Mr. (I forgot his first name) Allen, who was the engineer on the Aug. 6, 1935 runaway near Mears Junction, was later the engineer on the switch engine on the barrel transfer, said Woody Ralston.
Did they unload one car at a time? Also, since the narrow gauge gons probably did not have rotary couplers did the switch crew have to uncouple the car and pull the string back before the load was dumped? Did the crew use air brakes or engine brakes on the cut? Was there also a standard gauge switch engine working that part of the transfer? It looks like it would take all day to transfer a limestone train.



Edited 1 time(s). Last edit at 01/14/2010 12:46PM by CharlieMcCandless.