Flat Top Yard

[NW Mailing List]

Flat Top (2 words) Yard in the 1950s straddled the Virginia-West Virginia 
state line.  It consisted of 4 tracks that lay between the eastbound and 
westbound main lines.  At the west  end of the yard, the 4 tracks connected 
to a "throat" track which in turn connected to both the eastbound and 
westbound mains.  In other words, the 4 yard tracks could be reached from 
either main track.

 At the east end of the yard, the track arrangement was such that all 4 
tracks could be reached from the eastbound main, but only the 2 northernmost 
racks could be reached directly from the westbound main.

Near the middle of the yard, just west of the state line, a switch connected 
the westbound main line to the west end of 2 parallel spur tracks.

Just east of the state line, a switch connected the eastbound main line to 
the east end of a spur track.

A water tank was located on the south side of the tracks between the 
mainline switch at the east end of the yard and Bridge #843 over the 
Bluestone River.  Standpipes (sometimes called water columns) were located, 
one on the south side of the eastbound main and the other on the north side 
of the westbound main.

I do not recall for sure, but there may have been some MofW tool houses 
along the south side of the yard near the middle.

Mine shifters off the Bluestone Branch would set off their westbound loads 
at Flat Top to be picked up by through crews out of Bluefield en route to 
Williamson.    In addition, they would sometimes set off their east loads at 
Flat Top to be picked up by eastbound Elkhorn Turns that would "fill out" 
there.  On some occasions, empties might have been set off there.

Louis Newton



----- Original Message ----- 
From: <nw-mailing-list-request at nwhs.org>
To: <nw-mailing-list at nwhs.org>
Sent: Wednesday, November 25, 2009 12:03 PM
Subject: NW-Mailing-List Digest, Vol 49, Issue 47



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> Today's Topics:

>

>   1. RE: Flattop Yards (NW Mailing List)

>   2. Re: Radford 301 Station (NW Mailing List)

>   3. Re: Radford 301 Station (NW Mailing List)

>   4. Re: N&W in 1910--Mallet engine (NW Mailing List)

>   5. RE: Dwarf Signal Light Bulbs (NW Mailing List)

>   6. Re: piggyback question (NW Mailing List)

>

>

> ----------------------------------------------------------------------

>

> Message: 1

> Date: Wed, 25 Nov 2009 09:53:28 -0500

> From: NW Mailing List <nw-mailing-list at nwhs.org>

> Subject: RE: Flattop Yards

> To: Norfolk Western Mailing List <nw-mailing-list at nwhs.org>

> Message-ID: <COL103-W268CABECA30578C535142AF9C0 at phx.gbl>

> Content-Type: text/plain; charset="iso-8859-1"

>

>

> It seems that my msg got truncated -

>

>

>

> I gather that it was a marshalling point for coal loads going out and 

> empties coming back in for distribution to the mines. What else was it 

> used for?

>

>

>

> Dave Willis

>

> (blt 1962, c/n 4)

>

>

>

> To: nw-mailing-list at nwhs.org; nw-modeling-list at nwhs.org

> Subject: Flattop Yards

> Date: Wed, 25 Nov 2009 07:07:46 -0500

> From: nw-mailing-list at nwhs.org

>

>

>

>

> Lets go back to Flattop yards (just west of Bluefield) in the early 

> 1950's:

>

> What facilities or buildings were located there?

> Since this was in double track territory, is it safe to assume that the 

> westbound main was located with the eastbound main on one side and the 

> Bluestone River on the other side?

> Did the main lines both lay on the same side of the yard or were they 

> spaced apart with the yard in between?

> Do we have a drawing or sketch showing how was the yard laid out?

> I gather that it was

>

>

>

>

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> ------------------------------

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> Message: 2

> Date: Wed, 25 Nov 2009 09:41:28 -0500

> From: NW Mailing List <nw-mailing-list at nwhs.org>

> Subject: Re: Radford 301 Station

> To: nw-mailing-list at nwhs.org

> Message-ID: <8CC3BF481CCE91E-4954-F10A at webmail-m092.sysops.aol.com>

> Content-Type: text/plain; charset="us-ascii"

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>

>

>

>

> -----Original Message-----

> From: NW Mailing List <nw-mailing-list at nwhs.org>

> To: nw-mailing-list at nwhs.org

> Sent: Tue, Nov 24, 2009 10:48 pm

> Subject: Radford 301 Station

>

>

> The stations were probably numbered according to the mile post. The 

> Radford

> tation was probably at the N301 mile post. A lot of N&W railroad buildings 

> were

> umbered this way. The Scioto Division superintendents house on Waller 

> Street in

> ortsmouth had a zinc tag with the mile post building number over the front

> oor. Most permanent structures had such a tag near the main entry.

> Larry S.

> &W Signal Dept.

> aving consulted N&W's 1972 List of Stations and Sidings, there were 327

> entries if the Durham District, Shonondoah Division and others are

> included.  If state lines, Hyco Spur, and industrial sidings constructed

> after 1944 are excluded, it comes very close to 301.  The Accounting

> Department used station NUMBERS - each station was assigned a number-

> kinda like USPS's zippity-doo-dah code.  Ex: Roanoke is 10254 (254 mi.

> from Norfolk).  I though maybe Radford's station # would be 10301, but

> it's 15555.  If the station is off the main line, the first 2 digits 

> change.

>                                                       Harry Bundy

>

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> ------------------------------

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> Message: 3

> Date: Wed, 25 Nov 2009 10:08:38 -0500

> From: NW Mailing List <nw-mailing-list at nwhs.org>

> Subject: Re: Radford 301 Station

> To: "NW Mailing List" <nw-mailing-list at nwhs.org>

> Message-ID: <C7A8F4904A6449C882E280A3E82F7AFD at lewisdl0ls5whv>

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>

> The East Radford station, renamed Radford in 1938, is located between mile

> posts N300 and N301. Thanks,

>

> Bud Jeffries

>

> ----- Original Message ----- 

> From: "NW Mailing List" <nw-mailing-list at nwhs.org>

> To: <nw-mailing-list at nwhs.org>

> Sent: Tuesday, November 24, 2009 10:48 PM

> Subject: Radford 301 Station

>

>

>> The stations were probably numbered according to the mile post. The

>> Radford station was probably at the N301 mile post. A lot of N&W railroad

>> buildings were numbered this way. The Scioto Division superintendents

>> house on Waller Street in Portsmouth had a zinc tag with the mile post

>> building number over the front door. Most permanent structures had such a

>> tag near the main entry.

>>

>> Larry S.

>> N&W Signal Dept.

>> ________________________________________

>> NW-Mailing-List at nwhs.org

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>

>

>

>

> ------------------------------

>

> Message: 4

> Date: Wed, 25 Nov 2009 10:15:13 -0500

> From: NW Mailing List <nw-mailing-list at nwhs.org>

> Subject: Re: N&W in 1910--Mallet engine

> To: "NW Mailing List" <nw-mailing-list at nwhs.org>

> Message-ID: <9D70F47D821747928BE30D580D323074 at Gene>

> Content-Type: text/plain; charset="utf-8"

>

> Mr. A Hock is recorded in my roster book as having been hired 3 September, 

> 1896. I'm sure that my Dad, ( Fireman T.C. Arnold Sr. Hired 7/29/26, 

> deceased 12/17/50)

> worked with him from time to time. I spent many happy hours standing on 

> the Bluefield street corners, call office, and round house listening to 

> Railroad Jargon. These guys were my heroes, which included a hobo 

> introduced to me as "Uncle Sam" who was allowed, when in town, to stay in 

> Mr. Dailey's garage on Giles Street..

> Thanks again;

> Gene A.

>  ----- Original Message ----- 

>  From: NW Mailing List

>  To: NW Mailing List

>  Sent: Tuesday, November 24, 2009 4:28 AM

>  Subject: Re: N&W in 1910--Mallet engine

>

>

>  Alfred Hock.  He retired December 1, 1941.

>

>

>

>  ----- Original Message -----

>

>  ?

>

>

>

>    Kim;

>

>    If you don't mind telling me, what was your Great Grandfathers name?

>

>    I have my Father's 1942 seniority roster and time book for the 

> Pocohontas division and Bluefield yard that includes employ hire and 

> promotion that dates back to 1893. Also in his hand writing are listed the 

> crew members when he was out on the road.

>

>

>

>    Thank you;

>

>    Gene Arnold

>

>    Gloucester, Va.

>

>

>

>

>

> ------------------------------------------------------------------------------

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> ------------------------------

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> Message: 5

> Date: Wed, 25 Nov 2009 10:25:10 -0500

> From: NW Mailing List <nw-mailing-list at nwhs.org>

> Subject: RE: Dwarf Signal Light Bulbs

> To: 'NW Mailing List' <nw-mailing-list at nwhs.org>

> Message-ID:

> <04F1DF013003034193915EE0CCEA9A910131E1D69B at SWEC9924.w-intra.net>

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>

> I a similar type situation that likewise shows the horror of PC's 

> financial condition, while shooting trains on Horseshoe curve several 

> years ago I had pleasure of conversing with an retired individual who had 

> been in  management with NYC/PC/CR.  In discussing the poor mainline track 

> conditions (PC mainline track conditions were atrocious) that were so 

> widespread during the PC era he told of going into railroad yards and 

> tearing up good but unneeded trackage to salvage good crossties so the 

> Company could do essential mainline crosstie replacement .  PC couldn't 

> even afford to buy new crossties!

>

> Ed Painter - Narrows, VA - Currently living in Russellville, AR (also in 

> NE Ohio for 7 years during the PC and early CR era)

>

> -----Original Message-----

> From: nw-mailing-list-bounces at nwhs.org 

> [mailto:nw-mailing-list-bounces at nwhs.org] On Behalf Of NW Mailing List

> Sent: Tuesday, November 24, 2009 9:57 PM

> To: nw-mailing-list at nwhs.org

> Subject: Re: Dwarf Signal Light Bulbs

>

> I was told a story by a Conrail signal maintainer who was also a Penn 

> Central maintainer that money got so tight on PC that they were robbing 

> the back up lamps out of all of the company trucks to use in signals. They 

> only put bulbs in the outer lights and would omit the center bulbs, if 

> necessary.

>

> Larry S.

> N&W Signal Dept.

> ________________________________________

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>

>

> ------------------------------

>

> Message: 6

> Date: Wed, 25 Nov 2009 10:33:47 -0500

> From: NW Mailing List <nw-mailing-list at nwhs.org>

> Subject: Re: piggyback question

> To: "NW Mailing List" <nw-mailing-list at nwhs.org>

> Message-ID: <F699225E1D044C7EB83A7E1BE6E049C6 at StudyComputer>

> Content-Type: text/plain; charset="iso-8859-1"

>

> Just to ad a few things to Gordon's answer. Railway Age Oct and Dec 1955 

> reports. This

> was the first interline movement of common carrier trailers by railroads. 

> And was a joint N&W-PRR

> operation. coordinated by Rail-Trailer Company , Chicago. Initially the 

> N&W was to move these

> cars in regular freights. With plans for solid trains if they had the 

> volume.

>

> Larry Evans

>  ----- Original Message ----- 

>  From: NW Mailing List

>  To: NW Mailing List

>  Sent: Tuesday, November 24, 2009 9:09 PM

>  Subject: Re: piggyback question

>

>

>  N&W Magazine article titles in the NWHS online Archives database confirm 

> what I remember, viz., that the N&W used the same name as the PRR, i.e., 

> TrucTrain.  The article titles were: Vol. 33 No. 11, Oct. 1955, "N&W to 

> Inaugurate Service November 14, TrucTrain" and Vol. 33 No. 12, Dec. 1955, 

> "N&W Launches TrucTrain Service."

>

>  Gordon Hamilton

>    ----- Original Message ----- 

>    From: NW Mailing List

>    To: NW Mailing List

>    Sent: Tuesday, November 24, 2009 5:51 PM

>    Subject: piggyback question

>

>

>    I passed the information about piggyback service in the steam era to 

> another railfan who told me the only other photos from the period he had 

> seen were NKP Berkshires pulling TOFC consists.  He asked me if N&W had a 

> name for their trailer on flatcar service.  Can anyone answer this 

> question?

>

>    Southern originally called theirs COMAR - for COntainerized Motor and 

> Rail.  Seaboard was Razorback.  Some others were TrucTrain for Pennsy, 

> FlexiVan for NYC.  I think B&O was TOFCEE.

>

>    --Rick Morrison

>

>

>

>

>

>

> ----------------------------------------------------------------------------

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>

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>

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