The following was our probable order this day (based on the order forms shown in CCOR 1967):

Form 19

Chicago, Milwaukee, St. Paul and Pacific Railroad Company

Train Order No.287

Othello May 20, 1977

To: C & E Engine 194

After Extra 21 East has arrived at Othello Eng 194 run extra Othello to Maple Valley


Made COM Time 4:01 pm Fuller Opr.

At meets the rules require that the head brakeman of the train in the pass must cross to the other side of the main in order to inspect the opposing train. Because Othello was the crew change point for our meet, Number 200 - Extra 21 East (which would receive a complete inspection from the Othello car toads), compliance with this rule was not necessary; permitting me to take this dramatic, if unusual shot. Note the derail straight ahead, it is still lined against our movement. Had I lined the derail ahead of the meet, the block signal on the main would have dropped in the face of #200.

Number 200 had two units on the head end. No double two "slave" units were cut in mid-train. These units were controlled via radio from the head unit, engine 21 in this case. This train probably departed Tacoma with all four units on the head end. The slaves were then cut into the train at Black River, where the Seattle connection, the piggybacks seen in the slide, was picked up. Slaves were used to relieve drawbar pressure on the headend cars during the climb from Cedar Falls up to Hyak and the climb from Kittitas up to Boylston.

Through Freight vs Local Freight Mainline trains 200, 201, 202, 205, and 207 were through trains paid at the through freight rate. This rate was the lowest on the trainmen's pay scale because through freights were considered faster over the road, mainly because they had little work en route. Between Tacoma and Othello through freights were required to preform the following chores and still be classified as through freights for pay purposes:

  1. Pickup and set out at West Siding, at Kent.
  2. Pickup and set out at Black River, keeping their trains properly blocked and cutting slave units into their trains.
  3. Double whatever hills necessary in route.
  4. Secure their trains and deal with any problems en route.
  5. Make their meets as directed by the dispatcher en route.
  6. Bring their power to and from the house, and land their inbound train as instructed by the yardmaster.

But if the dispatcher required extra work, such as setting out or picking up at Kittitas, then the crew "made local." Local rate was several dollars higher than through rate; on the order of around $49 for local vs $44 for through, per 100 miles. Each rate was also increased for each additional block of ten cars beyond a minimum number. But this rate increase was more on the order of 10 cents per each additional block of ten cars.

On this job, #207, we set out at Black River, probably no pickup; and set out a Kent, note the loaded autoracks on the head end for the T.S. & D. and Convoy auto facilities at West Siding.




© 1976-2007 John Crosby. Photos may not be used without permission. All rights reserved.