Jason, you are basically correct - I could and would not have gone out on track under this Lineup without flag protection. Collins would have to put a flag out in both directions if he had not put out

I agree that this was an unusual Lineup - the DS would have to know by midday where the local would turn. (Unusual is an understatement - I would call it useless as one could not get out on to the tra

Railroad Magazine in the 30's or 40's had a story about the division. Yes, it was a separate division based in Bryson City (I assume the depot there is still the same?) - the DS up and down a few more

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

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

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

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

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

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?

Ike, you are correct in that most of today's airfields in the South were built as AAF training fields, mainly due to the newly year-round good flying weather. Also, in south Ga. as well as Fla. in my

Just a comment on the bridge greasing and the discontinuing. In the late 70's, I went with Bernie Schwartz to a bridge that collapsed under a loaded Big Red coal train over the Big Warrior River on th