Nixon Spur Sand Surfing Championships in Tales of the Jointed Track

Your thinking, what is this ? what does this have to do with Railroads, railroading? Well Kowabungda Dude!!, ( Dudette’s too ) . I will relate and you’ll see what this turns into. Put your best Hawaiian shirt or Mumu on, and we’ll proceed.

In the late 70’s the Union Pacific and Santa Fe entered into an operational agreement. The transition between interchange Santa Fe traffic between the UP and return was two to three days, going through the BN at 31st STreet. Obviously, the BN, didn’t really give a damn, but it was monetarily and business related to make the UP and the AT&SF stand up and take notice. Hence, there was an agreement made. There would be on the Santa Fe end 2 assigned pools, and service was 7 days per week. Santa Fe was responsible for supplying power out of Denver, the UP would not commit to power, either due to failure or tonnage requirements. The other kicker was the UP would take whatever the Santa Fe delivered and the Santa Fe would reciprocate southbound. If we needed water for the motors, well we went to the UP service track, where they played dumb and we serviced our own motors . It was a love / hate operation and when we had the train it was on the hate end and get out of our yard.

Power was always a mishmash of stuff, Geeps , SD’s, 4 and 6 axle U-Boats( GE’s ), working or not. Our counterparts, were a sleazy crew as well, and did well on sloughing off the job on us. “If we do this or that Dispatcher, we’re not going to make it”. I don’t know how they got away with it, but it was placed on us, and well, you’ll get it done. Plus we got the condescending… “Running a lil late aren’t ya guys” till our Conductor Jerry Bethurum bit on ‘em saying “Yeah because we are doing your Blankety blank work”.

So to the story ..
We got called for train 444, reported for duty at the Denargo Market area. This was at the 32nd Street area of the UP yard in Denver. Our motors were where we left them the last trip in. I remember we had an old Santa Fe U-36-C, the old 8700 series, and SD-45 ( 5600 series ) and an old U-28-CG (7900 series ). If I can find my old time books, I’ll update with the road numbers. This was a good series of power, although different models, they did work well and we had them for about a week’s turn. No water using, no electrical problems, just what’s the tonnage and where’s the work. We knew we were harnessed with the 12 plus hour trip down. We contacted the yardmaster at the UP’s west end. We got the tracks to pick up, and made the double over and the Carmen made the air test.

We got permission to leave, and called the Rice Yard Operator. We stopped at the Denver Union Terminal squawk box. You always had to stop and get the mother may I through the depot terminal limits. Do you have high-wide’s, dangerous, high dimension cars, how many cars total, did you contact Rice yard and they are ready?, ad nauseua. Papers passport .. first born..Swiss bank account number(s)..Yeah Plasma Physics at its finest.

The pot signal winked the lunar signal indication and away we went. The rear end verified the list and took off hand brakes, as needed. They called “Highball we’re on”. “All aboard okay”. Taking the CTC signal at the East end, we called the Operator and said we’re on the way. “I’ll be out there with the train orders”. Coming around the curve, by the old foundry,at Walnut Street, the RED over YELLOW signal beckoned. The Operator was out with the train order delivery forks and hooped up our set.

It is summer and at 800 PM still light. We had a good 60 cars and were under tonnage. My Fireman ( engineer trainee ) Steve Patterson was running. Larry Hudson was the head brakeman, working off the extra board. The rear end crew was Jerry Betherum, Conductor and John Matott rear brakeman, again called off the extra board. So Jerry, my fireman and I, were the only regulars.

I looked over the orders, they were the usual, our running order, clearance card, slow orders, and then the work message !!

ATTN .. C&E ATSF 8721 SOUTH AT RICE YARD
FLAT CARS AT&SF ######, AT&SF ######, AT&SF #######, AT&SF ######, AT&SF ###### AND AT&SF ###### NEED TO BE SPOTTED WITHOUT FAIL AT NIXON SPUR. THESE CARS HAVE BEEN RIDING BETWEEN PUEBLO AND COLO SPGS FOR THE LAST 2 WEEKS. THESE ARE NEEDED BY THE CONSIGNEE AND SEE NO FAILURE TO COMPLY
JO MCATEE, CHIEF DS LA JUNTA,CO

The story on these is simple. We have been setting them out at Colorado Springs on our northbound trip.. Our counterparts were to pick up and spot, and they left them or ran the pickup. We would pick them up and take to Pueblo on our return, hence repeat the vicious cycle.

Also a “kicker” to the equation was, the Division order and then became a Special Instruction order, which read:

Crews will not spot the Nixon Spur / RV NIXON Power plant during the times of 2000 PM and 0800 AM.. Crews will be directed under the authority of the Trainmaster in charge or representative.

Okay, now no wonder why this was never carried out? Okay Logistics. They need an engine, and a caboose, or a red flag placed in the rear coupler, per rule. We’re talking, what 6 empty flatcars and 1 engine ?? Per rulebook and Timetable operations, YES it could be done. Crews, and/ or an extra board crew, do the work, deadhead home. Or use a pool assigned crew and tie up for rest and work back. Or better yet, we’ll make the 444 do it. Yeah they are there anyway…lol, really, lets throw logic, your instructions, your rules out the window, and yes it will be us . And it was…

Colorado Springs 2330 PM

We made our pick up and set out, and our precious cargo of 6 flat cars. They were placed right next to the power. Hey there is a full moon, so it’s sorta daylight. We’re on our way. We called the operator and said “Okay, we’re doing this work, make sure the Trick DS and the Rio Grande knows that we’ll be blocking the mainline”. “Yeah, no problem let us know when you get done and are underway”. Okay we are now on double track. This is fine, and they can bring a load in behind and another small freight. After that, the town of Fountain is blocked ,and the single track access is blocked …LOGISTICS …

We stop short of the switch to Nixon Spur. We need the flats ahead of us now, well, easy maybe. We need to drop them past us, ( the flat cars ). We have some benefits, the grade is downhill, and steep, but the problems, after the derail to the spur is thrown, and the mainline set to the spur, it starts upgrade. This is because they needed elevation to clear I-25.

We wait for Jerry and John to walk up. We’re about 8 cars short of the switch, we cut the flats off the train. We’re left with,3 units and 6 flats. A track switch and a mistake well we have the main blocked for a bit. Oh our Moonlight, well that’s set behind the range and it is BLACK period. The derail has been lined, by the head brakeman, while the rear end was walking up. The flats have been placed into emergency, the train line between cars and power is closed. The head brakeman is bleeding the air off the flats.

How we going to brake these??, a good question. Hand brakes, and they are staff brakes. The head brakeman takes them out of the recess mode and extends them all, and two of these guys will ride ‘em in and twist ‘em down, the other will handle the switch.

The Conductor and rear Brakeman arrives, and we have a briefing on who will handle, who will be where etc. The two brakemen are on the flats ready, Jerry is riding the power, and gives us the go ahead. We get the flats rolling, and about 4 mph, the pin is pulled and we sprint away. Jerry drops off about 10 mph and lines the switch into the spur. We get a stop signal after we clear. The flats clatter over the switch at a good clip, with the instruction that don’t start applying brakes, till you know we’re in the clear. They start tying ‘em off, Jerry lines us back for the main and we get the backup signal from the lantern. We are relined into the spur and couple into the flats. Okay we’re ready to spot, this is easy, what is the big deal ???

On the train orders is an order that says:
AT NIXON:
650 FT FROM THE EAST LOOP OF THE NORTH SWITCH IS OUT OF SERVICE. DO NOT ACCESS UNLESS UNDER SUPERVISION FROM THE M.O.W. DEPARTMENT OR COMPANY OFFICER IN CHARGE.
GEY SUPT.

Well there goes that easy move. The Operator at Pueblo was contacted and he said “I’ll talk to the night Chief”. We were told , “Run around the Loop and spot from there”. Okay, what other pitfalls are here ? So we are making the trek around the Loop. The train crew is riding the lead flat. I tell Steve, place the headlight on bright so they have some illumination. “Jerry that is the best we can do for you”. “No problem keep ‘em around 10 mph or below and we’ll keep look out from there”. We start out, and the shadows of the three men loom large ahead and change in stature as we round a curve. “Set a minimum Steve, let ‘s shove against the air, so we can make an adjustment without knocking ‘em around”. The trainman, are on the flatcars, riding the deck about 15 feet from the end. Well, it’s DARK and we’re doing the best we can. What lies ahead?? Suddenly there is a raising of the lantern, Steve eases off and then a WASHOUT,an ( emergency ) signal.

“Plug ‘em Steve!!”. I also hit the emergency brake valve as well on the Fireman’s side. Still looking ahead, there is an explosion of dust and dirt. The lead flat, starts to rise up. It’s all in slow motion as the flat is shoved up, like Moby Dick coming out of the sea. John grabs Larry Hudson, by the collar and slams him to the deck and they ride it out. We’re stopped. I take the safety chain off the lead unit and leap to the first flatcar, heading up to the lead car. Getting there, we’re derailed..BIG TIME. Larry and John are okay, shaken up but okay. Now we’re missing the Conductor, where is he at ?? Where’s Jerry ?? ” Hey where did he go” ? No answers. Okay deep breath, good thoughts and as the dust continues to clear, a lantern light about 50 to 60 feet off to the left in the field. He’s walking toward the carnage.. Whew, we’re for the time being, in one piece and no one, other than this beached flat car, are injured. Walking around the lead flat its up off the rail, by three or four good feet. The lead truck has separated from the car body. Plus, anything from the coupler pockets etc ,are packed with dirt. The train line hose is ripped off, just about 2 inches where it is screwed in.

What did we hit? The Contractor built up the road crossing by about 3 feet and lengthened it by 20 feet, so the road building and construction equipment could get over the rails without problems. A good plan and it was to be removed and ready when the “railroad” was to occupy. Why tell the railroads, we’re under construction, and why do they need access ?

Knowing all is well, nobody is killed or injured, we laughed our asses off, in the dark in the middle of the night. Reality sets in. “Jerry we need to call the Operator and let them know”. ”No, I’ll tell them when we tie up.” “I need to gather my thoughts”. “Well we have the Division Special order and the Train order in our favor, plus we questioned the moves…blah blah”. “True, but I’ll write this up and we’ll go from there at Pueblo”.

We tied two handbrakes and placed ballast against the wheels, like they were going somewhere, but they could come back and say, “You derailed, but didn’t take precaution to secure the remaining portion left on the rails”.

We went back to the train, pumped up the air, made the set and release, knocked off the handbrakes and eased past the rear end crew. “We’re aboard”!! “Okay, Highball all on”. We were flagging the block, due to delay in the existing block, and we have a high green. Knocking the signal down, about five cars, after the rear end boarded and we are off toward Pueblo. We call the Operator and say, “We have left Nixon Spur, tell the DS we’re headed to Pueblo and have 1 hour and 15 minutes left to work.” “Keep ‘em, coming you’re lined into Pueblo. Topping Bragdon Hill, the Yardmaster is contacted, “Hump 3, put the power to the Fuel track. ” We tie up, and Jerry submits the report to the DS…

We are called automatically on rest. Our 1230 on duty is out the window, and with going dead on hours of service, our on duty time is at 1600 PM. But the caller says talk to the Trainmaster on report. Yeah, that is another given.

The Division management went up to Nixon that morning after the DS and the Chief DS received the report. It was discovered that neither railroad was contacted to what was blocking or close to the track. Several crossings had been modified, without notification. The utility was aware, but they neglected to contact the Santa Fe or the Rio Grande. The out of service track was improperly given to the DS and the proper flagging was in place but the railroad was not notified .

What kept us out of hot water? Well, the edict that crews would not switch the plant unless it was day light. The 650 ft order was out of service, and instructions from the dispatching Office that this work was going to be done. I guess blame could go all around, we included, but it was the accident looking for an unwary victim, which happened to be us at the time.

We never heard about this again. The Railroad, the Contractor and the Utility argued, and the latter paid for the re railing and repairs to the flat car and track.. If work was to be done a separate crew grabbed power and cars at Colorado Springs and met a Company Officer at the site. Work was performed and life went on…

The crew:
Conductor Jerry Bethurum has since retired off the Transcon (former Santa Fe ) Amarillo, TX in 2011..Is living in the Seattle area.

Rear Brakeman John Matott… left the railroad..per choice 2 years later in 1981

Head Brakeman Larry Hudson.. should be close or has retired from the railroad, last known was working the Clovis, NM to Belen, NM interdivisional on the Transcon.

Fireman/Student Engineer Steve Patterson..Former Santa Fe Company officer ( Trainmaster ) became a promoted engineer has been retired since 2009 whereabouts unknown. Steve has written for TRAINS magazine and submitted photography.

Engineer.. Robert M Terry Santa Fe/ BNSF retired. Company Officer 1992 thru 2001…did Locomotive troubleshooting from 2010 thru 2012 till retirement..