Green Flags on Train 5

Tue Sep 29 21:14:32 EDT 2015

Paul - 

I never worked on the CV – my only Pokey Division job was at Wilcoe Yard.  I did a little fanning on the CV; not as much as I’d have liked.

EdK

From: NW Mailing List 
Sent: Tuesday, September 29, 2015 3:33 PM
To: 'NW Mailing List' 
Subject: RE: Green Flags on Train 5

Ed-

I am a longtime fan of the CV, and it sounds like you worked on the CV at one time during your career.  If I may ask, what was your job when you worked there ?

Paul Mandelkern

Winter Park, FL

From: NW-Mailing-List [mailto:nw-mailing-list-bounces at nwhs.org] On Behalf Of NW Mailing List
Sent: Tuesday, September 29, 2015 11:57 AM
To: NW Mailing List
Subject: Re: Green Flags on Train 5

Harry - 

Where did CV trains’ running orders start from?  Bluefield or HQ?

EB tonnage rating from Boody up the river to Finney was 7500.  The rating from Finney to Honaker Tunnel was 2500.  The rating, as stated, was 3600 to Bluefield.  

The first day I was at Finney, first 88 had his 7500 out of Boody and came to Finney with the 2198.  Pushers 2180 (long) and 2118 (short) met him there.  They had followed #5, turning at Cedar Bluff and backing from there to Finney.  The 2180 was cut in ahead of the caboose and went all the way to Bluefield.  The 2118 was behind the caboose and kicked him up the hill to Honaker Tunnel and came back to Finney to get behind second 88.  #5 had the 563 that day.

Interesting place, fascinating operation.  You should have heard those two pushers passing Finney depot wide open, about 20 MPH.  

I’d heard single pushers at Walton and on Blue Ridge, but those two guys with the caboose between would vibrate your wishbone for sure.

EdKing

From: NW Mailing List via NW-Mailing-List 

Sent: Tuesday, September 29, 2015 10:01 AM

To: nw-mailing-list at nwhs.org 

Cc: NW Mailing List 

Subject: Re: Green Flags on Train 5

Reviewing N&W Pocahontas Div. Time Table #15

effective 4/29/51, which is probably a few years

before the photo of No. 5, I found that eastward, there

was No. 6, three 3rd class time freights (No. 86-No. 88

(except Sunday), and No. 84.  There was a 4th class

local freight Norton to Richlands (M-W-F).  West-

bound ?  There was only one train scheduled - No. 5.

Provided that a section following could closely mimic

No. 5's performance, there were benefits in advancing

westbounds.

The late Guy Kelly that served in engine service on the

CV told me that once the train picked up orders at "HQ"

(Bluefield, VA) orders were scanned for overdues, meets,

right overs, etc. because Furnace siding was only 8/10ths

of a mile away. Slow orders ?  They were put on the back

burner.

Ed King's "just the facts, mam" response to the Finney

pushers certainly makes sense.  The Y-5s and Y-6s

were good for 3600 tons Bluefield to St. Paul.  I had

considered maybe a 2nd section of 100 empty CRR

hoppers for St. Paul (2400 tons), but considering that

most CV passing sidings would barely chamber 100 cars,

and that eastbound tonnage trains would probably hold

the main track, it would be tough to squeeze No. 5 and

100 mtys into the same siding.                Harry Bundy

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