The Ast Brothers and the three coal empties north in Tales of the Jointed Track

I was called out of Pueblo one afternoon, and was the third empty out of the three that were called. Each crew was called 10 minutes apart. All were either past Southern Junction, or coming into Pueblo junction. This is still in the late 70’s, and SD-40-2’s, U-30-C’s and SD-45’s were still the kings of the road power. The “new way” did not exist, Salt Creek Junction was not in the picture. Everything went up via the Minnequa District. There still was an active train order station at the north end of Minnequa proper. It was just before the CTC signal taking you to Pueblo Junction about 4 miles north. The track up to Minnequa was CTC. The mainline from Minnequa End CTC sign to Southern Junction was Yard Limits and governed but the yard limit rule. The track was also shared with the Colorado & Wyoming (C&W), that switched the steel mill and the rail welding plant.

ATSF Minnequa District timetable page

The Ast brothers were a good bunch, from Kansas originally. Tom was a signal maintainer and his brother Mike, hired on off the street. Their biggest flaw is that they were impatient. Everyone wants to get over the road, but these two took it to a whole other level. Mike after getting promoted to engineer, preferred the yard in Pueblo, either firing or running. He was force assigned to the pool, due to a shortage of engineers and overall need. Tom mostly worked the pool.

The coal empties all arrived and crew changes were made. I paced the other two, to stay on a favorable signal. The train that I was on topped Bragdon Hill at 38 mph, so that meant I would be around 50 to 53 mph across the flats. There was a 40 mph cross-over that took you over to the northbound main line. ABS Double track began here for 25 miles, until Crews the the single track CTC started.

the page of the old Joint-Line timetable the northward track

CTC: A block signal system under which movements are authorized by block signals whose indications supersede the superiority of trains for both opposing and following movements on the same track.

ABS Automatic Block System:
A series of consecutive blocks governed by block signals, cab signals, or both, actuated by train or by certain conditions, affecting the use of that block.

I caught a yellow signal at the north CTC signal at the end of the cross over at Bragdon. Tom was ahead of me and nearing Pinon Siding, and probably pacing his brother Mike. Mike is leading the pack and is probably between Pinon and Wigwam stations. Sidings on the northbound on the Rio Grande are spaced about 5 to 6.5 miles apart. The block signals are about 1.5 to 2 miles apart. That’s why it is important to know your territory. I took the yellow signal and kept the train about 30 mph, and preparing to stop at the next one. Just as the caboose gave a highball through the cross over, the next signal ABS 106.9 winked yellow. I’ll keep a 25 to 30 mph pace here, and maybe Tom will start gaining distance on me. The town of Fountain is 22 miles ahead and it is 35 mph through town and over the road crossings.

Mike Ast is nearing the town of Fountain, and the whining is starting. He tones up the DS, before he sees the block signal indication before CTC starts. The other brother starts in as well. It just so happens there are two loaded coal trains either approaching or going through Crews. Doug Deaton the trick dispatcher, relates what the plan is, and knows how these two operate. We are going to get a screwing following these two. Following one of them is bad enough, but now it is a double whammy. Still some more whining and I think Doug has already had enough. I figure on stopping at Wilson Road so not block up the town of Fountain. I call Tom and say let me know if you’re moving up and I’ll take the next spot. Mike says I am leaving Crews on a flashing yellow. Okay think about it Mike, Kelker is not lined up and the siding is 5400 feet, you ain’t fitting there, mainline or otherwise, because your at least 6200 feet or better.

Tom is pulling up to Crews, he’s into the act now. “We’re going through Crews, Shoe”. “Thanks Tom I’ll move up”. Okay the train will fit between CTC Crews and Mesa road. There is bantering and back seat dispatching going on between these two. Now don’t think the DS can’t hear all this. Doug has formulated a plan to break it off in these two. Trouble is the train crews will receive it as well. The Conductor on the second empty is also a notorious complainer. He knows better and has 35 years on the railroad.

Doug comes on the radio, well here it comes. “DS La Junta to BN 5827 North proceed on signal indication to Academy siding to meet one”. Mike repeats and there is more complaining. “DS La Junta to BN 5941 North you’ll go in at Colorado Springs for one as well”. Tom acknowledges the instruction and signals are starting to change up, because Mike has cleared the south switch at the Springs.

The coded in switch machines are lining up for the siding. “DS La Junta to C&S 912 North”. “C&S 912, go ahead Doug”. “Bob, follow out of Crews on signal indication” “Rodger, through Crews signal indication”. Okay we are probably going into the Springs as well. The siding at Colorado Springs is 15,300 feet, so we’ll flag in at Bijou cross over, and fit in behind Toms caboose. I can grab a cup from 7-11 or am I?

I am flashing yellow at Crews. I am accelerating to 40 mph, per rule and signal indication. There is another block between Crews and the south switch a Kelker.
Blowing for the Widefield road crossing the next signal changes from yellow to flashing yellow. I know that the north switch at Kelker is now red for both the siding and mainline. We could be meeting a short freight, BUT THE MOST IMPORTANT RULE, don’t second guess the signals.

South end of Kelker is flashing yellow, Tom has cleared the block and is within the blocks of the Springs siding. Coming around the curves at Kelker, a solid yellow at the North switch. Then the signal flips to flashing yellow, then seconds later GREEN!!

I tell the brakeman, we’re going around these two guys at the Springs and the Academy. Yeah we are. I don’t say a word to the rear end, because when we blast by Tom at the Springs the complaints are going to be hot and heavy. We are still on greens signals and blast by Tom’s head end at 45 mph. As predicted here it comes. I go by Mike at the Academy at 30 mph, due to track speed on the timetable. This is due to the curves we negotiate. Mike isn’t happy either.

I get lined all the way to Palmer Lake. We have a running order to run extra Palmer Lake to South Denver on the double track. There is a load in the sag at MP 50.5 on the southbound. The caboose clears the circuit at the “Lake’ and the load tells the helpers, clear in the sag, here’s the release. “releasing and rolling” is the reply. Mike will be in the hole at Monument and Tom at Academy for this load.

I tie up a good two and a half hours or more ahead of the Ast brothers. I may get more time at home because they will take their turns back ahead of me. Moral of the Story ..... DON’T PISS OFF THE TRAIN DISPATCHER !!!

Last updated September 29, 2014