July 22, 1966 - Radford Division Message, Clearance Card, Train Order

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I ran across some things in an old time book which you might like to see. So there is a PDF attached which has scans of a message (received at Bluefield,) and a Train Order and a Clearance Card (received at KV Tower, Kellysville,) all from July 22, 1966.

The train was Extra 925 East, a coal train called at 2:30AM at Bluefield, July 22. The Engine Crew was Engineman C H Neikirk and Fireman L.J. Adkins; the Train Crew was Conductor E.J. Higley, Head End Brakeman Stilton, and I was the Flagman. 
The weather was 58 degrees and clear when we reported. We had only a two-track double to make, instead of the usual three track double. We doubled 64 loads off of No. 3 Track to 173 loads on No. 1 track. That gave us a train of 237 loads X 0 Empties, 22752 tons. Leaving Bluefield, we had Engs 925-949-1116-1532. Caboose 518161.

THE MESSAGE -- At Bluefield, we received the message shown in the PDF. It instructed us to exchange our two rear engines for the two engines being used on the Whitethorn Helpers, the 1155 and 1524. The top line on a railroad message is called "the Service," and shows from what office the message originated, the personal sine of the Operator sending it, the personal sine of the operator receiving it, the town location from which sent and the date. In this case, the message was sent from "KD," the Radford Division Message Office, located adjacent to "R" Office, the Train Dispatchers Office, in the General office Building, Roanoke. The service shows that an Operator who sined "L" sent the message from KD, and an Operator who sined "SN" copied the message at "BF" office, which was the Pocahontas Division Train Dispatchers Office in Bluefield.  The message was copied in the Pokie Division office and sent by messenger to East Bluefield Yard Office for our train, because the N&W had abolish
 ed the Radford Division Operator's position when it closed "RD" Tower in 1962. The message is signed W.E.R., who was Superintendent William E. Ruby, and who is remembered as "the Wabash Superintendent who wanted to turn all N&W through freights into locals ! "

After doubling and brake testing our train, we departed Bluefield at 430 AM, crossed over to the Virginian at KV Kellysville, and made no further stops until Whitethorne.

THE CLEARANCE CARD. -- At KV we received a Clearance Card, signed by Operator Shelton (?,) whom I did not know. The entry "Block TC" means the block we were entering at KV was operated under Traffic Control Rules. Had the track we entered been operated under Automatic Block Rules but not Traffic Control rules, the entery would have read "Block Auto." Had the track we entered been operated under Manual Block rules, the entry on this line would have been either Clear or Permissive.

The retrospect of an additional 45 years of railroad experience tells me this Clearance Card is not really in proper form. It is addressed to "Conductor and Engineman TRAINS EAST," whereas it should have been addressed to Conductor and Engineman Extra 925 East. But none of us knew any better ...

THE TRAIN ORDER. -- The Train Order we received at KV was a slow order for track work between Salem and Glenvar, addressed to C&E Trains East.

The problem with this Train Order is that was issued on July 13, and we received it on July 22. Most railroads renewed their "standing orders" at Midnight, or as soon thereafter as practicable, giving them a new date and a new number. This precaution is taken to eliminate the possibility of confusion arising from a Train Dispatcher having to shuffle around in the past several days or weeks of entries in his Train Order Book, thereby overlooking something important. From this 9 day old Train Order, it appears that the N&W did not follow that practice.

MOSEYING ON DOWN THE ROAD. -- Anyway, our train, Extra 925 East, arrived at Whitethorne at 709AM and departed at 958 AM. The delay was letting No. 84 run around us and go first over the mountain, and exchanging engines with the Whitethorn Helper. Engineman W.H. Bill Moulse was the engineman on the Helper. Now, almost 60 years later, my calculated guess is that the Helper first shoved 84 over Merrimac, then came back and shoved our train. I did not record our time at Merrimac, but it was a 35 to 40 minute run up from Whitethorne, from whence we departed at 958 AM.

Our train ran the VGN to the VN Connection east of Salem, hit the West Roanoke Yard Board at 1103 AM, went down the Eastbound Main Line and cut the rear end off on that track, then pulled the head end into Track No. 2 Receiving Yard, stopping at 1129 AM, and I was relieved at 1135AM. My pay, for this 100 mile day in Through Freight Service, was $21.99, plus one hour Overtime $4.12, for a total of $26.11.

THE PREVIOUS DAY -- In case anyone may find it of interest, we (same crew) went west on Extra 697 West the previous day, Engs 697-785-1527-1549. Reported 1230 PM July 21, 1955, weather 95 Clear. Train of 26 loads X 107 Mtys on #7 Empty Side Yard, 5002 tons, departed WB 134 PM. By Elliston 223 PM, Christiansburg 305 PM. Delayed 20 mins pulling by slide fence between Spout Spring and Anzac. By Glen Lyn 330 PM.  Bluefield Yard Board 509 PM, relieved 530 PM. My pay was a basic 100 mile day: $21.99.

-- abram burnett
Derailed Old Brakezman, Now Used Turnip Salesman
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