Slate Fork operations

[Paul S.]

During the 1960s and into the early 1980s, Southern's Appalachia Division was timetable/train order territory, and the few photos I've seen with signals from that era were ABS at best.

So the Slate Fork Branch also operates with a combination of modes: TT/TO and Yard Limits. Southern's Slate Fork Mine Run operates between Andover Yard and Creek Junction as an extra; ditto for the L&N Switcher job between Loyall KY and Creek Junction.

Once arriving at Creek Junction, Yard Limit rules take effect. That saves crews from the necessity of flagging to protect the rear and head end when their train has stopped. It also saves the dispatchers (me in both cases) from having to issue Form 19 orders for movement over the 4.3 miles or so of joint track.

TT/TO ops also presents a different challenge: It's the white flags denoting a train is an extra. Attaching teensy white flags to an N scale diesel just doesn't seem practical. But I'll figure out how to do it.

Slate Fork Branch Timetable:

[Tim R]

Do you have an employee time table for the Appalachia Division? Usually things like these mine runs had schedules and were regular trains, no extras.

Southern tended to put everything in the ETT, but with a few exceptions, there was no expectation that any of them would run anywhere near their scheduled times.

[Paul S.]

I do have ETTs for the Appalachia Division via a book, Tim. I seem to recall one mine run (St. Charles Branch? Dan Bourque will know.) was a second-class train.

[craigtownsend]

Wouldn't your diesel locomotive have class lights instead of flags? I seem to recall that not very many flags existed on diesel locomotives while running as extras. Steam on the other hand had white flags.

[Paul S.]

Wouldn't your diesel locomotive have class lights instead of flags? I seem to recall that not very many flags existed on diesel locomotives while running as extras. Steam on the other hand had white flags.

I wish that were the case with the Southern, Craig.

Here's a link to a photo from 1980 showing SD40-2s with white flags a-flyin': https://appalachianrailroadmodeling....3188oldfortnc/

The old school was still a good school. And as I understand it, the Appalachian Division was Old School.

But I hope I'm not painting with too wide a brush, either.

[Paul S.]

Do you have an employee time table for the Appalachia Division? Usually things like these mine runs had schedules and were regular trains, no extras.

Southern tended to put everything in the ETT, but with a few exceptions, there was no expectation that any of them would run anywhere near their scheduled times.

Tim and craigtownsend and DanB, I was reminded after perusing through my copy Appalachian Coal Mines and Railroads: Virginia that the Southern in 1984 was still running second-class trains #60 and #61 up the St. Charles Branch west of Andover, Va., daily except Sundays. This was a mine run, and its presence as such on the ETT was more than just "informational only."

So this might be the solution I need. Rejiggering the Slate Fork Branch timetable sounds a lot easier than adding/removing white flags.

I'll have to do some more research, but I am assuming #60/#61 was second-class all the way to/from Andover Yard? Not an extra on the mainline, then becoming a second-class train on the St. Charles Branch?

[DanB]

Paul, I believe you're right about the mine runs on the Appalachia Division, though I can't seem to find my timetable at the moment. Even though most of them ran nearly daily, were called at the same time, and had regular names, they weren't on the timetable and ran as extras. Even the single train each way on the St. Charles Branch was, I believe, the train that shuttled loads and empties between the big yard at Appalachia/Andover and the tiny yard at St. Charles--the mine runs out of St. Charles appear also to have been handled as extras. The only other train on the line that's in the timetable was the L&N's CV Local from Pennington with trackage rights. I'm guessing the only reason either one was on the timetable was to provide a little deconfliction between the two railroads.

[Paul S.]

Thanks for the much-appreciated info, Dan! Yes, I'm with you about 60/61 between St. Charles and Andover. It seemed to be the outlier, as it were, in an operating plan dominated by extras.

Tim R. has another take on things below.

[Tim R]

Paul, I think your thinking mirror's the Southern's. All of those mine runs and locals being regular trains saved the dispatcher time since he didn't need to write running orders for them. Also, as a regular train, many of those branches included wording like this:

Trains between A and F do not need
to protect against following extra trains
unless directed to by train order.

You also need to pay attention to which way the superior direction is. In 1974, notes like this were common.

No. 93 is superior to No. 92
Lenoir to Oyama.

Later they started playing games with class, making the earlier train in the inferior direction second class and the later train in the superior direction third class.

Another way to handle it is to put the while branch as yard limits, then any train or engine can use it at any time, observing yard speed, being able to stop in half of sight distance not exceeding 20 mph.

As it happens, Nos. 60 and 61 were the local trains between Spencer and Morganton on the part of the Southern that I'm modeling. There were daily except Sunday trains that would go out one day and back the next. They'd meet somewhere in the middle. They were scheduled to meet in Catawba, but I doubt that happened much, and there was no siding there. These were likely to be far behind their schedules and they probably had orders on where to meet.

[Paul S.]

I'm thinking that just for sanity's sake in 1:160 scale, and also in keeping with the Appalachian Division's practices, Tim, I'd better consider the Slate Fork Mine Run an extra until it reaches Slate Fork Junction and the crew signs the train register. Then white flags could come off and Yard Limits rules come into play. I like that idea of yours a lot. Maybe not Southern poker accordinging to Brosnan, but it's appealing.

And that reminds me -- the branch is in Yard Limits for a fair chunk, which I neglected to put in the timetable. Bad on me. Well, no harm in moving the sign further west to the junction.

EDIT: I wonder if operating practices precluded having to sign a train register if Yard Limits were in effect?

[dave1905 (RIP)]

These were likely to be far behind their schedules and they probably had orders on where to meet.

That being the irony of running a regular train to save on train orders, if its late, you still need to write train orders to cover opposing trains.

Trains between A and F do not need
to protect against following extra trains
unless directed to by train order.

What that basically does is put up a fence where the dispatcher cannot run any following extras on the branch without additional train orders.

EDIT: I wonder if operating practices precluded having to sign a train register if Yard Limits were in effect?

Yard limits have no effect on register requirements unless it states something specific in the timetable or special instructions. I find that modelers include more register stations than real railroads. Railroads often used form V train orders or had a form V equivalent on their clearances that could be used in lieu of a register.

For example on my P&R branch I can't find any evidence of train register at any station on the branch, even thought trains originated, terminated and there were three smaller branches that broke off the line I model. (note: on the P&R any line other than the route from Pottsville, PA to New York, via Philadelphia was a "branch" regardless of traffic level or tonnage).

Another way to handle it is to put the while branch as yard limits, then any train or engine can use it at any time, observing yard speed, being able to stop in half of sight distance not exceeding 20 mph.

Minor point, that is a later version of yard limits, earlier version read "stop short of" rather than "within half the range of vision of". That change happened sometime in the 1980's generally. Also in yard limits, first class trains can go max speed and inferior trains and engines have to clear the time of regular trains. Doesn't sound like there are any first class trains, but that's part of the rule too.

[Paul S.]

Thanks for the insights, Dave. Now to sync it with the nuances of Southern's TT/TO practices on the Appalachian Division in 1978.

[dave1905 (RIP)]

I'm guessing the only reason either one was on the timetable was to provide a little deconfliction between the two railroads.

Generally what that means is that it was a regular train on the L&N timetable and so remained a regular train on the SOU timetable. The L&N would consider it a regular train across the entire trip of the train, having it a regular train, then not a regular train, then back to a regular train would cause all sorts of confusion from the standpoint of the L&N.

[Paul S.]

So, taking a cue from DanB, who's modeling the Southern's St. Charles Branch, just a few "hollers" over from the Slate Fork Branch, I've put together a combination timetable/job description/switch list/track schematic.

The whole thing fits on a standard sheet of paper, and is printed on both sides, and once folded in half is easy to work with. The only paperwork a crew will have in hand is this, their clearance card, and Form 19 order(s). Pretty simple!

The "tilted" look is due to my scanner.

[Russ C]

That's very interesting Paul. I'd done something similar a little while ago but mine has train consists and spotting (shunting) locations as well.
Being at the end of a branchline is just one giant 'loads in/empties out' operation but you having more branchline, have more industry scope.

[Paul S.]

Your take on it sounds very handy too, Russ C.

The one concession I made was with the track schematic. Typically, these are drawn with "east" at the right and "west" at the left. I opted to draw mine as an operator would see the layout, with "east" (compass south) on the left, to help make.things a bit easier.

[Russ C]

My layout and ops has more in common with your former British layout being a terminus.
What am I talking about? Don't have an operational layout, lotsa timber, much of it screwed together....

[Paul S.]

You're spot on, Russ C , and you're getting there!

[Paul S.]

Something I have been noodling on for many months has been a way to tell the story of what's happening at Creek Junction. An operator with the abbreviated Slate Fork Branch timetable in hand can tell, a seasoned railroader or model railroader could very likely tell, but a visitor unfamiliar with railroading might not understand the story line at all. "What are these two tracks that come together here at this 'Creek Junction' place?" they might ask.

So, Adobe Illustrator to the rescue. I created a piece of artwork -- an interpretive sign, really -- about 3 x 5 inches that I intend to replicate as a decal laid atop on a piece of .060" 0r .080" styrene. I'll then install this on the fascia.



It's self-explanatory from here, although their next question might be, "What are Yard Limit rules?"

[Paul S.]

So, yard limits start at Creek Junction, and yard limits extend all the way up to end of track at Flanery.

Correct. All the way timetable west to Flanary.

Lets assume that you are on the Southern RR. You go on duty at Slate Fork Jct. They get orders that would read something like:

"To: C&E Eng xyz At: Slate Fork Jct

Eng xyz run extra Slate Fork Jct to Slate Fork and return to Slate Fork Jct"

Now technically this isn't required due to the beginning of yard limits at Creek Jct. The orders could be written to there but at least there is a phone at Slate Fork, so I wrote it to there.

Good so far. But they might get separate orders from Slate Fork to Slate Fork Junction to reflect a new leading engine. I'm not exactly sure on that point, Jerry.

Let's say the lead unit is SOU 5114 with SOU 2822 trailing. Would the crew get orders stating?:

To: C&E Eng 5114 At: Slate Fork Jct

Eng 5114 run extra Slate Fork Jct to Slate Fork and return to Slate Fork Jct"

Or would there be another order?:

To: C&E Eng 2822 At: Slate Fork

Eng 2822 run extra Slate Fork to Slate Fork Jct"

Continuing further, if the L&N goes onto Southern track, the L&N would write orders at Dryden (assuming it is an originating point for the L&N) and would get a simple running order between Dryden and Creek Jct. but with similar out and back instructions (assuming that traffic between Dryden and Creek Jct. allow for it.

Still good so far.

There is no rule based reason to have a register at Creek Jct., but it probably would be covered by a Bulletin that specifies "L&N trains must register at Creek Jct." There is absolutely no reason for Southern trains to register since they already have track authority to work out and return. No rules based reason to check the register either.

After Creek jct, both trains can execute their work safely by adhering to Rule 93.

Correct, but . . .

. . .the register box is there as a belts-and-suspenders concession to safety. Call it a safety overlay for Rule 93. An inbound train can easily see if another train: 1) has still to arrive that day or; 2) is already on the branch ahead of them or; 3) has already been and gone, all just by looking at register card left in the box dated for that day.

It's also a plausible excuse to stop trains leaving and entering staging, just to make the run seem longer.

Both trains receive their orders copied by the station operators at their respective originating points, and their clearance; no need for anything past the yard limit signs at Creek Jct.

Sound Right?

Yep. The Southern mine run originates at Andover VA, while the L&N job originates at Loyall, KY.

[Paul S.]

JerryZ said: "Hmmm, I got my directions wrong; troubling."

I didn't help any. I initially stated that Slate Fork Junction (Tito VA) to Flanary was timetable east. It's timetable west.

On Southern's Appalachia Division, Andover VA to Frisco TN was timetable west. So is the Slate Fork Branch.

[Paul S.]

JerryZ , I got the idea for the register box from the December 1979 RMC. An intriguing bit of easy-to-implement proto operations -- and one of the railroads featured in the story was the L&N and its coal branch in Alabama.

Backstory
A bit of Slate Fork history. The branch was originally a short line. The siding at Koester (a name I've dropped because a) Tony is uncomfortable with it and b) it's really too close to Creek Junction) was originally the SF Ry./L&N interchange (it's now the site for a newer tipple in response to surging demand for coal in the 1970s). This was a logical place for Yard Limit rules between Creek Junction and C&A Junction.

When the Southern acquired the Slate Fork Ry. in the very early 1960s, the ICC ordered Southern to grant the L&N trackage rights to Flanary, so the Southern extended YL from Creek Junction to Flanary -- the most practical way on a short branch line to avoid coordinating train orders, etc., between two railroads' dispatchers who had better things to do.

Early 1960s to March 1978
What morphed into the train register box was a holdover from the Slate Fork Ry. days; it's where the L&N and SF Ry. once swapped waybills.

The Southern decided that this box would be a good means for its crews to be doubly certain as to whether the track west of Creek Junction was already occupied. Hence the train register card. As a professional courtesy, Southern crews also began to drop a card in the box (the card shows date, time in or out, loads and MTYs) upon entering or leaving joint track.

Redundant in regard to Rule 93? Sure. But it's plausible and adds to the operating fun. And Rule 93 does say, ". . . extra trains and engines must move within yard limits at reduced speed unless the main track is known to be clear." So the register box could relieve an inbound crew of having to run at reduced speed, JerryZ .

Although perhaps I should amend the operating rules so that only L&N train registers? That's not what the photos in the RMC article led me to believe is how it's done, though.

[Paul S.]

So, taking the advice from craigtownsend , I rearranged the graphic and text components on the Creek Junction "story board."



I like this version best of all. The white of the YL sign board and the white text above it immediately make the connection that these are related pieces of information.

Gone, too, are the centered text blocks from the earlier version, which seemed to dominate everything else.

On to making a decal, or some sort of means to mount this on the fascia. Oh, and relocating the YL sign board on the layout to reflect its correct position.