Hot
Times on the High Iron
This Time, We Use a Little Clout
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November 6, 2002
In late April 1983, I took a trip to the Louisville, Kentucky area.
The Louisville, New Albany and Corydon Railroad was having some sort of
an open house. Being that I knew virtually nothing about this line other
than they had quite a few blue box cars that appeared in the yards where
I worked, I decided to take a few days off and attend so as to see the
place for myself. The event turned out to be less than what I had anticipated,
so I left the proceedings early. Having never really spent any time there
before, I decided to use this suddenly gained free time to check out the
Louisville area. I did some of the so-called tourist stuff including a
visit to the Hillerich and Bradsby Company, home of the "Louisville
Slugger" baseball bat. They are manufactured here. After finishing
the tour I decided to check out the railroads of the region. After all,
railroading is what I came down here for in the first place.
I managed to find my way over to Osborn Yard, the major hump and classification
yard of Seaboard System Railroad in Louisville. Osborn was formerly a
Louisville & Nashville facility. It was opened for business in 1977
consolidating several smaller yards the L&N operated in the Louisville
area. The name is in honor of former L&N President Prime F. Osborn.
Seaboard System was the new name of the recently merged components of
the Family Lines Rail System; Seaboard Coast Line, Louisville & Nashville,
the Clinchfield, the Georgia, and the West Point Route, which itself was
comprised of the Atlanta & West Point and Western of Alabama Railroads.
These individual companies having been under the same corporate ownership
for quite some time were merged into one company on January 1, 1983.
After driving all over God’s half acre looking it, I finally found
my way in to the yard. I came upon an office observing a couple of people
at work. So in I went. I asked about speaking to a Trainmaster in regards
to getting permission to take a look around the facilities. While making
my pitch, I mentioned to the lady with whom I was speaking that I too
was a railroader, employed by Missouri Pacific as a Locomotive Engineer
in Chicago. I figured that mentioning my railroad experience might be
the "in" that I needed. The lady I spoke with very graciously
made a telephone call to somebody and told them of my request. After concluding
her phone conversation, she smiled and informed me that the person at
the other end of the phone would be with me shortly. While I was waiting,
we struck up a conversation.
This very friendly lady informed me that both she and a man also working
in this office were the Crew Callers. One of them handled all the Engineers
and the other handled all the Trainmen. It was a decent sized office and
they were both rather busy. All during the conversation, both of these
folks were very friendly and hospitable despite handling all of the business
and busyness of a Caller’s office. They took a few moments to explain
the workings of their system. I wonder if this same hospitality would
prevail in today’s world. Both had also mentioned they had started
their careers with the L&N. I guess the L&N aside from teaching
people the requirements of their jobs, also emphasized courtesy.
A company looking vehicle appeared and in walked a man who introduced
himself as Joe Carlson, Trainmaster. I introduced myself and told him
of my credentials. I also mentioned to him that I worked at Yard Center
where numerous Seaboard (formerly L&N) trains, including the 290 train
that originated here at Osborn Yard terminated. I mentioned that we also
originated the 291 train that terminated at Osborn along with several
Seaboard trains that operated via the Evansville Division. This seemed
to create a common bond between us. We were railroaders of different employers
who shared a common link.
Mr. Carlson had me hop into the car with him but not before I grabbed
my photography gear. He then proceeded to begin the tour of Osborn Yard.
Our first stop was at the end of a track at the bottom end of the hump.
A hump crew was shoving a track to its limit and Mr. Carlson was there
to protect this move. It was here that I had my first major exposure to
the different terminology used for the same things. When giving a count
down, the term "tote" was used. I had never heard this term
before and inquired as to its meaning. It was explained to me about L&N’s
intermodal or piggyback trains being called "Tote trains." Tote
being the acronym for Trailer On Train Express. It was further explained
that a "tote" was the jargon used to describe a long car. The
flatcars used for hauling trailers were generally 89 to 93 feet long as
opposed to the average fifty-foot car length normally used.
In counting down the distance to the stop Mr. Carlson used the term "five
totes, two totes, one tote", meaning five long ones, two long ones,
one long one. It was very much exactly the same as what we said at Yard
Center, only different.
We then proceeded to the hump tower. I noticed the tower stood taller
than the one I was familiar with at Yard Center appearing to be a couple
of stories higher. It made for quite the impressive sight as the tower
itself was strategically placed at the crest of the hump, clearly the
highest point within Osborn Yard. From the top floor of the hump tower,
the glass enclosed office provided a great vantage point for observing
operations of this sprawling facility. I could see the entire bowl of
the hump as well as a large portion of the yard and the locomotive servicing
tracks.
In between explaining the operations of the hump and some information
about the Seaboard’s computer system, Mr. Carlson also went about
the business of running a major rail yard. He was involved with getting
a "Short Line Extra" prepared. This was an extra through freight
train that would operate between Osborn and Cincinnati on the former L&N’s
renowned "Short Line." The Short Line is well known by many
for its so-called saw tooth profile that makes operating trains a challenge.
I took various photographs of the yard in a panoramic style to capture
the layout of the hump and surrounding yard and facilities. I didn’t
want to disturb the operations anymore than I already was, so I didn’t
take any pictures inside the tower itself, as this would have required
using my strobe light.
Soon we were back into the car again heading out to take some paperwork
to a crew ready to depart with a transfer job. This assignment featured
an L&N Geep and a U25B for power, both wearing the Family Lines System
paint scheme. The little "L&N" initials on the cabs of both
units next to the road numbers had been blanked out being that the L&N
no longer existed as a railroad. Neither unit had the "SBD"
initials of the new name stenciled on their cabs as of yet.
After taking care of this business, we drove around the yard. I was shown
the RIP Track and the locomotive servicing facilities. The locomotive
facilities were near the hump tower. While Louisville was home to L&N’s
famed South Louisville Shops, they were at the other end of this entire
complex. The servicing facilities were what are commonly referred to as
"running" facilities. This would be where locomotives are worked
in service as it were. Locomotives are fueled, sanded, lubed, watered
and daily inspected. Major repairs are not conducted at running facilities.
Only smaller repairs, such as replacing lights or brake shoes, adjusting
brake rigging and the like are handled at facilities like these.
As we slowly drove passed the servicing facilities, I noticed some Chessie
System power on one of the tracks. Mr. Carlson explained that since the
parent companies of Seaboard and Chessie System had merged in 1981, a
daily through freight train from Chessie System called upon Osborn Yard.
A daily outbound Chessie train was built and originated at Osborn. I guess
this would be a precursor to the merger of the two railroads into CSX
Transportation.
When I asked of his background, Mr. Carlson told me he began his career
with the L&N in 1969 at DeCoursey Yard, just across the Ohio River
from Cincinnati in Latonia, KY. After the merger of Seaboard and Chessie’s
parent companies, DeCoursey was closed in favor of Chessie’s relatively
new Queensgate Yard where the Cincinnati Terminal operations for both
railroads were consolidated. Queensgate was a larger and far more modern
facility than DeCoursey opening for business around 1980.
With the tour now concluded, Mr. Carlson brought me back to the Caller’s
office and my car. In addition to getting permission to drive around on
my own and take some pictures, I was given a parting gift of an L&N,
Louisville Division employee timetable. Seaboard System had not yet issued
a timetable under their name, so the L&N timetable was still in effect.
Being that I was a trained, qualified railroader, Mr. Carlson simply reminded
me to heed all safety rules, to be careful, use good judgment and to remember
this was an active and busy rail yard. I thanked Mr. Carlson for his time,
wished him a good and safe day and we parted company.
I took the opportunity to drive around and get some photos. I snapped
off quite a few pictures around the locomotive servicing facilities getting
shots of various locomotives. One of the notable locomotives present was
an SDP35 locomotive. When these units were ordered in the mid 1960’s,
it was thought that these units would be used to pull passenger trains.
Plans changed and these units spent their life first in freight service
and now in yard, hump and transfer service in the latter days. The particular
locomotive on hand, the 4546, was recently modified having the portion
of the engine room that was designed to house a steam boiler shortened
and its rear porch lengthened to more easily accommodate somebody walking
across the back of the locomotive. The rear ladders were replaced with
the more common stairs making it easier to ride as well as board and alight
from the rear of the locomotive.
As I was concluding my own private tour, I noticed a switcher working
some assignment. It was a rather uncommon MP15AC locomotive. Several railroads
purchased them, but the only ones I had ever observed up close at this
point in time were those of the Milwaukee Road. L&N and sister road
Seaboard Coast Line also purchased them. While L&N sent numerous SW1500
and MP15DC locomotives to Yard Center to use in captive yard service,
they never sent us the MP15AC model. I snapped a shot of it and then departed
Osborn Yard, heading back across the Ohio River to my hotel room in New
Albany, IN.
When I returned home to Northwestern Indiana and then back to work, I
made it a point to stop and visit Seaboard Assistant Superintendent Jack
King. Mr. King, a former L&N man himself was assigned to Yard Center
and oversaw Seaboard’s Chicago Terminal operations. I told him of
my visit to Osborn Yard and the very courteous and friendly welcome I
received there. I also thanked him for the very cordial welcome the people
of the former L&N railroad gave me. He seemed gratified that I was
treated so well by the people of his company.
This little adventure occurred in an era before lawyers advertised on
television saying things like "even though you may be at fault, you
may be entitled to compensation." This term personally makes my flesh
crawl. Since litigation has become the norm and people file lawsuits because
they can, not because they are innocent victims, the railroads have been
party to many the frivolous suit by trespassers. With our litigious society
of today, it is highly unlikely I could attempt to make a tour like this
happen again. I would most certainly be told in the coldest and most unfriendly
manner that I must remove myself from the premises immediately or face
certain arrest and prosecution.
I guess that sunny Friday in April of 1983 was one of my personal "good
old days."
And so it goes.
Tuch