The wreck, page 92, occured in 1900 where time tables and train orders were used to direct trafic using telegraph. A time table meet between two passenger trains #5 NB and #2 SB was on the time table which made #5 inferior to #2 and #5 was obliged to take the siding at Sand Lake. Because #2 was running late orders were given moving the meet north. #5 got by the last operator at Mill Creek because the op fell asleep. #5 never received any orders. #2 made up time and arrived at Howard City on time. So the DS gave out #31 orders after checking if #5 was past Mill Creek. The operator never saw #5 because he was asleep and said #5 not by. So DS #31 order moved the meet south to next siding and made #5 superior. A cornfield meet between#5 and #2 resulted. The crash was north of the time table meet at Sand lake. Since #5 never received any orders, why did it proceed north of the time table designated meet? This is not discused in the story. Why not? This story first appeared in 1974 trains mag. This has always buged me. I recomend "Train Wrecks" special to all. If anyone has read this and knows the answere let us know.
Robert Graves
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Darren (BLHS & CRRM Lifetime Member)
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It's all in the story. Orders were first issued for the trains to meet at Wood Lake, instead of their time table scheduled meeting point of Sand Lake. Both trains received those orders. While No. 2 arrived at Howard City asked the dispatcher if he wanted to give No. 2 any orders. A possible reason for this is not hearing Mill Creek give an O-S on the opposing train, he may have asked on his own or at the behest of the crew about any changes. The dispatcher after assurances from Mill Creek that No. 5 hadn't passed, issued a new order that changed the meeting point from Wood Lake to Pierson.
Of course the reason No. 5 didn't get the order with the revision is because the Mill Creek operator had fallen asleep. No. 5 not knowing of the revised meeting location, continued past Pierson on it's first meet order towards Wood Lake. No. 2 with an order for the revised location, went past Wood Lake towards Pierson.
Start at the very last paragraph on page 93 of the issue. That's where it starts talking about the orders that set up the Lapse of Authority. The author's interpretation of some of the train order procedures involved sound more like a contemporary (1970s) rule book version. The basic rules and procedures while similiar, have changed over the years. That's just my opinion reading a contemporary (CB&Q 1900) rule book and it should be noted that rules could vary as to certain procedures between companies. Then and now.
Still, a good article in a good special issue. I also recommend it.
Jeff