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Page 13
A work train was started from each end with a small force (20 or 25
men) to run over the changed track. This train, of course, had been
changed on a previous day to be ready for this work.
If a force was overtaken by this train with its work not done, the men
on the train were at once spread out to aid in its completion. This
done, the train ran on.
Not until this was done was a traffic train allowed to pass over the
track. The same rule was followed upon all the work.
Upon the final day it was required that upon all high trestles and in
tunnels the track should be full-spiked before being left or a train
let over. This took extra time and labor, and possibly was not
necessary; but it was a precaution on the side of safety.
Upon the day of the change of the Alabama Central Division (Selma to
Lauderdale), superintendents of other divisions, with their road
masters, supervisors, master mechanics and many section foremen, were
sent over to see the organization and work and the preparations that
had been made. Many of them lent a helping hand in the work. They saw
here in practice what had only been theory before.
About a week before the general change that portion of the road
between Rome, Ga., and Selma, Ala., about 200 miles, was changed, and
again men from other divisions were sent to see and aid in the work.
So when the final day came, the largest possible number of men were
able to work understandingly.
On the last day of May the Memphis & Charleston, Knoxville & Ohio, and
North Carolina branch were changed, and on June 1 the line from
Bristol to Chattanooga and Brunswick.
Other roads changed their branch lines a day or two before the 1st of
June; but the main lines, as a rule, were changed on that day.
It was a small matter to take care of the cars and arrange the train
service so there should be no hitches. It was not expected that
connections would move freight during the 48 hours prior to the
change, and these days were spent in clearing the road of everything,
and taking the cars to the points of rendezvous. All scheduled freight
trains were abandoned on the day prior to the change, and only trains
run _to_ such points.
Upon the East Tennessee system these points were Knoxville, Rome,
Atlanta, Macon, Huntsville, and Memphis, and to these points all cars
must go, loaded or empty, and there they were parked upon the tracks
prepared for the purpose. Passenger trains were run to points where it
had been arranged to change them, generally to the general changing
point.
Most of the Southern roads have double daily passenger service. Upon
all roads one of these trains, upon the day of change, was abandoned,
and upon some all. Some, even, did not run till next day.
We were able to start the day trains out by 10 or 11 o'clock A.M., and
put them through in fair time. Of course, no freights were run that
day, and the next day was used in getting the cars which had been
changed out of the parks and into line. So our freight traffic over
the entire South was suspended practically three days.
The work of changing was to commence at 3:30 A.M., but many of the men
were in position at an earlier hour, and did commence work as soon as
the last train was over, or an hour or so before the fixed time.
Half-past three A.M., however, can be set down as the general hour of
commencement.
For five or six hours in the cool morning the work went on briskly,
the men working with much more than ordinary enthusiasm. But the day
was warm, and after 9 or 10 A.M. it began to lag. All was done,
however, before the day was over, and safe, so that trains could pass
at full speed.
The men all received $1.50 for the work, whether it was finished early
or late in the day, and were paid that afternoon as soon as the work
was done. Tickets were given the men, which the nearest agent paid,
remitting as cash to the treasurer.
On some lines it was deemed best to offer prizes to those who got
through first.
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