The Last Person To Post Here Wins - 22

Well.

It was indeed an interesting weekend at the museum.

It started about the way I expected. The track work was already in progress and the coach train parked on the West Wye. My trainman/student conductor was there and we opened up the train to let some air flow through it. The motorman of 3142 brought it out and the crew of CA&E 431/409 followed. 3142 went into service going in circles. 431 couldn't right away because Signal Dept. had its hi-rail truck sitting on East Switch. After a while, he requested and I gave permission to drive down to Seemann Rd. to set off. I verified with him that I could send trains past the red signals (his crew was reconnecting bond wires severed by Track Dept.). Then I sent 431 out at 11:00, no meets east to the Grove, no meets west to Signal 91 and call.

1630 called and said they were ready to come out, so I restricted 3142 and let them. I had Trainman watch the rear while Steam Crew handled the coupling. Then we backed out of the wye and pulled into 2 (the reason 431 was restricted to Signal 91). 431 called to say they had a red Absolute at West Johnson. I authorized them past it. Same at 151. Gave them authority past 91, short turn and return to 1. They said all the permissive signals had been red too.

With that in mind, I went to speak to my engineer (not the sharpest tool in the Steam Shop with regard to operating rules and orders). I explained to him carefully that at noon we would back out of 2, short turn at West Switch leaving the switch set for the Main, proceed east on the Main, call me for permission past Signal 112 displaying Stop Indication, no meets to the Grove, no meets west, all the signals will probably be red and I will signal the stops and proceeds with a flag, short turn at West Switch and return to 2. He writes all this down and repeats it so that I'm satisfied he understands it. I tell him that except for the runner, I will let him do all the braking.

As often happens with the first coach trip of the day, we have so many people we need all three cars. I borrow 431's conductor as another trainman. I was supposed to have another one, but none of us knew him and he never showed up. Stragglers cause us to depart about four minutes late. All starts off according to plan. Better yet, after we pass 202 I notice the signals are clearing westbound behind us. Indeed, when we are going west and get to Johnson we have a Clear. I tell the head end "Clear signal West Johnson, keep 'em coming!" and he acknowledges. 431's motorman has, as he said he might, walked all the way down to West Switch and thrown it back to the Station Lead. I mention this when I tell the head end to take us east to 2.

Everything goes well for 431's departures at 1:00 and 3:00 (for which I give them orders for a full round trip without calling from 91), and ours at 2:00, although with a smaller crowd we close the combine, so I don't need an extra trainman again. The one I have comes into my car and punches half the tickets, which I appreciate because mine doesn't have a catcher and I have to catch all the chads in my hand. I let him do the running brake test when we leave the Grove. Before our 4:00, I tell engineer the student conductor wants to practice the slowdowns. He agrees, but as it happens engineer (known for going slow backwards) is already going so slow at Seemann that we don't need to take any air. Engineer then takes air to slow down even more while in Johnson Siding. Student does take air for Karstens, not enough but we're going slow enough anyway. He again takes too little for Olson Rd., making me nervous, but I have the GPS speed app going on my phone and we were within the rules (barely).

At 5:00, I again give 431 an order to return to 91 and call (which Conductor writes down), so that I can use the Station Lead to put my train back on the wye and send 1630 to bed. Once in the wye, the steam guys debate whether to take the water bottle with them or leave it on the train. They opt to leave it (which they usually do on Saturdays). One of their guys chocks the first axle of the water car, closes the angle cock on the tender, and tries to lift the pin. It won't lift, so he signals for a light bunch. The engine lurches back and he starts violently waving stop, but by the time it does, the splintered remains of the chocks that were under the water car are now under the rear axle of the tender. The cut has been made, so the train continues to roll. Fortunately, the air line separates and the train goes into emergency. Steam guy gets more chocks and puts them under the water car again. I notice for the first time that now sitting at the throttle is the guy who yelled at me last week when I hit the sign with my car (did I tell you about that?). I authorize them to the Steam Service Lead.

Meanwhile, I have let 3142 go to bed and 431 has returned to Station Track 1. Wait a minute... Didn't I tell them Signal 91? Yes. Did they call and I don't remember authorizing them to pass it? No, I remember seeing them cruise right down the main with nary a word. I send them to bed. When they report clear of Controlled Track, I announce on the radio that the dispatcher is going off duty. Eventually, Motorman (who's an operating officer) walks by me sitting in front of the diner. "I don't want you to have to suspend yourself, but what was the last order I gave you?" He thinks about it and remembers that it was 91 and call, and they blew it. I tell him it's no big deal, no harm done, but the next morning he wants to talk to me privately. He doesn't want anyone to think he thinks he's above the rules, so he's giving himself (and conductor, who was running, much to my surprise) a standard 30 days off. I say okay, if that's what he thinks is fair. He actually has to fill in for crew spots no one else takes so often, this is more like a vacation than a punishment for him.

Okay, I've been called in to do a hot, sticky Tuesday and I should be asleep already. Sunday was interesting too, but I'll have to save it for later.