oke up on the day of operations to find the rain thundering down like the weeping of gods. And since gods are omnipotent and can presumably see the future and what would happen, no wonder they were weeping. Maybe I should have invited the gods to run with me on the Virginia SouthWestern. They’d probably to better than Orlando N-Trak did.

So I hydroplaned my way to the clubhouse meet point/swamp to group up and ride out. Got to John’s in time, the whole squad, where we got a nice breakfast of donuts and coffee, a real lifesaver. I took the usual place as the L&N dispatcher and Zeus took the Southern panel (and also the CTC board). Yes, the SRR trick is easier in the same way the LM&O Eastern Division is easier. But easier isn’t the same as easy. It’s all relative, as he found out.

The morning passed well. I don’t know if I’ve ever seen the VSW run quite so briskly. Crews were out working Granfield and Blackwood, got the Cawood turn down south to poke into the branch. I did have a crew come in for the first warrant of the day (which I gave generous rail to) only to find out his train wasn’t even built yet. Do I need to ask in future if you are pumped up and ready to go? Sheesh.

The coal and prep plant at Elgobean (however it’s spelled), a massive facility that makes your eyeballs pop! (Photo: Leonard J)

Anyway, things worked really well. I even passed two freights on two occasions at Ramsey (which shows the crews were on the ball and not cubed yet). And then, in high spirits, we went to lunch.

And that’s when it changed. Were some of you drinking out of flasks in the bathroom? Smoking weed in the carport? Truthfully, I suspect that some of you have not run private layouts where we run all day (and not those tight two hours LM&O sessions). For whatever reason, things just turned into a shambles. We had one crew cause three significant railroad pileups. For one, what should have been a simple rerailment (ten feet from the accident site) turned into a unattended train, an overrun turnout, a sidewiped train, a toppling in a inaccessible tunnel and the tail end of the torpedoed train rolling aaaaaaallllllllllllllllllllllllllllll the way down the grand helix. I had to literally climb up in the helix (gashing myself on the way) to clear it. Thank goodness Leonard was there to get that last toppled hopper out by easing a loco in slowly and pushing it down to where I could reach it. Anyway, it’s simple; you derail, you stop. We are running other people’s equipment as guests. We don’t respond like some damsel in an old movie, hanging onto the reins of a runaway horse and squealing.

Rev Jim snaps this shot as he blows out of a tunnel, just before he blows past his warrant end at Capps (Ironically, Photo by Jim M)

The Casey Jones Operator Award of the day goes to Reverend Jim who stacked up FIVE operation failures in one minute flat. To list:

• Your warrant was good to Capps, the sign for which is eye level with letters as big as your hand, and you rolled right by it.
• You then ran the red signal at Edison Junction, which was red because…
• You ran the Edison Junction turnout, which was set against you (see RED SIGNAL, above)
• You then dragged a derailing train down the L&N branch (not even your railroad).
• You then collided with a coal train working in Elgibean.

Did I miss any? Regardless, it was late in the day, our host was about to go get his scattergun, and I’d had enough of running into the room to reset switches and fix derailments. We called it at that point. I do realize that I was starting to “lose my shit”  and was letting my temper come out. For that, I apologize.

The signal says, “Stop, Jim, Stop!” (Photo: Zach B)

But on the good side, we ran pretty much the whole schedule (even with all the MOW shit going on). A number of operators (if you weren’t hinted at above, this praise is for you) ran tight the whole day. Most of you just took warrants and ran flawlessly (I’d include Rob G on this, but after he worked Goodbee he left every turnout within miles set to sidings and unlocked (even with my reminder after the exit warrant) so I had to go in and reset FOUR of them). Jeff ran the Interstate jobs under full warrants which is usually a royal pain in the ass (hidden joke here). And of course, Zach and Kyle showed everyone how Norton Yard runs. Even without an L&N passing track, they got trains in and out in a timely fashion. Zeus is now qualified for the L&N board, but we could also use his skills on the high iron.

The yardmaster works Norton while Rob G wonders if he reset his turnouts (Photo: Jim M)

I’ve already emailed Wilkes to thank him for hosting and added an idea I had to limit the accidents that occur in Ramsey and Edison. The idea is that you NEVER bring trains in at the same time. One train comes in with both turnouts set to his line. Once he is fully in, the lights showing he’s not fouling and his train is stopped, only then do we run the second train through. Some of you can handle it. Some of you can’t. And while this will slow us down, it’s either that or put up a No turn on red sign (like the highway department does).

Anyway, that was a very interesting day. Thanks again to John for having us.

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The dispatchers struggle to make sense of it all. Zeus got my respect for keeping up with the rush (Photo: Pete F)

The yard looks clean enough to eat off of, the radio-equipped Interstates holding on Southern rail. Zach and Kyle did great! (Photo: Kyle S)

The owner has plans for his railroads moving this special load. God knows where it ended up. (Photo: Zach B)

We did manage to get the Honey Bee passenger out. Usually doesn’t happen. (Photo: Zach B)

End of the day: Norton Yard view (Photo: Zach B)

End of the day: Southern Dispatcher view (Photo: Zeus H)