Fireman training tales Part 2 in Tales of the Jointed Track

I was running as a promoted engineer. I had a fireman working the program, with me this trip. Steve had left the ranks of management, with the Santa Fe, by a personal choice, and was allowed to hire on in engine service. He was about 40 years of age at this time, and had a good command of the rules. Since our engineer roster was growing, the Santa Fe instituted the labor agreement of assigning the trainee to a specific engineer, for a certain period of time. The trainee was allowed to pick, who they wanted to work with. It also was up to the engineer to accept or reject the request. Steve had called me and asked if he could work with me. I said sure and I am due out in the pool about 7 or 8 pm this evening. He was rested and said he’d be ready to accept the call. He called the caller and marked up with me on the fireman’s spot on the board.

We got called out on a Coal train, with a helper. I asked how much he has actually run over the Joint-Line. This was his fourth trip south. I had him walk the power with me, and placed him in the seat when we were ready to leave time. We would depart 31st Street via the main-line into the depot. We would take the depot tracks, either track 5 or 6 through the sheds and be lined onto the single CTC track on the C&S. After getting the train orders from the Operator, we would be lined on the southbound, to South Denver. The Rio Grande dispatched south on the ABS from South Denver to Palmer Lake. At Crews, the Rio Grande dispatched to Bragdon. The Santa Fe dispatched the single track CTC at Palmer Lake to Crews and from Bragdon into Pueblo. Going northbound on the ABS we had the Santa Fe DS, The entire distance, till we reached South Denver. The Rio Grande controlled the interlocking there, and then we were under the control of the C&S.

This trip was a typical coal train. I instructed Steve on the downward side to the Springs, on where to grab air and trim with the dynamics. If everything performed like it should, you could ride two long sets to the Springs. It did, and I was able to explain, why and how that operated. We got to Pueblo, about 300 am, and were out on rest for and 1100 am call back to Denver.

Right on, a light C&S train 151, and power to match. We’ll make time across the flats, and if no meets on the CTC about 45 minutes to top the Lake and then 1 hour 15 minutes to South Denver.

Now remember from previous writing, The Joint Line, really is two railroads, joined at a Double Track main. So depending on where you are your either on Santa Fe owned track or Rio Grande owned track. The mile posts at that time reflected that as well. The Rio Grande numbered from the Burnham yard just outside the depot to Pueblo. The mile posts started for us at MP 3.6 South Denver to Sedalia Cross over MP 24.5 on Rio Grande owned track. The switch to the Santa Fe then started at the Sedalia cross over at MP 709.5 to Spruce MP 688.8, why? because the Santa Fe numbered from Kansas City to Denver. Each railroad maintained their respective portions of track.

Timetable Joint-Line Denver Sudivision Southward

Timetable Joint-Line Denver Sudivision Northward
To illustrate the changing of the Milepost due to track ownership

MP 40.5 ABS Block Signal Clear Short Flag Rio Grande Section crew:

We make a good run and we are over the top at the Lake in 2 hours 45 minutes after departing Pueblo. The 151 was coming through Pueblo Jct, when we reported for duty. All our paper work was ready. Head out front, change crews on the fly and Denver bound.

We are on Rio Grande track, and at MP 42, right past South Gulch Lake Road crossing you go under I-25 and start up along one of the Buttes. It levels for about 300 feet, right after MP 41. You catch the block signal, at MP 40.5 and is starts back down grade, about a 1.4% grade into Castle Rock. We hit two guns (Topredoes) about MP 39. The unannounced flag by rule should be at MP 37.5 per timetable ( This was the Rio Grande and ATSF Joint-Line No. 6 that was in effect at this time) At 45 mph, which was the maximum authorized speed from Palmer Lake to South Denver, the flagging distance is one and one half miles. Steve sets air and is already into dynamic braking. Since this is a quick braking train, it was in our favor and the short flagging section crew. We round the corner, speed is dropping,we are at 25 mph, but our flag is less than one half mile from the notification. “Don’t plug this yet, go to a full service”. The dynamics are at full eight, and I tell Steve, keep the locomotives bunched, as the amperage decays. BN units did not have extended range Dynamic Braking. I call the Caboose to be ready we may have to plug ‘em. The flagman is in a panic, and violently waving a Red flag. The section is taking out a rail a quarter of a mile down. We are squatting and we stop short by 300 feet. Let him walk up here because I am reaming a little ass.

Our flagman comes up, and says “You guys came in a little fast for this flag”. “Did we, did you or your Foreman have a dispatchers line up?” “NO”. “You have a current ATSF / Rio Grande Timetable?’‘ “NO”. “Okay, a clear signal, and unannounced flag with in less than a half a mile, you and your gang is extremely fortunate, that this was a light freight, or we’d be spread all over the right of way”. “Well we had protection”. “Did you, where the speed here is 45 mph, that means your guns need to be a Mile and one half from the stop”, not a half a mile”. Silence. “We are an extra gang, helping out”. “Well you and us could all be dead. “If you have a radio, call your Foreman to get up here, or I’ll walk down, with a proper timetable and a proper rulebook”. He calls and the Foreman shows. I politely let him have it as well. “We don’t work this regular”. “I find it hard to believe, that your direct Supervision, didn’t make sure you knew who dispatched what, have a current timetable and know the correct flagging distance per rule and what is here in the timetable. Your flag says the Dispatcher wasn’t called”. “I called the Rio Grande Dispatcher and he said nothing is out of Denver”. “Yep, that is right, we are heading to Denver. The Santa Fe DS dispatches this, not the Rio Grande. The Grande does the southbound, just on the other side of I-25. I am afraid I’ll have to turn this in, not that I want to, but if you guys don’t know, and just yank a rail, there is a major problem”.

We left, and hour later, and called C&S Rice yard for the delay. The Operator says, “The DS isn’t aware of a section crew working in the area”. “Well they are”. I write a report and let the respective railroads hash it out. It got a lot better when everyone is clued in. Extra Gangs regardless, were to know who dispatched what and have the current timetable on hand, and work under a Trackman’s line up of trains.

Last updated January 04, 2016