survived and went on disability, I knew him personally. The local crew, all survived, and bailed off. The GP-20 rolled down the embankment, with the other cars they were shoving. Lucky they did not meet on the Plum Creek bridge, it would have been more, than what occurred.

Formal Investigation was held, jointly with the Santa Fe and Rio Grande. The local crew was pulled out of service. The main rule, no physical flagman present, per the operating rules. The Rio Grande crew was pulled due to not being prepared to stop, with in governing block signals, while making a shoving movement, restricted speed. RESTRICTED SPEED!! remember that rule that will burn yer ass. The Rio Grande DS was pulled from service, for not monitoring the train sheet, knowing the local was out there, and after the intent of work to be performed was discussed at Littleton, CO.

Yeah does and did happen. I picked up the aftermath, on a work train from Pueblo to Littleton and return to Pueblo. Why they didn’t call out of Denver… Go figure. We died on hours of service and another crew picked up the crippled train. No one died…but rules and operations are that. Question and be aware!!!

I’ll relate two a BN and a C&S collision.. I knew almost everyone that died.. I chills me to this day..

Last updated November 24, 2014