Carbo Yard

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I had no idea how big of an influence the Clinchfield was!  What year exactly did Sandy Ridge close, or at least became unused?


On Wednesday, June 18, 2014 6:53 AM, NW Mailing List <nw-mailing-list at nwhs.org> wrote:
 





Evan:
Carbo was a long time developing into a crew terminal.
Clinchfield had trackage rights on the N&W from St. Paul
to Carbo to work mines on the Dumps Creek Branch. CRR,
in fact, operated a mixed train on their N&W trackage
rights.

N&W crews did not recognize Carbo as a terminal,
meaning a crew could not tie up there.  But through
some trade-off, Clinchfield relinquished their mines on
the Dumps Creek Branch, which lead to the expansion
to Sandy Ridge Tunnel and beyond.  As work progressed,
the 16-hour law was in effect.  Two crews would report at
Norton.  One would go on duty there and the other would
be hauled dead-in-tow to Carbo.  If the crew going on duty
first would expire, the crew hauled to Carbo would tow it
back to Bristol.  Then on Saturday, the two crews would
fill out a time ticket, but never go to work.

After Sandy Ridge and expansion, crews accepted and
reported at Carbo for duty.  There were four mines
(at least) beyond Sandy Ridge tunnel known as "A",
"B", "C", and "D".  Mine runs would deliver mtys and assemble
loads.  One interesting piece of the operation--there
was a notable grade from the mines to the tunnel.  When
one of the mine runs was ready to return to Carbo with loads,
if another mine run was working other mines, it would cut off
its switching, run light to the loaded train and push it to the
top of the grade.                                           Harry Bundy  


 

 

  

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