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Frank Story Photo. Used by Permission.
L&N EMD E7A at Union Station Nashville, Tennessee. 1971
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Harry Eubank Steam Collection
Jerry Sullivan Photos
Diesel Collection |
L&N No. 779 EMD Passenger
Louisville Union Station. Louisville, KY. Feb 22, 1956
Photo taken at Louisville Union Station in Louisville, KY on Feb 22, 1956. The lead unit 779 is an E-7, which were all purchased in 1945, and the trailing unit is either an E-8 or an E-9. (external appearance is the same). Likely it is an E-8, though, because I believe all of the E-9s were second-hand from the Frisco, and none of those ever had this paint scheme. This one began life as No. 459.The presence of a train in the background with at least one stainless steel car, suggests that this is mid-morning, and these units may have just brought the South Wind up from Montgomery. Otherwise, they are protection power for the southbound Pan-American which will depart Louisville about noon. It was common practice to have protection power at the station when #99 arrived, just in case one of it's units was either sick, or due for shopping.
L&N No. 367
Corbin, KY. March 13, 1956
An Alco FA/FB/FA combination, all 1500HP units. These were purchased at the same time as the RS-3s, and all were gone by the late 60s.
L&N EMD E-6. No. 770
Cincinnati, OH. August 16, 1960
A EMD E-6, one of the original ones purchased in 1942, but it has been renumbered. In 1958, most of these got the all blue scheme
L&N Locomotive #756
Cincinnati, OH
The Humming Bird led by E-6s. Notice the windows have been covered, or they are square. E6's had a slant nose with a crease line in the middle.
Notice the B&O E8A's No. 1443 & No. 1450 on the right. These appear to be F7A's or B's based on the grills. The gray ghost color scheme was applied to these engines, starting about 1960, so this picture is sometime between 1960, and 1968, when the Humming Bird was cancelled. Special thanks to Joe Benson for pointing out the correct location of the photo as well as the B&O engines in the background.
Memories from an L&N Fireman
I started with
the L&N as a Fireman in January of 1963 at the age of 18. My Dad worked
at Paradise, KY when the L&N first started the Unit coal trains there.
It seems strange, but my grandfathers worked for the IC railroad and my Dad
served His Apprenticeship as a Boilermaker with the IC. Dad later worked
for the UP and then went into power plant Construction.
In January of 1963, I spent a few weeks as a student Fireman and then I
qualified for Passenger (the L&N required that the Traveling Engineer
make every Fireman's first trip on Passenger to qualify them). Jim Planque
was the TE at the time that I qualified. During this period Head End Power
was unheard of. We used Clarkson Vapor Steam Generators. The first time I
saw those things, I knew they were Dangerous. Before leaving the terminal
at Evansville these old things had to be started. As I recall they were
oil burners and required priming first then you Hit the power Switch while
standing in a few inches of water. When they lit it was a small explosion
with smoke thru the stack. We were required to blow these things down every
hour. That was easy to do with a foot pedal, and this would blow the
sediment from the boiler to the ground.
There were several
Fireman during this period that were
known as Fixture Fireman. By that they were reclassified Engineers or Fireman
that had refused Promotion during the steam days. All 6 Passenger trains
at the time were Fired with Fixture Fireman so the chance to catch a
Passenger run from the Extra Board was not real good. I did catch them
several times and am still amazed at the skill of those old Engineers.
They could run in the Fog and blow at a crossing that I could never see
until we crossed it. They always wanted to know how far back the RPO was,
so every trip I took a walk back to check before we left. If they knew
where the RPO was, they could make the first stop at Henderson and spot the
RPO at the mail wagon every time.
The Evansville Division was CTC all the way to Kayne Avenue and the
schedule was around 3hrs 45 minutes For 159 Miles. I can tell you that the
passenger trains never saw a Yellow. If they did, the next signal was
Green. The speed limit was 70, but that really did not make a lot of
difference during these years as the RR never said a word unless something
went wrong. I have seen the Wheel Slip Light blinking at 70mph. and the
curves hit so hard that I would wonder if we were going to make it. When I
looked over at the Engineer he was always calm as could be, so I figured
they ran like this all of the time.
I am still a rail fan after all of these years.
- Glynn
L & N LINKS
CLINCHFIELD LINKS
- Clinchfield - This guide covers, in great detail, the CSX ex-Clinchfield from the terminal in Erwin, Tennessee, thru Elkhorn City, Kentucky, and then continues on the ex-Chesapeake and Ohio to Shelby Yard in Shelbiana, Kentucky, a distance of about 149 timetable miles.
- Clinchfield Railroad - This collection of web sites is the collaborative effort of several Clinchfield railfans bringing to you the glory of this somewhat remote railroad
NC&StL LINKS
Last Updated on Sunday, June 03, 2007 04:05:22 PM