NG Switcher C-19 #342 was called into action to serve extra duty utilizing a GlancyDancer special idler car to help move rolling stock.

After work was completed at Poncha Junction, the crew found themselves with 15 cars in the consist. This was too much for head end K-27 #455. The limit for 2 K-27s to Monarch is 12 gondolas, and shipments of 14 are designated for K-36s. With no bigger equipment available, K-27 #453 was "flown" into the Mears Jct spur to tie in, and Mudhen #456 ran light from Salida to push.

The Dispatcher and Salida Yard Master were temporarily pulled from duty, to run the #453 and #456 crews, respectively. #453 was tied into the middle, while #456 brought up the rear after tieing in front of the caboose (required for all wood frame cabooses - since they may not be strurdy enough for a pusher).

After taking on water at Grays and several crew learning moments, Marshall Pass was attained and the helpers cut off and ran light to Salida. This was our first train anywhere with two helpers.

Train #321 switched out rolling stock, including "spotting" a cattle car in Parlin, for an eastbound priority freight. Before, we hadn't necessarily been setting out stock cars, this has been only recently added, so occasionally you may expect a few setouts from now on. After finishing work in Parlin, Train #321 tied up in Gunnison for lunch, leaving the work for a new crew.

At Parkdale, #74 was instructed to load cattle to the stock car and place on the head-end, and became a priority freight. This is standard procedure for freights with a mix of stockcars and regular freight - loaded stockcars are to be moved to the head-end (behind the locomotive). The 28 hour clock starts when the stock car door is closed with lading and the train becomes a "priority freight". Westbound freight at the freight house was cleared out of the way and re-spotted after loading at the stockpen.

#74 entered the Gorge and proceeded east to Portland for further work, before arriving in Pueblo.

A few glitches occurred in the yard switches which were noted with Bad Order slips. Some of the initial problems were "cleared" after cycling all the switches on the Montrose/Baldwin - staging and Cimarron spur (which are electircally connected to Gunnison & Crested Butte). The switch motors along this area, in particular, tend to "relax" when power is shut down, but do not generally re-energize with sufficient torque to re-close all of the micro-switches (on the frogs) hen power is turned back on, thus leaving some switches in a differnt position than electrically aligned - causing "shorts".

A bigger glitch occurred causing a shutdown of the line between the Gunnison wye and Crested Butte. Fortunately, Barry found the problem where rail expansion had occurred across the gap immediately adjacent to the first wye switch (between Gunnison and Parlin). All was made good (temporarily at least) by Barry, and trains rolled again.

Thanks to the heroic effort of #348's crew & the Schwarz, everyone made it safely to Gunnison, where the crew was able to work the train and deliver loads to the appropriate consignees. C-19 #347 was dispatched to help work track issues.

We got off on a great start because we had everyone arrive right around 8:30 and that was greatly appreciated!.

ALCO Switcher S-2 #111 shoved the Work Train into the Salida Transfer Yard "Overflow" tracks, and did not get time to make the Grand Junction - Pueblo circuit for general track cleaning. U.S. Army Corp of Engineers had noted last month that D&RGW crews needed to regularly maintain track so it came as no surprise that several crews reported "dirty rotten track" issues.

We had more crews for this operation session, but we could really do more with the addition of the "Sinister Six": (Dan the Sandman, Tarry Tarantula Harrison, Hal the Owl, Mysterio Wes Mendez, the GrantMaster and Mad-Bomb Tom and his side-kick Boy George Parker.

The stock were unable to unload at Cleora and the "pretend" rule was invoked (since track to the Cleora stockpens is incomplete). The stock cars were "cleaned & sanitized, bedded with hay (once again invoking the "pretend" rule), and returned to the NG Yard in Salida. #453 was hostled to the roundhouse (which the outer exterior is out for "interior decorating".)

The yard next ordered up C-19 #342 to stand in as NG switcher with Master Gerry's multi-coupler locos unavailable. #342 was hostled from the NG Roundhouse and worked W. Salida of freight transferred to the Salida Ice House for "icing".

#73 was recalled into action in the SG Transfer Yard and found much designated W.Salida freight in "overflow" which was pulled for later transfer, and left on the arrival/departure track (Track "G"). Other WB and EB freights were sorted to the WB and EB classification tracks ("C"-"D", and "E"-"F", respectively).

#73 was then sent to Barrel to pick up the "pretend" loaded SG gondolas and placed on EB classification tracks for the CF&I Steelworks at Minnequa (West Pueblo).

The NG yard was full of empty stockcars designated for Montrose, but not enough crews to clear the yard. This tied up the Monarch Turn, unable to get out the NG empties for Monarch CF&I Limestone Mine.