THE FLOODS OF JULY, 1916

HOW THE SOUTHERN RAILWAY ORGANIZATION MET AN EMERGENCY

The Southern may be possessed by seventy times the seven devils that a certain type of politician is fond of attributing to it, but it is A railroad—capital A, number One. * * * The Southern is big, has always been big. * * * But this matter of size has seldom been demonstrated more strikingly than when this gigantic problem of the flood suddenly confronted it, and the Southern rose with a giant's strength to wrestle with and speedily to overcome the menace. It is a big system, run by big men, in a big way; and with all its faults we wouldn't swap it for anything in this neck of the woods —(Greensboro (N. C.) News, August 11, 1916)

SOUTHERN RAILWAY COMPANY Office of the president 1917

Copyright 1917

Southern Railway Company

To The "Man on the Job" This Book is Dedicated by One Who Admires Him

F.H.                                                                 

CONTENTS

Introduction......................................................5

Map of Southern Railway...............Facing page 7

United States Weather Bureau's Record of the Floods............................................................ 7

The Storms in Southern Railway Territory...... 15

The Gulf Coast Storm.................................... 17

The Storm in the Carolinas............................. 25

Asheville and Biltmore................................... 29

Asheville-Salisbury Line................................. 41

Asheville-Morristown Line............................. 73

Asheville-Spartanburg Line............................ 79

North Wilkesboro Branch............................. 85

Catawba River Bridge near Belmont, N.C..... 93

Catawba River Bridge near Fort Mill, S.C..... 97

Charleston Division...................................... 101

Spartanburg Division................................... 104

Hendersonville-Lake Toxaway Line............. 104

Coster Division............................................ 105

Telegraph Service........................................ 105

Equipment and Materials............................. 107

How the Southern People and Other Railroads Helped............ ...110

Keeping the Wheels Moving........................................................110

The Men Who Took the Lead.................................................... 112

The Appreciation of the Public—Editorial Comment....................117

President Harrison's Executive Order No. 76.......................... ...130

In Memoriam............................................. 131

INTRODUCTION

"Doubtless it will be pleasant to remember these perils hereafter," wrote a Roman poet nearly two thousand years ago. We of the Southern Railway organization can echo the sentiment today, for perils and adventure experienced in company have ever been strong bonds to bind together a group of men in action.

In July last we were called upon to show in a sudden emergency what we could do as individuals and even more as an organization. It was my official privilege to express at the time a word of appreciation upon a great achievement, but in order that there may be a more permanent record of what was done and of those who did it, we have collected the facts in the following pages. The editor is Mr. J. C. Williams, Assistant to the President, and I am sure that all whose deeds are recorded, as well as others who may be interested, will join me in congratulating him on the result of his work.

Fairfax Harrison.

Office of the President, Washington, D. C., January, 1917.

United States Weather Bureau's Record of the Floods

THE STORM IN THE CAROLINAS

As is indicated in Professor Henry's account of the storm in the Carolinas, the heavy rainfall began on July I4th on the lower reaches of the rivers traversing the coastal plain of the Carolinas and moved inland with increasing intensity until it culminated in the downpour of July 15th and 16th on the watersheds of the headwaters of these rivers and of the French Broad in western North Carolina. As a result of this, the rains on the coastal plain and in the Piedmont had run-off to a considerable extent before the crest of the high water had come down from the mountain regions; but the rivers were still at flood stage, greatly increasing the damage done when the crest of the flood came down from the mountains. But for this mountain flood the damage done by the rainfall in the Piedmont and coastal plain regions would have been slight.

The figures of the Weather Bureau showing the maximum rainfall of 22.22 inches at Altapass, the highest 24-hour precipitation ever recorded in the United States, give some idea of the enormous volume of water that fell over an area of hundreds of square miles and rushed down the mountain sides and into the rivers, carrying destruction on its crest. Trees, growing crops, houses, factories, bridges and other structures on the river banks and in the mountain valleys were swept away. Only the heaviest re-enforced concrete construction, like that in the Southern Railway viaduct across the French Broad River, west of Asheville, could withstand the force of the rushing flood and the debris and wreckage which it carried.

In the western North Carolina mountains the abnormally heavy rainfall which followed the Gulf Coast storm, amounting, at some of the Weather Bureau stations, to from eight to eighteen inches in the eight days ended July I3th, had completely saturated the soil and raised the level of all the streams. The water-soaked forest soil, with its large content of mica, was almost in a state of movement on the mountain sides, and tjie torrential rains of July I5th and i6th brought down successive avalanches, which swept away the road-bed, obliterating cuts and fills, on both of Southern Railway Company's principal trans-mountain lines. Railway fills were swept away by slides from the mountains, carrying with them trees and rocks. This whole mass of debris was swept into mountain ravines forming temporary dams which went out later, thus producing successive flood crests and increasing the damage on the lower water courses. An excellent illustration of erosion caused by the rains of July i5th and i6th is afforded by the accompanying reproduction of a photograph of a well near Chimney Rock, N. C. The soil above bed rock was washed away without seriously damaging the dry rubble wall of the well which was left standing with the well curb on top twelve feet above the rock.

"Around the next turn we came to the river, and a complete picture of destruction was before us. Not only the railroad, but its very foundations, had been swept away for the best part of a mile. Some of the track is buried under tons of sand and rock, then rises over a solid wedge of trees and stumps, then swings gracefully down in a long loop over the river to an embankment, then disappears again entirely. From here to the top of the mountain at the entrance of Swannanoa tunnel there is one continual scene of destruction. At some places track and foundations have dropped entirely into the river, heavy concrete abutments are in some cases broken and the track sagging down, several sections of track suspended in mid-air anywhere from twenty to sixty feet, simply the rails and ties being left, the fills having gone from under them, and in other places slides down the mountains, covering the track absolutely out of sight, with mud, gravel and rocks."

This description might be repeated for almost every mile of the line from Asheville to Statesville and for much of the line between Asheville and Spartanburg.

The destruction wrought by the storm came so suddenly that on July 15th many trains were caught on the line between terminals, and the fact that many more were not thus marooned is due to the timely warnings of section foremen and telegraph operators on the various lines. In addition to the large number of freight trains which were forced to discontinue their runs and take sidings at various points, and which are too numerous to mention here, the following passenger trains were storm-bound and isolated: Between Asheville and Salisbury, eastbound No. 12, at Marion, and westbound No. 21 at Connelly Springs; between Asheville and Spartanburg, westbound No. 9, in two sections, at Melrose, eastbound No. 10, in two sections, at Saluda, and Transylvania Division numbers 4 and 8, at Hendersonville; between Asheville and Knoxville, eastbound No. 28 at Nocona and eastbound No. 12 at Paint Rock. A heavy movement of passenger business to resort sections of western North Carolina was in progress, and it is as remarkable as it is fortunate that no passenger train was overwhelmed by flood or land-slide and thus swept to destruction with inevitable loss of life by the carrying away of the structures or road-beds. Not a passenger was killed or injured as a result of the flood. The first care of every one concerned in the operation of the railway was for the safety and comfort of these passengers; where there were not adequate hotel accommodations available, food supplies, bedding and other necessaries were collected and placed at their disposal, and while in some cases a few were necessarily subjected to inconvenience, there was not a single case of actual suffering from hunger or any other cause.

The Spartanburg Division was damaged in the valley of the Broad River by washed-out fills and washed and damaged trestles on the Spartanburg-Columbia line between Herbert, S. C, and Columbia, S. C, and by minor damages on the Greenville-Alston line near Alston, S.C., the most serious of which was a large wash-out on the east approach of the Broad River bridge at Alston.

The highest water in the Broad River was about midnight Sunday, July 16th, but, although it was higher than in either 1908 or 1912, the damage to the railroad was less than in the overflows of those years, due to the better construction of trestles and to a heavy growth of Johnson grass on fills. Both of the Spartan-burg Division bridges across the Broad River were saved by keeping away the drift.

Superintendent Wm. Maxwell was at Charlotte with Roadmaster J. H. Black-well and Bridge Supervisor R. E. Connor on Saturday, July I5th. Learning of the flood, they went at once to Spartanburg and organized reconstruction work, which was carried on from both ends of the line between Herbert and Columbia and at intermediate points where forces were available. The most serious damage was about nine miles west of Columbia, where about five hundred feet of fill and part of a ballast deck trestle had been washed away. The track between Spartanburg and Herbert was not put out of operation and trains were continuously operated between these points. On July 2Oth, service was extended to Blair, on July 21st to Dawkins, on July 25th to Alston, and on July 26th to Columbia. The Greenville line was operated continuously between Greenville and Newberry, from which point trains were detoured over the Columbia, Newberry & Laurens Railway into Columbia. On July 26th service was resumed through Alston to Columbia.

HENDERSONVILLE-LAKE TOXAWAY LINE.

The story of the Transylvania Division was a repetition, on a smaller scale, of the stories of the other lines in western North Carolina, with slides and washed-out fills and trestles on practically every mile of the line. The officers of the Transylvania Division were badly handicapped during the first two weeks after the flood by inability to get materials through from the Asheville Division by way of Hendersonville due to the paramount necessity of concentrating effort on the more important lines. As soon as conditions were such that materials and equipment could be spared they were sent to the Transylvania Division, but, during the first two weeks the materials available were only such as were on hand along the line, and logs cut from the woods.

Superintendent C. C. Hodges got the work started at once with the men and materials available. The same general methods were used as on the Asheville-Spar-tanburg line. The line from Hendersonville to Brevard was opened for traffic on Saturday, July 22d, was extended to Rosman on July 24th, and on Saturday, August 7th, through service was restored the entire Distance between Hendersonville and Lake Toxaway.

The storm record of the summer of 1916 as affecting the Southern Railway was completed on August 3d, when a torrential rainfall over an area about fifteen miles in diameter put the Knoxville-Middlesboro line of the Coster Division out of operation between Williams Springs, Tenn., and Clouds, Tenn. The character of the damage was similar to that done by the July storm on the mountain lines of the Company in western North Carolina. Embankments were washed out and cuts were filled with mud, rocks, logs and trees brought down by slides from the mountains. The worst break was at a point between Lone Mountain Tunnel and Tazewell, Tenn., where a fill was washed out to a depth of fifty-five feet for a distance of 180 feet.

Restoration work, hampered somewhat by the absence of Coster Division forces still working on the Asheville and Knoxville Divisions and by the fact that practically all of the trestle timber on the Division had been shipped to the Knoxville Division, was started from both ends. The forces working from the south were under the personal direction of Superintendent W. M. Deuel, with Trainmaster W. L. Hickey, Roadmaster J. P. Hannah and Track Supervisor John Lilly. Those working from the north end were under George Deuel, General Yardmaster at Tiprell. Bridges and Buildings Supervisor R. E. Price took charge of the work of the bridge gangs as soon as he was released from the Asheville Division. Rapid progress was made, and the line was restored to operation on August nth.

TELEGRAPH SERVICE.

Communication with flooded areas and the direction of repair work were made difficult during the days immediately following the storm in the Carolinas by the condition of the telegraph and telephone wires. Lines were broken and service was cut off or seriously crippled throughout a broad belt extending from the vicinity of Charleston, S. C, nearly to Morristown, Tenn.

The wires between Charlotte, N. C., and Greenville, S. C., were interrupted on July 15th, when the line was broken at many points, the most serious break being at the Catawba River, near Belmont where the bridge washed away on the evening of July 16th. All these breaks except that at Belmont were repaired by the night of July 16th. At Belmont, gangs of men with necessary materials were on both sides of the river on the morning of the I7th, but it was not until July i8th that the first wire was put across. Additional wires were gotten over the next day and a cable was put across on July 2Oth.

The main line between Charlotte and Columbia was interrupted on July I5th by numerous pole breaks scattered between Charlotte and Winnsboro. These were restored on the night of July I5th, but service on this line was again interrupted on July 17th, when the bridge across the Catawba River between Fort Mill and Rock Hill, S. C., was washed away. Men and materials were on the ground on the following morning and service was restored on July 2Oth.

The line from Columbia to Spartanburg was broken on July i6th by five miles of line becoming inundated and three miles of it washed away along the Broad River between Shelton and Austin. Service was restored when the water" receded sufficiently on July 23d.

The line between Spartanburg and Asheville was only slightly damaged by scattering breaks and small wash-outs. Service was restored as fast as men could walk over the line from Spartanburg to Asheville on July i8th.

The line between Asheville and Salisbury was interrupted July i6th at various scattered points and 193 poles were washed away, the largest break being at the Catawba River, near Eufola, where approximately three miles of pole line went down. Temporary service between Asheville and Salisbury was opened on July 24th, but, in the meantime, a temporary telephone line had been built between Old Fort and Ridgecrest, establishing communication between headquarters at Old Fort and the working forces over the mountain.

The line between Asheville and Morristown was most seriously damaged. Six hundred poles were washed away or washed down along the French Broad River, over five hundred of which were completely lost. Temporary service was opened up on this line on July 25th.

The line between Hendersonville and Lake Toxaway was slightly damaged between Rosman and Lake Toxaway, twenty poles being washed away. This line was restored for temporary service on July 24th.

The line between Siloam and North Wilkesboro was interrupted on July :6th along the Yadkin River, when forty-two miles of pole line was washed away, making necessary 698 new poles in that section. Temporary service was restored on this line on July 25th.

With communication cut off to points in the flooded territory and the lines between the North and South crossing the flooded territory out of service, the problem of getting reports of damage and directing repairs was difficult. On Sunday morning, July i6th, the Washington offices were in communication with Asheville over a wire set up through the West to Atlanta and a telephone circuit from Atlanta to Asheville. During the period Washington was cut off from Columbia communication was established through Atlanta by way of Jesup and Savannah, Ga. One of the most difficult temporary circuits undertaken was to enable the dispatcher at Charlotte to reach the territory south of the washout at the Catawba River bridge, near Belmont, only ten miles south of Charlotte. This was accomplished by using telephone wires from Charlotte by way of Raleigh. Richmond, Washington, Philadelphia, Pittsburgh, Cincinnati, Nashville, Atlanta, Augusta and Spartanburg.

Not the least of the tasks thrown upon the Southern Railway organization by the flood was the assembling of equipment and materials. This was organized by Vice-President and General Manager Coapman, and was done so efficiently that equipment, lumber and other supplies were on their way before the waters had receded, and there was no substantial delay at any accessible point for lack of anything that was needed. Such things as could be obtained locally were bought by the men in charge of the work in the field, but the greater part of the purchases were made from Washington by Purchasing Agent C. R. Craig and Tie and Timber Agent W. F. H. Finke, under direction of Vice-President Spencer on information furnished by General Superintendent of Transportation G. W. Taylor, and Assistant to General Manager W. M. Netherland. In addition to this, Mr. Taylor had charge of getting the equipment and materials to the points where needed and supervised the movement of the vast volume of traffic that had to be detoured from the broken lines.

For the efficient distribution of materials and supplies distribution headquarters were established at Spencer, N. C., under General Storekeeper J. W. Gerber; at Hayne, S. C., under Engineer Maintenance of Way R. D. Tobien, of the Southern District; at Asheville, N. C., under General Superintendent G. R. Loyall and Engineer Maintenance of Way J. B. Akers, and at Knoxville under Superintendent O. B. Keister. The difficulties in the way of the prompt assembly and distribution of supplies were greatly increased by the breaks in the Company's lines, isolating much of the territory from the markets north, east and south, from which a large percentage of the materials needed were drawn. The difficulty of supplying the Asheville-Salisbury line between Statesville and Ridgecrest was particularly great until the line of the Charleston Division from Blacksburg, S. C., to Marion, N. C., had been restored to service so that shipments could be sent in that way.

In the case of metal materials for use south and west of the breaks the difficulty of transportation was met by the use of ferries constructed at the Catawbas, where transfer of small packages of hardware were made; by purchases from concerns in various Southern cities, and from neighboring railroads in small lots, and by the movement over foreign lines of materials purchased in northern and western markets.

The first report indicating the extent of damage and furnishing a key to the quantity and class of materials that would be required was received the evening of July 16th. Instructions were immediately given for the movement of reserve supplies on the railroad to the points where they were needed. These were sufficient to meet first requirements, but large additional purchases were necessary, and on the morning of the seventeenth orders were placed by telegraph and telephone with concerns in various cities, and by the evening of the seventeenth there were moving in the direction of the flooded districts a baggage-car load of rope, blocks, nails and bridge bolts by train No. 29 from Washington; from Trenton, N. J., three pieces 3/4-inch steel wire cable (each one-third of a mile in length),

The lumber and pile requirements for reconstruction work at the north ends of breaks and points north were loaded and shipped from stock on hand in the Northern District, or purchased in small lots where it could be found in that territory, and by the purchase by Mr. Taylor of 2,800 piles, ranging from forty to ninety feet in length, from concerns at Norfolk and Pinners Point, some of which were being held for shipment to the Panama Canal. The loading of the piles bought at Norfolk and Pinners Point was placed in the hands of General Agent Candler; loading began at once and they were handled by special trains, and were the first of that character of material to reach the flooded district in substantial quantities.

Upon receipt of a report of conditions at Asheville and east of that point, an order was placed with a Louisville concern for 900 kegs of track spikes, 200 kegs of boat spikes, 400 kegs of nails and a general assortment of tools, making, all told, six carloads. The order was placed over long distance telephone the morning of July 21; loading was completed by 6 p.m., and the shipment moved out of Louisville as a special train. It was delivered at Knoxville the next morning and immediately moved to Asheville via Louisville & Nashville Railroad to Murphy, N. C, and Murphy Division to Asheville.

An order for a 96,ooo-gallon water tank to replace one destroyed at Marshall, N. C., was placed July 2Oth. Shipment was made from Batavia, Illinois, July 25th, and it was delivered by the time the track was restored at that point. Pumps to replace those washed away with pump houses at Bridgewater and Connelly Springs, N. C., were shipped from Chicago by express July 2ist, and delivered in ample time to take care of the situation. For the restoration of the water station at Elkin, N. C., a 6o,ooo-gallon tank was shipped from Baltimore; pumps from Dubuque, la., by express, and boilers from South Richmond shops. Thirty-nine carloads of cement located en route and being loaded at cement plant at Leeds, Ala., for various work on the system were diverted and moved to Hayne, S. C., and distributed from that point for use in the flood district.

In addition to the above, the following are some of the items that were pur-

3 Carloads of blasting powder and dynamite, with caps and fuse, for use in the Old Fort territory, shipped from Richmond, Va.;

300 Gasoline torches for use in night work at various points, shipped from Richmond, Washington, Baltimore and Philadelphia;

8 Carbide high-powered lights, shipped from Baltimore; 50 Drag scoops for grading work in Old Fort territory, shipped from Atlanta and Hickory, N. C.;

300 Wheelbarrows for grading work in the vicinity of Old Fort, shipped from Atlanta;

8 Carloads of sheet-steel piling for the building of coffer-dams in connection with construction of new piers for bridge at Eufola-Catawba, shipped from Buffalo, N. Y.;

16 Steel coal carts for use in reconstruction work and for handling coal at Old Fort were manufactured at our Roadway Shops—six of which were shipped promptly upon placing of order and the balance a few days later; 28 Lever-cars and 57 push-cars, manufactured at our Roadway Shops and shipped to various points for use in reconstruction work; 48 Switch stands, together with switches, frogs, and a substantial supply of tools were turned out and shipped promptly upon request from our Roadway Shops;

6 Motor inspection cars, by express from Rockford, Illinois, and Three Rivers, Michigan; 2,000 Tons new 85-pound rail furnished from Eastern and Southern mills. (Only a part of this rail was used in the flooded district.)

500 Tons of 56 and 60-pound relay rail was loaded and shipped from the Richmond and Norfolk Divisions, and 18,000 cross-ties from the Richmond Division to the Winston-Salem Division for use in the restoration of that line.

28 Girder bridge spans shipped from Roanoke, Va., for use in rebuilding bridges. Shipments completed in two weeks.

The piles bought included 6,346 piles from forty to ninety feet long, moved on 427 cars and shipped from Slidell, La., Jacksonville, Fla., Norfolk and Pinners Point, Va., Baltimore, Md., Norfolk & Western Railway points and various points in Virginia, Georgia and South Carolina.

Purchases of lumber amounted to 6,350,000 feet, shipped on 525 cars from points in North Carolina, Virginia, South Carolina, Georgia, Florida, Mississippi and Baltimore, Md.

Spencer, South Richmond and Coster shops were put to work manufacturing drift bolts, and an ample supply, consisting of thousands, was turned out and all orders filled promptly. A substantial supply of bridge bolts was also manufactured at these shops.

In answer to our appeal for help, the Pennsylvania Railroad made prompt shipment of 2,200 bridge bolts and 50 kegs of boat spikes; the Atlanta Terminal

Equipment purchased for repair work included one locomotive pile-driver, four ditching machines, eight air dump-cars (new), 19 air dump-cars (second-hand), and four spreader cars.

HOW THE SOUTHERN PEOPLE AND OTHER RAILROADS HELPED.

It would have been impossible to have restored the wrecked lines of the Company within the short time that was required for the work without the hearty cooperation of the people in the flooded communities. Sawmills and lumber companies and manufacturers of supplies put off all other orders and worked day and night turning out materials for the Company; large employers of labor turned over their organizations, and thousands of men responded as individuals to the call of the Company for help. While all of these were paid for their services, and while the money disbursed was of substantial help to the flood-stricken communities, the spirit of helpful co-operation that was everywhere manifested was none the less appreciated by the Company.

Substantial help was also received from other railroad companies which responded to the utmost of their ability to requests for assistance. Equipment and forces were sent by the Cincinnati, New Orleans & Texas Pacific Railway Company, Alabama Great Southern Railroad Company, Mobile & Ohio Railroad Company, Norfolk & Western Railway Company, Baltimore & Ohio Railroad Company, Pennsylvania Railroad Company, Norfolk Southern Railroad Company and Central of Georgia Railway Company. Typical of the spirit in which other companies responded to calls for help was the action of the Baltimore & Ohio Railroad in taking a pile-driver off of work on its own lines and running it special with its full working crew from Clarksburg, W. Va., to the Potomac Yards. The service which it rendered was invaluable. The New Orleans & Northeastern Railroad Company was particularly helpful in the prompt movement of piles by special train from points on its lines.

KEEPING THE WHEELS MOVING.

One of the most difficult problems with which the Southern Railway organization was confronted during the flood and while repairs were under way was that of keeping traffic moving. The length of line put out of operation by the Gulf Coast storm was 140 miles, and the length put out by the storm in the Carolinas was 686 miles, making a total of 826 miles of railroad that were out of service for longer or shorter periods during the month of July. But this mileage, great as it was,

Connecting railroads, most of which had also suffered more or less from the storm, were helpful to the extent of their facilities, and Southern Railway also aided them in detouring around breaks in their lines wherever practicable. The companies that were helpful in this movement of traffic under difficulties included the Cincinnati, New Orleans & Texas Pacific Railway Company, the Alabama Great Southern Railroad Company, Norfolk & Western Railway Company, Atlantic Coast Line Railroad Company, Seaboard Air Line Railway Company, Louisville & Nashville Railroad Company, Nashville, Chattanooga & St. Louis Railway Company, Georgia Railroad, Columbia, Newberry & Laurens Railway Company and the Winston-Salem Southbound Railway Company.

Without neglecting the primary duty of supplying the working forces on the washed-out lines with everything that they needed, every effort was made to reduce to a minimum delays and inconvenience to travelers and shippers. One of the greatest difficulties was the handling of coal traffic originating on the Appalachia Division and normally moving in large volume over the Knoxville Division to Asheville. This was done so efficiently as not only to maintain adequate supplies of Company coal on all parts of the system, but also to keep up the supply for industries—fuel coal for plants in the Carolinas south of Charlotte being moved over the Knoxville and Atlanta Divisions and thence north over the Charlotte Division. This put an unprecedented strain on the Atlanta Division for several weeks, and this large volume of traffic was handled smoothly, promptly and without accident, in a way highly to the credit of Superintendent Norris and every man on the division.

The task of keeping the working forces supplied and moving an abnormally heavy volume of passenger and freight traffic was in charge of General Superintendent of Transportation G. W. Taylor, Superintendent of Freight Transportation W. M. Cowhig and Superintendent of Passenger Transportation H. E. Hutchens. These men were ably supported by the superintendents and the entire personnel of the Transportation Department, including train crews and station agents, and also by the transportation officers of connecting lines. The record made in the handling of this detoured traffic reflects the high efficiency of the Southern Railway Transportation Department, for at no point did working forces have to wait for materials or supplies, and, notwithstanding the crippled condition of the lines during the month of July, the gross revenues for the month showed an increase of 3.43 per cent over July, 1915, and loss and damage liabilities incurred during the month were not abnormal.

Without minimizing the great value of the help received from outside sources, full credit for the remarkable record made rests with the Southern Railway organization. Every one, from vice-presidents down to track laborers, performed his full duty. There were so many instances in which subordinates assumed responsibilities and showed initiative and executive ability in matters entirely outside of their regular duties that to refer to them all would involve a detailed account of the service of almost every gang and train crew engaged in the work. Taking into consideration the efficiency maintained throughout the entire organization, shown by the increased revenues in spite of our badly crippled lines, practically every man in the employ of the railroad should have his name on the honor roll. The following includes only those who led the repair forces in the work of reconstruction:

OPERATING OFFICERS AND STAFF IN GENERAL CHARGE.

E. H. Coapman.......................................Vice-President and General Manager

G. W. Taylor....................................General Superintendent of Transportation

W. M. Cowhig...................................Superintendent of Freight Transportation

H. E. Hutchens...............................Superintendent of Passenger Transportation

B. Herman............................Chief Engineer, Maintenance of Way and Structures

T. H. Gatlin...................Assistant Chief Engineer, Maintenance of Way and Structures

A. B. Ilsley.........................................................Engineer of Bridges

J. W. Connelly.....................................................Chief Special Agent

W. A. Applegate.........................................................Chief Surgeon

W. H. Potter...............................................Superintendent of Telegraph

J. A. Jones.....................................Chief Clerk to Superintendent of Telegraph

OFFICERS AND STAFF IN CHARGE OF PURCHASING AND DISTRIBUTING SUPPLIES.

H. B. Spencer........................................................... Vice-President

W. M. Netherland.........................................Assistant to General Manager

C. R. Craig............................................................Purchasing Agent

J. W. Gerber........................................................General Storekeeper

W. F. H. Finke..................................................Tie and Timber Agent

A. T. Mason...................................Chief Clerk to Assistant to General Manager

L. H. Skinner..........................................Chief Clerk to Purchasing Agent

W. W. Livingston.....................................Chief Clerk to General Storekeeper

W. F. Kurd................................-..........Chief Clerk to Tie and Timber Agent

W. J. Bolin................................................Supervisor of Roadway Stores

NORTHERN DISTRICT.

R. E. Simpson....................................................General Superintendent

G. E. Buckley............................................Engineer Maintenance of Way

G. L. Sitton......................................................... Resident Engineer

WINSTON-SALEM DIVISION.

J. S. Bergman........................................................... Superintendent

A. A. Wells...............................................................Roadmaster

C. W. Anderson ...................................................Assistant Roadmaster

J. A. Bolich.............................................................. Trainmaster

J. L. Clements...........................................Agent, North Wilkesboro, N. C.

J. S. Walker.............................................Agent to General Superintendent

J. B. Martin........................................... Supervisor Bridges and Buildings

J. H. Medearis..........................................Supervisor Bridges and Buildings

W. N. Foreacre..................................................General Superintendent

J. S. Lemond...............................................Engineer Maintenance of Way

J. A. Killian.........................................................Resident Engineer

R. F. Ezzell.........................Principal Assistant Engineer, Construction Department

A. Y. Willard.................................Assistant Engineer, Construction Department

P. R. Shields.................................Assistant Engineer, Construction Department

E. A. Fish....................................Assistant Engineer, Construction Department

A. V. Hooks.........................................................Assistant Engineer

CHARLOTTE DIVISION.

H. L. Hungerford....................................................... Superintendent

D. A. Ballenger...........................................................Roadmaster

E. L. Beasley...........................................Roadmaster (Columbus Division)

T. E. Sharpe............................................Supervisor Bridges and Buildings

G. W. Welker....................Supervisor, Bridges and Buildings (Washington Division)

E. L. Cochran.........................Supervisor Bridges and Buildings (Atlanta Division)

COLUMBIA DIVISION.

J. W. Wassum........................................................... Superintendent

P. B. Lum..................................................Assistant Engineer of Bridges

J. O. Hunt.............................................Engineer, Construction Department

B. M. Thompson.......................................Engineer, Construction Department

J. R. Fowlkes..............................................................Roadmaster

J. L. Mauney........................................................B. & B. Supervisor

CHARLESTON DIVISION.

C. P. King.............................................................. Superintendent

T. P. Beard............................................................... Trainmaster

N. J. Hammond............................................................. Roadmaster

J. M. Cothran..........................................Supervisor Bridges and Buildings

I. B. Clontz...........................................................Track Supervisor

J. H. Burney..........................................................Track Supervisor

A. M. Patrick........................................................Track Supervisor

SPARTANBURG DIVISION.

William Maxwell ................................................... Superintendent

G. M. Bishop.............................................................. Trainmaster

J. F. Gaffney...........................................Trainmaster (Columbia Division)

J. M. Parker.......................................................... Chief Dispatcher

J. H. Blackwell............................................................Roadmaster

R. E. Conner...........................................Supervisor Bridges and Buildings

M. T. Roberts.........................................................Track Supervisor

T. L. Dillard.........................................................Track Supervisor

E. H. Smith........................................Track Supervisor (Columbia Division)

E. E. Smith........................................Track Supervisor (Columbia Division)

M. Duncan .......................................Track Supervisor (Columbia Division)

MIDDLE DISTRICT.

G. R. Loyall.....................................................General Superintendent

J. B. Akers..........................................................Engineer M. of W.

Alexander Harris...................................................Resident Engineer

C. L. Dooley.......................................Chief Clerk to General Superintendent

ASHEVILLE DIVISION. (Exclusive of Line Between Salisbury and Ridgecrest.)

F. S. Collins............................................................ Superintendent

B. M. Smith............................................................... Roadmaster

W. W. Reister.......................................................B. & B. Supervisor

A. A. Queen.........................................................B. & B. Supervisor

Z. L. Mobley................................................................ Supervisor

A. M. Greenfield.......................................Supervisor (Appalachia Division)

W. A. Stewart...........................................Supervisor (Memphis Division)

J. T. Cox...........................................B. & B. Supervisor (Mobile Division)

LINE BETWEEN SALISBURY AND RIDGECREST.

T. H. Gatlin......................Assistant Chief Engineer, M. W. & S., in General Charge

B. J. Carlin................................................................Chief Clerk

V. O. Hill................................................................Stenographer

E. D. Dickerson......................................................Force Chart Clerk

F. E. Drumwright........................................................... Operator

In Direct Charge of Temporary Bridge, Catawba River.

C. G. Arthur........................................Superintendent (Richmond Division)

N. L. Hall..........................................Bridge Supervisor (Danville Division)

Construction and Track Work.

A. Harris ...........................................................Principal Assistant

A. P. New.................................................................Roadmaster

J. A. Walker......................................................Assistant Roadmaster

J. D. Leonard......................................................Assistant Roadmaster

E. E. Bumgarner...................................................Assistant Roadmaster

J. M. Boles.........................................................Supervisor (Track)

W. T. McCain.............................................................. Supervisor

J. E. Howie................................................................. Supervisor

J. A. Marsteller............................................................ Supervisor

S. G. Hendly................................................Supervisor (Steam Shovel)

A. D. Barfield.............................................................. Supervisor

W. T. Dobyns............................................................... Supervisor

Thos. Riley................................................................ Supervisor

C. R. Kincaid......................................................Supervisor (Bridges)

G. H. Flynt.......................................................Supervisor (Bridges)

R. E. Price........................................................Supervisor (Bridges)

A. A. Queen.......................................................Supervisor (Bridges)

Contractors.

H. C. McCrary.................................................Contractor (Rock Work)

Cornell-Young Co......................................Contractor (Steam Shovel Work)

Boxley, Goodwin & Gray................................Contractor (Steam Shovel Work)

Consolidated Engineer Co. (Geo. P. Zouck)...................Contractor (Bridge Work)

Transportation Department.

H. F. Payne.............................................................. Trainmaster

R. K. McClain.............................................................. Dispatcher

J. C. Morris................................................................ Dispatcher

J. D. Moss.................................................................. Dispatcher

W. A. Dysart.............................................................. Yardmaster

Material, Supplies and Forwarding.

O. B. Lackey..............................In Charge Material and Forwarding Department

C. P. Kerley..................................................Roads, Trails and Hauling

I. H. Green.........................................................Timber Field Agent

J. I. Lee................................................Timber Field Agent (Estimator)

F. T. Miller..................................Receiving and Forwarding Agent, Ridgecrest

R. H. Small..................................................Forwarding Agent, Marion

S. M. Sharps...........................................................Advance Agent

F. A. Sharpe............................................................Delivery Agent

W. H. Sullivan....................................................... Team Dispatcher

G. N. Shaw...................................................Receiving Agent, Dendron

J. H. Monroe.....................................................Storekeeper, Old Fort

A. B. Garrett............................................Assistant Storekeeper, Old Fort

R. O. Crawley...........................................Assistant Storekeeper, Old Fort

H. B. McCoy.........................Assistant Receiving and Forwarding Agent, Ridgecrest

E. S. Davis...........................Assistant Receiving and Forwarding Agent, Ridgecrest

W. S. Gravely................................................Forwarding Agent, Marion

J. S. Trogden.............................................Receiving Agent, Graphiteville

W. O. Lavendar.....................................................Foreman of Teams

J. C. Bowman.......................................................Chief Light Tender

R. B. Leinster..........................................................Corral Foreman

W. H. Boylan............................................................. Accountant

J. W. Mitchell.............................................................Accountant

Records, Time and Accounting.

D. H. Beatty........................................................ Chief Timekeeper

D. H. Reed............................................................Traveling Auditor

E. I. Stagey...........................................................Traveling Auditor

E. F. Garden............................................................... Accountant

Engineering Department.

H. H. Powell........................................................... Field Engineer

A. B. Pierce.........................................................Assistant Engineer

G. P. Asbury.........................................................Assistant Engineer

H. D. Scantlin......................................................Assistant Engineer

A. A. Johnson.......................................................Assistant Engineer

H. A. Adams.........................................................Assistant Engineer

J. H. Denny.........................................................Assistant Engineer

W. C. Caye..........................................................Assistant Engineer

J. N. Pease..........................................................Assistant Engineer

F. J. Torras..........................................................Assistant Engineer

E. G. Towers........................................................Assistant Engineer

J. A. Dickinson......................................................Assistant Engineer

C. Norris ...........................................................Assistant Engineer

H. K. Murphy.............................................................. Paymaster

Sanitation, Policing and Claims.

Dr. B. L. Ashworth............................................... Physician, Sanitation

Dr. D. M. McIntosh............................................... Physician, Sanitation

J. A. Coley.............................................Assistant Special Agent (Policing)

J. A. Barnes...................................................Special Officer (Policing)

W. M. Algood..................................................Special Officer (Policing)

J. Ray ........................................................Special Officer (Policing)

W. G. Anderson........................................................... Claim Agent

L. S. Parsons............................................................. Claim Agent

Commissary Department (Sands & Company).

J. M. Darden........................................................In General Charge

F. H. Snipes...........................................................District Manager

L. C. Vaughn..........................................................District Manager

KNOXVILLE DIVISION. (Line Between Asheville and Morristown.)

O. B. Keister........................................................... Superintendent

J. E. Platt................................................................. Roadmaster

J. H. Rigby........................................................Assistant Roadmaster

J. A. Walker................................Assistant Roadmaster (Birmingham Division)

Robert Smith .........................................................Track Supervisor

W. J. Thornburg.......................................................Track Supervisor

J. L. Self..............................................................Track Supervisor

R. L. Cobble.........................................................B. & B. Supervisor

N. W. Moore...........................................................Track Supervisor

W. M. Deuel............................................................ Superintendent

J. P. Hannah.............................................................. Roadmaster

R. E. Price..........................................................B. & B. Supervisor

A. E. Eschman.....................................B. & B. Supervisor (K. & A. Railroad)

John Lilly ...........................................................Track Supervisor

TRANSYLVANIA DIVISION.

C. C. Hodges............................................................ Superintendent

A. H. Caldwell............................................................ Roadmaster

C. T. Vance................................................................. Supervisor

SOUTHERN DISTRICT.

J. H. Stanfiel....................................................General Superintendent

R. D. Tobien...............................................Engineer Maintenance of Way

S. J. Buckley.........................................................Resident Engineer

ATLANTA DIVISION.

E. E. Norris............................................................ Superintendent

C. E. Ervin................................................................ Roadmaster

J. A. Johnson........................................................B. & B. Supervisor

E. L. Cochran.......................................................B. & B. Supervisor

N. J. Steele..........................................................Track Supervisor

W. E. Smith..........................................................Track Supervisor

J. N. Biddy............................................................Track Supervisor

J. T. Townsend........................................................Track Supervisor

BIRMINGHAM DIVISION.

H. H. Vance............................................................ Superintendent

A. P. New................................................................. Roadmaster

J. A. Walker......................................................Assistant Roadmaster

M. W. Self..........................................................B. & B. Supervisor

R. C. Holland........................................................Track Supervisor

A. D. Barfield........................................................Track Supervisor

T. W. Evans..........................................................Track Supervisor

J. H. Waters..........................................................Track Supervisor

W. T. McCain........................................................Track Supervisor

COLUMBUS DIVISION.

H. G. Farrar............................................................ Superintendent

E. L. Beasley.............................................................. Roadmaster

MOBILE DIVISION.

O. K. Cameron.......................................................... Superintendent

M. E. Madden............................................................. Trainmaster

J. C. Austin.............................................................. Trainmaster

A. P. Bradley ..............................................................Roadmaster

R. J. Jones...........................................................B. & B. Supervisor

J. T. Cox............................................................B. & B. Supervisor

A. G. Colquitt........................................................Track Supervisor

O. L. Hitchcock......................................................Track Supervisor

H. L. Sanders........................................................Track Supervisor

S. E. Sims............................................................Track Supervisor

T. J. Doran...........................................................Track Supervisor

W. P. Webb.........................................................Agent, Mobile, Ala.

NORTHERN ALABAMA RAILWAY.

J. W. Johnson.............................................................Roadmaster

L. M. Johnson........................................................Track Supervisor

OFFICE OF THE PRESIDENT.

Washington, D. C, August 11, 1916.

EXECUTIVE ORDER NO. 76.

To the officers and employees of southern railway company:

In the emergency created by the recent floods our organization has had a new test and has given a new proof of its efficiency. Men of all departments and of all branches of the service have demonstrated again the reason why the management has confidence and pride in them. In saving life and property while the danger was imminent, in promoting the comfort of marooned passengers, in restoring structures and reconstructing track so as to make possible, in the shortest possible period of time, a resumption of service vitally necessary to many isolated communities, and not forgetting the less conspicuous but equally necessary work of assembling and forwarding material, the Southern organization has deserved and won much praise from the public. Those of us who know in detail what the character of the work has been and the difficulties which have been surmounted by sheer courage and trained skill can best appreciate how well that praise has been merited.

Where all have done their duty it would be invidious to single out for special mention even those whose service has been most notable because their opportunity was greatest. I must, then, content myself with thanking you as an organization, but I intend the thanks for each of you who is conscious of deserving them.

In saying this, I have a deep sense of pride in my own membership in that organization, for I do honor to myself in honoring you.

The Company has suffered a hard blow in property loss, but, as none of us is to blame, there is no use in repining. Let us rather gird up our loins for a new effort to make up the losses in the coming year: to repeat the kind of service which has made so great a success of our work during the past two years. Finally, while congratulating ourselves on what has been accomplished, let us not forget that we all owe and cheerfully give a tribute of our highest respect to those brave men who lost their lives in the line of duty at the Belmont bridge.

FAIRFAX HARRISON.

Of the brave men who gave their lives in the performance of duty to Southern Railway Company in the Floods of July, 1916

H. P. GRIFFIN

J. N. GORDON

C. S. BARBEE

C. W. KLUTZ

J. F. HODGES

*DANIEL HEATH

*ANDREW SCOTT

*TOM ASHWOOD

*TOM DAVY

*SLOAN ADAMS

*WILL FERGUSON

*Colored

"YOUR SURVIVING COMRADES WHO SHARED THE RISK SALUTE YOU"

1917