April 2007 Memphis Buff

M.J. Scanlon PhotoM.J. Scanlon PhotoM.J. Scanlon PhotoM.J. Scanlon Photo

Volume Volume 34, 34, Issue Issue 33 April 2007April 2007

THE MEMTHE MEMTHE MEMTHE MEMTHE MEMTHE MEMTHE MEMTHE MEMPHPHPHPHPHPHPHPHIS BUFFIS BUFFIS BUFFIS BUFFIS BUFFIS BUFFIS BUFFIS BUFF NATIONAL RAILWAY HISNATIONAL RAILWAY HISNATIONAL RAILWAY HISNATIONAL RAILWAY HISNATIONAL RAILWAY HISNATIONAL RAILWAY HISNATIONAL RAILWAY HISNATIONAL RAILWAY HISTORICAL SOCIETYTORICAL SOCIETYTORICAL SOCIETYTORICAL SOCIETYTORICAL SOCIETYTORICAL SOCIETYTORICAL SOCIETYTORICAL SOCIETY

MEMPHIS CHAPTER MEMPHIS CHAPTER MEMPHIS CHAPTER MEMPHIS CHAPTER MEMPHIS CHAPTER MEMPHIS CHAPTER MEMPHIS CHAPTER MEMPHIS CHAPTER

Growing Up on theGrowing Up on theGrowing Up on the

Old Norfolk SouthernOld Norfolk SouthernOld Norfolk Southern

Engineers Helped Move Engineers Helped Move Engineers Helped Move

This CountryThis CountryThis Country West Memphis WantsWest Memphis WantsWest Memphis Wants

Union Pacific FinedUnion Pacific FinedUnion Pacific Fined

P A G E 2 T H E M E M P H I S B U F F

March’s Meeting We had the largest crowd of 2007 at the March meeting with 25 attendees. Bill Strong announced that the Tennessee Association of Railroad Passengers is hosting the National Association of Railroad Passengers Region V Conference in Nashville on March 30 and 31 at Nashville’s Union Station Hotel. Activities include a round trip ride aboard the Music City Star from Riverfront Station to Mt. Juliet. Speakers for the event include Ross Capon, Executive Director of NARP, Bill Farquhar, Rail Program Director for Nashville’s Regional Transportation Authority and Mr. Terry Bebout, Director of Music City Star operations. To register for the conference, please visit www.tarprail.org or contact Bill Strong. Additional announcements included presentation of the $250 check for participating in the Pink Palace exhibit last fall, a review of the 2006 financial statements and a discussion on the article in the Commercial Appeal regarding a proposed city owned rail line aimed at enticing Norfolk Southern to join the “Super Terminal” with Canadian National and CSX. March’s presentation was by Bruce Smedley, who discussed “The Golden Age of Streamline Steam” focusing on streamline steam operations in the 1930s-1940s. Bruce discussed the origins of streamline steam and its two major forms. The “smooth but recognizable” form kept the basic shape of the locomotive but covered all of the pipes and rods. The “shroud” form changed the shape of the engine by covering the engine completely. Access for maintenance was often provided through access doors. Streamlined engines hold the speed records for steam locomotives with the British Mallard clocking in at 126 miles per hour. In North America, several railroads used streamline locomotives to enhance their passenger service, including Southern, NYC, N&W and the Pennsylvania, to name a few. Streamline was principally concentrated in the eastern part of the US as most western railroads utilized the regular steam design. April’s presentation will be by Hugh Teaford, who will present the current state of railroading in Memphis.

---- Oliver Doughtie Oliver Doughtie Oliver Doughtie Oliver Doughtie

PresidentPresidentPresidentPresident - David Chase [email protected]

Vice President Vice President Vice President Vice President ---- Bruce Smedley

National Director National Director National Director National Director - Bill Strong [email protected]

SecretarySecretarySecretarySecretary - Oliver Doughtie [email protected]

Treasurer Treasurer Treasurer Treasurer ---- Thomas Doherty [email protected]

Librarian Librarian Librarian Librarian ---- Mike Pendergrass

Publication Publication Publication Publication Editor Editor Editor Editor ---- M.J. Scanlon [email protected]

Memphis Chapter Officers

Cover Shot Cover Shot Cover Shot Cover Shot ---- Union Pacific 4169 leads the MMEPBB train under the signals at CN Junction along Broadway on UP’s Memphis Sub. BNSF 6070 has the empty coal train E-MHSBKM0-52A holding on the BNSF Thayer South Sub #2 main to go north, while a green signal is lit for a south bounder to pass on the #1 main. All this and a Pan Am 727 on final for Memphis International

Airport as well. (M.J. Scanlon Photo)(M.J. Scanlon Photo)(M.J. Scanlon Photo)(M.J. Scanlon Photo)

P A G E 3 V O L U M E 3 4 , I S S U E 3

WASHINGTON WASHINGTON WASHINGTON WASHINGTON -- Tennessee train accidents fell 10 percent during 2006 as compared to the previous year. This is part of a larger nationwide trend that resulted in 2006 being the safest year in the railroad industry’s 175-year history, according to the Federal Railroad Administration (FRA). Mississippi train accidents fell 30 percent during 2006 as compared to the previous year. "This accomplishment is even more impressive considering that rail traffic was at its highest point in history in 2006,” said Edward R. Hamberger, president and CEO of the Association of American Railroads. “Quite simply, we moved more freight, with fewer accidents.” Hamberger further noted that the industry’s record-breaking $8.6 billion investment in the expansion and maintenance of infrastructure and equipment last year had a direct impact on safety. In addition to witnessing a reduction in train and grade crossing accidents, last year was also the safest year on record for railroad employees in terms of both injury and fatality numbers and rates. FRA data showed that human error – the leading cause of all train accidents – declined 20.2 percent. “Our employee training programs certainly deserve some of the credit for last year's tremendous safety record,” said Hamberger. “New employees are put through extensive training programs, often lasting many months, before they are permitted to operate trains or work on track or equipment. And all operating employees – regardless of how long they have been with the railroads – receive daily safety briefings and annual training. The main focus of everything we do is safety.” Hamberger noted that new technology is also contributing to the improved safety record. "Use of remote control technology in rail yards is reducing the number of accidents previously caused by miscommunication between employees on the ground and locomotive engineers,” he said. “As advanced train control systems are deployed, accidents caused by human error should decline further." Freight rail is the safest way to move goods and products across the country. Since 1980, the rail industry has reduced accident rates by 70 percent and employee injury rates by 81 percent. Over that same time, the grade crossing collision rate has fallen 76 percent.

©©©© 2007 Association of American Railroads 2007 Association of American Railroads 2007 Association of American Railroads 2007 Association of American Railroads ---- Press Release Press Release Press Release Press Release

Tennessee and Mississippi Train

Accidents Decrease in 2006

LITTLE ROCK LITTLE ROCK LITTLE ROCK LITTLE ROCK - Arkansas railroad crossing collisions and fatalities increased slightly in 2006 compared to a year ago, while train accidents not involving the public decreased, according to the Federal Railroad Administration and Operation Lifesaver. Railroads reported 80 collisions with vehicles at crossings in Arkansas in 2006, compared to 72 a year earlier, according to Marmie Edwards, spokeswoman for Operation Lifesaver, a non-profit rail education and outreach program. Nationally, crossing collisions declined 5 percent. The Arkansas collisions caused 9 fatalities, compared to 8 in 2005, Edwards said. Trespassing fatalities also increased from 4 in 2005 to 6 last year, part of a 14 percent increase nationwide, she said. The data came from the FRA, which enforces rail safety regulations. Railroad accidents not involving the public declined 13 percent in Arkansas and 21 percent nationally, according to a the FRA. Those accidents involve derailments and rail yard accidents, according to Edwards. Such accidents in Arkansas fell from 86 in 2005 to 75 last year. The safety improvement was attributable to investments in infrastructure and equipment maintenance, training programs and new technology, the FRA said in a release.

© 2007 Arkansas News Bureau© 2007 Arkansas News Bureau© 2007 Arkansas News Bureau© 2007 Arkansas News Bureau

Arkansas Train Accidents with Public

Increased in 2006

T H E M E M P H I S B U F F

fired steam engines the Norfolk Southern ever had, a fact reflected in the smiling face of the fireman. The little 2-8-4s also came equipped with a throaty steamboat whistle which would send chills down the back of most mortals. Norfolk Southern's passenger trains were far removed from the Crescent Limited, but they were all an eastern North Carolina railfan could ask for. A clean Baldwin ten-wheeler usually pulled an RPO car, baggage car, two coaches and maybe a car of express. In most cases, the front number plate on the smoke box had a brass ring around it which set off the front of the engine just so. When the engines were standing, it was hard to keep from patting your foot to the asynchronous cadence of the air pumps. I managed to make several trips between Wilson and Washington on trains #1 and #2 - trips on cloud nine as far as I was concerned. The trip in each direction took about two hours and the round trip fare was ninety cents. Even on the little Norfolk Southern, a news butch would 'York the train, selling candy bars, peanuts and such. The open-window coaches were innocent of screens, so for a kid to enjoy the ride, all he had to do was raise

(Continued on page 5)

Bill SellersBill SellersBill SellersBill Sellers NovemberNovemberNovemberNovember----December 1992December 1992December 1992December 1992 Ties MagazineTies MagazineTies MagazineTies Magazine All in all, Wilson, North Carolina was not a bad town to grow up in. During the 1930s eastern North Carolina was primarily agricultural in nature with tobacco. The big money crop. In the fall of each year the town was a beehive of activity with tobacco auctions ringing out the sound of money at five separate locations on any given weekday. Tobacco re-drying plants were in operation around the clock and it was not unusual to hear a factory whistle blowing for a change in shifts in six or eight locations at one time. To me, a dyed-in-the-wool railfan, those factory whistles paled in comparison with the train whistles/in the area. For the average railfan, I suppose the fact that the double track Atlantic Coast Line Railroad bisected the city north and south would have been reason enough to spend many happy hours at trackside. Train variety was endless on the ACL, from local freights pulled by ten-wheel copperhead locomotives all the way up to the huge R-l class 4-8-4 locomotives, pulling into the depot with the famous Havana Special or any of several other famous name trains. The allure of the Atlantic Coast Line was sufficient that I would become a fireman on that road out of Rocky Mount for several years before joining the Southern as an operator. It was on the Southern that I made my career, retiring in 1986. When it comes to railroads, I was to discover that big is not always better. The town of Wilson was also fortunate enough to be situated on the main line of the old Norfolk Southern Railway. To a rail fan, being on NS property was a gift. Norfolk Southern's employees seemed to sense my love of their railroad and did just about everything to make me feel at home. Case in point: the interlocking tower where the NS crossed the ACL was staffed by NS personnel around the clock and was also an NS train order office. I became so proficient at operating the plant that they had no hesitation in letting me line up train movements on either railroad. Although I never copied train orders, I was permitted to hand them up to passing trains. One spring day in 1940, train 64 arrived from Raleigh with a brand new 600-class Berkshire locomotive which had just been built by Baldwin. The engineer saw me at trackside and motioned me to come on over and climb aboard while they did the local work in the yard. He was as proud of that engine as he would have ever been over a new automobile. Those were the first and only stoker

P A G E 4

Growing Up on the Old Norfolk Southern

Big Railroads Are Not Always Better

Norfolk Southern E-3 class 2-8-0 #535 rests on the engine

track in downtown Wilson, North Carolina, having just arrived

on local freight train #93 from Marsden (Chocowinity). The

next morning, 535 will depart Wilson for Raleigh, again

performing local chores on train #95. Note the tobacco

warehouse in the background, indicative of what supported

much of the local economy. Please excuse the quality of this

shot, but I took it in 1937 using an old Kodak 110 camera, and

I can't get a picture like this again, no matter what kind of

camera I use.

Bill Sellers Photo


(Continued from page 4)

the window and hang his head out to his heart's content. I suppose trips on 1 and 2 were the first experiences I had in getting cinders in my eyes, and I loved every minute of it. The back platform was mine to occupy at will, which I did for most of each trip. The posted speed limit of 45 mph was perfect for enjoying the six-wheel trucks clattering over each rail joint in triplicate. Loose tie plates jangled, and when I heard a low rumble, I knew that the engineer had applied the air brakes. The smell of hot cast iron permeated the coaches almost at once as the conductor would appear in each coach to announce the next stop. Many of the flag stops had no depot or ticket office, and when a passenger got on board at one of these places, there was usually a small cash transaction between the passenger and the conductor. At the end of each school year my parents would let me spend most of the summer with my grandparents who lived in Washington, NC. If there ever was such a thing as a Tom Sawyer town, Washington (Little Washington) would certainly be near the top of the list The NS depot fronted the Pamlico River, which the railroad crossed on a 3,897-foot trestle. The bridge also had a draw span, as river traffic was plentiful in those days. Northbound passenger trains would cross the bridge and back into the station, while southbound trains would head in and back out before heading across the river. For some reason, the station was at the end of a short spur about four-tenths of a mile from the main line) Seeing #1 or #2 in silhouette on that Pamlico River bridge

typified for me the NS in the Depression. For the better part of six days each week, I would haunt the No r fo l k Southe rn d e p o t , d o i n g e v e r y t h i n g f r om trucking LCL freight to running errands for the office staff. Besides the two passenger trains, the local freight operating between Chocow in i t y and Belhaven would stop a do local work each morning. I would sit on the steps at the end of the freight platform, completely engrossed in the whole operation. I remember visiting Washington in 1970 and going by what

used to be the depot. Although it was occupied

at that time by a local beer distributor, I could not resist the temptation to sit in that same spot for old time's sake. But somehow, it wasn't the same. The through freights typically went by Washington in the middle of the night, but I was still privy to the sounds of their passing. My grandparents lived only two streets over from the river and on a hot summer night, while lying in bed, I could hear a train easing across the Pamlico River bridge at the prescribed ten miles per hour. I could tell how many cars were in each train by counting the clunks of each wheel as it hit the open joints at each end of the draw span. To paraphrase the late David Morgan, it was "a sound too incandescent to last." None of us can return to the summers of our youth. Nearly all traces of the Norfolk Southern of my adolescence are gone, first at the hands of dieselization, then acquisition by Southern Railway. The irony for me is that what's left of the old NS in eastern North Carolina is operated by a railroad known as . . . the Norfolk Southern. No more passengers to haul, no more LCL to transload, but the locomotives are again shiny and black, and a large white "Norfolk Southern" logo adorns their flanks. Speaking as a railfan from eastern North Carolina fifty years from his youth, I'll take it and be happy.

©©©© 1992 Bill Sellers and Ties magazine 1992 Bill Sellers and Ties magazine 1992 Bill Sellers and Ties magazine 1992 Bill Sellers and Ties magazine (Editor’s Note Editor’s Note Editor’s Note Editor’s Note ---- More of Bill Seller’s collection of railroad

history can be found at - http://www.beaufort-county.com/sellersrr/ )

Here's Ten-Wheeler #111 backing out onto the main line after making the station stop at Washington,

North Carolina, with train #1. Once in the clear on the main line, the switch will be thrown and the

little train will ease over the Pamlico River trestle at the requisite 10 mph on its leisurely way to

Marsden and Charlotte. I took this atmospheric picture in 1937 and it's one of my favorites.

Bill Sellers Photo


Life on the railsLife on the railsLife on the railsLife on the rails Larry Mercer recalled his start. The fifth in a family of eight boys, he grew up in the southeast Jackson community of Mound City. It is sometimes called "Onion Field" because of the rampant wild onions that dot the


BBBBy Gwenda Anthonyy Gwenda Anthonyy Gwenda Anthonyy Gwenda Anthony The Jackson SunThe Jackson SunThe Jackson SunThe Jackson Sun March 18, 2007March 18, 2007March 18, 2007March 18, 2007 It was like a family reunion when several train engineers gathered (at Jackson, TN in early March) where they used to work. As Jackson celebrated the birthday Wednesday (March 14th) of Casey Jones, one of its more fabled engineers, the men's gathering was a reminder of the trains' pivotal role in America. The Illinois Central Railroad Division Office off Sycamore Street in downtown Jackson is now home to state offices. But in earlier times, it was a hub for passengers and freight leaving Jackson for every direction. At the helm of those locomotives, beginning more than 30 years ago, was a group of men proud to be among those of the city's and the nation's rich railroading history. Passenger service by the late 1960s was a thing of the past, but freight service was booming. Returning to the old IC station for a group photograph rekindled their memories. "I worked from 1976 to '84 on the rails," said James Brown, who was a spark for the reunion. "My mother worked for a man who was a claims agent for the railroad. He gave me my start," Brown said. "I went to Fulton, Ky., for a physical at the end of one week, and by Monday of the next week, I was on the job." Brown worked a northern route, leaving Memphis for Cairo, Ill., or Paducah and Fulton, Ky. He also worked a Jackson-to-Cairo route. "But you made more money going to Cairo from Memphis, because it was a longer route," Brown said. He started in the business a few years after GM&O merged with Illinois Central and became Illinois Central Gulf. Railroad buffs know GM&O as the handle for the Gulf, Mobile & Ohio. Brown had gotten a taste of the railroad life in St. Louis. Back home in Jackson, the 1963 Merry High School graduate started out as a brakeman and then entered the engine service. That was the way for a number of them start in one position on the trains and move up in the ranks. And there was none higher than being an engineer, leader of an iron horse.

Engineers Helped Move this Country Men of the iron horse recall life on the rails

A group of current and former engineers reunite in Jackson, TN.

The Jackson Sun Photo



land. His Burton Street neighborhood was a stone's throw from Iselin Yard and the GM&O shop, where the trains were repaired. As a young boy, Mercer remembered playing on the bluff overlooking the yard. Even though generations before him had worked as porters and custodians, Mercer said it never occurred to him that he could have a job on a train beyond those positions. "I never thought about working there, least of all as an engineer. The idea was pretty farfetched," he said. But then opportunities opened up, and he found himself at a place he never imagined. He was hired in 1974 as a brakeman, a position two of his brothers held. Like Brown, Mercer began not too long after GM&O merged with the IC. He later transferred into the engine service, becoming a fireman and then an engineer. A

fireman at that time, Mercer explained, was more like an engineer's assistant. “It was good on-the-job training,” said Mercer, who attended several weeks of engineer school in Paducah, Ky., before taking the required test and qualifying for the job. "It used to be that a fireman shoveled coal and wood from the firebox to keep the steam engines running. But that was before my day, thank the Lord," Mercer grinned. Locomotives are now powered by diesel. Mercer doesn't much dwell on the aspect of his hiring. "I was grateful to have a job, and I was there to support my family just like the other men were," he said. "I can work with everybody. My philosophy is: 'If you treat me right, I will treat you right'," Mercer said. "I am thankful for the many friends I made while working on the railroad."

Making history Making history Making history Making history ---- and friends and friends and friends and friends It was 1970 when Howard Knight started his railroad career. "He began as a brakeman, too, but was the first black to become an engineer," said his sister, Almeta Jones, of Jackson, with obvious pride. Knight, who has been an officer in the Brotherhood of Local Engineers, is modest about his accomplishments. "I had a lot of people who helped me," he said. "Like E.M. 'Molly' Stansell, who was a conductor, and other folks who were engineers." That included Don Savage, Glenn McCullar, Byron Cox, Charles Patrick and Joe Hunt. "Patrick helped train me as an engineer," said Knight, one of the few engineers from the group still working. Another is Harvey Riley. Both now commute to their jobs: Knight to Memphis and Riley to Fulton, Ky. "The rail life has been good to me," said Riley, who is looking "at the next year or two" joining his buddies who have already retired. Knight also is contemplating that move.

'There was something'There was something'There was something'There was something different every day' different every day' different every day' different every day' Mercer enjoyed his time riding the rails. "I remembered how exciting it was to get up and go to work," Mercer said. "It was a new challenge, seeing different places and doing different things. There was something different every day. You were meeting trains or switching the engines or freight cars in different communities along the way." "Trains carried freight just like trucks on the highways do now," Mercer said. "Anything a truck could do, a train could do better. You can haul more on a train than in a truck. We even hauled the tractor-trailer trucks. "Most everything was shipped by rail then. And most factories, such as Procter & Gamble and Maytag, still have rail lines to unload cargo," he said. "Rail used to be the means of moving this country."


Illinois Central passenger train menu.

The Jackson Sun Photo



But in 1985, Mercer came to a crossroads. The train industry was facing more mergers and employee cutbacks. He could continue to work for the railroad but out of Memphis. Mercer chose not to. During the time he was working the rails, he had been feeling the call of the ministry. "The Lord was dealing with me," Mercer said. "I had been doing some preaching, and it was weighing heavily on me. I was trying to sit it out, work it out, but the Lord showed me what I needed to do." It would be some seven years after he left the railroad though before he began pastoring Cerro Gordo Baptist Church in southwest Madison County. In the meantime, he helped managed his family's funeral home business. "One step after another led me to where I am now," Mercer said. "I have missed the railroad, but I haven't regretted this decision." These train engineers, most of them from Jackson, worked together. All told, they have a record in work years and ages that is centuries old.

• James Brown, 62, worked from 1976 to 1984.

• Larry Mercer, 57, worked from 1974 to 1985. He's the baby of the group.

• Howard Knight, 61, started in 1970; still working.

• Harvey Riley, 62, started in 1975; still working.

• Leon Williamson, 65, started 1974 and in retired in 1991 on disability. "Believe it or not, I used to be scared of trains when I was a kid," (Williamson) said. But he overcame that fear when he needed a job to provide for his family. He had a cousin who worked for the railroad in Jackson. When Williamson returned here after living in Indiana, he inquired about a job. "The trains paid enough money, and I hired on as a brakeman," he said. Within a few months, he applied to be an engineer. Glenn McCullar, 63, started as a switchman in the Iselin Yard in 1962. It was about the time GM&O ended its passenger

service. He retired in July 2003. The company had two passenger trains, the Rebel and the Little Rebel, McCullar remembered. It took travelers to such places as St. Louis, Mobile, Ala., and Louisville, Ky., he said. When freight cars entered the yard, McCullar would classify them according to their cargo. For Byron Cox, 75, railroading is in his blood. His dad was an engineer and was among the last to be at the helm of the Little Rebel. Cox began a career on the rails as a clerk in 1955. He later became a conductor before eventually donning the engineer's cap. Since his retirement in 1996, he has battled cancer. "But I'm a survivor," Cox said. At 78, Charles Patrick is the veteran of the group. He hired on at the age of 16, and from a fireman became an engineer. Patrick said he liked his runs to Cairo. "But my very best was on the City of Miami, the IC passenger train," said the father of three daughters. Patrick also has seven grandchildren and a great-grandchild. He retired in 1987. Don Savage, 66, lives in Medon. He started in 1967 and retired in November 2002. "The railroad was my life," Savage said. He started as a brakeman and has fond memories of "what railroaders called Seniority Day." "I had cubbed, learning the job, for three weeks," Savage said. Seniority Day meant he was closer to a paycheck. "I still had to work an extra month, though, before I got


The former Illinois Central Division Offices in Jackson, Tennessee. The building is on the

National Register of Historic Places.

M.J.. Scanlon Photo



paid. I had no money saved up. And with a wife and two kids at the time, it was rough," Savage said. Joe Hunt, 62, lives in Trenton. He started working in April 1972 and retired in October 2005. "Don put the finishing touches on me," Hunt said of his engineer training under Savage. "The train used to have a caboose at the end, and the conductor would wave at the kids," Hunt said. "Now there's just a flashing light at the end of the last car. "I worked a job what every little boy has dreamed," Hunt said. "It was stressful, and it could be hard on a man's family life because he stayed gone so much on the road," Hunt said. But all in all, "train life was good to me. It's still my hobby." The men recalled working the extra board. That meant they had no seniority, no specific job assignment and were practically on call 24 hours a day, seven days a week. They worked whatever shifts were available, including filling in for men who were sick or on vacation. They also were the sub crew for any extra trains that would pull into the station. "Working on the trains was like being in a family," McCullar said. "We were pretty tight." "I can tell you Casey Jones had nothing on these guys," said McCullar about Jackson's legendary train engineer.

©©©© 2007 The Jackson Sun 2007 The Jackson Sun 2007 The Jackson Sun 2007 The Jackson Sun

West Memphis, West Memphis, West Memphis, West Memphis, Wednesday, March 28, 2007 (AP) - The city of West Memphis wants Union Pacific Railroad to be fined for blocking traffic for two hours at five crossings last fall. City officials asked the state Highway Commission Tuesday to fine the railroad so the blockage won't happen again. Lawyers for the railroad told the commission that steps had been taken to assure the crossings won't be blocked again. West Memphis officials say east-west traffic in the city was paralyzed when the blockage occurred on October 21st. Trains are required to uncouple rail cars to clear crossings if they block vehicle and pedestrian traffic for more than 10 or 15 minutes. But railroad officials say that procedure would have taken longer than the two hours the crossings were blocked. Mayor Bill Johnson says the city does not want to wait for an emergency to get its point across. Both sides will provide written briefs, then the Highway Commission will issue a decision.

©©©© 2007 Associated Press 2007 Associated Press 2007 Associated Press 2007 Associated Press

City of West Memphis Wants

Union Pacific Fined

The north-south Hulbert Industrial Lead is

more than likely the culprit for the blockage

of the east-west automobile routes in West

Memphis.

Here UP engine 4251 leads the IMNLC

(Intermodal - Marion, AR to Los Angeles,

CA) train south through West Memphis past

the now demolished former depot of the

Frisco Railroad.

Union Pacific trains for the west coast leave

the Marion Yard east on the Memphis Sub,

turn south on the Hulbert Industrial Lead at

Presley Junction and then turn west on the

Brinkley Sub on the south side of

West Memphis for the coast.

M.J. Scanlon Photo

P A G E 1 0 T H E M E M P H I S B U F F

NORFOLK, VA AND FORT WORTH, TEXASNORFOLK, VA AND FORT WORTH, TEXASNORFOLK, VA AND FORT WORTH, TEXASNORFOLK, VA AND FORT WORTH, TEXAS, March 29, 2007 – Norfolk Southern Railway (NS) and BNSF Railway Company (BNSF) will begin testing a new braking system that may reduce the amount of time it takes to stop a train. The project, authorized by the Federal Railroad Administration, calls for NS and BNSF to equip and test certain locomotives and freight cars with electronically controlled pneumatic (ECP) brakes. ECP brakes have the potential to reduce train stopping distances by as much as 50 to 70 percent over conventional air brake systems. ECP brakes utilize electronic signals to simultaneously apply and release throughout the length of a freight train. This differs from conventional brake systems in which each car brakes individually as air pressure moves in a series from car to car. Testing ECP will allow the railroads to review its potential for improved braking and shorter stopping distances that may improve railroad and public safety, network capacity and efficiency, asset utilization, fuel savings and equipment maintenance. NS and BNSF plan to conduct separate ECP brake tests. NS plans to equip 30 locomotives and 400 rapid-discharge coal cars with ECP brakes during 2007 and use the equipment in dedicated coal train service. BNSF plans to test this technology within its intermodal fleet, focusing on international business to/from the San Pedro Bay ports. In addition, BNSF is pursing a partnership with a major coal customer to integrate this technology into one of the longest distance coal routes in the country. “ECP brakes represent a major breakthrough in rail technology,” said Gerhard Thelen, Norfolk Southern’s vice president operations planning and support. “Our tests will help determine how the technology performs in a real-world environment and will indicate whether it will be practical to one day make it commonplace across the entire U.S. rail industry.” “BNSF plans to expand the testing of this important technology within its fleet,” said Dave Dealy, BNSF’s vice president, Transportation. “By leveraging our past experience with this technology, BNSF looks forward to building on this foundation to allow further implementation of ECP into our intermodal and coal shipments.”

©©©© 2007 Norfolk Southern Press Release 2007 Norfolk Southern Press Release 2007 Norfolk Southern Press Release 2007 Norfolk Southern Press Release

Norfolk Southern and BNSF Railway

to Test New Train Brake Technology

FORT WORTH, TexasFORT WORTH, TexasFORT WORTH, TexasFORT WORTH, Texas, April 5, 2007: Blizzard conditions in the Powder River Basin (PRB) of Wyoming and Montana resulted in the loss of about 170 coal train loadings on BNSF Railway March 27-April 4. Daily BNSF trains originating in the PRB bottomed out on March 30 at three, approximately 5 percent of the usual daily total. Throughout that period, BNSF had empty trains available, but mines were unable to load due to the blizzard’s effect on mine employee availability and mine pit conditions. Train loadings have been increasing since then as mines continue to work toward normal operations, although moisture in the mine pits continues to reduce loadings at some Wyoming mines. BNSF has been informed that mines believe they will be able to resume normal operations by the beginning of next week. Thanks to the cooperation of utilities and connecting railroads, BNSF has been able to balance loaded and empty trains while maintaining a steady flow of empty trains back toward the PRB. BNSF will have empty trains available for loading as mines resume normal loading levels.

©©©© 2007 BNSF Railway Press Relea 2007 BNSF Railway Press Relea 2007 BNSF Railway Press Relea 2007 BNSF Railway Press Releasesesese

Omaha, NebOmaha, NebOmaha, NebOmaha, Neb., April 2, 2007 – Union Pacific today announced that recovery from extensive weather-related mine shutdowns in Wyoming could likely take as much as 10 to 14 days. A series of storms that began on March 29 caused all ten mines served by the railroad in the Southern Powder River Basin to temporarily cease production. Severe flooding, more than two feet of snowfall and road closures forced the mines to take this action. On March 28, the State of Wyoming closed Highway 59, a major access road for Southern Powder River Basin miners. This closure prevented mineworkers, emergency services, and supplies from reaching the mines for several days. The impact of the severe weather on the mining equipment and the inability of workers to reach the mines made operations impossible. As a result of the closures, approximately 160 trains were unable to load between the closure of the highway and this morning. Once Highway 59 reopened at noon on March 30, the mines were able to begin repair work and to eventually resume operations. One mine remains flooded and most others are operating at reduced capacity. This complex supply-chain must balance mine production and loading capability with railroad capacity and unloading operations at the utilities. After an interruption, these operations must ramp-up together to avoid congestion or additional delay to the entire network. Union Pacific has begun increasing the movement of its coal trains as the mines resume production and will be working with the receiving utilities and other receivers to minimize the time it takes to cycle its trains between the mines and the destinations.

©©©© 2007 Union Pacific Press Release 2007 Union Pacific Press Release 2007 Union Pacific Press Release 2007 Union Pacific Press Release

BNSF and Union Pacific Experience Weather Delays in Wyoming

Editor’s Note - BNSF Railway brings PRB coal to Memphis for

the NS to deliver to the Robert Scherer Plant in Georgia. BNSF

also brings PRB coal to Alabama Power on their own track via

Memphis and the Birmingham Sub.

Union Pacific brings PRB coal to Memphis for the CN to

deliver to Mississippi Power usually on the CEYMS train.

P A G E 1 1 V O L U M E 3 4 , I S S U E 3

Meeting ScheduleMeeting ScheduleMeeting ScheduleMeeting Schedule April 9, 2007April 9, 2007April 9, 2007April 9, 2007 May 14, 2007May 14, 2007May 14, 2007May 14, 2007 June 11, 2007June 11, 2007June 11, 2007June 11, 2007 Meetings are the 2nd Monday of each month in Meetings are the 2nd Monday of each month in Meetings are the 2nd Monday of each month in Meetings are the 2nd Monday of each month in the White Station Brancthe White Station Brancthe White Station Brancthe White Station Branch Library from 7 h Library from 7 h Library from 7 h Library from 7 ---- 9 pm. 9 pm. 9 pm. 9 pm. 5094 Poplar Avenue5094 Poplar Avenue5094 Poplar Avenue5094 Poplar Avenue Memphis, TN (in front of Clark Tower)Memphis, TN (in front of Clark Tower)Memphis, TN (in front of Clark Tower)Memphis, TN (in front of Clark Tower)

Contact the EditorContact the EditorContact the EditorContact the Editor M.J. Scanlon 3549 Kenwood Avenue Memphis, TN 38122 [email protected]

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THE MEMPHIS BUFF welcomes contributions for publication. Copyrighted materials must contain the source. Original documents and photos are preferred for clarity. Enclose a SASE for the return of your materials. Articles sent via the Internet should be in Microsoft Word format. Photos should be JPEG files @ 72 dpi and at least 800x600 size. Consideration for a cover photo would require a much higher resolution. THE MEMPHIS BUFF is a not-for-profit publication for the Memphis Chapter of the NRHS.

This caboose was originally built in 1970 by the International Car Company of Kenton, Ohio for GM&O. It has seen life with the ICG, the

Gulf & Mississippi Railroad, and SouthRail. It was put on display here in Corinth, MS, in the late 1980’s in Mid-South Railroad colors. In

the early 1990’s a local group got together to bring this caboose back to its’ original color and number, as it is seen today.

(M.J. Scanlon Photo)

April 2007 Memphis Buff

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