FW: Cab Signals on N&W FM Trainmasters at Lamberts

[nw-mailing-list at nwhs.org]

  All the years I worked for N&W at Lambert's Point I  never saw any of the FM Trainmaster units working anything other than the  Roustabout or East End Jobs; that's not to say they didn't work other jobs, I  just never saw them elsewhere. The yard Harry was referring to, I think, was  the Retarder Yard located at the rear of LP but it had block type N&W  position light signals in place for the engine crew to read during the year I  was there. These signals were the "old" type N&W signals similar  to the PRR's in that they were not colored position lights; at least they  weren't the times I worked that job. The signals were operated by the conductor  and/or brakeman near the foot of the tower where the yardmaster that operated  the retarders was stationed. Ground crew had a small shack with a potbelly  stock in it next to the retarder yard tower.
  
    As for the FM units working the Hump, as we called it, which was more at the  head of the yard where loaded hoppers were shoved up the hill for dumping, the  only FM units I worked with there were from the VGN (H16-44's) and an  occasional P-Willie perhaps, from the P&WVA, forget their FM designation  (maybe H12-44's??).  These units for the most part worked the yard at Portlock.
  
  As for cab signals in the FM Trainmasters; I never worked with one of the  Trainmasters at LP so can't say for sure but I personally never heard any of  the engineers mention it.  This of course isn't to say they weren't so  equipped.  I forget where those engines came from, WAB I think (?). The  one good thing about those FM units was they operated short hood forward (short  hood being front) and so that stinking FM exhaust was behind you, until you  started backing up and/or the wind off Hampton Roads was blowing, then during  summer months it filled that cab at times.
  
  Larry Crocker
    
		
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