Version One (1996-2008)

Realistic operations are the goal of the Norfolk Southern CR&E Division. During a typical operating session, we run between 16 and 18 scheduled trains, give or take a few. The railroad is single track with passing sidings and is dispatched by Track Warrant Control.  CATS, the Computer Automated Traffic System, is used by the dispatcher to manage traffic on the division.

An operating session runs approximately four hours using a 4:1 fast clock representing approximately 12 hours of a day.  Three hours are dedicated to actual train operations, while a pre-session briefing, crew assignments, mid-session break/shift change, and post-session discussions fill the remaining time.   A lineup is prepared for each session to establish planned departure times for each train.  Both the fast clock and the call sheet are reference tools for traffic planning.  We often run behind schedule and run past the 12 hours, but nobody cares.

The ideal crew size is between six and eight people. We have a trainmaster, yardmaster, and dispatcher, as well as road crews. The road crews are assigned in order using a very technical crew calling system. Whoever shows up first for the operating session is “first out” on the crew call board, and so on.

I'm happy to report that in late 2006 I had to move to a dual operating session schedule to handle the crew size.  Operating days are long now, with a morning and afternoon session separated by a lunch break.  I'm a firm believer in a limited crew size to avoid overcrowding and having the right mix of attendees to make sessions enjoyable for everyone. 

Norfolk Southern trains operating over the division include coal and empty trains, merchandise trains, a pair of intermodal trains, and a pair of Amtrak trains.  The NS lineup is rounded out by a number of locals, coal shifters, and pusher assignments.  CSX also runs coal and empty trains on the route by way of a trackage rights agreement similar to the one NS and CSX have between St. Paul, Virginia, and Frisco, Tennessee.  A shortline railroad, the Brushy Mountain Railroad, also interchanges with the CR&E at Lewisburg.

Trainmaster

The Trainmaster is responsible for coordinating crew calls, helping crews depart and enter staging yards, and answering questions that come up during operating sessions.  At times the Trainmaster also assumes the role of a pusher engineer, relief crew, or a fill-in crew to keep the schedule moving along.  He is responsible for management decisions and reports to the Division Superintendent except when the Trainmaster and Division Superintendent is the same person.

East End Dispatcher

The modeled portion of the Norfolk Southern CR&E Division is dispatched from the division offices in Lewisburg, WV.  The East End Dispatcher uses a simplified version of Track Warrant Control, by which train crews are given verbal authority to occupy trackage.  The railroad is currently dark, with no signals and no power switches, so this method for dispatching works quite well for us.  It is based in prototype practice, although we take shortcuts in the interest of cutting down on radio conversations.

Among the dispatcher's tools is the CATS dispatching system (Computer Automated Traffic System), which serves as a computerized "magnet board" showing a track schematic, train symbols, and route authorizations.  CATS has the ability to function as a full-blown Centralized Traffic Control system, but we do not use those features on the CR&E.  The dispatcher also has a copy of the train lineup, bulletins, auxiliary tracks inventory sheets, a fast clock, and FRS radios to communicate with train crews and the Lewisburg Yardmaster. 

One of our regular dispatchers, Tim, is working a shift at 4:11AM.  The CATS display shows traffic on the division that Tim is directing via track warrants issued via FRS radio.

Lewisburg Yardmaster

The Lewisburg Yardmaster handles inbound and outbound traffic moving through the classification yard.  Typically four merchandise trains pass through Lewisburg during each operating session, setting off and picking up cars that are handled by the yardmaster.  Several local freights and mine runs originate and terminate here, in addition to a pair of merchandise trains. 

The yardmaster sorts cars by destination and then blocks them for outbound trains.  We use Shenandoah Software's MyTrains and Waybills programs to print the car cards and waybills for car forwarding.   As a part of operating session preparation, I turn the four cycle waybills so that crews do not have to during an operating session.  The car card and waybill system has worked out well for a decade of operation on the CR&E. 

A copy of the train lineup is provided to the yardmaster for his shift.  The lineup indicates the planned operating time of each train, engine consist, total cars, number of cars for Lewisburg, origin, destination, and notes.   This tool helps the yardmaster determine how many cars will arrive for classification from each train.  It also lets the yardmaster know how many cars can be added to each train that departs Lewisburg. 

In addition to handling a lot of car classification, the yardmaster has control of the mainline and secondary trackage through Lewisburg.  All crews must communicate with the yardmaster for routing instructions through the terminal.  The Lewisburg Yardmaster and East End Dispatcher use a dedicated radio channel to coordinate train movements to and from Lewisburg. 

Finally, the yardmaster works the local industries within the terminal.

Regular Lewisburg Yardmaster Bruce lines a switch to the engine house at Lewisburg as he handles traffic through the terminal.  2005 photo.

Train crews

Generally three to five train crews are kept busy during a typical operating session.  Assignments vary for each crew member and are generally assigned in order using a rotation that is established by arrival time at the session.  The first person to arrive typically gets the first train (or first choice) when operations start.  As crews go off duty, they are reassigned to the next available train.  We do work with crews to determine if they prefer locals or run-through operations, but eventually everyone seems to get a chance to do a variety of jobs over the course of several sessions.

Crews pick up their trains in staging tracks or at other designated points on the railroad.  They use Digitrax throttles, FRS radios with headsets, and are given a train packet the contains information about the work they will be doing.  The train packet includes work orders for the train, a train information sheet giving engine and car consists and DCC address information, and the train's car cards and waybills.  Cars to be set off at Lewisburg are clipped in a clothespin for easier retrieval when the crew arrives at the yard.

After contacting the dispatcher, and yardmaster if the train originates in the Lewisburg yard limits, train crews get underway for their trip across the railroad.  They are directed by verbal track warrants given by the dispatcher via FRS radio.

In a 2005 photo, Dave brings a westbound across the Cove Creek Viaduct as it descends the Loops. The passing siding at Glace can be seen below the train.

In yet another 2005 photo, Jeff (left) and Cooper (right) are watching a CSX coal train as it climbs through Caldwell.  I believe that's Josh barely visible behind Cooper.

Norfolk Southern trains

CSXT trains

Amtrak trains

Brushy Mountain Railroad trains

An eastbound coal train enters the siding at Glace, WV.   The Shaver Wood Products spur is in the foreground.



The Potts Creek Shifter, NS C86, is preparing to head back north up the Potts Creek Branch with raw loads set off earlier by mine run C80.  In the tracks behind C86 are clean loads from Potts Creek that will move out on other trains.  The loads in the foreground are in the pocket track and have been picked up from the South Fork loadout by C86.  They also will leave town on another coal train.  Paint Bank can be a busy place during an operating session.



The Brushy Mountain Railroad Turn is heading back home, passing through Caldwell on the Old Main Line.  Brushy Mountain GP9 #740 has received a new coat of paint, while #724 remains in rusting former N&W black paint.  A pair of N&W SD35's waits in the powder track at Caldwell for the next pushing assignment.



The pushers are busy now, shoving a loaded coal train through Ridge, WV.  This is the steepest part of the Loops, topping out near 3% on this fill.  The pushers have just exited short Cove Tunnel.



The sun is just behind the ridge as a westbound CSXT empty train crawls through McFalls, VA.  Very soon the engines will be in heavy dynamic as they hold the train back for the 2.5% descent into Glace, WV.  CSXT's "Bright Future" paint is relatively new, but GP38 2121 is already showing signs of grueling work in the coal fields.

Parting Shots of Version One

The morning crew for the final operating session on 6/21/08 consisted of (left to right)):  Myself, Mike, Larry, Tim, Cooper, Jeff, Josh, and Kevin.


The afternoon crew for 6/21/08 consisted of (left to right): Myself, Larry, Tim, Bruce, Jeff, Jan, and Dave.


Tim is dispatching a busy railroad using CATS software.  It was all dark territory, but the display helped dispatchers keep up with verbal permission given to train crews.


Mike is working Lewisburg Yard during the morning session.  It looks like that pesky C80 mine run is in town.


Jeff, a.k.a. "the rookie" or "the kid," has stopped Amtrak 51 at the station at New Castle for the last time on Version One.


Dave is standing proud with the very last 351, which is being held out in the siding at Glace.  It was not uncommon for this train to get held out of Lewisburg, so Dave has split the crossing in anticipation of a long wait.


Here's a staged photo of an eastbound coming under the US60 bridge at Caldwell.  This was one of my favorite scenes on Version One, but I rarely photographed it.

There are only a couple photos of the demolition of the railroad, but they'll probably never be posted.  Here is the "parting shot" of NS train 136 in its storage box after arriving in Roanoke staging on 6/21/08.  Once Version Two starts up, I'll flip the waybills and this train will come out of Roanoke as NS 137.  Each train was boxed up in this way to make restaging easier on the new railroad.

To all who were a part of CR&E Version One, thank you for the memories!