Engineer Qualifying Trip Back, Train 594 in Tales of the Jointed Track

Barney Steele told me and the crew caller to call us out on 10 hours rest, regardless of train. So it could be basically anything. Well it turned out to be the 594. The 594 was late, and is usually called out around 300 am. I think too, the 314 was light and annulled at Pueblo and both trains were ran as one. Ed Hamilton was the engineer back. We had five units back to Denver, instead of the usual three and about 4100 tons.. We will set out a unit at Colorado Springs, for the Springs switcher, along with cars that were destined here.

Remember, this is still Rule 251 territory, double track ABS from Bragdon to South Denver. Going up this way on the old northbound, is not as steep, as it is now. We turned into a CTC railroad from Crews to Palmer Lake in 1975.
Palmer Lake to MP 54.4 and return The old Santa Fe Northbound track, now a hiking trail. I wrote about walking the old grade, so you can see what I am sort of talking about*
Remember Rule 251 territory is?:
On portions of the railroad so specified in the time table, trains will run with the current of traffic, by block signals, whose indications will supersede, time table authority. The movement of trains will be supervised by the train Dispatcher, who will issue instructions as may be required. The Train Dispatcher must be advised in advance of any know condition that will delay the train or prevent it from making usual speed. Except as affected by this rule, all signal rules and operating rules remain in force.

The Yardmaster yells out, grab the power off the fuel track and run up yard 11. We will make a double over and have about 65 cars out of Pueblo. The trip was the usual across the flats into Colorado Springs. We made good time with five units and almost made the 55 mph speed limit. The set out was made, leaving the cars and locomotive behind. Barney told me, that he and Ed would cut the motor and tie it down while the brakeman was tying down the cars set out. Close to thirty minutes later, we make our set and release, and depart Colorado Springs. We make track speed between the Springs and Palmer Lake. Just before we top the summit at Palmer Lake, Barney says to use the air only to brake the train. “I want to see how you operate with the air, and your judgement and train handling”. I knew that was coming, but again I was taught air only on both sides of the grade.

I stalled the train coming over the top to about 20 - 21 mph. The track speed is 25 here, then is 45 mph, once the caboose topped the “Lake”. The tonnage is a mixture of loads and empties. There are more empties, so they will really sit, and although down hill, there are dips and sags you have to watch out for. So timing the sets and releases are crucial. Plus you need to recharge the train, during the releases. I make the first set off the top. The speed is, close to 35 mph and increasing. The valve is placed into the minimum reduction position. I can feel the affects of the braking, and the train is a good handler. As the brakes take affect the speed hold right about 43 mph. Good to be under than over, especially with the Road Foreman riding along. I’ll hold onto this set, as long as I can. My plan is 100 to 200 feet either side coming into the sag at 48.9. I make the release at 37 mph. I am close to where I want it, and when the brakes release, the track goes up again, then evens off.

I’ll see how the train accelerates, during this time period. I’ll have to grab another set around the Noe Road crossing at Greenland. The train has slowed to about 35 again, but is starting to increase again. At Noe Road it is already up to 38 mph. I make another set, a decent blow, but not strong. I’ll grab to a 10 pound total set off the gauge. The brake pipe and Equalizing reservoir are at 80 lbs. Well we are dropping down again, and will be like that all the way to Larkspur. I feel the tug of the train braking behind me. This set grabs at 46 mph, and we have a 40 mph curve about a quarter mile away, then the reverse curves 1000 ft further are 35 mph. Still downgrade, but if you’re going to qualify, this WAS the train make-up to get. At 28 mph and the head end is coming into Larkspur at the Plum Creek Bridge. I release the air, and if I figured it right, The caboose should be almost off the thirty five mph curve restriction. I can short cycle, because at MP 42, you’ll blast under I-25 and start up for 2 and 1/2 miles.

The caboose reports past the 35 mph curves, they went by at 37 mph. I slowly get the train stretched in power and at South Gulch Lake Road, I grab 10 lbs at 42 mph. Blowing for the road crossing, I am notched out to 8 throttle, and as we blast under I-25, I release the air. I have 3 miles or 5 minutes of charging time. The slack will be tight, as the train releases. The run in and run out of the caboose will be slight. Barney asks, why I did, what I did. I related, slack control, and did not want the train to bunch up the grade here. Because as it lost momentum, and it starts stretching against the forward movement, you could break then in two. That was the answer he was looking for.

Mp 40 to Castle Rock:
I caught the set as I wanted with a good blow of the minimum reduction, and if there sticking brakes , I can set 3 more pounds and get a good release. I caught that right and ride the set almost 4 and 1/2 miles, the track goes up again at MP 35 and then drops down to Castle Rock. The track dips and sags, but the grade drop is probably 1.3 to 1.5 percent. Castle Rock, Sedalia, Acequia, Santa Fe Park and calling the Rice Operator at Littleton.

We get the line up at South Denver and at 8th Avenue we get the instructions on yarding the train from the yardmaster. Barney says he’ll bail off at the West End Yard Office. “A good job son, I’ll tell the callers your qualified and can mark up at full pay 0001 am July 14 and your roster spot.” Whew, I made it. Forty years flew past and now, till this day seems old hat. BUT!! at one time it wasn’t… They say it takes 10,000 hours to be proficient. Was a great career. Thanks for reading as always.

Last updated November 08, 2015