Train orders – Arkansas Division – Little Rock Sub – 1942

[benjamintickell53]

On June 16, 1942, a crew was called at North Little Rock for Extra 1497 South. They operated to Texarkana and tied up, then on June 17 were called for Second No. 18, which was likely a troop train. The Little Rock sub in 1942 was protected by automatic block signals. Two sections of double track existed with movement by signal indication, and one section of centralized traffic control between Hot Springs Junction and M&FV Junction. [In present day terms, from just north of Benton to just south of Malvern.] Six regular passenger trains and about the same number of timetable freight trains were operated in each direction, along with many extra trains and second sections.

An almost complete set of train orders survives from this trip, providing insight into the operating complexities of that era, when timetable, train orders, the book of rules (Uniform Code of Operating Rules, November 1940) and a good railroad watch were all required to get over the road safely each trip.

The identity of the crew member who saved these orders is unknown, and likewise unknown whether a timebook perhaps survives in some other collection, but with what we have, it provides an amazing paper trail of train operations.

Bill Pollard
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Timetable No. 98, June 21 1942 (actually issued 4days after the train orders were issued – can someone provide a scan of this page from Timetable No. 97?)
[attachment=0:1d62cdg4]ETT-98-w.jpg[/attachment:1d62cdg4]
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Orders for Second 18, Texarkana to Little Rock. Dispatcher PSW was P.S. Williams, located on the second floor of Little Rock Union Depot.
[attachment=8:1d62cdg4]TXA_clearance.jpg[/attachment:1d62cdg4][attachment=7:1d62cdg4]TXA_410.jpg[/attachment:1d62cdg4][attachment=6:1d62cdg4]TXA_611.jpg[/attachment:1d62cdg4]
[attachment=5:1d62cdg4]TXA_msg.jpg[/attachment:1d62cdg4]
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Orders for Second 18, Clear Lake Junction. This junction was the north end of double track, almost 10 miles north of Texarkana Union Station.
[attachment=4:1d62cdg4]Clear-Lake-Jct_0001w.jpg[/attachment:1d62cdg4][attachment=3:1d62cdg4]Clear-Lake-Jct_412.jpg[/attachment:1d62cdg4][attachment=2:1d62cdg4]Clear-Lake-Jct_421.jpg[/attachment:1d62cdg4][attachment=1:1d62cdg4]Clear-Lake-Jct_423.jpg[/attachment:1d62cdg4]
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[benjamintickell53]

Orders for Second 18 at Hope.
[attachment=1:19ijaz8u]HOPE_clearance.jpg[/attachment:19ijaz8u][attachment=0:19ijaz8u]HOPE_425.jpg[/attachment:19ijaz8u]
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Message for Second 18 at Prescott.
[attachment=8:19ijaz8u]Prescott-w.jpg[/attachment:19ijaz8u]
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Orders for Second 18 at Gurdon. These orders get Second 18 to the point north of Donaldson where CTC was in effect, and thus the Gurdon orders might have been the last ones received for this trip. Note that Second 18 is instructed to clear at the siding north of Gurdon. This was an unusual center siding, located between the two main tracks and accessible from each main at each end (see track diagram in profile page below.) The south end of the siding began within sight of the Gurdon depot, and the north end of the siding was almost 2 miles distant, at Smithton. The siding remained in service into at least the early 1970s. Note that order 126 was issued at 6:23pm giving wait times for Second 18. Order 136 was issued at 8pm, adjusting the wait times for Second 18 by a mere six to ten minutes. Such was the attention to detail during this era of true precision railroading.
[attachment=7:19ijaz8u]Gurdon-1942-6-17_clearance-w.jpg[/attachment:19ijaz8u][attachment=6:19ijaz8u]Gurdon-1942-6-17_126.jpg[/attachment:19ijaz8u]
[attachment=5:19ijaz8u]Gurdon-1942-6-17_134.jpg[/attachment:19ijaz8u][attachment=4:19ijaz8u]Gurdon-1942-6-17_136.jpg[/attachment:19ijaz8u]
[attachment=3:19ijaz8u]Gurdon-1942-6-17_0005.jpg[/attachment:19ijaz8u]

[attachment=2:19ijaz8u]1945-profile-w.jpg[/attachment:19ijaz8u]

[benjamintickell53]

This portion of this thread covers the southbound trip of this crew aboard Extra 1497 South, originating at North Little Rock yard on June 16, 1942, and tying up at Texarkana.

[attachment=8:2toepp60]NLR_clearance.jpg[/attachment:2toepp60][attachment=7:2toepp60]NLR_msg.jpg[/attachment:2toepp60]

A clearance was required for trains departing North Little Rock yard, but note that there were no orders, and the only order handed up at HH Tower (the Rock Island crossing, located just south of Little Rock Union Depot) was an order restricting speed. On this section of the railroad, and the next section which was full CTC, specific running orders were apparently not necessary. From Malvern on south, movement was by timetable and train order authority, so more traditional operating orders were necessary.
[attachment=5:2toepp60]HH-Tower_clearance.jpg[/attachment:2toepp60][attachment=6:2toepp60]HH-Tower_503.jpg[/attachment:2toepp60]
[attachment=0:2toepp60]MVN_clearance.jpg[/attachment:2toepp60][attachment=3:2toepp60]MVN_78.jpg[/attachment:2toepp60][attachment=4:2toepp60]MVN_74.jpg[/attachment:2toepp60][attachment=2:2toepp60]MVN_81.jpg[/attachment:2toepp60][attachment=1:2toepp60]MVN_84.jpg[/attachment:2toepp60]

[benjamintickell53]

Continuing with orders received by Extra 1497 South at Donaldson and points south.

[attachment=7:2rx328s2]Donaldson_clearance.jpg[/attachment:2rx328s2][attachment=9:2rx328s2]Donaldson_78.jpg[/attachment:2rx328s2][attachment=8:2rx328s2]Donaldson_80.jpg[/attachment:2rx328s2]
[attachment=5:2rx328s2]ARK_clearance.jpg[/attachment:2rx328s2][attachment=6:2rx328s2]ARK_87.jpg[/attachment:2rx328s2]
[attachment=0:2rx328s2]Gurdon_clearance.jpg[/attachment:2rx328s2][attachment=4:2rx328s2]Gurdon_339.jpg[/attachment:2rx328s2][attachment=3:2rx328s2]Gurdon_356.jpg[/attachment:2rx328s2][attachment=2:2rx328s2]Gurdon_359.jpg[/attachment:2rx328s2][attachment=1:2rx328s2]Gurdon_368.jpg[/attachment:2rx328s2]

[benjamintickell53]

[attachment=6:jjiwpwzw]Gurdon_370.jpg[/attachment:jjiwpwzw][attachment=5:jjiwpwzw]Gurdon_604.jpg[/attachment:jjiwpwzw]
[attachment=3:jjiwpwzw]Prescott_clearance.jpg[/attachment:jjiwpwzw][attachment=4:jjiwpwzw]Prescott_375.jpg[/attachment:jjiwpwzw]
[attachment=0:jjiwpwzw]Fulton_clearance.jpg[/attachment:jjiwpwzw][attachment=2:jjiwpwzw]Fulton_381.jpg[/attachment:jjiwpwzw][attachment=1:jjiwpwzw]Fulton_382.jpg[/attachment:jjiwpwzw]

[Bud Moss]

Bill, this has been a wonderful read. I love seeing the actual historical documents. Thanks for taking the time to put this all together, annotating it and posting! One question, there are several “orders” that are not on forms, just scraps of paper with a note. Would this be ancillary notes? Never seen these before. Jerry

[benjamintickell53]

Jerry,
I have questions about the “orders” that are not in the form of orders, particularly the one from QQ tower changing the number of locomotive on the original order, and the original order was a meet order. That seemed particularly “outside the rule book.” I was hoping that some former dispatchers would provide guidance here. Another that I questioned was the note advising 2nd #8 to take siding at Gurdon and call DS at the north end of the siding (Smithton).

As for the orders themselves, I had been given this stash a few years ago and thumbed through noting “old orders”. It wasn’t until I was looking for the orders from QQ Tower, perhaps the rarest in the bunch, that I realized these orders were actually for two trips. Its rare to find this kind of train order virtually complete trip coverage, so I though that it definitely needed to be shared digitally. Glad that you enjoyed it… I’m not sure that many are into this level of “getting down in the weeds” looking for details on a topic.

Bill

[Bud Moss]

the “weedier” the better!

[benjamintickell53]

Additional operating details gleaned from Arkansas Division Special Instructions #3 (3-17-1935) and #6 (1-1-1941).

Operation by signal indication: Trains and engines will operate both with and against current of traffic by block signals, the indications of which will supersede timetable superiority and take the place of train orders.

Clearance Card Form C delivered to southward trains at any point North Little Rock to Benton, inclusive, will be authority to assume its schedule from QQ Tower.

PP Switch/QQ Tower: A siding, capacity 238 cars, extends between PP Switch and QQ Tower. Switch at south end is No. 20 turnout, 50 feet north of train order signal at QQ Tower, and is interlocked and operated by Towerman.

Flashing Light Train Order Signals: Train order signals located at HH Tower, Hot Springs Junction and QQ Tower are equipped with flashing light signals to distinguish them from other signals. (By the time of Spl Instr #6, both Hot Springs Junction and QQ Tower had been removed from this list.)

Train Order Delivery Devices: At Hot Springs Junction, located across from tower. [Thus there must have been an actual tower at this point.]

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