OpsLog – LM&O – 10/23/2024

OpsLog – LM&O – 10/23/2024

271 eases up the grade into the unconventional meet (Photo: Jude S)

t seems like the trope of railroad fiction; a moment where the high railroad summit is packed with trains and the grizzled dispatcher has to ask a young cub engineer to pull off a move that, if it fails, will lock up the railroad for hours. And that is exactly how it went down. At the 2/3rds point, I had traffic building in Red Rock and Lehigh, the summit approaches. They were pretty plugged. To get trains out, I needed to run a bunch over the hill. To clear Red Rock for westbound moves, I needed to get Jude’s long 224 up and over the hill. However, we already had Silver Bullet One at the summit and 271 (a short fast freight) coming up the eastern loops. They should all fit (note the italics). So I ordered 224 up. When he got there, I asked him (as the dispatcher, and if it was true railroad fiction, I’d be hitting my flask right now) if he though he could meet both westbounds and get clear. He said yes, he’d work it out on the ground.

I carefully guaged my access to the door and parking lot, if this didn’t work. This crazy move even got Martin Yardmaster Zach (another qualified dispatcher) to poke his head in the door and ask “are you sure?” I could only shrug. “Sure I’m sure. I think.”

The Meet is Met. And my Meat is safe. This was the high-point of my evening (Photo: Jude S)

But Christian got up the hill with his large steamer (if I’d known that, I might not have tried this stupid stunt). Quick phone work to the varnish at the platform. Yes, he thought he could wiggle clear. Kicked warrants to all three, clearing them out. In moments, the Gordian Knot (look it up) we were facing was severed. Everyone rolled out of town and Harris Glen returned to being the quiet whistlestop is always was. Radio calls announced success. I climbed out of the refrigerator where I’d hid.

Nothing like the possibility of a three-way train wreck to bring out the Harris Glen crowds (Photo: John C)

Overall, we started fast out of the gate and kept moving fast. Crews were on the ball. I’d briefed crews after our review carding session that steel mill production was stalled from lack of ore. Mike took the ore cut off the Weirton docks and edged up to start the session at the Martin yard boards, pre-warranted. When we went hot, he did likewise. I got a call from Calypso when the ore arrived – 2:18 am. Yes, we’d cleared the hill before 223 (an early frieght) was done with Calypso switching. The mill will be back in service with many mill-job runs next month.

The mill renews our contract as Mike D brings critical ore into Calypso. 223 works the foreground under Shannon’s watchful red eyes (Photo: John DV)

And if one run isn’t enough, Mike D ran the MT ore hoppers (known affectionately as the Troublesome Trucks) back to Weirton. (Photo: John DV)

Lots of crazy things through the night that stick with me. There was Kaden’s switching in Zanesville and Carbon Hill. Not only did he bring cars to be delivered to the mine back to Martin (oops) but when writing his warrant home, he told me he had one drop to make at Zanesville. With one train waiting behind him and two loitering further up the line, he realized that he actually had run-around drops at the desk company. So that was a two hour stall for the water level subdivision. And kudos to Pete for taking initiative and crossing out the do not foul ahead of section of his warrant and fouling ahead (i.e. running past the turn). Had I tacked those two opposing trains with not in effect until arrival of checkboxes and listed ONLY HIM (since he should have been the second train), we’d had a three-way collision when the two westbounders plowed the turn. But yes, I’ve had that same thing happen before and follow the golden dispatcher rule: Don’t trust crews. I list ALL trains to be met.

Eli ran the racks with care this time (see, blog humiliation does improve railroad operations). He came off the plant without too much blocking and was on the way. He and John C did a snazzy power swap with the two rack cuts at Bethlehem (I’d have liked to have seen that go down, actually). Then he brought the racks home nice and easy, except for the last warrant. Checkbox two said Proceed TO Zanesville. Not Proceed THROUGH Zanesville. But no harm done except for 68 going into emergency and passengers toppling like bowling pins in the aisles when he was occupying the main for the push-back when he should not have.

Racking the racks; John C and Eli H use Bethlehem as a crew change point, swapping cuts in tight quarters and clearing quick (Photo: John C)

I’m going to guess that Patrick was getting ready to come costumed as Robocop next week by doing his speech patterns in ops. He did his orders spot on but read-back with exactitude and care, which took a bit of time. I just tipped the flask back and waited for him to catch up.

Pete F and Mr. T do something that, between adult men in Florida, is nearly illegal. Another day, another telescoping wreck. In the background, Greg the Crash Czar observes (Photo: Zeus H)

Kudos for Mike D; not only did he run the most critical train of the night (the ore train) but he moved the MTs back to Weirton. We had to pull off a bit of a circus move since Martin Yard was full and slip them around the back door. I had other pressing trains but Mike was able to do the push-back in timely fashion which let me slither a freight past him. Possibly we need to think an SOP for that move. I think track 1 is a better option, allowing an easier run-around. We’ll see.

Of course, I’d be remiss if I didn’t mention that I goofed a warrant (one of 109 of them). 247 humming downgrade on dynamics went into the siding into Red Rock, only to meet a train coming up. Yes, I meant to have him on the main but turded the warrant and didn’t catch it. Not that this is a defense of my actions but the siding at Red Rock is one-way only. Kyle probably should have noted that when he took the warrant. It’s kinda like if you were driving in a construction zone and the cones indicated you should drive up the freeway off ramp. Really? Anyway, the shame and blame are mine and mine alone. Except a little bit for Kyle. Yes.

One the plus side, I had time to really think out some moves. Yes, we usually do the classic “passenger train overtakes a freight” deal with 202 and SB2. However, I actually pulled it off three other times in the evening. Nothing is slicker than watching this sort of thing happen.

Five trains operating in unison and no parts are flying off. A passenger train overtakes 223 on the high line. Another passenger train enters the Harris Loop. And Zanesville Churn works the Carbon Hill mine. 415, westbound coal MTs, have just spotted the hoppers under the tipple (correctly, I might add) by Greg W. (Photo: Zeus H)

But overall we had a massive turnout for ops. Everyone came (and I didn’t get all the stupid questions I usually get since we posted the answers up on the wall). Crews took new assignments and expanded their abilities (Mike flew ore one way and MTs the other, and Patrick actually enjoyed the heavy morning freight, when he did perfectly well on). Shannon in Calypso monitored the mill operations and all-things-Calypso, making that run so much smoother (and, critically, personally ensuring that the needed ore was spotted at the mill dumps). Most of the passenger trains ran within an hour or so of time (I think some of the critically late ones were delayed for staffing reasons, only running as crews became available). Outside of my minor chiding above, everyone seemed to run well and have a good time. On the two chat groups that talk about club things, the mood this morning is satisfied (as it should be).

We did well. And next month, we’ll see if we can even do weller. Blog you then!

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WHO’S WHO IN LM&O OPERATIONS

(photos by John C)

Shelfton Turn and Zeus

Mingo Turn and Kyle S

Martin Yard with Zach B and Bob K (background)

Scribble Raymond at the Desk