Norton were augmented by day offices at Middlesboro, Ewing, Rose Hill, Penning- ton and Cumberland, all of which were equipped with L&N’s standard three posi- tion semaphore train order signals. Other open agencies that could issue orders if nec- essary were located at Bar- bourville and Pineville (both in CTC territory), Appalachia, Harlan, Evarts, and the Southern Railway agency at St. Charles.


With no signals at those lo- cations, agent-operators would use flags to alert trains if orders were to be picked up. Dispatcher train radio was just being implemented with a few radio towers at strategic locations, but coverage was spotty. Most still relied on the company phone lines, particu- larly the dispatcher wire, where crew- men could access line-side phone boxes to speak to the dispatcher.


Operations and Traffic


The 800-series train numbers were adopted on October 29, 1967, as part of a system-wide effort


to standardize


such numbers. The “8” prefix meant the train was operating on the CV Division


36 MARCH 2014 • RAILFAN.COM


Dispatcher W.A. Horn, Jr., is on duty on Saturday, May 29, 1965. Before him is a train sheet identical to the one used to prepare this article, plus a train order log book. The CTC machine controls the CV main from Corbin to Loyall. Notice there is no dispatcher-to-train radio.


of the L&N. Southbound trains carried odd numbers and northbound trains were even numbered. The Federal Hours of Service law


(the “dog law” in L&N lexicon) was still 16 hours of on-duty service for train crewmen at the time, but would be re-


duced to 14 hours later that year, and the current 12 hours two years later. In


the summary of operations


gleaned from the train sheet, all trains are identified by their operating au- thority — either a number in the sched- ule, or an extra. “Work extras” were is-


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