I got called for the H BARKCK, or the "BARKICK" as we call it. On duty time was 3:20 pm. It was smaller than usual- just over 7,000 feet with 3 engines son the head end and two on the rear. The only track we would fit into at Barstow was Receiver 6. We relieved the inbound crew at East Needles because they were almost DOL. When we got to the Barstow signal they held us there for a while until that track was clear. They brought us into the yard with just two hour left. I tied 3 brakes, cut the power away, and we took it to the house. I had to throw a couple of switches. We had to wait a while for a van. Finally a van showed upa nd took us to our DP. I cut it away. It was facing east. We had to wait for a yard job that was kicking cars in front of us. Finally they were done. The router gave us permission to come out. As luck would have it another KICKBAR was coming in the yard. So I started to to call my engineer by his name to avoild confusion. Since we were facing east, I had to protect the shove. I had to line us into the track in Diesel Service. We tied up just before we were DOL and claimed the RO for getting on our train at East Needles. (It was later denied because we worked overtime, so I forwarded it to my union rep). I slept a couple of hours in the hotel, got up for breakfast, went back to bed, and got called for the H BARTUL. I groaned. When I got down to the depot I found out that we would have to put it together. It was "solo" as we say, (head end power only). Our power was on Ready 5, the front half of our train was in Receiver 8, and the rest of it was in Storage 5. Our power was facing the right direction. I had to throw one switch to get us out of Diesel Service. The router let us use Receiver 9 as a runner. So I was able to check my track list. All of the cars were there. We went over the switch and shoved back. I brought my engineer back to a hook, laced the hoses, and cut the air in. The anglecock on the first car was closed. We called for a van. The van ran me to the rear of the train. The anglecock on the rear of the train was open. I closed it and released 3 brakes. We would have to wait to go to the storage yard as we were frogged in by another train. Finally we had permosson to go. The van ram to out there,but the van swapped with aother van. My flashlight was in the cab of the locomotive, and it was getting cold. I didn't have my carhart on. I had my engneer pull over the swtich, threw the 9 switch, and lined us into storage 5. I brought my engineer back to a hook. I laced the hose and cut the air in. There wre 5 brakes at that end. I released them. I got in the van and checked my track list. The van driver was very hellpful. All of the cars were there. When we got to the rear of the train there was no ETD. My engineer called Mechanical. After about 10 or 15 a man came out 3with an ETD and handed it to me. I hung it and we did the Class III. We were finally ready to go. The van driver ran me to the head of my train, which was behind Megatoms. It took a whkle for me to get there because we wer eblocked by a train for a while. By this time we had been on duty for about 5 hours- due to the fact that: -our power wasn't ready when we came on duty -we were frogged in by anoher train and had to wait -we had no ETD. -it took a whle or the van to get me to the head of the train because we were blocked My engineer pulled up to the signal at East Barstow. They would not let us leave. We had to wiat for Amtrack to go by. Finally they let us move upt to teh Dagget signal. We sat there for a while. We had about 5 hours left on duty when we left Dagget. We might have made it to Needles but they releived us at "Old Fenner." I tied up with just under ten and a half hours on duty and took a SMART Rest. I'm projected to go towork around 5 am California time tomorrow morning on a stack train. I don't want another H train.