George, While I did not start to work on the Appalachia Division until the early 70's, The patterns should have been the same. Yes, the Div. HQ originally on the V&SW/S Ry was in Bristol, and the conn

Bob, Currently we at SRM are getting close to having 8202 operational again. We had the Traction Motors and wheels overhauled, are restoring the cab, and painting the trucks. Still a ways to go, but l

Mike, that is the Balsam Inn, built sometime around 1905, if I recall correctly. It was a summer retreat for northern city folk who came down on trains. Their trunks were ferried up the hill to the lo

Having rode these cars starting in 1960 all the way through the end of SR's scheduled service (on the Knoxville Division and CNO&TP), I can say that you have an "original" car interior, at least throu

While the roads used kerosene, use lamp oil. I guarantee that if you burn kerosene at home, your wife, kids, dogs and cats will kick you out of the house - it smells and belongs in a depot or caboose.

I am glad to see this. For some time now I have been trying to find something on Sands & Co., with no luck. I remember them in Knoxville in the mid 60's, and in '68 when I went to Bham as Switchman on

Those hybrids were strange looking. Around ‘65 or so I recall seeing one standing under the Gay St. viaduct, and asked a Sou. Carman what they were. His answer was less than printable, likely because

While I do not have a record of this particular car, and I do not recall any cars just left off-track (maybe the scrapper got there first), I do recall the original Benedict mine as having occasional

Evan - Southern long had access to Middlesboro, via trackage rights from Cumberland Gap through the tunnel to Middlesboro. As CSXT traffic from Middlesboro dropped off in the 80’s and NS traffic incre

Tim’s schedules are correct for the time. However, may I point out the unusual numbering. Standard Code (and every other RR that I worked on) almost always has even numbers EB/NB, and odd numbers WB/S

Gentlemen, That is a Rocor stand,with a mid-level target. As Ron can confirm, IRR also had a high level target just entering Andover yard, called appropriately enough High Target. I have a mid level R

Marv, When I started riding SR in '64, I used 41/42, 45/46, 17/18 regularly, along with many Oakdale turns on 28/27. My first ride down the CS was in '69 as Mgt. Trainee. However, I knew little of wha

Interesting to see the plans. While I was in Trans. at UT I saw the break in the Chatt. Connection with 17, but did not understand the reason. Going through the details of the ICC hearings, I believe

I always enjoyed boarding 20 and stepping down from 19 at this "suburban" station. I expect that the SRHA files may not have one interesting aspect of it, though, since NS was diligent to trashing rec

Ike and all, The K&I Bridge did indeed leave Youngtown with a loop turning right/east and then under the bridge to run west toward Duncan Tunnel and Huntingburg. In 1969 I patrolled that trackage betw

I do remember these 78 and 79 thousand hoppers, and rerailed more than I cared to, since my territory was a major Sou. coal route. The first design, if you looked closely at the truck location (not in

Don't forget the SR standard for derails on tracks descending to main tracks. In the early 70's we were instructed to make a report on those locations, and many of them were replaced with switchpoint

Scott. My understanding from past conversations with NS Law, is that N&W was merged into NSC, and I thus made all of my Operating Agreements under the name of Norfolk Southern Railway Company (as a su

Ike, In conversation with someone in the Law Dept probably over a decade ago, I was told that Southern Railway Company was renamed as Norfolk Southern Corp., and that N&W was merged into SR/NSC. As so

The Atlanta office of MW&S AVP used to have a board displaying a "History of Southern Railway Rail". After I left MW&S, I do not know if it survived the move to Ptree St. Maybe Phil Ogden know?