Questions about N&W's ORDER 19 in Operating Rules during 1920s, etc.

[NW Mailing List]

Gordon ~
    Is the N&W Rule Book you refer  to the same thing (just an earlier 
version) as my pocketbook  size N&W Operating Rules  book?
    Mine has a section, entitled, "FORMS  OF TRAIN ORDERS," beginning on 
page 50.  Part A  is entitled, "Fixed Meeting Points" and has nothing numbered 
 "19" or "31" listed anywhere.
    The next section, starting on page 65, is entitled  "Rules Governing 
the Movement of Trains and Engines in the Same  Direction by Block Signals."  
Each paragraph in this section is  numbered, starting with 251.  
    I'd sure like to read the exact wording of Form 19  as mentioned in the 
ICC accident report.
                                                                            
                                        ~  Don
 
 
 
In a message dated 5/6/2011 19:24:06 Eastern Daylight Time,  
nw-mailing-list at nwhs.org writes:

Don,
 
I'll venture some info that others  can correct or expand.
 
In regards to your Question 1, the  N&W Rule Book effective Nov. 18, 1951 
(that I happen to have in front of  me), includes instructions on both "19" 
and "31" orders.  The basic  difference is that engineer and conductor must 
sign for a 31 order, meaning  that the train must stop to pick up the order.  
The crew does not have to  sign for a 19 order, meaning that the train does 
not normally have to  stop (an exception to not stopping would be when a 19 
order is issued  restricting the superiority of a train, etc.).
 
In the collision at Rural Retreat,  eastbound First Class train No. 14 was 
superior by direction to westbound  First Class train No. 37 and should have 
held the main line at Rural  Retreat in the absence of any instructions to 
the contrary from the  dispatcher.  If the dispatcher had intended No. 14 to 
take the siding at  Rural Retreat he would have so stated in the order, as 
he did for No. 14 at to  meet an inferior-by-direction First Class train at 
Crockett (No. 41).   Apparently the rear end of No. 37 fouling the main line 
at Rural Retreat  caused signal B-3502 to show a stop aspect, and the 
engineer of No. 14  erroneously thought that No. 37 was occupying  the main line 
at Rural  Retreat and that he should take the siding.
 
Gordon Hamilton 

----- Original Message ----- 
From:  _NW Mailing List_ (mailto:nw-mailing-list at nwhs.org)  
To: _nw-mailing-list at nwhs.org_ (mailto:nw-mailing-list at nwhs.org)  
Sent: Friday, May 06, 2011 3:38  PM
Subject: Questions about N&W's  ORDER 19 in Operating Rules during 1920s, 
etc.


For the purpose of framing my questions, the following language has  been 
excerpted from an ICC report, dated November 6, 1920.  The entire  report can 
be read at:
_http://ntl1.specialcollection.net/scripts/ws.dll?websearch&site=dot_railroa
ds_ 
(http://ntl1.specialcollection.net/scripts/ws.dll?websearch&site=dot_railroads) 

IN RE INVESTIGATION OF AN ACCIDENT WHICH OCCURRED
ON  THE NORFOLK & WESTER RAILWAY, NEAR RURAL RE-
TREAT, VA., ON OCTOBER  20, 1920.
 
    Westbound local passenger  train No. 37, enroute from Roanoke. Va. To 
Bristol, Tenn… received 19 train  order No. 56  reading:
"No,  14, engine 102, meet No. 37, engine 558 at Rural Retreat
                         and  No. 41, engine 107 at Crockett, No. 14 take 
siding at  Crockett."
[Arriving at Rural Retreat at 8:40 a,  m.], the east switch of the passing 
siding having been opened, the train  pulled in, stopping before the entire 
train was clear to unload passengers  and express.  After it had completed 
its work the train departed and  had proceeded a distance of about 2000 feet 
when, while running at a speed  estimated to have been from 10 to 12 miles 
per hour, it collided with train  No. 14, also on the passing  siding.
Eastbound train No. 14,  enroute from Bristol, Tenn., to Roanoke, 
Va...received a copy of 19 train  order 56…Approaching the west switch of the passing 
siding at Rural Retreat,  automatic signal B-3502, located about 50 feet 
west of the west switch, was  found in the stop position.  This indicated that 
the main track was  occupied between that point and the station.  The train 
was brought to  a stop and then proceeded, stopping again just clear of the 
switch.   The switch was opened and the train took the siding [at about 
8:40  a.m.).  It had proceeded about 1600 feet and, while running at a speed  
estimated to have been between 18 and 20 miles per hour, it collided with  
train No. 37 at about 8:43 a.m.
 
QUESTION 1. I have a copy of an N&W Operating Rules handbook  issued to 
employees January 1, 1967.  Am I right to assume that what  appears to be a 
commonly used "19 train order" in 1920 must was defined  somewhere else, or no 
longer in effect in 1967?.
QUESTION 2. Can  someone provide me with the actual language of 19 train 
order as it would  have read in 1920 and explain how and when it was routinely 
 applied?
QUESTION 3. Would the tail end of No. 37 being still out on  the main track 
,east of the east switch, have caused signal B-3502 to  automatically go 
into the STOP position?
QUESTION 4. Can someone let  me know how to pull up a copy of Tom Dressler’
s article on this head-on  collision that was published in the Arrow – 
perhaps the Jan/Feb 1996  issue?  I already have an excellent photo and would 
like to read the  text of his report.
 
Don Jackson
_NWinNscale at aol.com_ (mailto:NWinNscale at aol.com) 
(540) 972-3138

 
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