Storms on the Joint-Line summer 1980 in Tales of the Jointed Track

This is one I remember. Clouds were gathering toward the Springs as we left Pueblo on a coal empty. It was close to 730 pm, so Palmer Lake, depending on traffic is about two and a half to three hours out. Pikes Peak was bathed in heavy clouds and there are bursts of lightning around it too. The power was the standard four to five units on the head end. There could be more if the BN was repositioning power back to the mines on the Orin sub. Kevin Wagner was behind me on the Santa Fe train 114. It was one of those rare days, where the 114 ran through Pueblo yard with out a cut and fill. The train was all Big Lift and Denver blocked, with a four unit consist of U-23-B’s and GP-35’s. They’ll change out on the main as well.

There is a second 114 about a half hour behind at Baxter. That train will be the sacrificial lamb, making the set-outs and pick up at Pueblo. The train will be rebuilt and that will be the “long local” into Denver.

We meet a few at Colorado Springs. The siding here is well over 14,000 feet, with two CTC block signals and cross-overs between the north and south switches. The empty and the 114 will fit here. Kevin and I will both meet a Coal load on the main at Monument. We will go through the siding, and have our track warrants on the ABS Palmer Lake to South Denver.

Light rain has been on and off out of the Springs, but is intensifying around the Monument / Palmer Lake area. The storm is stalling a bit on the north side of the Palmer Divide, there is heavy lightning in the area.

Red over Green at Palmer Lake and it is raining and the lightning is really having its way. They are balanced over the top and on to Denver. Kevin has followed me out of Monument and is pacing to stay on a favorable signals. Since I have a coal empty, I am roughly between 125 to 128 cars, without the power. The train length is near 6500 feet. I takes time to clear the block ahead, but the speed now that I am over is 45 mph, till we get to the reverse curves at MP 45.8.

The time is around midnight, and the lightning is really picking up. The rain is heavy into Greenland, CO. We hear Kevin and the 114 crest Palmer Lake and relay that they are on a yellow signal. We should clear the block as the head end starts into the reverse curves. The track speed has dropped to 35 mph. Kevin will continue to pace me.

Rattlesnake Butte is a small peak across the Interstate and from the tracks at Greenland. Blowing for Noe Road, the cab lights up so brightly you could read by it. A big bolt of lightning just grounded itself on the top of Rattlesnake Butte. We can hear the resounding clap of thunder following the strike, over the whine of the Dynamic brake fan.

The head end of the empty has just crossed the trestle over Plum Creek. Water is running, but it isn’t abnormal. I am ready to blow for the crossing at MP 42.1, when the radio crackles. “114 hello Shoe”. “Yeah Kevin, head end in coming into Larkspur”. “Okay, that’s not what I am calling about. We just got hit by lightning, and I lost the dynamic brake on the lead, but I can see lights on in the cab behind us. I think we may have been grounded by the strike”. “You have air under ‘em? The set holding alright?” “Yeah I’m coming into the reverse curves, and the signal at 44.7 just went yellow. I’ll ride it out, till it stops us”. “All ya can do is reset the Ground Relay, and any other breakers that might have tripped, and place ‘em back on line. “Okay, that’s what I figured”.

The 114 was struck by lightning coming into Greenland. Kevin wasn’t sure what unit was stuck, but the surge of voltage came through the jumper cables between the units. Kevin rides the set to a stop, just before the Larkspur crossing. Three are idling and the one that was struck is dead.

He goes back, after resetting the lead unit, and does the same for the rest of the consist. The third unit back is the one that was struck. Kevin isolates it and resets the ground relay condition. It is restarted and it fires off, at least it will help supply air with the others, if it isn’t fried electrically. They are all reset, if the consist wont respond, he has the air brakes to control the descent. He is off the heavier part of the grade, on a clear block signal, and the track starts up briefly in another mile and a half. Guessing from past 114 trains the tonnage is around 3500 to 4500 tons. A mixture of loads and empties, along with TOFC/COFC intermodal cars and Auto-racks, should be an easy handler into Big Lift.

I am just out of Castle Rock, with the head-end, about 10 to 12 miles ahead of the 114. “114 to the Waycar, here’s the release, I have them reset”. “Okay Kevin, brakes releasing .... rolling”. “Rolling”. I give Kevin a few minutes to see how they are reacting and if the are producing power. “114, Kevin how they doing?” “I think we’ll be okay. Seems they all are making power”. “Sounds good, we’re outta Castle Rock, head end is at MP 29”. “Alright, Bob thanks for your help, have a good one in”. “You too”.

Another trip on the Joint-Line.