Yeah Zug, we still get the bad order cards to use.
Awhile back we had an empty coal train that originates on a regional railroad (now owned by a Canadian road, not CN). They do the initial terminal air test, then drag it over to our connection. We boarded the train, found the air slip all in order. Did our ATC departure test, got a signal and left town.
About 170 miles and 10 hot box detectors later we were hit on two different cars, about 15 cars apart. I hadn't used the air brakes since leaving, just using throttle modulation and dynamics to control speed. The conductor went back and found that both car's brake cylinders wouldn't release. He also found a third car adjacent to one of them that still had a hand brake partially applied, but hadn't set off the detector.
When giving me the car numbers to report to the dispatcher, he said one of the cars that wouldn't release had a bad order card that was about one month old. The defect was for air brakes. I reported that, too.
Jeff
Paul_D_North_Jr Last June 2010 or so I drove past a boxcar in an unusual location - near a public road on a spur to an industry. A moment's glance revealed why - the bright orange-red and freshly placed "Bad Order" tag, referencing some problem with the brake equipment. Fortunately I had my camera, and knowing of the impending 'retirement' of them - and inspired by similar 'preservation of past practices pix' here and elsewhere - I took a couple of photos of the tag and the car. I'll need to retrieve them, post them to Flickr, and then post that link here, but maybe tonight or tomorrow I'll be able to do that. - Paul North.
Last June 2010 or so I drove past a boxcar in an unusual location - near a public road on a spur to an industry. A moment's glance revealed why - the bright orange-red and freshly placed "Bad Order" tag, referencing some problem with the brake equipment. Fortunately I had my camera, and knowing of the impending 'retirement' of them - and inspired by similar 'preservation of past practices pix' here and elsewhere - I took a couple of photos of the tag and the car. I'll need to retrieve them, post them to Flickr, and then post that link here, but maybe tonight or tomorrow I'll be able to do that.
- Paul North.
We're getting rid of shop tags???
In the olden (pre-me) times, conductors here used to carry BO tags. Now that's pretty much reserved for the car/mechanical department. (I think other RRs still let T&E use shop tags - UP comes to mind). Shop tags are very important. Nothing like being told by a yardmaster to move a shop car and they don't know why it is shopped. If it's shopped because the handbrake is no good - well, that is a pretty important piece of information that should be on the car, and not hidden in some computer program - IMO.
It's been fun. But it isn't much fun anymore. Signing off for now.
The opinions expressed here represent my own and not those of my employer, any other railroad, company, or person.t fun any
mudchicken Kind of amusing that only PDN & I can see the red flags being waived over the re-disovered track news article from yesterday 1/25 ....that is "wrong" on so many different levels.
Kind of amusing that only PDN & I can see the red flags being waived over the re-disovered track news article from yesterday 1/25 ....that is "wrong" on so many different levels.
MC, I don't quite understand. Do you mean they wouldn't or shouldn't have a legal right to operate on that track? Does it (or at least potentially) belong to someone else then? I read both versions of the article but I'm still a bit unsure what you mean.
PS Sorry about the small default font size. One of the moderators told me there is nothing I can do about it, and for now, neither can they. The 'powers that be' are aware of it, but so far, no luck correcting it.
Nance-CCABW/LEI
“Even if you are on the right track, you’ll get run over if you just sit there.” --Will Rogers
Whether you think you can, or you think you can't, you're right! --unknown
Oh good grief - just like if they 'found' bags of money laying on the street - "Must not belong to anyone, so we'll just take it home !" Oh, wait - that did happen in Philly a few years back . . . (fell from an armored car). But hey - even allowing for substantial omissions and errors in the reporting - stunts like that will keep us in business a long time, good buddy.
EDIT: Link to the article and a couple of key excerpts - see my caveat about the reporting above, except that maybe the Trains Newswire editor was the culprit here - but it's still incomplete and leaves a lot of obvious questions unanswered:
http://www.cleveland.com/business/index.ssf/2011/01/railroad_operators_finds_a_hal.html
"Cleveland Commercial in 2009 leased an unused rail line from industry giant Norfolk Southern that runs from Cleveland to Mantua. . . . Cleveland Commercial still needs to finalize a lease with owners of the property where their rail spur ends."
Was pretty busy last week working on a serious proposal - $1.5 Mil has been granted for it, so . . . - for the restoration/ reconstruction of 1.5 miles of abandoned and removed former branch line in the area. Guess why assumption/ exception/ exclusion No. 1 was that the owner has good title to the R-O-W and can furnish us all the deeds, maps, plans, and other good stuff, and hence no work on any of that is included in the fee estimate . . . I'll be really surprised if that's the actual case, though.
If it happens, I'm not so sure about the prospects for actual freight traffic, as the only active prospective shipper closed within the last 2 weeks. However, it runs along a very scenic trout stream and mostly through parkland settings, so it would make a nice tourist ride . . .
Probably not too much, in your case, Dan. Just little tidbits about equipment, if you were into getting pictures of that.
Missed a train this morning while in the drug store with Pat. That's the bad thing about having block signals to look at...I wouldn't have known about this one at all (it had to have been a freight), but we saw the signal--which had been clear when we were going in to the store--change from Approach to Advance Approach.
Carl
Railroader Emeritus (practiced railroading for 46 years--and in 2010 I finally got it right!)
CAACSCOCOM--I don't want to behave improperly, so I just won't behave at all. (SM)
CShaveRR But Dan, is that parking lot accessible? I'd prefer being down by and close to the track. Not as scenic, maybe, but more helpful to me. In that case, it would be a good way to two-team a train--I might be able to provide added info on something you shot. I like the picture, by the way--in the small shot I was picturing "lake", for some reason.
But Dan, is that parking lot accessible? I'd prefer being down by and close to the track. Not as scenic, maybe, but more helpful to me. In that case, it would be a good way to two-team a train--I might be able to provide added info on something you shot.
I like the picture, by the way--in the small shot I was picturing "lake", for some reason.
Thanks Carl. Technically, no, that parking lot isn't publicly accessible. There are a half-dozen or so private places on the Neenah/Fox River Subs that I have written permission to be on (that place is one of them) but I was getting a bit bored with ground level "wedge" shots. I've always wanted to snag a shot from where I did...but it's not the best place to stop & wait because of the narrow shoulder. I would only use that spot because I know something was coming and I really wanted the overhead.
What info could you provide? Feel free to PM/email if you'd rather. I always like knowing extra info!
Dan
WMNB4THRTL [snip] 1. bad order-- anyone know if filling this out and/or placing it is usually restricted to certain people or a certain craft or can any employee who knows it's broke(n) put one up? [snip]
tree68 CShaveRR: The units can go more slowly than that, of course, but if you're working them, you have to keep a pretty good eye on . . . the ammeter, and keep the ammeter out of the red zone beyond a specified length of time. [snipped] [snipped] Carl summed it up pretty well. I couldn't find a good picture of a locomotive ammeter. Most do have markings on the dial indicating how long the locomotive can be run at a given amperage. The higher the amperage, the less the time.
CShaveRR: The units can go more slowly than that, of course, but if you're working them, you have to keep a pretty good eye on . . . the ammeter, and keep the ammeter out of the red zone beyond a specified length of time. [snipped]
[snipped] Carl summed it up pretty well. I couldn't find a good picture of a locomotive ammeter. Most do have markings on the dial indicating how long the locomotive can be run at a given amperage. The higher the amperage, the less the time.
I too have looked quite a bit, but not found such a (legible) picture available 'on-line'. Larry, can we prevail upon you - or Chris/CopCarSS, or anyone else with the opportunity, skills, camera, and interest - to get a close-up photo of the ammeter dial next time you're on one of those vintage locomotives, and then post it here ? (A few weeks ago I did that for the similarly mysterious and elusive 'head-free' rail section, except maybe for the 'skills' part - see http://cs.trains.com/TRCCS/forums/p/154207/2016991.aspx#2016991 , about 1/3 of the way down, my post of 12-23-2010 - so I figure that having 'paid my dues' in that respect, so to speak, I'm entitled to at least ask nicely). Thanks in advance !
P.S. - A photo of one of the computer-displayed versions of the ammeter and the 'red zones' would be great, too - though I realize that can be technically difficult with the glare off the screen, and legally tough what with the many prohibitions against the engineer and conductor operating unofficial electronic devices while on the property, on-duty, in the cab, or in motion, etc. - but maybe somebody can figure out a way to do it on a private line, or in a shop, etc. where those rules are not applicable. - PDN.
I just yesterday finished cleaning our driveway and sidewalks (and the next-door sidewalk) from last week's ice storm. So naturally, we're due for an inch or two of snow tomorrow. The temperature will hover around 30, so that stuff might have a little moisture content.
Morning everyone!
It's my Friday today...so hopefully time doesn't get a slow order like I expect it will (at least feel like anyway). A friend was up in Green Bay, WI and 'found' SP 107 (AC4400CW) had snuck into town on a coal train. We had hope of seeing it a couple times around the area...until it was reported to have no functional radio in it. So...trailing duty and back to UP it goes. Sad...
Although it is nice to see UP power in the area again. I was getting so bored with BNSF! Plus I finally got a picture from a place I've always wanted to. Click the image for full size:UP 5985 North as A416
It was COLD on that overpass...
jeffhergertThe modern DC engines no longer have the short time ratings on the ammeter.
I rather figured as much. But when you're running locomotives that are older than most of the crew...
Larry Resident Microferroequinologist (at least at my house) Everyone goes home; Safety begins with you My Opinion. Standard Disclaimers Apply. No Expiration Date Come ride the rails with me! There's one thing about humility - the moment you think you've got it, you've lost it...
tree68 CShaveRR: The units can go more slowly than that, of course, but if you're working them, you have to keep a pretty good eye on the speedometer and the ammeter, and keep the ammeter out of the red zone beyond a specified length of time. I can't be specific here, because I'm not an engineer. Well, I'm a student... Carl summed it up pretty well. I couldn't find a good picture of a locomotive ammeter. Most do have markings on the dial indicating how long the locomotive can be run at a given amperage. The higher the amperage, the less the time. I'm not sure how that's handled on the locos with screens instead of dials. That said, a DC locomotive will creep along at a few miles per hour forever if it isn't under extreme load. It's all in the amps. The other issue if you're pulling that hard is wheel slip. Modern locomotives have microprocessors that detect and counteract wheel slip. The stuff I'll be working with might set off a buzzer, but the engineer has to make the adjustments.
CShaveRR: The units can go more slowly than that, of course, but if you're working them, you have to keep a pretty good eye on the speedometer and the ammeter, and keep the ammeter out of the red zone beyond a specified length of time. I can't be specific here, because I'm not an engineer.
Well, I'm a student...
Carl summed it up pretty well. I couldn't find a good picture of a locomotive ammeter. Most do have markings on the dial indicating how long the locomotive can be run at a given amperage. The higher the amperage, the less the time. I'm not sure how that's handled on the locos with screens instead of dials.
That said, a DC locomotive will creep along at a few miles per hour forever if it isn't under extreme load. It's all in the amps.
The other issue if you're pulling that hard is wheel slip. Modern locomotives have microprocessors that detect and counteract wheel slip. The stuff I'll be working with might set off a buzzer, but the engineer has to make the adjustments.
The modern DC engines no longer have the short time ratings on the ammeter. The computer protects the traction motors from becoming fried. I'm trying to remember, but some of the last DC engines the UP bought had computer screens instead of the old dials and gauges. I know most registered amps being produced, but it seems like I saw one that registered tractive effort instead, just like the AC engines do.
OK, so in case you thought you were having a bad day:
The pics found http://talk.newagtalk.com/forums/thread-view.asp?tid=165984&mid=1190655
Check this out (Sorry, I can't make its font bigger; I tried) Also, this was copied from (edit: this thread
in ) 'Locomotives' section here on Trains site. WHOA!! Can you imagine having your meal, when all of a sudden...
It sounds like fun, Jeff! I don't think I've been on a freight over 60 in my career, which is ironic for two reasons: when I was on freights on the east-west main line, you couldn't go much faster than 50 anywhere, and where I did get up to 60, you can't go faster than about 25 now.
We finally gave in to our stir-craziness and went out for some shopping and lunch. Made a point of being along the BNSF main line from Westmont to LaGrange, then back to Downers Grove. In a little more than an hour we had three intermodal trains, two manifests, and a pair of dinkies. BNSF continues to replace signal bridges along this line--next one to go up will replace the one between Westmont and Clarendon Hills. The old one has searchlight signals; the new one will have hooded tri-lights.
It would appear that a new control point is being built along the IHB in LaGrange, just north (timetable west) of the sharp curve by the grade crossings of 47th Street and East Avenue. This may replace the control point currently known as Superior, increasing the distance to the next crossover west of McCook (where we saw a loaded UP coal train barely fitting on Track 21). At any rate, there were pieces of two new signal bridges along the tracks in that area, a block or so apart. This new control point will have to deal with three tracks, not two (track 21 is currently a running track, not signaled).
The UP (and possibly the SSW/SP before it) has, or maybe had parts of the ex-RI Golden State route across Kansas at a maximum speed of 70MPH with only ABS and track warrant control. Parts, and maybe all by now, have been converted to CTC operation.
Ah, ATC. Nothing like going for 30 or 40 miles under train control, as we put it. That's 17mph or less, unless you want the continuous low speed horn going off, then you can go up to 22mph. The good thing about ATC is that it is a continuous system. It enforces slow speeds under a restricting cab signal. Other systems don't. As long as you acknowledge the cab signal change, you can keep right on going. ATC can't completely prevent a collision, but except for unusual situations (Ralston, IA a couple of weeks ago) when it's working properly the collision will be at low speed. Still, employees can still die in those low speed collisions.
Forestalling or "suppressing" the penalty brake application means you're going to stop no matter what now. Setting more than 18 lbs of air requires a full stop before releasing the brakes. Too many trains torn apart because engineers did running releases when they should've come to a stop.
Carl, the modern equipment still uses audible warnings, but they aren't the same. When the signal clears up now, you get a beep instead of a ding. I kind of miss the old GRS equipment and some of it's sounds.
Speaking of 70MPH running, my last two westward outbound trains (mostly empty Salad Shooter and a short Auto Rack train) allowed a little fast running. At least until we caught the trains ahead. Took both of them over the Kate Shelley bridge at a little better than 65. Don't get to do that too often, but kind of fun when everything comes together.
Johnny, if your train encountered problems on the Harvard line, it was with ATS, not ATC. The only place the former CNW had/has ATC is on the main line west from Chicago to Council Bluffs.
Nance, I think that whether ATC and ATS are pain or pleasure would be an opinion of the person you asked. It should be great, if it's maintained properly--which isn't always easy to do. ATS anywhere is pretty archaic, and CNW's ATC/cab signal system is about as primitive as you'll find anywhere. I'm sure that engineers would find a penalty application of the train's brakes annoying, but in most cases that can be fended off or suppressed. I used to find the overspeed warning on the ATC reassuring (I don't think it gets hit too often any more). When you're working under a restricting indication on our cab signals, you'd get an annoying beep every time you released the brake, or every 100 seconds if you were moving (I timed it!). And believe me, after long stretches of that, the cheerful "ding!" when the signal cleared was one of the nicest sounds you could hear. (Sounds most like the bell you hear when an elevator arrives at your floor.)
Also, keep in mind that without systems like this, freight trains would be held to under 60 m.p.h. In my experience, engineers have appreciated the ability to actually move their trains, and the stretches of 70 permitted by our ATC are very much appreciated.
I'd love to hear Jeff weigh in on this one!
2. Blue Flag: BLUE SIGNAL : A clearly distinguishable blue flag, blue light or blue tag by day, or a blue light or blue tag by night. When displayed, it signifies that workers are on, under or between equipment I think you'll find that the blue flag will most often be used by the mechanical folks. A cardinal rule of the blue flag is that only the person who placed it can remove it (although I have also heard "craft" in place of person). In my day-to-day operations, if the engineer is in the seat, I'll settle for "three step," and rely on the engineer to protect me. Since only I can cancel my own "three step," as long as the engineer is paying attention, I'm OK. If someone also goes in under my "three step," I'm responsible for them, too. If I had to work at length on/under/between standing equipment and the engineer wasn't in the seat, I'd put up a blue flag. 3. Booster engines: On steam locomotives they were installed on the trailing engine truck or occasionally on a tender truck. As such, at a quick glance you probably wouldn't notice one, other than the accompanying steam lines. I have heard of Diesel "B" units being called boosters. 4. We run all vintage equipment. Finding parts can be a problem, but you'd be surprised at the network that exists for finding such parts. Sometimes it comes down to taking parts off "stuffed and mounted" equipment. Too, especially in the case of ALCO locomotives, the prime movers were used in many non-railroad applications, with many still in use, so it's not as hard to find parts as you might think. And, there has been a huge amount of standardization across some railroad items over the years. Thus, brake shoes for a 60 year old coach aren't all that hard to find.
BLUE SIGNAL : A clearly distinguishable blue flag, blue light or blue tag by day, or a blue light or blue tag by night. When displayed, it signifies that workers are on, under or between equipment
BLUE SIGNAL
I think you'll find that the blue flag will most often be used by the mechanical folks. A cardinal rule of the blue flag is that only the person who placed it can remove it (although I have also heard "craft" in place of person).
In my day-to-day operations, if the engineer is in the seat, I'll settle for "three step," and rely on the engineer to protect me. Since only I can cancel my own "three step," as long as the engineer is paying attention, I'm OK. If someone also goes in under my "three step," I'm responsible for them, too.
If I had to work at length on/under/between standing equipment and the engineer wasn't in the seat, I'd put up a blue flag.
3. Booster engines: On steam locomotives they were installed on the trailing engine truck or occasionally on a tender truck. As such, at a quick glance you probably wouldn't notice one, other than the accompanying steam lines.
I have heard of Diesel "B" units being called boosters.
4. We run all vintage equipment. Finding parts can be a problem, but you'd be surprised at the network that exists for finding such parts. Sometimes it comes down to taking parts off "stuffed and mounted" equipment.
Too, especially in the case of ALCO locomotives, the prime movers were used in many non-railroad applications, with many still in use, so it's not as hard to find parts as you might think.
And, there has been a huge amount of standardization across some railroad items over the years. Thus, brake shoes for a 60 year old coach aren't all that hard to find.
Thanks, Johnny!
I know I still have the rest of my 'A' questions 'in play,' if you will, but I decided to go ahead and post my 'B' ones, as well. (Gee, hope this isn't like those 'B' movies! )
1. bad order-- anyone know if filling this out and/or placing it is usually restricted to certain people or a certain craft or can any employee who knows it's broke(n) put one up?
2. blue flag-- similar (?) to #1. If any engineer is going to go under a loco, say to check on a problem, would s/he place a blue flag or would it only be done by certain people? (My guess is-- they are always placed bc they are to protect all workers...)
3. booster engine-anyone know of model(s) that have this? any photos? Is it visible or 'hidden' under something?
4. This isn't truly a 'B' question (unless you count, "It broke, we need to fix it) Where do parts come from to repair vintage equipment? Are they sometimes repaired on-site, I would imagine? I mean, obviously, I would think that in most cases, you don't drive down to the local automotive parts store and ask for parts for your 1957 Alco S7, right? Or your 1920-something passenger coach? OTOH, I guess there might be certain pieces that could be available at say, a hardware store? (I'm thinking of a valve that broke one time.)
Nance, as to ATC/ATS, back in 1948 (or 1947), the ICC declared that if you do not have ATC, ABS, or cab signals, your maximum allowed speeds are 79 mph for passenger trains and 59 mph for freight trains (and then only if you have block signals--59/49 if no block signals); if you have any of the systems, run as fast as the track will let you. If you want to get over the road faster, either one is advantageous--if it is cost effective.
Back about forty years ago, there was an interesting wreck on the Southern between Birmingham and Chattanooga: the ATS coil on a freight engine came loose from its mount, and as it was flailing around (the cable still held), it cleaned a switch stand which then no longer held the points of the switch in place; the switch was split, and you know what the effect was. After that event, the Southern petitioned to be allowed to discontinue its ATS system (after all, the maximum speed allowed in the timetables on any Southern track was no greater than 80/60 mph, and what difference was 1 mph going to make? Of course, it seems that proper maintenance could have prevented the derailment.
A few years later, I was riding to Chicago from Harvard on the C&NW, and we had to proceed slowly because of problems with the ATC. Again, lack of proper maintenance? 0/0.
Apparently, if you can afford to maintain the system, and it is cost-effective, there is no pain (except, perhaps, to engineers who do not like the system).
Johnny
Oh, sorry about that. Another mention was made of that, too. I hope this is better. Maybe I'll have to change which font I'm using, too? (I discovered I had increased my screen font and left it that way, so it appeared larger to me.)
OK, so on to the Glossary, at least for now.
1. AEI-- are these similar to the toll booth readers people can use to avoid stopping to pay each time?
2. anti-climber-- I get the concept; does anyone know of a photo of one?
3. ATC/ATS-- again, I understand the concept; I'm wondering if it is seen as advantageous or a pain? Or, maybe both, I can imagine.
4. APCU-- Am I right in thinking then that this unit can no longer be used as a regular loco?
Thanks, folks. I appreciate all your help.
Sounds like fun Carl! It's always nice to look at a project like that when it's done, however. I'm attempting something of similar bent on my Flickr pages: getting each photo tagged, labelled, and put on the map in the appropriate spot.
Nance,Maybe it's just me...but I'm having a devil of a time reading your posts...maybe because of the smaller font. Is there any chance you could up the size a tad? If not it's no biggie.
Back to something akin to productivity for the day...
Ggggood mmmmorning, bbbrrr!!
Carl, I guess we know what your project-of-the-day is! Well, look at it this way, it's too cold to do much else anyway. Speaking of which, I've got to get busy here myself. I'm pretty much able to move on to the Glossary for now.
MC, thank you. I knew you, or Paul, or one of you would have that answer. I also know that's an important answer to have.
Nance: Maximum track gauge allowed for Class 1 (10 mph) is 4'-10" (58")....for excepted track it's 4'-101/4" (58 1/4")...............at 60" the wheels fall in without lateral pressure applied, period.
CShaveRR Just completed another scratch-pad full of old sightings (putting them into the computer); it's the second one I've gone through this year. Starting a new one tonight. These old pads contain about a month's worth of sightings--sometimes more, sometimes less. I previewed the next month I'm working on (January 2008--these aren't in any order), and it looks like it will be interesting, but should go fairly fast.
Just completed another scratch-pad full of old sightings (putting them into the computer); it's the second one I've gone through this year. Starting a new one tonight. These old pads contain about a month's worth of sightings--sometimes more, sometimes less. I previewed the next month I'm working on (January 2008--these aren't in any order), and it looks like it will be interesting, but should go fairly fast.
Well, that didn't go so well...came up with one line on those sightings that's going to require a table to present about 250 old renumberings out of 1400-some cars (all I can find), requiring six new pages and revision of six or more old ones as well. So much for today !
(Lovin' it--can't you tell?)
CShaveRRThe units can go more slowly than that, of course, but if you're working them, you have to keep a pretty good eye on the speedometer and the ammeter, and keep the ammeter out of the red zone beyond a specified length of time. I can't be specific here, because I'm not an engineer.
Nance, I'm pretty sure that every D.C. locomotive model has a minimum continuous speed in its specifications (right up there with horsepower and tractive effort). The units can go more slowly than that, of course, but if you're working them, you have to keep a pretty good eye on the speedometer and the ammeter, and keep the ammeter out of the red zone beyond a specified length of time. I can't be specific here, because I'm not an engineer.
Oh, thanks, Johnny! I know what frogs are, of course, having gone over a few of them so far. However, I don't recall ever hearing of a rabbit, the kind you describe, thus my joke! I'm very grateful to be learning of all this though, as it's all so important! Thanks again!!
Darn just found a question, under ABC's of Railroading: About B-B and C-C: Six Axle "The direct current motors used under most diesels are relatively fragile. They must be kept turning at a certain minimum continuous speed when under power or they'll overheat"
So my (?) is, is that 'min. cont. speed' known as a certain number, or does the engineer have to go by the sound/feel of things, or...? I can well imagine it is mighty important to avoid possible damage, or worse.
PS That track gauge question sounds like one for Paul North, among others, too, no doubt.
WMNB4THRTL Thanks Larry! And Johnny, are ya telling me that a frog won't derail me but a rabbit might/will?! PS Are those the live, squishy frogs or the metal ones?
Thanks Larry! And Johnny, are ya telling me that a frog won't derail me but a rabbit might/will?!
PS Are those the live, squishy frogs or the metal ones?
I have seen one incident in which the rabbit did not derail a car, but let it keep going. The AT&N was moving a car to the interchange (with the GM&O) track in Reform, Alabama. Everyone concerned believed that there was a good linkage between the brake wheel and the brake--but the linkage was defective, and, as the brakeman wound the wheel up, there was no slowing of the car until at least one truck had run over the derail. As it was, the GM&O section foreman, who lived right by the GM&O track, was home, and he unlocked the derail so that the car could be safely pulled back to where it was supposed to be left. This was more than forty years ago, but I still see, in my mind, the young brakeman running for the foreman's house. The interchange is now long gone, along with most of what had been the AT&N (only a few miles, running north of Mobile, remain).
Our community is FREE to join. To participate you must either login or register for an account.