From nw-mailing-list at nwhs.org  Mon Dec 14 09:20:00 2009
From: nw-mailing-list at nwhs.org (NW Mailing List)
Date: Mon, 14 Dec 2009 09:20:00 -0500
Subject: A class and Lightweight rods
References: <648474.32751.qm@web23906.mail.ird.yahoo.com>
	<7C8D9A9C2EC44145BE353046E2013B95@lewisdl0ls5whv>
	<eadb39f30912111232we8ed7ecp3662ad8c17f9ce0b@mail.gmail.com>
	<25BC270294034AFDA726B014C3167266@lewisdl0ls5whv>
	<eadb39f30912121654k1f31a55dpe686102776be30a3@mail.gmail.com>
Message-ID: <3D568A03596C4BAD9BE822F6D48B84B7@lewisdl0ls5whv>

John,

In my opinion, that would be the only reason for the increased costs. Otherwise, all eight of these locomotives and tenders were identical.

Bud Jeffries
  ----- Original Message ----- 
  From: NW Mailing List 
  To: NW Mailing List 
  Sent: Saturday, December 12, 2009 7:54 PM
  Subject: Re: A class and Lightweight rods


  Bud,

  Thanks.  Other than the increase in labor and materials was the roller rods the only cause of the increase in cost?

  John Rhodes


  On Sat, Dec 12, 2009 at 9:56 AM, NW Mailing List <nw-mailing-list at nwhs.org> wrote:

    John,

    The railway listed the 1235-37 costing $277,564.00 each; the 1238-42 $300,404.00 each.

    Bud Jeffries
      ----- Original Message ----- 
      From: NW Mailing List 
      To: NW Mailing List 
      Sent: Friday, December 11, 2009 3:32 PM
      Subject: Re: A class and Lightweight rods


      Bud,

      Do you know the difference in cost between the last produced roller rod and non-roller rod Class A's?

      Thanks,

      John Rhodes


      On Fri, Dec 11, 2009 at 12:09 PM, NW Mailing List <nw-mailing-list at nwhs.org> wrote:

        Matt,

        The last five A's when built, numbers 1238-42, were equipped with the lightweight rods and reciprocating parts with roller bearing connections to enhance long distance running. They were very successful and were built primarly for troop train and passenger service, when needed.

        The Class J's were all equipped with this type of rods and bearings allowing them to be assigned to Roanoke and dispatched to Norfolk and Cincinnati on these runs with a minimum of servicing. The five A's could perform similarly on extended runs on troop and passenger service. Beginning in 1955 with the inauguration of time freights 77 and 78, these engines ran to Petersburg and back to Roanoke, and also between Roanoke and Portsmouth, without engine change.

        Official N&W literature stated that the Timken lightweight reciprocating parts resulted in a weight reduction of 38 percent from the original type used. The advantages listed was greater reliability, increased availability, lower roundhouse maintenance cost, reduction of hammer blow on the rails, and longer runs without lubrication servicing.

        The only other modification required was the counterweights on the driving wheels had to be changed. There was an increased cost to build these five A's when compared to the three A's built at the same time using conventional rods.

        Bud Jeffries

        ----- Original Message ----- From: "NW Mailing List" <nw-mailing-list at nwhs.org>
        To: "NW Mailing List" <nw-mailing-list at nwhs.org>
        Sent: Friday, December 11, 2009 8:40 AM
        Subject: A class and Lightweight rods



          Were the lightweight rods applied to the last A's a successful application? How was success measured and what was the business / operational reason behind it?

          What other changes to the locomotive were required to accomodate the rods?

          Matt Goodman
          Columbus OH





          ________________________________________
          NW-Mailing-List at nwhs.org
          To change your subscription go to
          http://list.nwhs.org/mailman/options/nw-mailing-list
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          http://list.nwhs.org/pipermail/nw-mailing-list/




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From nw-mailing-list at nwhs.org  Mon Dec 14 09:38:05 2009
From: nw-mailing-list at nwhs.org (NW Mailing List)
Date: Mon, 14 Dec 2009 09:38:05 -0500
Subject: A class and Lightweight rods
References: <648474.32751.qm@web23906.mail.ird.yahoo.com>
	<7C8D9A9C2EC44145BE353046E2013B95@lewisdl0ls5whv>
	<eadb39f30912111232we8ed7ecp3662ad8c17f9ce0b@mail.gmail.com>
	<25BC270294034AFDA726B014C3167266@lewisdl0ls5whv>
	<eadb39f30912121654k1f31a55dpe686102776be30a3@mail.gmail.com>
Message-ID: <CD294792ED3F4A6F8F15E83D866215FC@lewisdl0ls5whv>

John,

This is a follow-on to my earlier reply. In addition to the labor and materials, there was a cost to draft the mechanical drawings and to make new patterns, etc. at the foundry to cast the new components of the wheels and rods. There was some cost associated at the smith shop for the differences there to finish the rods compared to the conventional rods.

Otherwise, all eight of these locomotives and tenders were identical.

Bud Jeffries
  ----- Original Message ----- 
  From: NW Mailing List 
  To: NW Mailing List 
  Sent: Saturday, December 12, 2009 7:54 PM
  Subject: Re: A class and Lightweight rods


  Bud,

  Thanks.  Other than the increase in labor and materials was the roller rods the only cause of the increase in cost?

  John Rhodes


  On Sat, Dec 12, 2009 at 9:56 AM, NW Mailing List <nw-mailing-list at nwhs.org> wrote:

    John,

    The railway listed the 1235-37 costing $277,564.00 each; the 1238-42 $300,404.00 each.

    Bud Jeffries
      ----- Original Message ----- 
      From: NW Mailing List 
      To: NW Mailing List 
      Sent: Friday, December 11, 2009 3:32 PM
      Subject: Re: A class and Lightweight rods


      Bud,

      Do you know the difference in cost between the last produced roller rod and non-roller rod Class A's?

      Thanks,

      John Rhodes


      On Fri, Dec 11, 2009 at 12:09 PM, NW Mailing List <nw-mailing-list at nwhs.org> wrote:

        Matt,

        The last five A's when built, numbers 1238-42, were equipped with the lightweight rods and reciprocating parts with roller bearing connections to enhance long distance running. They were very successful and were built primarly for troop train and passenger service, when needed.

        The Class J's were all equipped with this type of rods and bearings allowing them to be assigned to Roanoke and dispatched to Norfolk and Cincinnati on these runs with a minimum of servicing. The five A's could perform similarly on extended runs on troop and passenger service. Beginning in 1955 with the inauguration of time freights 77 and 78, these engines ran to Petersburg and back to Roanoke, and also between Roanoke and Portsmouth, without engine change.

        Official N&W literature stated that the Timken lightweight reciprocating parts resulted in a weight reduction of 38 percent from the original type used. The advantages listed was greater reliability, increased availability, lower roundhouse maintenance cost, reduction of hammer blow on the rails, and longer runs without lubrication servicing.

        The only other modification required was the counterweights on the driving wheels had to be changed. There was an increased cost to build these five A's when compared to the three A's built at the same time using conventional rods.

        Bud Jeffries

        ----- Original Message ----- From: "NW Mailing List" <nw-mailing-list at nwhs.org>
        To: "NW Mailing List" <nw-mailing-list at nwhs.org>
        Sent: Friday, December 11, 2009 8:40 AM
        Subject: A class and Lightweight rods



          Were the lightweight rods applied to the last A's a successful application? How was success measured and what was the business / operational reason behind it?

          What other changes to the locomotive were required to accomodate the rods?

          Matt Goodman
          Columbus OH





          ________________________________________
          NW-Mailing-List at nwhs.org
          To change your subscription go to
          http://list.nwhs.org/mailman/options/nw-mailing-list
          Browse the NW-Mailing-List archives at
          http://list.nwhs.org/pipermail/nw-mailing-list/




        ________________________________________
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        To change your subscription go to
        http://list.nwhs.org/mailman/options/nw-mailing-list
        Browse the NW-Mailing-List archives at
        http://list.nwhs.org/pipermail/nw-mailing-list/





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From nw-mailing-list at nwhs.org  Mon Dec 14 10:28:16 2009
From: nw-mailing-list at nwhs.org (NW Mailing List)
Date: Mon, 14 Dec 2009 07:28:16 -0800 (PST)
Subject: N&W SD40-2
Message-ID: <422710.50040.qm@web63107.mail.re1.yahoo.com>

Good morning everyone,

I'm doing some research on the N&W SD40-2 in the maroon scheme (6175).  Although I've found some
aerial images, I cannot make out the horn configuration.  I believe it's a five chime horn, but I'm not sure which chimes point forward and which point towards the rear.  Any help with this info is greatly appreciated.  I would image the horn style is pretty similar to other units in 6175s purchase group, but I do not have any aerial images of those units.

Thanks!

Bill



      
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From nw-mailing-list at nwhs.org  Mon Dec 14 09:36:54 2009
From: nw-mailing-list at nwhs.org (NW Mailing List)
Date: Mon, 14 Dec 2009 09:36:54 -0500
Subject: A class and Lightweight rods
In-Reply-To: <3D568A03596C4BAD9BE822F6D48B84B7@lewisdl0ls5whv>
References: <648474.32751.qm@web23906.mail.ird.yahoo.com>
	<7C8D9A9C2EC44145BE353046E2013B95@lewisdl0ls5whv>
	<eadb39f30912111232we8ed7ecp3662ad8c17f9ce0b@mail.gmail.com>
	<25BC270294034AFDA726B014C3167266@lewisdl0ls5whv>
	<eadb39f30912121654k1f31a55dpe686102776be30a3@mail.gmail.com>
	<3D568A03596C4BAD9BE822F6D48B84B7@lewisdl0ls5whv>
Message-ID: <eadb39f30912140636p6c2f4b0cv7ddca15512d479be@mail.gmail.com>

Thanks,

John Rhodes

On Mon, Dec 14, 2009 at 9:20 AM, NW Mailing List
<nw-mailing-list at nwhs.org>wrote:

>  John,
>
> In my opinion, that would be the only reason for the increased costs.
> Otherwise, all eight of these locomotives and tenders were identical.
>
> Bud Jeffries
>
> ----- Original Message -----
> *From:* NW Mailing List <nw-mailing-list at nwhs.org>
> *To:* NW Mailing List <nw-mailing-list at nwhs.org>
> *Sent:* Saturday, December 12, 2009 7:54 PM
> *Subject:* Re: A class and Lightweight rods
>
> Bud,
>
> Thanks.  Other than the increase in labor and materials was the roller rods
> the only cause of the increase in cost?
>
> John Rhodes
>
> On Sat, Dec 12, 2009 at 9:56 AM, NW Mailing List <nw-mailing-list at nwhs.org
> > wrote:
>
>>  John,
>>
>> The railway listed the 1235-37 costing $277,564.00 each; the 1238-42
>> $300,404.00 each.
>>
>> Bud Jeffries
>>
>>  ----- Original Message -----
>> *From:* NW Mailing List <nw-mailing-list at nwhs.org>
>>   *To:* NW Mailing List <nw-mailing-list at nwhs.org>
>> *Sent:* Friday, December 11, 2009 3:32 PM
>> *Subject:* Re: A class and Lightweight rods
>>
>> Bud,
>>
>> Do you know the difference in cost between the last produced roller rod
>> and non-roller rod Class A's?
>>
>> Thanks,
>>
>> John Rhodes
>>
>> On Fri, Dec 11, 2009 at 12:09 PM, NW Mailing List <
>> nw-mailing-list at nwhs.org> wrote:
>>
>>> Matt,
>>>
>>> The last five A's when built, numbers 1238-42, were equipped with the
>>> lightweight rods and reciprocating parts with roller bearing connections to
>>> enhance long distance running. They were very successful and were built
>>> primarly for troop train and passenger service, when needed.
>>>
>>> The Class J's were all equipped with this type of rods and bearings
>>> allowing them to be assigned to Roanoke and dispatched to Norfolk and
>>> Cincinnati on these runs with a minimum of servicing. The five A's could
>>> perform similarly on extended runs on troop and passenger service. Beginning
>>> in 1955 with the inauguration of time freights 77 and 78, these engines ran
>>> to Petersburg and back to Roanoke, and also between Roanoke and Portsmouth,
>>> without engine change.
>>>
>>> Official N&W literature stated that the Timken lightweight reciprocating
>>> parts resulted in a weight reduction of 38 percent from the original type
>>> used. The advantages listed was greater reliability, increased availability,
>>> lower roundhouse maintenance cost, reduction of hammer blow on the rails,
>>> and longer runs without lubrication servicing.
>>>
>>> The only other modification required was the counterweights on the
>>> driving wheels had to be changed. There was an increased cost to build these
>>> five A's when compared to the three A's built at the same time using
>>> conventional rods.
>>>
>>> Bud Jeffries
>>>
>>> ----- Original Message ----- From: "NW Mailing List" <
>>> nw-mailing-list at nwhs.org>
>>> To: "NW Mailing List" <nw-mailing-list at nwhs.org>
>>> Sent: Friday, December 11, 2009 8:40 AM
>>> Subject: A class and Lightweight rods
>>>
>>>
>>> Were the lightweight rods applied to the last A's a successful
>>>> application? How was success measured and what was the business /
>>>> operational reason behind it?
>>>>
>>>> What other changes to the locomotive were required to accomodate the
>>>> rods?
>>>>
>>>> Matt Goodman
>>>> Columbus OH
>>>>
>>>>
>>>>
>>>>
>>>>
>>>> ________________________________________
>>>> NW-Mailing-List at nwhs.org
>>>> To change your subscription go to
>>>> http://list.nwhs.org/mailman/options/nw-mailing-list
>>>> Browse the NW-Mailing-List archives at
>>>> http://list.nwhs.org/pipermail/nw-mailing-list/
>>>>
>>>>
>>>
>>> ________________________________________
>>> NW-Mailing-List at nwhs.org
>>> To change your subscription go to
>>> http://list.nwhs.org/mailman/options/nw-mailing-list
>>> Browse the NW-Mailing-List archives at
>>> http://list.nwhs.org/pipermail/nw-mailing-list/
>>>
>>
>>  ------------------------------
>>
>> ________________________________________
>> NW-Mailing-List at nwhs.org
>> To change your subscription go to
>> http://list.nwhs.org/mailman/options/nw-mailing-list
>> Browse the NW-Mailing-List archives at
>> http://list.nwhs.org/pipermail/nw-mailing-list/
>>
>>
>> ________________________________________
>> NW-Mailing-List at nwhs.org
>> To change your subscription go to
>> http://list.nwhs.org/mailman/options/nw-mailing-list
>> Browse the NW-Mailing-List archives at
>> http://list.nwhs.org/pipermail/nw-mailing-list/
>>
>
>  ------------------------------
>
> ________________________________________
> NW-Mailing-List at nwhs.org
> To change your subscription go to
> http://list.nwhs.org/mailman/options/nw-mailing-list
> Browse the NW-Mailing-List archives at
> http://list.nwhs.org/pipermail/nw-mailing-list/
>
>
> ________________________________________
> NW-Mailing-List at nwhs.org
> To change your subscription go to
> http://list.nwhs.org/mailman/options/nw-mailing-list
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> http://list.nwhs.org/pipermail/nw-mailing-list/
>
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From nw-mailing-list at nwhs.org  Mon Dec 14 13:05:32 2009
From: nw-mailing-list at nwhs.org (NW Mailing List)
Date: Mon, 14 Dec 2009 13:05:32 -0500
Subject: A class and Lightweight rods
In-Reply-To: <CD294792ED3F4A6F8F15E83D866215FC@lewisdl0ls5whv>
References: <648474.32751.qm@web23906.mail.ird.yahoo.com>
	<7C8D9A9C2EC44145BE353046E2013B95@lewisdl0ls5whv>
	<eadb39f30912111232we8ed7ecp3662ad8c17f9ce0b@mail.gmail.com>
	<25BC270294034AFDA726B014C3167266@lewisdl0ls5whv>
	<eadb39f30912121654k1f31a55dpe686102776be30a3@mail.gmail.com>
	<CD294792ED3F4A6F8F15E83D866215FC@lewisdl0ls5whv>
Message-ID: <eadb39f30912141005q14a17384ufac50bad545e0c72@mail.gmail.com>

Thank you.

On Mon, Dec 14, 2009 at 9:38 AM, NW Mailing List
<nw-mailing-list at nwhs.org>wrote:

>  John,
>
> This is a follow-on to my earlier reply. In addition to the labor and
> materials, there was a cost to draft the mechanical drawings and to make new
> patterns, etc. at the foundry to cast the new components of the wheels and
> rods. There was some cost associated at the smith shop for the differences
> there to finish the rods compared to the conventional rods.
>
> Otherwise, all eight of these locomotives and tenders were identical.
>
> Bud Jeffries
>
> ----- Original Message -----
> *From:* NW Mailing List <nw-mailing-list at nwhs.org>
> *To:* NW Mailing List <nw-mailing-list at nwhs.org>
> *Sent:* Saturday, December 12, 2009 7:54 PM
> *Subject:* Re: A class and Lightweight rods
>
> Bud,
>
> Thanks.  Other than the increase in labor and materials was the roller rods
> the only cause of the increase in cost?
>
> John Rhodes
>
> On Sat, Dec 12, 2009 at 9:56 AM, NW Mailing List <nw-mailing-list at nwhs.org
> > wrote:
>
>>  John,
>>
>> The railway listed the 1235-37 costing $277,564.00 each; the 1238-42
>> $300,404.00 each.
>>
>> Bud Jeffries
>>
>>  ----- Original Message -----
>> *From:* NW Mailing List <nw-mailing-list at nwhs.org>
>>   *To:* NW Mailing List <nw-mailing-list at nwhs.org>
>> *Sent:* Friday, December 11, 2009 3:32 PM
>> *Subject:* Re: A class and Lightweight rods
>>
>> Bud,
>>
>> Do you know the difference in cost between the last produced roller rod
>> and non-roller rod Class A's?
>>
>> Thanks,
>>
>> John Rhodes
>>
>> On Fri, Dec 11, 2009 at 12:09 PM, NW Mailing List <
>> nw-mailing-list at nwhs.org> wrote:
>>
>>> Matt,
>>>
>>> The last five A's when built, numbers 1238-42, were equipped with the
>>> lightweight rods and reciprocating parts with roller bearing connections to
>>> enhance long distance running. They were very successful and were built
>>> primarly for troop train and passenger service, when needed.
>>>
>>> The Class J's were all equipped with this type of rods and bearings
>>> allowing them to be assigned to Roanoke and dispatched to Norfolk and
>>> Cincinnati on these runs with a minimum of servicing. The five A's could
>>> perform similarly on extended runs on troop and passenger service. Beginning
>>> in 1955 with the inauguration of time freights 77 and 78, these engines ran
>>> to Petersburg and back to Roanoke, and also between Roanoke and Portsmouth,
>>> without engine change.
>>>
>>> Official N&W literature stated that the Timken lightweight reciprocating
>>> parts resulted in a weight reduction of 38 percent from the original type
>>> used. The advantages listed was greater reliability, increased availability,
>>> lower roundhouse maintenance cost, reduction of hammer blow on the rails,
>>> and longer runs without lubrication servicing.
>>>
>>> The only other modification required was the counterweights on the
>>> driving wheels had to be changed. There was an increased cost to build these
>>> five A's when compared to the three A's built at the same time using
>>> conventional rods.
>>>
>>> Bud Jeffries
>>>
>>> ----- Original Message ----- From: "NW Mailing List" <
>>> nw-mailing-list at nwhs.org>
>>> To: "NW Mailing List" <nw-mailing-list at nwhs.org>
>>> Sent: Friday, December 11, 2009 8:40 AM
>>> Subject: A class and Lightweight rods
>>>
>>>
>>> Were the lightweight rods applied to the last A's a successful
>>>> application? How was success measured and what was the business /
>>>> operational reason behind it?
>>>>
>>>> What other changes to the locomotive were required to accomodate the
>>>> rods?
>>>>
>>>> Matt Goodman
>>>> Columbus OH
>>>>
>>>>
>>>>
>>>>
>>>>
>>>> ________________________________________
>>>> NW-Mailing-List at nwhs.org
>>>> To change your subscription go to
>>>> http://list.nwhs.org/mailman/options/nw-mailing-list
>>>> Browse the NW-Mailing-List archives at
>>>> http://list.nwhs.org/pipermail/nw-mailing-list/
>>>>
>>>>
>>>
>>> ________________________________________
>>> NW-Mailing-List at nwhs.org
>>> To change your subscription go to
>>> http://list.nwhs.org/mailman/options/nw-mailing-list
>>> Browse the NW-Mailing-List archives at
>>> http://list.nwhs.org/pipermail/nw-mailing-list/
>>>
>>
>>  ------------------------------
>>
>> ________________________________________
>> NW-Mailing-List at nwhs.org
>> To change your subscription go to
>> http://list.nwhs.org/mailman/options/nw-mailing-list
>> Browse the NW-Mailing-List archives at
>> http://list.nwhs.org/pipermail/nw-mailing-list/
>>
>>
>> ________________________________________
>> NW-Mailing-List at nwhs.org
>> To change your subscription go to
>> http://list.nwhs.org/mailman/options/nw-mailing-list
>> Browse the NW-Mailing-List archives at
>> http://list.nwhs.org/pipermail/nw-mailing-list/
>>
>
>  ------------------------------
>
> ________________________________________
> NW-Mailing-List at nwhs.org
> To change your subscription go to
> http://list.nwhs.org/mailman/options/nw-mailing-list
> Browse the NW-Mailing-List archives at
> http://list.nwhs.org/pipermail/nw-mailing-list/
>
>
> ________________________________________
> NW-Mailing-List at nwhs.org
> To change your subscription go to
> http://list.nwhs.org/mailman/options/nw-mailing-list
> Browse the NW-Mailing-List archives at
> http://list.nwhs.org/pipermail/nw-mailing-list/
>
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From nw-mailing-list at nwhs.org  Mon Dec 14 13:15:24 2009
From: nw-mailing-list at nwhs.org (NW Mailing List)
Date: Mon, 14 Dec 2009 13:15:24 -0500
Subject: N&W in 1910--Dingess tunnel
In-Reply-To: <C7B8B57838C5498BB46D552C703E11BF@DellVostro>
References: <C7B8B57838C5498BB46D552C703E11BF@DellVostro>
Message-ID: <04F1DF013003034193915EE0CCEA9A910133F8C535@SWEC9924.w-intra.net>

Gordon,
Is not at least one tunnel on the Big Sandy line single track?  I've not been up US-52 since before 2002 (I took that route up and back often to visit my parents in Columbus, OH  when I lived in the Carolinas)  but if my memory serves me correctly at least one of the tunnels is single track only never having been built with the needed clearance for a 2nd track.  ??

Best regards,
Ed Painter - Narrows, VA (living in Russellville, AR)

From: nw-mailing-list-bounces at nwhs.org [mailto:nw-mailing-list-bounces at nwhs.org] On Behalf Of NW Mailing List
Sent: Sunday, December 13, 2009 11:45 AM
To: 3N&W Mailing List
Subject: N&W in 1910--Dingess tunnel

Bluefield Daily Telegraph
June 30, 1910

SPEND THOUSANDS ON OLD DINGESS TUNNEL
------
Norfolk and Western Will Preserve Twelve Pole Valley Line to Carry Back Empties
    The action of the Norfolk and Western in spending an immense sum of money in putting an arch in the Dingess tunnel from end to end dissipates the theory not long since expressed that the old Twelve Pole Valley Line would be abandoned.
    For about a year contractors have been busy on this work, and thousands of tons of brick and concrete have been consumed in the work.
    With the exception of a moderate quantity of local freight and passenger traffic, the old line is now used for the purpose of carrying empties back to the coal fields after having taken their tonnage of coal and coke to the markets in the northwest.
    Owing to the heavy grades and sharp curves which abound on the Twelve Pole Line, all heavy freight trains and all through passenger trains are run over the Big Sandy Line.
    There is still a good quantity of timber on the head waters of Twelve Pole and plenty of good coal.  It is believed, however, if there were neither of these commodities in evidence the road would be preserved for the double track purposes it will now will serve.
------
[The six-mile grade of one percent or more against loaded coal trains on the original single-track Twelve Pole mainline extended completely through the 3327-foot-long Dingess Tunnel.  The single-track Big Sandy Low Grade Line was opened in December 1904 and was 24.20 miles shorter than the Twelve Pole line.  The N&W completed double tracking of the Big Sandy line  in 1925 and then abandoned the 54.49 miles of the Twelve Pole line between Lenore and Wayne on September 2, 1933.  The N&W's 1933 Annual Report states, "Removal of the rails, ties and other items of value on this line was competed in November, 1933, and 53.78 miles of abandoned right-of-way were conveyed to the State of West Virginia for highway purposes."  For those who may have missed the links where they were first posted here, one can experience a motorcycle ride on the state road over the old Twelve Pole line including Dingess and Breeden tunnels by checking out the following:

    http://www.youtube.com/watch?v=Xu7yGiS54D0

    http://www.youtube.com/watch?v=ONCos2I2wTY&feature=related]

Gordon Hamilton
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From nw-mailing-list at nwhs.org  Mon Dec 14 14:10:54 2009
From: nw-mailing-list at nwhs.org (NW Mailing List)
Date: Mon, 14 Dec 2009 14:10:54 -0500
Subject: A class and Lightweight rods
In-Reply-To: <CD294792ED3F4A6F8F15E83D866215FC@lewisdl0ls5whv>
References: <648474.32751.qm@web23906.mail.ird.yahoo.com><7C8D9A9C2EC44145BE353046E2013B95@lewisdl0ls5whv><eadb39f30912111232we8ed7ecp3662ad8c17f9ce0b@mail.gmail.com><25BC270294034AFDA726B014C3167266@lewisdl0ls5whv><eadb39f30912121654k1f31a55dpe686102776be30a3@mail.gmail.com>
	<CD294792ED3F4A6F8F15E83D866215FC@lewisdl0ls5whv>
Message-ID: <8CC4B084B011B6C-2BA8-A4CE@webmail-m072.sysops.aol.com>


Thanks for this a very interesting information. A couple more questions:

Were the roller bearing A's able to operate at a higher speed?

I know it's speculation on a lost cause, but would the roller bearing lightweight rods ever have been considered for the next generation Y? Would they have increased the Y's speed?

Which brings up the basic question, If the diesel invasion had failed on the N&W, what would have been the railroad's next step in steam power? 

Thanks in advance, Ted (Columbus)

-----Original Message-----
From: NW Mailing List <nw-mailing-list at nwhs.org>
To: NW Mailing List <nw-mailing-list at nwhs.org>
Sent: Mon, Dec 14, 2009 9:38 am
Subject: Re: A class and Lightweight rods



John,
 
This is a follow-on to my earlier reply. In addition to the labor and materials, there was a cost to draft the mechanical drawings and to make new patterns, etc. at the foundry to cast the new components of the wheels and rods. There was some cost associated at the smith shop for the differences there to finish the rods compared to the conventional rods.
 
Otherwise, all eight of these locomotives and tenders were identical.
 
Bud Jeffries

----- Original Message ----- 
From: NW Mailing List 
To: NW Mailing List 
Sent: Saturday, December 12, 2009 7:54 PM
Subject: Re: A class and Lightweight rods


Bud,

Thanks.  Other than the increase in labor and materials was the roller rods the only cause of the increase in cost?

John Rhodes


On Sat, Dec 12, 2009 at 9:56 AM, NW Mailing List <nw-mailing-list at nwhs.org> wrote:


John,
 
The railway listed the 1235-37 costing $277,564.00 each; the 1238-42 $300,404.00 each.
 
Bud Jeffries

----- Original Message ----- 
From: NW Mailing List 



To: NW Mailing List 
Sent: Friday, December 11, 2009 3:32 PM
Subject: Re: A class and Lightweight rods


Bud,

Do you know the difference in cost between the last produced roller rod and non-roller rod Class A's?

Thanks,

John Rhodes


On Fri, Dec 11, 2009 at 12:09 PM, NW Mailing List <nw-mailing-list at nwhs.org> wrote:

Matt,

The last five A's when built, numbers 1238-42, were equipped with the lightweight rods and reciprocating parts with roller bearing connections to enhance long distance running. They were very successful and were built primarly for troop train and passenger service, when needed.

The Class J's were all equipped with this type of rods and bearings allowing them to be assigned to Roanoke and dispatched to Norfolk and Cincinnati on these runs with a minimum of servicing. The five A's could perform similarly on extended runs on troop and passenger service. Beginning in 1955 with the inauguration of time freights 77 and 78, these engines ran to Petersburg and back to Roanoke, and also between Roanoke and Portsmouth, without engine change.

Official N&W literature stated that the Timken lightweight reciprocating parts resulted in a weight reduction of 38 percent from the original type used. The advantages listed was greater reliability, increased availability, lower roundhouse maintenance cost, reduction of hammer blow on the rails, and longer runs without lubrication servicing.

The only other modification required was the counterweights on the driving wheels had to be changed. There was an increased cost to build these five A's when compared to the three A's built at the same time using conventional rods.

Bud Jeffries

----- Original Message ----- From: "NW Mailing List" <nw-mailing-list at nwhs.org>
To: "NW Mailing List" <nw-mailing-list at nwhs.org>
Sent: Friday, December 11, 2009 8:40 AM
Subject: A class and Lightweight rods



Were the lightweight rods applied to the last A's a successful application? How was success measured and what was the business / operational reason behind it?

What other changes to the locomotive were required to accomodate the rods?

Matt Goodman
Columbus OH





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From nw-mailing-list at nwhs.org  Mon Dec 14 16:14:10 2009
From: nw-mailing-list at nwhs.org (NW Mailing List)
Date: Mon, 14 Dec 2009 13:14:10 -0800 (PST)
Subject: N&W 6175 SD40-2 Update
Message-ID: <401600.46420.qm@web63102.mail.re1.yahoo.com>

Good evening,

I was able to find an image of the 6715 horn (5 chime).  In Diesel Era, they refer to the logos
as yellow.  Is it more of a yellow (CSX Yellow) or gold?  I've seem some models where it appears to be like
a one shot imitation type gold.  Any info is greatly appreciated.

Bill



      
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From nw-mailing-list at nwhs.org  Mon Dec 14 17:24:30 2009
From: nw-mailing-list at nwhs.org (NW Mailing List)
Date: Mon, 14 Dec 2009 17:24:30 EST
Subject: N&W 6175 SD40-2 Update
Message-ID: <bfe.72cb3ecc.3858151e@aol.com>

Bill,

The correct color is Dulux Gold.

Thanks,

Richard D. Shell
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From nw-mailing-list at nwhs.org  Mon Dec 14 20:14:12 2009
From: nw-mailing-list at nwhs.org (NW Mailing List)
Date: Mon, 14 Dec 2009 20:14:12 -0500
Subject: Bedford Station
Message-ID: <20091215011434.ILRL1624.eastrmmtao102.cox.net@eastrmimpo03.cox.net>

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From nw-mailing-list at nwhs.org  Mon Dec 14 20:25:45 2009
From: nw-mailing-list at nwhs.org (NW Mailing List)
Date: Mon, 14 Dec 2009 20:25:45 -0500
Subject: N&W 6175 SD40-2 Update
Message-ID: <COL117-W480BC50553AB7A547582E48A880@phx.gbl>



Hello Bill,

 

The horn on the 6175 (at least as delivered) would be a Leslie RS5T. Three chimes faced the long hood end as this unit was configured long hood forward.  These horns were the predominant standard on N&W EMD Diesels from the GP9's thru the SD50S's.  The only exception on the EMD's I can think of would be the split horns on the as-delivered High Hood GP30's.  They were converted later to the RS5T.

 

If you're doing this research in pursuit of a modeling project Details West offers the parts as #191 in HO Scale.  If it is for another scale, maybe some O or N-scalers can chime into the discussion (pun intended).

 

If you would like to hear the "voice" of the Leslie RS5T there are some videos of nicely restored Leslie RS5T's demonstrated on Youtube.com at various horn honking events.  Go on youtube and search under N&W Leslie RS5T.

 

Thank Ya'n Out,

Chris Dalton

Bluefield, WV 









 

 








 		 	   		  
_________________________________________________________________
Hotmail: Free, trusted and rich email service.
http://clk.atdmt.com/GBL/go/171222984/direct/01/
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From nw-mailing-list at nwhs.org  Mon Dec 14 20:20:54 2009
From: nw-mailing-list at nwhs.org (NW Mailing List)
Date: Mon, 14 Dec 2009 20:20:54 -0500
Subject: N&W in 1910--Dingess tunnel
References: <C7B8B57838C5498BB46D552C703E11BF@DellVostro>
	<04F1DF013003034193915EE0CCEA9A910133F8C535@SWEC9924.w-intra.net>
Message-ID: <93350A5872BD4C73877CCC3574D1E2AB@StudyComputer>

Ed

  All the Big Sandy line tunnels are single track bores. None where ever built to handle two tracks.
When they double tracked the line they just added new single track bore beside the existing tunnel.
or built a line around the tunnel.or left as a single track tunnel

Tunnel No. 1  is and always has been single track
Tunnel No. 2 One track through the tunnel one built around. Now both go around. (Heartland Corridor)
Tunnel No. 3  is and always has been single track
Tunnel No. 4  is and always has been single track
Tunnel No. 5 has two separate bores only one in use now
Tunnel No. 6 One track through the tunnel one built around. Tunnel now abandoned
Tunnel No. 7 has two separate bores only one in use now

Larry Evans
Kenova, WV

  ----- Original Message ----- 
  From: NW Mailing List 
  To: 'NW Mailing List' 
  Sent: Monday, December 14, 2009 1:15 PM
  Subject: RE: N&W in 1910--Dingess tunnel


  Gordon,

  Is not at least one tunnel on the Big Sandy line single track?  I've not been up US-52 since before 2002 (I took that route up and back often to visit my parents in Columbus, OH  when I lived in the Carolinas)  but if my memory serves me correctly at least one of the tunnels is single track only never having been built with the needed clearance for a 2nd track.  ??

   

  Best regards,

  Ed Painter - Narrows, VA (living in Russellville, AR)

   

  From: nw-mailing-list-bounces at nwhs.org [mailto:nw-mailing-list-bounces at nwhs.org] On Behalf Of NW Mailing List
  Sent: Sunday, December 13, 2009 11:45 AM
  To: 3N&W Mailing List
  Subject: N&W in 1910--Dingess tunnel

   

  Bluefield Daily Telegraph
  June 30, 1910

   

  SPEND THOUSANDS ON OLD DINGESS TUNNEL

  ------

  Norfolk and Western Will Preserve Twelve Pole Valley Line to Carry Back Empties

      The action of the Norfolk and Western in spending an immense sum of money in putting an arch in the Dingess tunnel from end to end dissipates the theory not long since expressed that the old Twelve Pole Valley Line would be abandoned.

      For about a year contractors have been busy on this work, and thousands of tons of brick and concrete have been consumed in the work.

      With the exception of a moderate quantity of local freight and passenger traffic, the old line is now used for the purpose of carrying empties back to the coal fields after having taken their tonnage of coal and coke to the markets in the northwest.

      Owing to the heavy grades and sharp curves which abound on the Twelve Pole Line, all heavy freight trains and all through passenger trains are run over the Big Sandy Line.

      There is still a good quantity of timber on the head waters of Twelve Pole and plenty of good coal.  It is believed, however, if there were neither of these commodities in evidence the road would be preserved for the double track purposes it will now will serve.

  ------

  [The six-mile grade of one percent or more against loaded coal trains on the original single-track Twelve Pole mainline extended completely through the 3327-foot-long Dingess Tunnel.  The single-track Big Sandy Low Grade Line was opened in December 1904 and was 24.20 miles shorter than the Twelve Pole line.  The N&W completed double tracking of the Big Sandy line  in 1925 and then abandoned the 54.49 miles of the Twelve Pole line between Lenore and Wayne on September 2, 1933.  The N&W's 1933 Annual Report states, "Removal of the rails, ties and other items of value on this line was competed in November, 1933, and 53.78 miles of abandoned right-of-way were conveyed to the State of West Virginia for highway purposes."  For those who may have missed the links where they were first posted here, one can experience a motorcycle ride on the state road over the old Twelve Pole line including Dingess and Breeden tunnels by checking out the following:

   

      http://www.youtube.com/watch?v=Xu7yGiS54D0

   

      http://www.youtube.com/watch?v=ONCos2I2wTY&feature=related]

   

  Gordon Hamilton



------------------------------------------------------------------------------


  ________________________________________
  NW-Mailing-List at nwhs.org
  To change your subscription go to
  http://list.nwhs.org/mailman/options/nw-mailing-list
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From nw-mailing-list at nwhs.org  Tue Dec 15 08:17:35 2009
From: nw-mailing-list at nwhs.org (NW Mailing List)
Date: Tue, 15 Dec 2009 08:17:35 -0500
Subject: Bedford Station
In-Reply-To: <20091215011434.ILRL1624.eastrmmtao102.cox.net@eastrmimpo03.cox.net>
References: <20091215011434.ILRL1624.eastrmmtao102.cox.net@eastrmimpo03.cox.net>
Message-ID: <C1DC08AB-58F5-40A0-B3AB-06F0C17F51B6@rev.net>

The slate roof on Salem was still present until about 15-20 years  
ago, when the City (who owns the building) had it replaced with a  
shingle roof, for what reason, I do not know.

The second item in the list should probably be Graham instead of  
Graton. The Buena Vista station also appeared to be the same general  
design, and was completed just slightly after Salem if I recall  
corrrectly. Salem opened for business in February 1891.

Ken Miller

On Dec 14, 2009, at 8:14 PM, NW Mailing List wrote:

> Another piece of the puzzle. Perhaps this answers the question  
> about the original roof ??
>
>
> From The Philadelphia Real Estate Record and Builders' Guide,  
> Wednesday, May 21, 1890, p.290:
>
> "Geo. T. Pearson, architect, 427 Walnut Street, Phila., has  
> completed plans for a three-story house, at De Land, Florida, for  
> J.B. Stetson, Fourth and Montgomery Ave., Phila. Dimensions, 53x56  
> feet, style of architecture, Spanish, with arcade porches. To have  
> all modern conveniences of a Northern home, contracts let; also  
> plans finished for alterations to the residence of Mr. Heebner, at  
> Chestnut Hill, addition to dining room, new kitchen, new hall, etc.  
> with other interior alterations, contracts not let. Also plans  
> under way for alteration to the residence of Mr. Alburger, at  
> School Lane, Germantown, consisting of addition to dining room and  
> kitchen, and large additions to third-story, contracts not let.  
> Also plans being made for several new Railroad stations for Norfolk  
> and Western Railroad at Bluefield, Va., Graton, Va., Salem, Va.,  
> Richlands, Va., Bedford, Va., and Bristol, Tenn. To be built of  
> stone, with green-slate roofs, enclosure walls, plumbing, etc. All  
> first-class, necessary to make them the best of the kind. Contracts  
> not let."
>
> Thanks,
> Betty
> ________________________________________
> NW-Mailing-List at nwhs.org
> To change your subscription go to
> http://list.nwhs.org/mailman/options/nw-mailing-list
> Browse the NW-Mailing-List archives at
> http://list.nwhs.org/pipermail/nw-mailing-list/

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From nw-mailing-list at nwhs.org  Tue Dec 15 11:04:03 2009
From: nw-mailing-list at nwhs.org (NW Mailing List)
Date: Tue, 15 Dec 2009 11:04:03 -0500
Subject: Bluefield Passenger Station.
Message-ID: <9649A906D5E944E8B0F987E0724E106E@Gene>

I would very much like to have a floor plan of the Bluefield W. Va,  passenger station prior to it having been rebuilt I believe around 1901. What must I do to acquire such a copy?

Thank you;
Gene Arnold
Gloucester, Va. 
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From nw-mailing-list at nwhs.org  Tue Dec 15 13:32:05 2009
From: nw-mailing-list at nwhs.org (NW Mailing List)
Date: Tue, 15 Dec 2009 10:32:05 -0800 (PST)
Subject: Station design and construction
In-Reply-To: <mailman.1.1260896410.64067.nw-mailing-list@nwhs.org>
Message-ID: <807685.44911.qm@web30105.mail.mud.yahoo.com>

On Dec 14, 2009, at 8:14 PM, NW Mailing List wrote:

> Another piece of the puzzle. Perhaps this answers the question  
> about the original roof ??
>
>
> From The Philadelphia Real Estate Record and Builders' Guide,  
> Wednesday, May 21, 1890, p.290:
>
> "Geo. T. Pearson, architect, 427 Walnut Street, Phila., has  
> completed plans for a three-story house, at De Land, Florida, for  
> J.B. Stetson, Fourth and Montgomery Ave., Phila. Dimensions, 53x56  
> feet, style of architecture, Spanish, with arcade porches. To have  
> all modern conveniences of a Northern home, contracts let; also  
> plans finished for alterations to the residence of Mr. Heebner, at  
> Chestnut Hill, addition to dining room, new kitchen, new hall, etc.  
> with other interior alterations, contracts not let. Also plans  
> under way for alteration to the residence of Mr. Alburger, at  
> School Lane, Germantown, consisting of addition to dining room and  
> kitchen, and large additions to third-story, contracts not let.  
> Also plans being made for several new Railroad stations for Norfolk  
> and Western Railroad at Bluefield, Va., Graton, Va., Salem, Va.,  
> Richlands, Va., Bedford, Va., and Bristol, Tenn. To be built of  
> stone, with green-slate roofs, enclosure walls, plumbing, etc. All  
> first-class, necessary to make them the best of the kind. Contracts  
> not let."
>
> Thanks,
> Betty


Date: Tue, 15 Dec 2009 08:17:35 -0500
From: NW Mailing List <nw-mailing-list at nwhs.org>
Subject: Re: Bedford Station

The slate roof on Salem was still present until about 15-20 years  
ago, when the City (who owns the building) had it replaced with a  
shingle roof, for what reason, I do not know.

The second item in the list should probably be Graham instead of  
Graton. The Buena Vista station also appeared to be the same general  
design, and was completed just slightly after Salem if I recall  
corrrectly. Salem opened for business in February 1891.

Ken Miller



December 15, 2009

The decision to replace a slate roof with ashphalt shingles or raised-seam metal is cost.  A slate roof is the most durable but also the most expensive to maintain because frequent maintenance is required to replace cracked shingles.  This is a labor intensive process.

It will be interesting to learn whether the variation in station design on the N&W was driven by periodic changes in the architectural firm hired to create construction plans.  Would anyone know if Geo. T. Pearson, Architect, was still an N&W contractor during the 1910s?  Also, I wonder if John P. Pettyjohn & Co. was the builder of Salem, Bedford, and other 1890s N&W structures.

Happy holidays!

Frank Scheer
f_scheer at yahoo.com


From nw-mailing-list at nwhs.org  Tue Dec 15 21:22:09 2009
From: nw-mailing-list at nwhs.org (NW Mailing List)
Date: Tue, 15 Dec 2009 21:22:09 -0500
Subject: N&W in 1910--Dingess tunnel
In-Reply-To: <93350A5872BD4C73877CCC3574D1E2AB@StudyComputer>
References: <C7B8B57838C5498BB46D552C703E11BF@DellVostro>
	<04F1DF013003034193915EE0CCEA9A910133F8C535@SWEC9924.w-intra.net>
	<93350A5872BD4C73877CCC3574D1E2AB@StudyComputer>
Message-ID: <04F1DF013003034193915EE0CCEA9A910133F8C53A@SWEC9924.w-intra.net>

Thanks Larry........  I looked at Prince's N&W book when I got home last night.  It basically gives the same information.  It's a really interesting piece of railroad.  All the single track tunnels could make dispatching interesting when traffic volume is up.  Thanks again.

Ed Painter - Narrows, VA (living in Russellville, AR)

From: nw-mailing-list-bounces at nwhs.org [mailto:nw-mailing-list-bounces at nwhs.org] On Behalf Of NW Mailing List
Sent: Monday, December 14, 2009 7:21 PM
To: NW Mailing List
Subject: Re: N&W in 1910--Dingess tunnel

Ed

  All the Big Sandy line tunnels are single track bores. None where ever built to handle two tracks.
When they double tracked the line they just added new single track bore beside the existing tunnel.
or built a line around the tunnel.or left as a single track tunnel

Tunnel No. 1  is and always has been single track
Tunnel No. 2 One track through the tunnel one built around. Now both go around. (Heartland Corridor)
Tunnel No. 3  is and always has been single track
Tunnel No. 4  is and always has been single track
Tunnel No. 5 has two separate bores only one in use now
Tunnel No. 6 One track through the tunnel one built around. Tunnel now abandoned
Tunnel No. 7 has two separate bores only one in use now

Larry Evans
Kenova, WV

----- Original Message -----
From: NW Mailing List<mailto:nw-mailing-list at nwhs.org>
To: 'NW Mailing List'<mailto:nw-mailing-list at nwhs.org>
Sent: Monday, December 14, 2009 1:15 PM
Subject: RE: N&W in 1910--Dingess tunnel

Gordon,
Is not at least one tunnel on the Big Sandy line single track?  I've not been up US-52 since before 2002 (I took that route up and back often to visit my parents in Columbus, OH  when I lived in the Carolinas)  but if my memory serves me correctly at least one of the tunnels is single track only never having been built with the needed clearance for a 2nd track.  ??

Best regards,
Ed Painter - Narrows, VA (living in Russellville, AR)

From: nw-mailing-list-bounces at nwhs.org [mailto:nw-mailing-list-bounces at nwhs.org] On Behalf Of NW Mailing List
Sent: Sunday, December 13, 2009 11:45 AM
To: 3N&W Mailing List
Subject: N&W in 1910--Dingess tunnel

Bluefield Daily Telegraph
June 30, 1910

SPEND THOUSANDS ON OLD DINGESS TUNNEL
------
Norfolk and Western Will Preserve Twelve Pole Valley Line to Carry Back Empties
    The action of the Norfolk and Western in spending an immense sum of money in putting an arch in the Dingess tunnel from end to end dissipates the theory not long since expressed that the old Twelve Pole Valley Line would be abandoned.
    For about a year contractors have been busy on this work, and thousands of tons of brick and concrete have been consumed in the work.
    With the exception of a moderate quantity of local freight and passenger traffic, the old line is now used for the purpose of carrying empties back to the coal fields after having taken their tonnage of coal and coke to the markets in the northwest.
    Owing to the heavy grades and sharp curves which abound on the Twelve Pole Line, all heavy freight trains and all through passenger trains are run over the Big Sandy Line.
    There is still a good quantity of timber on the head waters of Twelve Pole and plenty of good coal.  It is believed, however, if there were neither of these commodities in evidence the road would be preserved for the double track purposes it will now will serve.
------
[The six-mile grade of one percent or more against loaded coal trains on the original single-track Twelve Pole mainline extended completely through the 3327-foot-long Dingess Tunnel.  The single-track Big Sandy Low Grade Line was opened in December 1904 and was 24.20 miles shorter than the Twelve Pole line.  The N&W completed double tracking of the Big Sandy line  in 1925 and then abandoned the 54.49 miles of the Twelve Pole line between Lenore and Wayne on September 2, 1933.  The N&W's 1933 Annual Report states, "Removal of the rails, ties and other items of value on this line was competed in November, 1933, and 53.78 miles of abandoned right-of-way were conveyed to the State of West Virginia for highway purposes."  For those who may have missed the links where they were first posted here, one can experience a motorcycle ride on the state road over the old Twelve Pole line including Dingess and Breeden tunnels by checking out the following:

    http://www.youtube.com/watch?v=Xu7yGiS54D0

    http://www.youtube.com/watch?v=ONCos2I2wTY&feature=related]

Gordon Hamilton
________________________________
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From nw-mailing-list at nwhs.org  Tue Dec 15 22:15:40 2009
From: nw-mailing-list at nwhs.org (NW Mailing List)
Date: Tue, 15 Dec 2009 22:15:40 -0500
Subject: N&W in 1910--Pocahontas division
Message-ID: <C17427F9C6424EE7A521FD9105F1B9E7@DellVostro>

Bluefield Daily Telegraph
July 1, 1910

PUSHING WORK ON TUNNEL CONTRACTS
------
Pocahontas Division Fast Becoming One of Best and Busiest Places of Road in the Country
    The work on the various tunnel contracts in the field along the Pocahontas division of the Norfolk and Western is being pushed.  In every case the rock has been exposed and passengers going through the section where the work is being done have a chance to see the amount of track which will be cut out and the distances which will be saved as well as the curves which will be cut out.  In a few years the Pocahontas division will well earn the name of the tunnel division, but this name it can afford to carry as from an operation standpoint the road will be almost perfect.  The expense of hauling coal trains over long curves will be done away with and the addition of new and larger engine equipment, such as is seen in the Mallet engines, will make the division the best division in the country when the amount of freight originating on it and the cost of assembling and movement is taken into consideration.  At the present time there is perhaps more freight originated along the lines of the Pocahontas division than along the same amount of any railroad in the world.  The cost of moving it is not comparatively large but this cost will be reduced until a minimum is reached and if electrification ever takes the place of steam the absence of curves will give the road a big advantage.
    There is only one thing lacking to make the road an even bigger revenue producer.  If a trolley line could be built from Bluefield to Welch to take care of the short passenger traffic, the road could get away from the delays and waits caused by the running of passenger trains with the result that freight could be moved even more economically.  In addition to this the through traffic of the road would be bettered by bringing to the section people who would take much more pleasure in making their trips through the field by electricity as they could make them quicker.  That result would be they would make the trips to this section more frequently and the few long hauls would more than pay for the many short hauls.
    The trolley line would benefit every village it went through and the Norfolk and Western being the only railroad to pass through the section could not help but reap more of the benefits which the smaller towns would receive.
------
Gordon Hamilton
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From nw-mailing-list at nwhs.org  Wed Dec 16 20:51:57 2009
From: nw-mailing-list at nwhs.org (NW Mailing List)
Date: Wed, 16 Dec 2009 20:51:57 -0500
Subject: N&W in 1910--Heavy traffic
Message-ID: <E472B43B13C4499C833F53566D19FCA6@DellVostro>

Bluefield Daily Telegraph
July 3, 1910

IN CITY AND COALFIELD
------
Heavy Express Business
    The Southern Express company did the largest business locally yesterday that it has ever done in its history in the city.  Even the heaviest Christmas shipments of former years were exceeded and late into the night the men were kept at work consigning express to the various consignees.  Over 100 kegs of ice cream were shipped from this city while several thousand watermelons were shipped to all parts of the field.  All kinds of produce was constantly on the go while the brewery shipments to out-of-town buyers were heavier than in former years.  Fourth of July week is always a busy week but the Christmas weeks have heretofore held all records.
------
[I don't know whether the ice cream was produced in Bluefield or where the watermelons came from, but Bluefield had a really large brewery to quench summer thirsts (until Prohibition) as shown by the attached picture.]
------
Extra Coaches on All Trains
    Yesterday every train leaving the city carried a large number of passengers going to their homes for the Fourth.  Others left for various cities where they will take in the ball games while many went away just to spend a day in the country where they could visit friends.  Extra coaches were put on every through train.
------
Gordon Hamilton
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From nw-mailing-list at nwhs.org  Wed Dec 16 23:00:53 2009
From: nw-mailing-list at nwhs.org (NW Mailing List)
Date: Wed, 16 Dec 2009 22:00:53 -0600 (CST)
Subject: N&W in 1910--Heavy traffic
Message-ID: <443514780.271200.1261022453411.JavaMail.root@vms246.mailsrvcs.net>

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From nw-mailing-list at nwhs.org  Thu Dec 17 00:33:47 2009
From: nw-mailing-list at nwhs.org (NW Mailing List)
Date: Thu, 17 Dec 2009 00:33:47 -0500
Subject: Needing Baldwin Builder's number for N&W S1 0-8-0 #276
Message-ID: <ddafb6fe0912162133r26a664au8b0519ed69b5dfe8@mail.gmail.com>

Thank you for your help. Do you happen to know also know what month
and whether it was built in Philadelphia or Eddystone?

Thanks,
Adam Wright

From nw-mailing-list at nwhs.org  Thu Dec 17 08:48:15 2009
From: nw-mailing-list at nwhs.org (NW Mailing List)
Date: Thu, 17 Dec 2009 08:48:15 -0500
Subject: Needing Baldwin Builder's number for N&W S1 0-8-0 #276
References: <ddafb6fe0912162133r26a664au8b0519ed69b5dfe8@mail.gmail.com>
Message-ID: <25290EC424534EAE833BAAFD709923C7@lewisdl0ls5whv>

The 276 had builder's number 74045, constructed in October 1948 by Baldwin. 
Don't know if Baldwin's location was differnet from Eddystone.

Bud Jeffries

----- Original Message ----- 
From: "NW Mailing List" <nw-mailing-list at nwhs.org>
To: <nw-mailing-list at nwhs.org>
Sent: Thursday, December 17, 2009 12:33 AM
Subject: Needing Baldwin Builder's number for N&W S1 0-8-0 #276


> Thank you for your help. Do you happen to know also know what month
> and whether it was built in Philadelphia or Eddystone?
>
> Thanks,
> Adam Wright
> ________________________________________
> NW-Mailing-List at nwhs.org
> To change your subscription go to
> http://list.nwhs.org/mailman/options/nw-mailing-list
> Browse the NW-Mailing-List archives at
> http://list.nwhs.org/pipermail/nw-mailing-list/
> 



From nw-mailing-list at nwhs.org  Thu Dec 17 08:59:38 2009
From: nw-mailing-list at nwhs.org (NW Mailing List)
Date: Thu, 17 Dec 2009 08:59:38 -0500
Subject: "Taking Twenty" with the Virginian Brethren
Message-ID: <4B2A394A.9070501@vt.edu>

Last night I had the pleasure of "Takin' Twenty" with nine of the Brethren 
and Friends of the Virginian Railway. I showed the Brethren a Thank You 
Letter from the Roanoke Chapter NRHS for their generous donation to the 
Virginian Station Project in memory of Elbert Miller.

I told the Brethren that Louis Newton recently told me about a Virginian 
Railway Section Foreman, east of Roanoke, finishing his shift on November 
30, 1959, going home and passing away. This was just minutes before the VGN 
passed away and became part of the N&W. None of the Brethren knew of the 
story. Anybody out there know anything about this?

A photo was passed around of a brand new CSX Chevy high rail pickup (only 
400 miles on the odometer) that was crushed by blown over trees while the 
maintainer was repairing a rail joint bond wire somewhere near Parkersburg, 
WV. Landon Gregory speculated that it would have caused a derailment if the 
incident had happened in front of a moving train. This prompted Scotty to 
tell of a VGN yard conductor, Charlie Thacker, who was cutting down a tree 
for firewood and it fell on top of his truck. He said Charlie got a lot of 
kidding about "cutting up the firewood BEFORE he put it in his pickup".

This somehow caused the Brethren to talk about the consumption of spirits 
while working on the VGN. Landon recalled one trainman who was always 
eating an orange and feeling good. Seems that he would squeeze the juice 
out of an orange replace it with Vodka. Another crew were always drinking 
Coca Colas. Their secret was to empty out half of the cola and replace it 
with booze. Landon also recalled deadheading a train and it stopped just 
past a road crossing at Suffolk. Conveniently, the ABC store was just 
across the street. Conductor C. V. Ezelle had a system worked out on 
Saturdays when the ABC store closed at 2PM in Victoria. If he felt he his 
local couldn't make it to Victoria by 2, he would call Agent Finch at 
Alberta and give him a code that cause Finch to purchase 2 "Virginia 
Gentlemen" to board at Alberta. Landon said that one of the "gentlemen" 
would be wiped out by the time the train got to Victoria.

I showed the Brethren a clip from Monday's "Roanoke Times" from "100 years 
Ago Today": "A freight train left Roanoke this morning over the Virginian 
Railroad with one hundred and twenty loaded cars. It was a record-breaker".

Also passed around was the latest issue (Nov./Dec.) of "Biz/NS". One 
highlight in it is the NS Police security role in the G-20 meeting recently 
held in Pittsburgh, with representatives from all over the world. Raymond 
East commented that this is really a long way "from the VGN special agent 
who could not track an elephant in the snow". Also passed around was my 
report on last Saturday's Candy Cane Shifter at the 9th Street Roanoke 
Chapter NRHS. We safely gave rides to 188 men, women and children from as 
far away as Waynesboro, Huddleston, Martinsville and Abington. About noon, 
the NS crew delivered the Chapter's 0-6-0 tank engine EJ Lavino #34 from 
VMT to the end of our siding. The Chapter is trading the #34 for the N&W 
Mike #1118. After the 8th run of the "Shifter" about 4:30 PM, the #34 was 
coupled to the N&W caboose. Our resourceful mechanical department staff 
"fired up" the EJ Lavino #34. With oily rags smoldering in the firebox, she 
crossed 9th Street on the rear of the Christmas train. The "whishing" sound 
of the tank engine's exhaust of cylinders, along with the smoke pouring out 
her stack, caused the waiting motorists to think she was pushing the train 
under steam power...

I handed out NS pins donated to the Brethren by Bill Honeycutt. Also given 
out was the new VGN "Friends of the Virginian Railway" "Takin' Twenty" 2010 
calendar.

I shared with the Brethren the following that Rail Photographer "Wizzy" 
Strom passed on to me: "If time is a train rollin' down the track, every 
minute is a box car that don't come back!".

Time to pull the pin on this one!

Departing Now from V248,

Skip Salmon

__._,_.___

From nw-mailing-list at nwhs.org  Thu Dec 17 09:05:22 2009
From: nw-mailing-list at nwhs.org (NW Mailing List)
Date: Thu, 17 Dec 2009 09:05:22 -0500
Subject: N&W in 1910--Heavy traffic
References: <443514780.271200.1261022453411.JavaMail.root@vms246.mailsrvcs.net>
Message-ID: <8D668FBC06F64E189F99B3F06B93B49C@DellVostro>

Unfortunately, I have no other views.  The attachment was just an image (appears to be a picture postal card) that I downloaded some time ago.

Gordon Hamilton
  ----- Original Message ----- 
  From: NW Mailing List 
  To: nw-mailing-list at nwhs.org 
  Sent: Wednesday, December 16, 2009 11:00 PM
  Subject: Re: N&W in 1910--Heavy traffic


  Gordon,

  Are there photos of each side available?  This looks like another interesting structure to build.

  Getting back to the YMCA, brick by brick basement walls.

  Kurt S. Kramke


  Dec 16, 2009 09:17:32 PM, nw-mailing-list at nwhs.org wrote:

    Bluefield Daily Telegraph
    July 3, 1910

    IN CITY AND COALFIELD
    ------
    Heavy Express Business
        The Southern Express company did the largest business locally yesterday that it has ever done in its history in the city.  Even the heaviest Christmas shipments of former years were exceeded and late into the night the men were kept at work consigning express to the various consignees.  Over 100 kegs of ice cream were shipped from this city while several thousand watermelons were shipped to all parts of the field.  All kinds of produce was constantly on the go while the brewery shipments to out-of-town buyers were heavier than in former years.  Fourth of July week is always a busy week but the Christmas weeks have heretofore held all records.
    ------
    [I don't know whether the ice cream was produced in Bluefield or where the watermelons came from, but Bluefield had a really large brewery to quench summer thirsts (until Prohibition) as shown by the attached picture.]
    ------
    Extra Coaches on All Trains
        Yesterday every train leaving the city carried a large number of passengers going to their homes for the Fourth.  Others left for various cities where they will take in the ball games while many went away just to spend a day in the country where they could visit friends.  Extra coaches were put on every through train.
    ------
    Gordon Hamilton


----------------------------------------------------------------------------

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From nw-mailing-list at nwhs.org  Thu Dec 17 09:39:49 2009
From: nw-mailing-list at nwhs.org (NW Mailing List)
Date: Thu, 17 Dec 2009 09:39:49 -0500
Subject: Needing Baldwin Builder's number for N&W S1 0-8-0 #276
In-Reply-To: <25290EC424534EAE833BAAFD709923C7@lewisdl0ls5whv>
References: <ddafb6fe0912162133r26a664au8b0519ed69b5dfe8@mail.gmail.com>
	<25290EC424534EAE833BAAFD709923C7@lewisdl0ls5whv>
Message-ID: <61462BBF-88AB-4E13-AC4B-618418AC7151@rev.net>

Eddystone was the final location for Baldwin production, began to  
move from its Philadelphia location to the new works at Eddystone  
beginning in 1906, the Eddystone plant was completed about 1928 and  
all production was done there. The 276 was completed at Eddystone.

Ken Miller

On Dec 17, 2009, at 8:48 AM, NW Mailing List wrote:

> The 276 had builder's number 74045, constructed in October 1948 by  
> Baldwin. Don't know if Baldwin's location was differnet from  
> Eddystone.
>
> Bud Jeffries
>
> ----- Original Message ----- From: "NW Mailing List" <nw-mailing- 
> list at nwhs.org>
> To: <nw-mailing-list at nwhs.org>
> Sent: Thursday, December 17, 2009 12:33 AM
> Subject: Needing Baldwin Builder's number for N&W S1 0-8-0 #276
>
>
>> Thank you for your help. Do you happen to know also know what month
>> and whether it was built in Philadelphia or Eddystone?
>>
>> Thanks,
>> Adam Wright
>> ________________________________________
>> NW-Mailing-List at nwhs.org
>> To change your subscription go to
>> http://list.nwhs.org/mailman/options/nw-mailing-list
>> Browse the NW-Mailing-List archives at
>> http://list.nwhs.org/pipermail/nw-mailing-list/
>
>
> ________________________________________
> NW-Mailing-List at nwhs.org
> To change your subscription go to
> http://list.nwhs.org/mailman/options/nw-mailing-list
> Browse the NW-Mailing-List archives at
> http://list.nwhs.org/pipermail/nw-mailing-list/


From nw-mailing-list at nwhs.org  Fri Dec 18 13:37:27 2009
From: nw-mailing-list at nwhs.org (NW Mailing List)
Date: Fri, 18 Dec 2009 13:37:27 -0500
Subject: N&W in 1910--Devon
Message-ID: <299C114C359A4D24A22C91E3867299DB@DellVostro>

Bluefield Daily Telegraph
July 5, 1910

IN CITY AND COALFIELD
------
Devon Station Finished
    The new station at Devon is finished and the railroad has moved its offices from the freight car which it has occupied since the east end of the town burned several months ago.
------
Gordon Hamilton
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From nw-mailing-list at nwhs.org  Sat Dec 19 09:18:46 2009
From: nw-mailing-list at nwhs.org (NW Mailing List)
Date: Sat, 19 Dec 2009 09:18:46 -0500
Subject: Snow !!!!
Message-ID: <25463472F5534DD1AA4CFC9A3685D1BD@Gene>

Hey Boys and Girls!!!!!!!!
I hear that it might snow in Roanoke this weekend.....
What  say all yall ???????????

Gene Arnold 
Gloucester, Va.
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From nw-mailing-list at nwhs.org  Sat Dec 19 09:40:12 2009
From: nw-mailing-list at nwhs.org (NW Mailing List)
Date: Sat, 19 Dec 2009 09:40:12 -0500
Subject: N&W in 1910--Coaches derailed
Message-ID: <CE313921C95D461A8900D04A1A72DF9F@DellVostro>

Bluefield Daily Telegraph
July 6, 1910

IN CITY AND COALFIELD
------
Two Coaches Derailed
    Train No. 1* had a slight derailment at Bluestone Junction yesterday when two coaches next to the dining car left the track as a result of a split switch.  The train was making very slow speed at the time and as soon as the cars left the track the emergency brakes stopped the train.  Several of the passengers in the two coaches which left the track were slightly shaken up but no one was injured.  It took the wrecking crews nearly three hours to get the train on wheels and moving.  The derailment occurred just west of the Bluestone tower.
------
    *Lv. Lynchburg 6:45 a.m., Ar. Welch 3:39 p.m., making all stops exception Walton and Cooper--June 1915 Official Guide.

Gordon Hamilton
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From nw-mailing-list at nwhs.org  Sat Dec 19 21:02:17 2009
From: nw-mailing-list at nwhs.org (NW Mailing List)
Date: Sat, 19 Dec 2009 20:02:17 -0600 (CST)
Subject: Snow !!!!
Message-ID: <1210106368.574301.1261274537688.JavaMail.root@vms184.mailsrvcs.net>

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From nw-mailing-list at nwhs.org  Sat Dec 19 20:12:06 2009
From: nw-mailing-list at nwhs.org (NW Mailing List)
Date: Sat, 19 Dec 2009 20:12:06 -0500
Subject: Snow !!!!
In-Reply-To: <25463472F5534DD1AA4CFC9A3685D1BD@Gene>
References: <25463472F5534DD1AA4CFC9A3685D1BD@Gene>
Message-ID: <8CC4F2894872835-4C08-A00A@webmail-m036.sysops.aol.com>

And how! Haven't seen a train on the Valley Line all day. Two feet in 
Stuarts Draft.
Jeff Cornelius


-----Original Message-----
From: NW Mailing List <nw-mailing-list at nwhs.org>
To: nw-mailing-list at nwhs.org
Sent: Sat, Dec 19, 2009 9:18 am
Subject: Snow !!!!


Hey Boys and Girls!!!!!!!!
I hear that it might snow in Roanoke this weekend.....
What? say all yall ???????????
?
Gene Arnold
Gloucester, Va.

________________________________________
NW-Mailing-List at nwhs.org
To change your subscription go to
http://list.nwhs.org/mailman/options/nw-mailing-list
Browse the NW-Mailing-List archives at
http://list.nwhs.org/pipermail/nw-mailing-list/

  

From nw-mailing-list at nwhs.org  Sun Dec 20 07:46:30 2009
From: nw-mailing-list at nwhs.org (NW Mailing List)
Date: Sun, 20 Dec 2009 04:46:30 -0800 (PST)
Subject: Snow !!!!
In-Reply-To: <8CC4F2894872835-4C08-A00A@webmail-m036.sysops.aol.com>
Message-ID: <102222.76087.qm@web110807.mail.gq1.yahoo.com>

try driving a Fedex Ground van in it, trying to locate homes. tony putnam

--- On Sun, 12/20/09, NW Mailing List <nw-mailing-list at nwhs.org> wrote:


From: NW Mailing List <nw-mailing-list at nwhs.org>
Subject: Re: Snow !!!!
To: nw-mailing-list at nwhs.org
Date: Sunday, December 20, 2009, 1:12 AM


And how! Haven't seen a train on the Valley Line all day. Two feet in Stuarts Draft.
Jeff Cornelius


-----Original Message-----
From: NW Mailing List <nw-mailing-list at nwhs.org>
To: nw-mailing-list at nwhs.org
Sent: Sat, Dec 19, 2009 9:18 am
Subject: Snow !!!!


Hey Boys and Girls!!!!!!!!
I hear that it might snow in Roanoke this weekend.....
What? say all yall ???????????
?
Gene Arnold
Gloucester, Va.

________________________________________
NW-Mailing-List at nwhs.org
To change your subscription go to
http://list.nwhs.org/mailman/options/nw-mailing-list
Browse the NW-Mailing-List archives at
http://list.nwhs.org/pipermail/nw-mailing-list/

________________________________________
NW-Mailing-List at nwhs.org
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http://list.nwhs.org/mailman/options/nw-mailing-list
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http://list.nwhs.org/pipermail/nw-mailing-list/


      
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From nw-mailing-list at nwhs.org  Sun Dec 20 09:16:37 2009
From: nw-mailing-list at nwhs.org (NW Mailing List)
Date: Sun, 20 Dec 2009 09:16:37 EST
Subject: Snow in Vardoland
Message-ID: <cfc.6b5b93ea.385f8bc5@aol.com>

Hagerstown has 17.5 " of snow - heard 227 (on the scanner) go thru  
yesterday - today has been quiet.
 
Be careful shoveling - take frequent breaks.
 
Terry Marshall
Hagerstown, MD
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From nw-mailing-list at nwhs.org  Sun Dec 20 08:47:08 2009
From: nw-mailing-list at nwhs.org (NW Mailing List)
Date: Sun, 20 Dec 2009 08:47:08 -0500
Subject: N&W in 1910--Luggage
Message-ID: <89537E066EC24972AA9C4F55BC09C4B3@DellVostro>

Bluefield Daily Telegraph
July 8, 1910
[Two articles]

TRUNKS ATTRACT NOTICE
------
Twenty-eight Belonging to Mrs. H. C. Stuart Pass Through Bluefield
    The Stuart trunks arrived yesterday at Cleveland [Virginia, on the Clinch Valley line] and will be taken to the Stuart home at Elk Garden.  Twenty-eight in all, they gave the local baggage men all they could handle as they were piled into a Clinch Valley car yesterday morning at the Bluefield station.  Mrs. H. C. Stuart accompanied the trunks, going back to her Virginia home after a two years absence abroad.  Mrs. Stuart did not court publicity and would have passed through the city without notice if it had not been for the trunks.  It is an unusual sight to see so many trunks and when they are all consigned to one person the inquisitive always get to see the whys and wherefores of the occasion.  Since her return to this country from France Mrs. Stuart has spent the most of her time in New York, Washington and Richmond.  The Stuart trunks gained publicity in New York at the customs offices when they were brought here and under a new ruling of the customs officials their contents were found to be dutiable. Mrs. Stuart, who has traveled considerably, thought otherwise and a misunderstanding arose which was finally settled by the payment of the required duties when the trunks were released.
------
THE GRAHAM DAILY NEWS
------
Mrs. Stuart Goes Through
    Prominent among the passengers carried through Graham on No. 5 yesterday morning was Mrs. Henry C. Stuart, wife of the Hon. Henry C. Stuart, the wealthy Elk Garden landowner and candidate for congress from the Ninth district on the Democratic ticket this fall.  Mrs. Stuart was returning home from her two years trip abroad, where she was taken by her husband for treatment under French specialists.  It is said Mrs. Stuart was much benefited by the twenty-four months stay in Paris.  Among the servants accompanying Mr. Stuart yesterday to Elk Garden were three French maids and the party chatted fluently in French.  The friends of the Stuarts in southwestern Virginia will be very glad to know that Mrs. Stuart has returned home looking so well after her long siege of illness in Paris.
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Gordon Hamilton
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From nw-mailing-list at nwhs.org  Sun Dec 20 14:47:36 2009
From: nw-mailing-list at nwhs.org (NW Mailing List)
Date: Sun, 20 Dec 2009 14:47:36 -0500
Subject: Need a picture of Franklin power reverse gear builder's plate
Message-ID: <ddafb6fe0912201147h784bfd71xb117e54e43b5ee@mail.gmail.com>

Could anyone help me? I'm trying to make a CNC engraving of it for a
friend of mine and I can't seem to locate any.

Thanks,
Adam

From nw-mailing-list at nwhs.org  Sun Dec 20 21:12:10 2009
From: nw-mailing-list at nwhs.org (NW Mailing List)
Date: Sun, 20 Dec 2009 21:12:10 -0500
Subject: Cavalier and Pochahantas cars
Message-ID: <4B2ED97A.60503@vt.edu>

can anyone tell me what types of cars were in the Cavalier and Pochahantas 
trains? did the Arrow end up getting any baggage cars or head end cars

tony putnam