Johnson City to Walton

All of the former Southern Railway GRS tri-color signals were replaced in 2012 all the way from Johnson City to Bristol.

From Johnson City (MP 24.8), where there is a connection on the south side with the East Tennessee and Western North Carolina, the main line turns northeast, single track, Automatic Block Signals, Track Warrant Control (TWC), maximum speed 60 mph for intermodal and 50 mph for other freight trains, with a local 35 mph speed restriction  over street crossings, from MP 30.0 to MP 22.0, through Johnson City, and a 50-45 speed restriction on curves, from MP 24.9 to MP 22.5, past Carnegie Yard (MP 23.7), a 45-40 speed restriction on curves from MP 22.5 to MP 20.8 and a 40-35 speed restriction on curves from MP 20.8 to MP 19.1, past Watauga, turning just west of due north, with a 35 mph speed restriction on curves from MP 19.1 to MP 16.1 and north-northeast, with a 40 mph speed restriction on curves from MP 16.1 to MP 13.7, past the 9,629 ft. south-side siding (25 mph on the siding, 20 mph on the switches) from Piney Flats (MP 15.7), where Traffic Control (CTC) starts, past a spur at Amerays (MP 15.0), a turn northeast, and a spur at TVA (MP 14.4), to Curtis (MP 13.7).

The line turns curvily north, with a 35 mph speed restriction on curves from MP 13.7 to MP 11.8, past a detector at "Bluff City" (MP 12.4) and a spur at 84 Lumber Company (MP 12.3), east-northeast, with a 40 mph speed restriction on curves from MP 11.8 to MP 9.4, past a spur at Bluff City Milling (MP 11.2) and Bluff City (MP 11.0), where the erstwhile Virginia & Southwestern once crossed, just east of due north, east-northeast, and just east of due north again, with a 35 mph speed restriction on curves from MP 9.4 to MP 6.9, past Vance, northeast with a 40 mph speed restriction on curves from MP 6.9 to MP 3.2, past Farragut and a spur at Universal Siding (MP 3.4), just west of due north, with a 35 mph speed restriction on curves from MP 3.2 to MP 3.0 and a 40 mph speed restriction on curves from MP 3.0 to MP 0.4, past a spur at Bioco (MP 2.5), a 25 mph speed restriction over street crossings, from MP 2.0 to MP 0.0, through Bristol, the border between Tennessee and Virginia, and a turn north-northeast, a 30 mph speed restriction on curves from MP 0.4 to MP 0.2, Ford (MP 0.3), where the maximum speed drops to 20 mph, a spur trails in from the west, and a siding starts, and Bristol (MP 0.0), where the stub of an erstwhile Southern line to Moccasin Gap once headed west.

The east end of Bristol Yard is at MP 407.1/.2, whence the former Norfolk & Western single track line heads northeast, past Intermediate Signals at Cecil (MP 404.8/.9), turning curvily east-northeast, past Intermediate Signals at Wallace (MP 402.7/.8), a detector at MP 402.6, Intermediate Signals at Wyndale (MP 399.5/.6), Intermediate Signals at MP 396.7/.8, a 3,743 ft. siding from Abingdon (MP 393.9/394.0), where the erstwhile Virginia-Carolina Railway once headed southeast, to Litchfield (MP 393.1/.2), a detector at MP 390.4, Intermediate Signals at Hayter (MP 390.3/.4), Intermediate Signals at Meadow View (MP 387.7/.8), Intermediate Signals at Emory (MP 383.3/.4), a 5,976 ft. siding from Washington (mp 381.1/.2) to Glade Spring (MP 380.3/.4), where an erstwhile branch one headed north-northwest, a detector at MP 378.0, and Intermediate Signals at Snapp (MP 377.7/.8).

There are Intermediate Signals at Chilhowie (MP 374.9/375.0), Intermediate Signals at Seven Mile Ford (MP 371.9/372.0), Intermediate Signals at Jessie's Cut (MP 369.5/.6), Intermediate Signals at Copenhaver (MP 366.5/.6), a detector at MP 365.4, a 5,740 ft. siding from Marion (MP 364.1/.2), where the erstwhile Marion & Rye Valley Railway once headed southeast, to Schuleen (MP 362.9/363.0), Intermediate Signals at MP 359.9/360.0, Intermediate Signals at Atkins (MP 357.9/358.0), and Intermediate Signals at Groseclose (MP 354.7/.8), turning east, past a detector at MP 353.5, Intermediate Signals at MP 351.9/352.0, and Intermediate Signals at Rural Retreat (MP 349.5/.6), south-southeast, past Intermediate Signals at Duncan (MP 347.7/.8), east, and northeast, past Intermediate Signals at Crockett (MP 345.9/346.0).

The line turns curvily east-northeast, again, past Intermediate Signals at Tate's Run (MP 343.3/.4), a detector at MP 340.6, Intermediate Signals at Government Siding (MP 340.3/.4), a 5,518 ft. siding from Wytheville (MP 337.3/.4) to Stones Mill (MP 336.3/.4), Intermediate Signals at Kent (MP 333.1/.2), Intermediate Signals at Max Meadows (MP 329.7/.8), and a detector at MP 329.7, very curvily east-northeast, past Intermediate Signals at MP 326.7/.8, a 6,189 ft. siding from Gunton Park (MP 323.3/.4) to Clark (MP 322.1/.2), Intermediate Signals at Granite (MP 318.8/.9), Intermediate Signals at MP 317.2/.3, a detector at MP 316.2, Intermediate Signals at Pulaski (MP 315.1/.2), Dora Junction, where erstwhile N&W branches once departed to the south, up the New River valley, Intermediate Signals at MP 313.1/.2, and a 6,244 ft. siding from Newbern (MP 310.5/.6 to Wysor (MP 309.1/.2), where a spur on the south side, trails in from the Radford Ammunition Plant.

There are Intermediate Signals at MP 306.8/.9, Intermediate Signals at Melborn (MP 304.6/.7), a detector at MP 302.6, a bridge over the New River, after which the line runs along its east/south bank, the start of double track at JC (MP 302.1/.2), where an erstwhile N&W branch once trailed in from the south (along the river), a crossover at Radford (MP 300.7/.8), where the line turns east-southeast, the end of double track at Plum Creek (MP 298.9/299.0), where the line turns north, following the river, the wye on the north side with the former N&W Christiansburg District, at Tyler (MP 297.9/298.0), where the line turns east-northeast, away from the river, and the junction with that district on the east end of the wye at Walton (MP 297.5/.6).