Christmas of 1989 Q-DVKC at Big Lift in Tales of the Jointed Track

This was my rotation, I was scheduled to work down on December 23rd and we will dead head home for Christmas eve. I will get called out about 600 pm Christmas day, via another dead head for rest at La Junta and will take the 530am Q train back to Big Lift on the 26th.

Big Lift, CO Q-DVKC-Y1 12/23/1989

I report to Big Lift about 830 pm. The on duty call is 900 pm. Little do I know, I am the lone rested and only member of the crew. There is no Conductor, there is no brakeman. I drive my truck to the motors and load up my grip. I walk the power and change ends. It is cold but not, too bad. I crank up the heaters on the occupied end, and park the truck. I look over the train orders and, roll up my copy and place 'em in the flashlight pocket of my overalls. I sign out on the register, and start walking back to the power.

As I am heading toward the motors and a car horn honks several times. It's Jim McDonald the station agent for Big Lift. The car pulls up and the window rolls down. "Boy am I glad to see you". Yeah right there is a crisis, otherwise Jim could care less. "Well Jim, I am glad to see you too". "No No, were in trouble. We have brakeman out of Denver, who is rested at 1000 pm, he'll report here. The Conductor is coming out of Pueblo, he's driving up now for a 930 pm call". "Okay Jim, is a track released and ready?" "Yes, track 6501" "I'll place the power on it, I'll line the main and wait 5 minutes and make the move, because the power isn't going to fit between switches" "Do that thanks, and cut the air in" "Okay but I am lining the main back, no sense delaying everybody, plus Peak season is over with. Make sure the angle-cock on the north end of one is shut ". " I will drive back and get it done".

I line the southbound switch and wait 5 minutes, I also have a couple of fussees busted to help me flag. I switch ends again an make the move, the switch is thrown for 6501 and I clear the mainline. I walk back and line the the main back, and head for the track. I couple in, and stretch the slack, mating the air hose, I turn the angle-cock in and hear the air moving into the train line . I wait two minutes, and bring the brake valve to a point where it won't go into emergency. I cut the automatic brake valve out and place the independent to trail. I walk up and cut in the other locomotive, and get the whosh, and set the handle to release. We are charging 6501 and will wait for the brakeman or Conductor, who ever gets here first make the double over.

I get a call from John Penrod, the Conductor. We make a set on the track, and he walks it, I make a quick leakage test, it will pass. John walks to the mainline, lines the switch, and waits five minutes. I get the highball from the lantern and we'll make the double over to track 6502. The brakeman shows up after we get the double over made. The air is cut in and the ETD hung and dialed in. I get the beep and the signal. We arm the ETD and make that test, by cutting the angle cock, and making an emergency application from the toggle switch. It big holes, and the train line is cut back in. "85 pounds set em up" "Here's the set". I wait for the exhaust to cease, and then time off 1 minute after the cutoff. I cut the valve to cut out and wait 1 minute and then time the leakage. Problem as it sinks like a stone. "We have a bad leak, its either a hose or look for something hissing or stuck on the control valve". "Okay, walking it".

The culprit is finally found, it is a bad order control valve. The car is set out, it has two empty trailers. The local will spot it, when they come back to work. We finally make an air test, and leave 4 hours 30 minutes late.

The power for the size and tonnage of the train is average. We flying up the hill, NO, and at Orsa our first big climb we did 18 mph. Usually we are at the 35 to 40 mph range. We drag up the hill and at 50.5 and we are lined over the hill. We make a running meet at Colorado Springs. The "pool" boys know we are late and state the fact. A little razzing from those who wait on the Q trains.

La Junta Christmas eve 0805 am

We call the Yardmaster at La Junta, 5 miles out for instruction. "Down track 97 and double over the Houston Block to Yard 9. Here's the cut number". "We are a new made up crew, you have a yard job to help us? We're dead at 0900 am" "They will be out there". All done power is left on, the yard crew will place it on the pick up. The First Subdivision crew will double over and get an air test from the carmen.

There is a van waiting for us, we dead head back on continuous time. Although we are dead on Hours of Service, deadheading is "NOT" working time. We will get our 10 hours rest. I'll get more than that. It's Christmas eve and Christmas day is on the horizon. Those that want to work will, otherwise they will scramble for crews. They don't mess with the assigned Q train crews, because they know they need us.

Christmas day 1800 pm

Yep the call for a dead head back to La Junta. We are told we will get a call, and DO NOT SHOW at 0530 am. The phone rings at 630 am for an 800 am call. We sign in and board the train. We leave out of 99 track and head for Big Lift, we're late, but the traffic is not priority. We'll get the right of way, and get to Big Lift at 200 pm. I will report for the next run on the 27th of December on the 0900 am call time. The days are counting down before I get bumped and back to reality.

Thanks for reading the Old Brakeshoe