A Comanche Coal load.. the Pueblo saga in Tales of the Jointed Track

I have been back, now for maybe 5 years. It is the year 2007. The Inter divisional runs have started, what a clusterfuck, that idea has become. I was working the Big Lift local, on a three week vacation vacancy. I can't hold it regular. Why I am number 2 on the seniority roster and Number ONE!!!, is holding it...lol.

I get bumped, I tell my wife, I think I am gonna try this, and if it doesn't work out. I'll bump as needed. I mark up to the Pueblo Engineers extra board. I live about 15 miles south of Denver, I have access to the Interstate, and can be in Pueblo in one hour 20 minutes. I have some good crew callers, and I can access the "mainframe" and I watch the boards. I will take off and catch the call en route. Plus if it is a regular job, most call me and say I'll be marking off, so be ready. I am always ready, I watch this close.

There is a 330 pm extra on the board... it showed up at 700am. It's most likely a coal load. I take off early, I take the call in Pueblo. I go to grab a meal, the Cracker Barrel, FURR's Cafeteria,or maybe the China.

I get to the yard office. Yep, it's a Comanche, and it is about 50 minutes out. The train stops out front, we trade off. We call the trick dispatcher and said we're on and ready to head up to the plant. "Okay signal indication" was the reply. Now these are new train dispatchers, and knowing the layout of the NOC at Ft Worth, these people, or gals are in close contact. Or they should be. They are not period !!!

We stop at Pueblo Jct, and see a empty coal train going though. We didn't catch the head end. Plus we cannot see the Identifying unit anyway, unless the crew relates that. They, the dispatchers, have the big outlook, on all the connecting subdivisions, train symbols, location...okay hello let's dispatch.

We tone up the dispatcher again. "We are still here, line up with the UP when ready" "Okay, stand by". The signal goes "Flashing Red", a restricting signal.

I release the air, it is in train check, a peep from the computer, and the showing of the DP feed valve coming on line. The brake pipe is not compromised. We start through the junction. We tone up the "Trinidad line DS", to get a track warrant to the plant. We are told "When engine such and such, clears the warrant, I'll give you one". Okay, be ready, regardless to stop at Salt Creek Jct. Shortly after we stop at Salt Creek Jct, a headlight slowly creeps up, from the south.

The radio crackles ... "Is that you at Salt Creek Shoe?" "Yeah John is that you"...lol It was it is now a standoff. Let's let the Trinidad South Dispatcher, DS-16, and the Chief figure this out. "DS 16 to BNSF 8916 South were are you at?" She knows, she has the screen up. "Salt Creek" Red. "DS 16 to BNSF 9857 North, where are you at?" "Salt Creek on the new way" Silence.... They need to figure this out.... They are fucked right now.

As we went through Pueblo Junction, we called the Foreman for the job. "Randy, we're coming on a red at Salt Creek, you see anything?" "Yeah a set of DP remotes just went past". That sealed it...this was John on the 9857 North. There is a safety valve, perhaps. DS-16 also lined, an empty tie train, out behind us, when the DP's cleared the circuit at MP 120.3

Stammering, indecision, and totally out of the game. The mainline is blocked, they are screwed they know it. They will start losing crews, and its up their ass. Silence, more silence, the Chief is probably tearing his or her hair out. These two gals, Trinidad line and DS-16 are clueless, that's why communication is totally important.!

DS-16 says, we need you to back up, past Pueblo Jct. Really, how we going to do that? The switch man walks back to protect the shove, or the Foreman drives down from Southern Jct. The tie empty bellows, "Hey where is he going to go we're behind 'em" They are sewed up... big time.

Okay this is a big Check Mate, or is it. What is the out, and can this be pulled off? I finally suggest, and I hated to do so, because the "NOC" always has the answers, they don't. I know, I worked there, worked with the Chief's, did power, made it work. Communication....the key... and it falls by the wayside.

I speak up. "Ask the Chief, line us up the old way, the Santa Fe old access to Southern Jct". Like 15 years ago. "This is your safety valve, and if we don't stall , maybe we can clear Salt Creek Jct". "Don't line us up into the yard, or yer screwed, we need the Old Minnequa main...PERIOD". It is quiet...

Before the BN, bought land for the right of way, this was the only way up and down from Southern Junction. It is steep, but not as much as, the old Minnequa sub. It also shaves about a mile and a half off the route.

The dispatcher comes on, and says the Chief wants you to try that. I said we will try, AND up the Mainline, NOT into the yard. She says you're up the main. We call Rennicks and tell them to get a hold of the C&W and tell them we're trying to get to Southern Jct, via Minnequa, we'll need the main line at least to the old Southern Jct siding. We call Randy, and tell him we, need the derails and the C&W lead lined up. He says hes on the way, and when we get a track warrant, he'll line us into the plant.

The switch machine, lines the points to the old Minnequa Sub. The signal goes, from a double red to a red over yellow. we will know, just before Slag Haul Road crossing, If the signal is lined properly. We need a clear (green ) signal, We also will be in restricted limits, so we need to watch for the C&W as well. The line of sight, is good here, and we'll be lucky to be making 6 or 7 mph here wide open.

I release the air, and have the head and rear consist in the Synchronized mode. The throttle is at Notch 3, the rear end goes there as well, I'll split the screens shortly and control the rear end independently from the head end. I make sure the sand is on. Train check peeps, and the feed valve kicks on the DP's, accelerating the release. I tell Tony, I am going to let them ramble, I know we're 10 mph here, but the track will allow 15 mph, we'll lose this speed in the next quarter to half mile. We already had 20 cars starting up the grade where we stopped. I am in throttle 5 and split the screen, I start notching out the DP consist, and the head end as well. We are wide open, and pass the coal empty. I am given the "good luck" over the radio. I ask John to let me know, when we get past the signal, should we stall. At least it will open up the main. We hear the tie train leave Pueblo Junction and, head to La Junta,CO. The speed has dropped from 13 mph to 8 mph, and we are about 1 mile from Slag Haul Road. I tell Tony, we should make it, as long at we don't rip the train in two, or lose a unit. The DP's are loading around 118K the head end is at 120K. They are pulling hard. One wrong wheel slip, one lurch, its all over. We approach the curve coming into Slag Haul Road. The clouds are low, and threatening rain. That will be the fatal blow, wet rail, rain .. but let me get one more half mile, then the odds of stalling, will reduce drastically. We're blowing for Slag Haul Road, the signal shows Green, we are at 4 mph. This is a sweeping curve, the straightens out for 100 ft past the signal, the turns right again then follows the yard profile. This entire train is now on 4 different curves, flange friction, the grade, the tonnage, all are part of the equation.

We reach the spot I need, where the old Minnequa train order depot was located. Victory, maybe, maybe not. I reduce the throttle on the head end to 7. This will lessen the force on the draw bars, I keep the DP's in 8 they are screaming back there. "Shoe", you are past us now".."Thanks John, I think we'll make it...if I get to the south end of Minnequa Yard..we'll have it done". I start notching off the head end to about 5, and ready to set air, in case we have to stop. I put the DP's into 7, The crossover is lined properly, we are at the south end of the yard..The Mainline is clear to the end of Southern Jct siding. I dial off the DP's to 6, most of our tonnage is on the flat level portion, the DP's should be near or at Slag Haul Road. I get the head end to throttling down as well. I want the rear end shoving harder than the head end. I'm balanced, and start blowing for the mill crossing at Southern Jct siding. Randy calls, "You're lined into the C&W lead". I am around 6 mph, we will take the switch soon. " Randy we are going to Channel 66 to see if we can get a warrant". "I'll change over".

We tone the Trinidad Line dispatcher, she answers. BNSF 8916 South, we're at Southern Jct, need a warrant to get into the Comanche Lead. Silence..good grief Doll, think about it. "How did you get past that other train?'' "We took the old way up". I guess she doesn't know the territory. I said the "Conductor is ready for a warrant, when you can give it to us".

The Chief can fill you in on the logistics. Another train is showing up at Southern Jct. "Got 'em up there did ya Shoe?". "Yeah Bill I did, You have a warrant down to Salt Creek?" "No...Just to DT Southern Jct". Trinidad Line DS comes on "BNSF 8916 I am ready to give a warrant, who is copying and the limits". "Trujillo is copying, MP 124 to Double Track Southern Jct."

We get a Box 2: Proceed from MP 124 to DT (double track ) Southern Jct. That will get us through the maze of switches, and into the Comanche Utility. Randy lines us up. "Trinidad line DS to 8916, I need you to report clear,as soon as possible I have another train that needs to get by". "DS he's at Southern Jct, and we'll clear in about 10 minutes". Where was she at, during the previous mess?

Randy tells us we're clear of Southern Jct and in the plant. We tone up the DS and clear the warrant. We'll spot at the dumper when the utility is ready. Eight hours, we'll be unloaded. The BNSF survived this one in spite of themselves.

Last updated August 07, 2014