N&W in 1903 -- Passenger Train Wrecked - Hardy-Tulip

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Yes, Gordon, all this just makes me wish I had asked better questions of the several 1906-hire Enginemen I was priviliged to know in my youth !

I can't answer with specifics about N&W "Helper Practices" on Bluefield Mountain.  I'm sure it changed many times based on several factors:  (1) the extension of double track over the Division, (2) the capability of engines and the arrival of larger of classes of engines, and (3) the size and weight of trains.

My remark about Hardy being a big log-jam point because of it being the end of the double track circa 1906 was based on recollection of conversations with the oldest employees I met.  I do not have a Time Table from the 1906 era, although I ahve seen one.

I do have, however, a very poor photocopy of Radford Division Time Table #19 of December 1, 1901.  It was photocopied for me in the early 1960s, when photocopying machines first came out, by Elwood J. Higley, Radford Division Conductor.

Time Table #19 does not specifically designate where the "EEDT" (East End of Double Track) was located, but based on a reading of the Special Instructions, it appears to have been at Tulip (telegraph call FX) at that time.  Tulip was located 2.9 miles west of Blake, 6.8 miles west of Hardy, 1.9 miles east of Ada, and about 6.3 miles east of Bluefield.  I have heard that the EEDT was later moved (1906 era ???) to Hardy.

The Special Instructions of the 1901 Time Table indicate that Train Registers were located at Lurich, Tulip and Ada (and other places on the Division, of course.)   Bulletin Boards were located at Lurich and Tulip . The fact that Train Registers were located at these points seems to indicate one of two things:  Either (1) crews were put on duty at these points, or (2) that double track ended at these points.  

It is a safe assumption that helper crews were based at Lurich at one time.  Jasper E. Wilkerson, a 1917-hire Trainman, told me 40+ years ago that, when he hired, westbounds were pushed from Lurich.  It would be really interesting to know when the Lurich pushers were dispensed with.

I cannot comment on the matter of an engine watchman having been stationed at Oakvale, as I have never heard or seen reference indicating that engines were kept here.  But it's entirely possible. 

The REAL KICKER in the 1901 Time Table is Special Instruction 43, which shows that the eastbound track from Bluefield to the EEDT was used as a "yard parking lot."  "Between Tulip (east limits of Bluefield Yard) and Bluefield Yard proper, trains will be governed by same rules which apply betwen terminals, except that Freight Trains are authorized to move from Bluefield to Tulip as directed by Yardmaster at Bluefield.  Classification signals will be arranged by Yardmaster at Bluefield for eastbound Freight Trains departing therefrom."  This probably meant that the Yardmaster could shove eastward trains out of Bluefield, down the eastward main track, in any order he wanted, without regard to "the superiority of trains," and let the Train Dispatcher deal with the mess when the log-jam of trains arrived at Tulip.  This seems to be confirmed by the penultimate paragraph of Special Instruction 43, which says:  "Second and third class trains and Freight Extras
 eastbound must get a train order or a clearance card signed by the Superintendent at Tulip..."  All this evidence points to Tulip as being a classic End-of-Doubtle-Track-Log-jam on a busy railroad.

Now, more about Tulip...  Special Instruction 3, captioned "Registering," states in part:  "Conductor of all Freight Trains will register at "... Telegraph Office at Tulip, and at Telegraph Office at Lurich when signals are closed or numbers changed at that point... [The "closing of signals" means that Green Signals, used to indicate following sections of trains, were taken down at that point.] ...  Conductors of westbound freight trains may throw off register of their trains, in writing, to the operator at Tulip, to avoid stopping, who in turn will register trains accordingly."  And Special Instruction 2 goes on to say, "Conductors only of freight trains will examine register at Lurich and Walton, and be responsible therefor.  Enginemen of freight trains unaccompanied by conductors [meaning light engines] will perform this duty."

The 8th paragraph of Special Instruction 3 also supports my theory that Tulip was the EEDT in 1901:  "Dispatchers will transmit the register of all eastbound trains, and of all first class trains and passenger extras westbound to the operator at Radford Tower; and of all first-class and passenger extras to the operator at Tulip, which must be repeated back and entered in train order book."

Using my assumption that Tulip was the EEDT in 1901, Special Instruction 42 (which I quote in part) also comes alive.  (And realize that the "block signals" referred to are manually controlled semaphores, giving manual block indications) :

"42. ... At stations where permissive block arms are not provided, as per Rule 514, a Green Flag by day and a Green Lantern by night, displayed on signal mast, will have the same meaning as apermissive block arm in a horizontal position.  Operators will use them as follows... EASTBOUND - Tulip to Lurich for 3rd class Trains, Freight and Work Train Extras...  WESTBOUND - Elliston to Christiansburg, and Lurich to Bluefield, for ALL freight trains."

Special Instruction 42 continues, "Absolute Block will apply to all passenger trains with reference to all trains ahead, and to all trains with reference to a passenger train ahead at all points, and to Second Class trains with reference to all trains ahead:  Tulip to Lurich... "

Specifically with regard to helper engines, Special Instruction 47 says (in part):  "Helper engines will work extra between Roanoke and Christiansburg, and Lurich and Bluefield, and will not move west except when coupled in a train, and will not move east without orders except between Bluefield and Tulip... Helper engines returning light from Bluefield may leave there without a clearance card... Helper engines will not move east from Tulip, or from any point between Tulip and Lurich, without orders against westbound Extras, unless orders received at Tulip cover movement to Lurich... When a helper engine is coupled ahead, Roanoke to Christiansburg, or Lurich to Tulip, both engines will display classification signals..."

So, whether it was at Tulip or at Hardy, the east slope of Bluefield Mountain was without doubt an operating nightmare until double track was constructed.

One final comment on the matter of how the N&W handled helpers in the "old days"... and I posted this to the List some years ago.  The oldest men I spoke with (1906-1917 men) told me that helpers on the east slope of Christiansburg Mountain were handled as follows:  Back in the days when M's and W's worked as helpers, a helper would be coupled ahead at Glenvar.  At Elliston, the Glenvar helper would be cut off and be put on the rear of the train, and an Elliston helper would be coupled ahead of the train for the climb to Christiansburg.  My point in mentioning this is that not all helpers were used over the entire grade, and that sometimes additional helpers were added to the train for the worst part of the climb.  This may account for an engine watchman being stationed at Oakvale. 

-- abram burnett  

--------- Original Message --------


Abram,
 
Your message may answer a question that I posed earlier about pusher engines at Oakvale, WV.  My January 2, 2008, message, "N&W in 1903 -- Oakvale" referred to a Bluefield Daily Telegraph article that mentioned one "J. W. Cole who watches engines for the Norfolk and Western at Oakvale [WV]."  I speculated in that message that the N&W may have had pusher engines based at Oakvale in 1903.  Your mention of pusher engines between Hardy and Bluefield is the first indication that there may have been pusher engines based at Oakvale because Hardy apparently was located only three or so miles west of Oakvale, where there might have been sidings and some water and coal for pusher engines.
 
Any comments?
 
Gordon Hamilton


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