Colorado Springs Switcher 1975. in Tales of the Jointed Track

There was once upon a time, at Colorado Springs. There was a separate Depot and yard for the Rio Grande on the southbound, and the Santa Fe on the northbound.
This was Rule 251 territory, which was double track ABS from South Denver to Bragdon on the respective tracks.
Rule 251: On portions of the railroad so specified in the time table, unless otherwise provided, trains will run with the current of traffic by block signals, whose indications will superseded the superiority of trains.
The movement of trains will be supervised by the train dispatcher, who will issue required instructions.

Yard limits rules were for the southbound, D&RGW MP 72.3 (ROSWELL) to MP 79.1 (KELKER). Colorado Springs at MP 74.9, was the yard. It was split in two, by the main and the siding. Hence the upper and lower east, and the upper and lower west. The west “part” of the yard had a few industries, but the Martin Drake Power Plant, was its sole use to storing loaded and empty coal hoppers for the utility.

Yard limits rules were for the northbound, ATSF MP 659.5 (KELKER) to MP 663.2 (COLORADO SPRINGS). Between the two main lines, was a track referred to the as the “Connection”

Yard Limits, by rule-book definition.
YARD LIMITS: A portion of main track, designated, by yard limit signs and a special rule in the time table, which trains and engines may use as prescribed by Rule 93.

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Map of the Connection. The Rio Grande end was about 3 car lengths from the south switch, siding Colorado Springs. The northbound entry to the Santa Fe yard was 2 car lengths south of Fountain Blvd. and accessed the main line. The map shows basically what remains this day, but gives you and idea.

With this type of layout, you set out at the”Springs”, and if there were interchanges for the Rio Grande the, switcher delivered via the connection. If yo went to Kelker, again the connection to the siding, call the DS, and go with the current of traffic, after 5 minutes, and RULE 93 was in effect. Coming back to the “Springs”, same scenario, but you took the northbound back. Call the DS, wait five minutes, and proceed under signal indication.

Rule 93: Within yard limits, on single track, and for movement with the current of traffic, trains and engines may use the main track, not protecting against extras, work extras, or engines, but must give way as soon as possible upon their approach. Engines and inferior trains must clear the main track at the time a first class train is due to leave the next station, to the rear, from which the first class train is approaching, where time is shown. In case of failure to clear the main track by the time required, outside of block system limits, protection must be provided as prescribed by Rule 99; with in block system limits, when the movement of the engine or inferior train is opposing the movement of the first class train, protection must be provided as prescribed by Rule 99. Trains must clear other trains which are superior to them as prescribed by Rules 86(A), 86(B), and 86(D).

All trains and engines within yard limits, except first class trains on single track, or moving with the current of traffic, must move at restricted speed, unless the main track is known to be clear by Rule 281(color GREEN aspect CLEAR) or Rule 283 (color RED over GREEN aspect DIVERGING CLEAR), block signal indication.

A train or engine must not move against the current of traffic with in yard limits until authorized to do so by train order, yardmaster, or other designated official, and must move at restricted speed.

Sounds difficult, but it isn’t, but working out there you see how this unfolds. Rules 86 (A-B-D) are clearing superior trains. Rule 99 is the flagging rule.

This was the procedure when double track ABS. Enter 1975 and now it is CTC from Palmer Lake to Crews. The “Connection” is still in use, that is how the switcher accesses the main line to Kelker Yard, the Lower East yard and to the Rock Island main, to switch a few industries, around the abandoned northbound at Pikeview. There was a Beer distributor, and a small lumber company that the Santa Fe serviced.

Denver, late afternoon, spring 1975:
I tied up from a freight from Pueblo, around 100-130 PM. I was firing, and was about 13 times out. Looks like tomorrow, in the 800 to 1030 AM time frame.
The phone rings around 430 PM. A familiar voice on the end. It is Louise, a C&S crew caller, who calls us south out of Denver. “Bob, this is Louise, I am sorry, but you are force assigned to the Colorado Springs Switcher. It is on duty at 400 AM.” I asked a few questions, and was told that the engineer who held that spot retired, upon tie-up at 1230 that afternoon. “Do you know where to report?” “Yes, I’ll be there”. I am sure this might have been a surprise, for the Santa Fe Caller down in Pueblo. Checking standing bids, none, so the junior promoted engineer gets the job. That was me, but I am thinking, as the day approaches, I’ll be on it for a day or two and get bumped. The Pueblo Yard engineers, will see the “Springs” Job, with me on it, and By God, he ain’t staying on this job. Gotta Love it. Well there goes my plans for this evening. A quick meal, and get some sleep by 800 PM, and set the alarm for 200 AM. I’ll drive down, and drive back, till I get bumped. It is only 75 miles, and about an hour drive.

Santa Fe Depot 400 AM:
I arrive at the Depot. I don’t see any other cars, so I think I’ll wait. If the doors are locked, I don’t have a key, other than switch keys. It is about 340 AM and two cars pull up. Must be the Switch Foreman and the Field man. It is, and I introduce myself, as their “new” engineer. They have a dumbfounded look, and one says, “Goddamn, that Son of a Bitch never said anything, when we tied up yesterday”. I told ‘em I am off the road out of Denver, and have done some switching in Pueblo. Other than the pick up and setout tracks, that were used before the cut-over, I am relatively stupid. “No problem Kid we’ll explain as needed, watch for hand signals and listen over the radio”. We get the switch lists, any train orders, they won’t be any running orders, due to yard limits, but any slow orders, both D&RGW and ATSF, any hazard or other information, with in the limits of our operation for the day. We’ll talk to the Rio Grande DS at the Connection to occupy the siding. We’ll switch out, and take over the interchange cars for them and the pick ups for the South and North train for the C&S and Santa Fe. We’ll head up to Pikeview and call the Rock Island DS and get verbal authority to occupy, that will eat up about 3 -4 hours.
While making the air test, I roll a northbound C&S drag going north. The engineer is Frank Kasulas. I get the “Whats Up with THIS” shrug. The radio crackles, hes on the brakeman’s dual radio channel packset. “What the hell ya doing on that job Jack?” “Got forced, Brooks retired yesterday”. “Okay, you won’t be there long.” “Yeah figured the same thing, catch ya when I get back.” Okay Jack”. ( psst I ain’t Jack, but I was Kid or Jack, with Frank..LOL)

We get back about 745-815 AM. We came down with empties to set out for pick up, and bring back to our side, whatever was set out and/or interchanged from the Rio Grande. On arrival at the depot, the Foreman says “We are taking lunch, there is a cafe up about two blocks, see ya in 30 minutes”. “Okay, know which one your talking about, thanks”. I grab a piece of pie, the Rocky Mountain News and a cup of coffee. Twenty minutes later I am back at the depot waiting for the crew.

Well the day side operation for the “Springs’‘ Depot is there. There are the Bill Clerks and the Station Agent Mr. Lodge. In sartorial splendor with trousers and a horrid plaid sport coat, that don’t match, I get the greeting. “Excuse me, do you have business here?” “Yes I am your Springs switcher engineer.” “No you are not!! Mr. Brooks is the engineer” “Well yeah I am, Mr. Brooks retired yesterday and I got force assigned” “Well he didn’t tell me. I’ll just see about that”!! LOL, go for it. I ponder where in the hell did he buy that outfit, oh well. He shows up again, just as the switch man get back. “I checked with Pueblo, you are force assigned”. DUH did the light just come on? “Yeah, tried to tell ya”. He storms out, and the crew inquires on what is going on. “He didn’t believe me that I am the new engineer”. “Don’t pay attention to him, he’s lost most of the time, and leaves us alone”.

We finish up and spot and pull the Gazette, City Waste, pull the team track. We tie up, and the crew says “See ya tomorrow if you’re not already bumped”. “Okay, if I ain’t here, good working with ya”. I fill in the time slip, and place it in the box. My pal Mr. Lodge, Station Agent extraordinaire, shows up. “Are you the engineer on the Colorado Springs switch engine”? “Yeah, I am, like the last time we talked” . “You are bumped, mark up in Pueblo”. “No I’ll mark up back in Denver, where I was forced from”. “Can you hold that”? “Don’t worry about it or me, I’ll take care of it”.

I make the drive back, call the Denver caller and mark up to the Fireman’s board. I’ll be out tomorrow morning or early afternoon.

Last updated May 31, 2019