The New River Gorge

Part Four

Read The New River Gorge Part One; Part Two; Part Three

The Sewell Bridge

In Part Three we had just arrived at the Sewell Bridge. Here on the south side of the Sewell Bridge was the location of the western terminus of the Southside Junction. Most of the mining in the Gorge was “drift mining” – coal seams were exposed on the mountain slopes and all that required was building access up to the seam and then mining into it. Since the New River had simply interrupted the various seams, those on the north side were continued on the slopes of the south side. The Southside Junction was built to accommodate mining these other seams. The Southside Junction ran from here up to Dun Glen across from Thurmond, West Virginia.

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They All Fall Down

Lamenting the loss of a classic PRR signal—
The Position Light
Northward home signal, Bell Interlocking, PRR Maryland Division Mainline, New Castle County, Delaware, 2015. Bell, like many PRR installations of Position Light signals in the east, were installed concurrently with the various phases of electrification of the Eastern Region Mainline. This interlocking marks the divergence of the Shellpot Branch where freights enter Edgemoor Yard, on the outskirts of Wilmington, Delaware.

Like many other essential railroad technologies, signaling developed with the need to manage the ever-increasing frequency of trains safely as railways expanded in the 19th century. As companies grew they adopted various solutions, but by the first quarter of the 20th century, standard designs began to evolve, and suppliers became valuable assets to the rail industry. Union Switch & Signal and General Railway Signal became two of the most common names in American signaling. They offered stock solutions that railroads could adopt and apply to their given network, but also catered to larger roads who sought to develop proprietary designs. The more recognizable wayside signaling was of course only a fraction of the full signal system. Behind the scenes, relay cases, code generators, interlocking towers, CTC machines and dispatching offices were all tethered to miles of cable and track circuits. This complex network communicated the vitally needed information to their endpoint – the signals, that familiar line-side icon of railroading as we know it. Read more

Railroad Town:  
Clifton Forge, Virginia

Driving into town on a rain splattered spring morning, Clifton Forge looks like dozens of other small towns scattered about the mountains of western Virginia. The only clue to the town’s past is a small sign pointing the way to the Chesapeake & Ohio Railway Heritage Center.

Clifton Forge was once a booming railroad town. In the early 19th century, a settlement grew up along the Jackson River between Slaughter Pen Hollow and Smith Creek which eventually became known as Clifton Forge. Read more

My Railfan Experience in Germany

German Class 023 (2-6-2) steam locomotive at the passenger station in Trier waiting on signal from the conductor.

As a US Army soldier stationed in West Germany during 1971 and the first quarter of 1972, I had an opportunity to witness and photograph one of the last bastions of steam in regular service and to observe operations at a major train station.

The German Federal Railway (Deutche Bundesbahn or DB) was formed as the state railway system of the newly formed Federal Republic of Germany on September 7, 1949. The DB was a successor to the Deutsche Reichsbahn-Gesellschaft (DRG). The original DB remained the state railway of West Germany until after German reunification, when it was merged with the former East German Deutsche Reichsbahn (DR) to form Deutsche Bahn AG, which came into existence on January 1, 1994. The DB initials remained but the logo was slightly modified to a more modern style.

The post where I was stationed was located in Wiesbaden and was known as Camp Pieri. It was located near the top of a hill and on clear days you could see part of the city and even the city of Mainz, which was located across the Rhine River.

After being in Germany for a little while, I was itching to get out to do some train watching. I had no car at the time so I depended on public transportation to get around Wiesbaden. Read more

Galt Coal Burns All Night 

The Great Falls & Canada Railway

 

AR&CC locomotive #13 at Shelby Junction (Virden, Montana) in the winter of 1897. This locomotive was originally North-West Coal & Navigation Company (NWC&NC) #1. From left; Fireman A. Niven and Engineer T. Nolan. Photo courtesy Glenbow Archives NA-1167-11

In time, the Lethbridge (Alberta district, Northwest Territories) coal mines would feed all the Canadian Pacific Railway (CPR) steam locomotives in western Canada, as well as the stoves of its stations and many settler prairie homes. The slogan “Galt Coal Burns All Night” was emblazoned on signage wherever it was sold; lumber yards, grain elevators, and farm cooperatives. By 1890, the North-West Coal & Navigation Company (NWC&NC) averaged 90,000 tons delivered per year to Dunmore, and the CPR wanted more. Northwest Mounted Police Superintendent Deane reported the Galt mines could produce more than 1,000 tons per day – with the possibilities for more in sight.

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