Hey Balt,
I came across this old post of yours:
A quick and dirty explanation of CSX CADS screens. Pictured is the computer display for most of the Old Main Line Subdivision that runs between St. Denis and Point of Rocks. Screens are arranged so the the Westernmost point is at the Top of the screen and the Easternmost Point is at the bottom of the screen. (On North-South territories the North is at the top and South is at the Bottom.) Every effort is made so that Control Points and Signals are displayed on directional lines; this is displayed on the 'Frederick Branch' that runs between Wimer Street and Frederick Junction. The illustrated S curve is just a graphic device to link Minnick and Frederick Jct together in their proper geographic positions. The Frederick Branch is used mostly by MARC commuter trains, 3 each way each work day. The yard betwwn East Yard and Minnick is the 'home' of the MARC Frederick Operations. Originating trains leave East Yard and go to Wimer Street to originate and then operate on the branch to Frederick Jct and then continue off this screen to Doub and ultimately turn onto the Metropolitan Subdivision at Point of Rocks The Blue squares that appear on top of the switches at East Yard and Minnick are Switch Blocks that the Dispatcher has applied to prevent operation over those tracks without the authorization of MARC personnel - Blue Flag Protection.The 'To 5301' notation signifys where this screen connects to a adjoining screen. The 5301 Control Point is known as Doub. Likewise at the bottom of the screen the 'To 5460' indicates that screen connects to the 5460 Control Point which is St. Denis. The White 'blobs' that are below the Main Track representation indicate Defect Detectors, there are 3 on this screen - Illchester, Henryton and Ridgeville.The occupancy of trains on the model boards are indicated by RED track segments. The direction of the train is indicated by small arrowheads in the direction of travel. The Train ID is shown above the leading Red track segment associated with the train. The Westbound Train is E78310, the Eastbound train is Q39810. The RED 10 in Q398's ID indicates that the train is operating Late on its schedule.Lined signals are indicated by the 'signal heads' that exist with each Control Point. This screen demonstrates that E78310 is lined up to meet Q39810 on the siding between East and West Davis. Q39810 will hold the Main Track. The Green line that follows Q39810 indicates that there is a train that has been lined up to follow Q39810. The Magenta track circuit in the siding between East and West Avalon indicats that the track is occupied - this is a normal hold point for coal trains awaiting a yarding location in Baltimore Terminal.The Magenta vertical brackets indicate the existance of tunnels. There are 4 between West Avalon and East Davis. 2 between West Davis and East Hood. 2 between West Hood and East Plane.Click the CADS screen below to open it in larger format in another window.
Apparently the link to the dispatcher's screen is now defunct. Is there any chance you could link to that again? I'd love to be able to read the post while seeing the screen.
Still in training.
Lithonia OperatorApparently the link to the dispatcher's screen is now defunct.
If the link goes to an URL, did you try editing the browser line to a valid URL format and pasting it into search at the Wayback Machine? Often a saved site will also include links to some of the images and other content, depending on what's in the originating site's robots.txt file...
All there was was a tiny icon with a question mark in it, like a link to an image which is now missing.
Do me a favor and post the browser-displayed link to the post(s) or thread in question.
The image was posted to a Forum that has stopped operation.
I have been able to relocate the original....I updated the original thread also.
Never too old to have a happy childhood!
Thanks, Balt!
Overmod Do me a favor and post the browser-displayed link to the post(s) or thread in question.
Lithonia Operator Overmod Do me a favor and post the browser-displayed link to the post(s) or thread in question. OM, here's a link to that page. http://cs.trains.com/trn/f/111/p/263469/2972906.aspx But it looks different now, because Balt has fixed it, and the screen image is there now. I can't get the link to be "hot."
Johnny
Balt, a few of questions:
What does yellow track mean? (Like behind the westbound train.) Does it just mean that trains moving in either direction on that stretch will be seeing yellow signals? And why is the Frederick Branch all yellow?
White seems to mean "you can't physically get there now." Correct?
At the siding where the meet will happen, I understand why the west-facing signal at West Davis is green, as the switch is in the normal position, and Q38910 will hold the main.
But I don't get why the east-facing signal at East Davis is also green. That switch is reversed, and E78310 will have to "turn out" through that switch to get into the siding.
Simply, why are a normal-position switch and a reversed-position switch both shown as green?
What is the yellow bar below the E/W Avalon siding?
Finally, do the red tracks in the MARC yard mean that CSX trains have no business there, ever?
Lithonia OperatorBalt, a few of questions: What does yellow track mean? (Like behind the westbound train.) Does it just mean that trains moving in either direction on that stretch will be seeing yellow signals? And why is the Frederick Branch all yellow? White seems to mean "you can't physically get there now." Correct?
CADS permits two status for tracks 'Automatic' and 'Manual'. When track is in the Manual status it displays as yellow on the model board; when the track is in Automatic it displays as white. Trains can have their ID's configured to be in Automatic or Manual. If both the track and train are shown in Automatic - the CADS system will line the signals as is 'Meet and Pass Software' is programmed to do - Very, Very Very few Train Dispatchers ever use this option - using it is not an acceptable cause for train delay in a company disciplinary investigation.
Lithonia OperatorAt the siding where the meet will happen, I understand why the west-facing signal at West Davis is green, as the switch is in the normal position, and Q38910 will hold the main. But I don't get why the east-facing signal at East Davis is also green. That switch is reversed, and E78310 will have to "turn out" through that switch to get into the siding. Simply, why are a normal-position switch and a reversed-position switch both shown as green?
The signal icons only denote that a signal is lined - it does not indicate what kind of signal indication is displayed. Trains need signals to be lined both down the Main and into the Siding to pull off the meet.
Lithonia OperatorWhat is the yellow bar below the E/W Avalon siding?
While it does not display clearly, that is a train ID of a train that is tied down in the Siding - When there is no active crew on the trains, the train ID displays in reverse video - there are also various color displays that apply to train ID's and parts of the Train ID that signify if the train is On Time, a little late, a lot late on its schedule. There are also colors that identify if the train is a Key Train (over 20 HAZMATS) or if the train has Hi-Wide Cars in the train and several other conditions.
Lithonia OperatorFinally, do the red tracks in the MARC yard mean that CSX trains have no business there, ever?
Actually the track segments that are in Red indicate that those tracks are occupied. In point of fact that is MARC's service facility for the trains that operate between Frederick, MD and Washington - Three trains a day. When the MARC crew reports on duty to the Train Dispatcher and identifies the track of the train they are to be operating, the Train Dispatcher will 'hang' the Train ID (which is the computer trainsheet) on that track and it will follow the train's operation from the train's origin to destination (within the trainsheet both the origin and destination tracks are specified). MARC keeps a 'spare' engine at the Frederick facility in case there are mechanical issues with one of the other locomotives. I believe all MARC diesel locomotives are maintained at MARC's facility at Riverside in the Locust Point area of Baltimore Terminal. MARC trains from and to Baltimore frequently have more than a single engine as power gets rotated from Martinsburg, Brunswick and Frederick for 'real' servicing at Riverside.
The magenta brackets in the horizontal position indicates the various tunnels that exist on each track segment. The white dots under WE Avalon, Henryton and Mt.Airy indicate the Defect Detectors that exist at those locations. The Blue block on the switches at Minnick and East Yard indicate that switch blocks have been applied as MARC has requested Blue Flag Protection for the equipment on the tracks that the switches lead to.
BaltACD The signal icons only denote that a signal is lined - it does not indicate what kind of signal indication is displayed. Trains need signals to be lined both down the Main and into the Siding to pull off the meet.
Are you saying that the DS has in some way "told" the system that "I want Train X to meet Train Y at location Z," and the little "signal heads" are now saying "Okay, I have now lined those two switches so as to execute that particular scenario safely."
Is there a directional rule whereby on this line a westbound will always be the one to take siding? Or is it that things will move more efficiently if the first train to arrive takes the siding? I am thinking it's probably the latter, because that WB train is going to be delayed anyway, so why delay the EB also, by making it snake in and out of a siding.
Thanks for all your very thorough explanations, on an ongoing basis.
Has anyone tried this dispatching computer game?
http://www.signalcc.com/train2/td2freeware.html
If so, any comments? (One thing I know is good is the price of $0.00!)
If it's good, I might want to spend a little money to get the registerable version, with the potential to possibly upgrade to the newest version, and buy more territories.
OTOH, if the concensus is that the thing is glitchy and frustrating, then I'll pass.
Lithonia OperatorOTOH, if the concensus is that the thing is glitchy and frustrating, then I'll pass.
Why? That would make it true to life.
It's been fun. But it isn't much fun anymore. Signing off for now.
The opinions expressed here represent my own and not those of my employer, any other railroad, company, or person.t fun any
Lithonia Operator BaltACD The signal icons only denote that a signal is lined - it does not indicate what kind of signal indication is displayed. Trains need signals to be lined both down the Main and into the Siding to pull off the meet. Are you saying that the DS has in some way "told" the system that "I want Train X to meet Train Y at location Z," and the little "signal heads" are now saying "Okay, I have now lined those two switches so as to execute that particular scenario safely." Is there a directional rule whereby on this line a westbound will always be the one to take siding? Or is it that things will move more efficiently if the first train to arrive takes the siding? I am thinking it's probably the latter, because that WB train is going to be delayed anyway, so why delay the EB also, by making it snake in and out of a siding. Thanks for all your very thorough explanations, on an ongoing basis.
There is no 'rule' on who is to take siding, that being said, MOST of the trains operated on the Old Main Line are Eastbound coal trains destined to two locations in Baltimore and Westbound empty hopper trains returning to the mines. For the most part power for both loads and empty trains are 2 AC locomotives. It is common practice for coal trains to hold the Main and under ideal circumstance be able to get Clear signals at both ends of the siding with the empty train being ON the siding. Depending on the operation of the coal facilities in Baltimore, sometimes coal trains MAY be held in the sidings at Avalon, Davis and Hood (Avalon is a frequent holding location - Davis & Hood not so much).
Notice that behind the Eastbound train track occupancy West of West Plane, the following track segments are all green and the EB signals at Fredericks Jct and E & W Reel indicate green - this indicates that their is another train that is lined to follow the train (Q398 that is a merchandise train-the red day indication of it's ID shows it has Hi-Wide cars) that is approaching W. Plane.
Underneath each place name there is a white location number - each control point location on the CSX CADS system has it's own location number - The Train Dispatcher can select a location by its location number or by clicking his mouse on it. Train Dispatchers can VIEW any display screen in the CADS system - they can only line switches and signals on THEIR assigned territory.
Individual Train Dispatcher territories utilze between 3 and 8 model board displays for their own territory. Additionally they will have 2 or 3 model board displays of other Train Dispatcher's territory that adjoin their own territory so as to minimize the problems of trains moving from one Dispatcher to the next in the route of the train.
While it is not displayed on this particular screen. Adjacent to the place name there is a field that displays future actions that have been programmed by the Train Dispatcher to happen at that control point. One needs to know the switch and signal number of that particular control point to decode the information that gets displayed. The information is viewable to the Train Dispatcher by right clicking his CADS mouse on the field.
Never line a signal for a train just because it is looking at a STOP signal - always have a PLAN for the movement of that train in concert with all the other trains that are on or will becoming on the territory you control.
BaltACD(Q398 that is a merchandise train-the red day indication of it's ID shows it has Hi-Wide cars)
I'm not seeing what you're referring to here.
I do see the red 10 meaning the train is late.
But I don't see anything else red, to mean Hi/Wide. Where is that? And what is a "day indication?"
It must really pay off to have a good rapport with the dispatchers whose territories abut yours.
Lithonia Operator BaltACD (Q398 that is a merchandise train-the red day indication of it's ID shows it has Hi-Wide cars) I'm not seeing what you're referring to here. I do see the red 10 meaning the train is late. But I don't see anything else red, to mean Hi/Wide. Where is that? And what is a "day indication?" It must really pay off to have a good rapport with the dispatchers whose territories abut yours.
BaltACD (Q398 that is a merchandise train-the red day indication of it's ID shows it has Hi-Wide cars)
CSX Train ID's are made of of 3 parts. Letter Prefix, 3 digit train number, 2 digit day of origin. Thus - Q39810 - the red 10 of day denotes that train is carrying hi-wide shipments that have been identified in the train's consist documentation; other colors of the day indicator can also indicate other conditions.
The letter prefixes have definitions - Q R & S are used in the identity of merchandise train numbers. At one time Locals (or Road Switchers) were identified by a letter that corresponded to the division they operate on - over time and division organizations the letters that apply to any particular on any particular division remain murky. Baltimore Divisions locals operate with B, D and H prefixes - the H prefixes were inherited when the Huntington Division was disbanded and territories from Huntington, WV to Cumberland, MD were assigned to the Baltimore Division. Atlanta Division uses A and M prefixes on their locals (they inherited former Mobile Division territory). I believe other operating Divisions are all using two or more prefix letters to identify their locals.
It pays benefits to the carrier for adjoining Dispatchers to be able to work well with each other.
A problem can develop when the adjoining Dispatchers represent different Divisions and Division Management starts DEMANDING certain things - squishing the Train Dispatchers in the argument. Most frequently the issues will develop over crewing issues, either one division doesn't have a crew for a train, or a train is running short on HOS work time and it becomes a point of contention. Issues magnify themselves when the 'contestants' can't resolve the issues in a face to face negotiation. Phones ring and ring, without answer. Messages are left on Voice Mail and no actions are seen or heard to be taking place - frustration goes up a notch or two - more phone work and more frustrations. Fun Times!
Thanks.
It seems like it would be a fascinating job. But, like you say, totally nuts at times.
I think I might try that game software, maybe get some feel for it. Back when I was at Lithonia, in the TT&TO days, I guess the dispatcher had only a conventional paper map/schematic of the line to look at, or just the ETT. And they knew approximately where the trains were only from OSs by operators.
In the old days, did any dispatchers have some kind of physical board, showing the line and sidings, etc., where maybe they used movable markers to represent the trains?
Lithonia OperatorThanks. It seems like it would be a fascinating job. But, like you say, totally nuts at times. I think I might try that game software, maybe get some feel for it. Back when I was at Lithonia, in the TT&TO days, I guess the dispatcher had only a conventional paper map/schematic of the line to look at, or just the ETT. And they knew approximately where the trains were only from OSs by operators. In the old days, did any dispatchers have some kind of physical board, showing the line and sidings, etc., where maybe they used movable markers to represent the trains?
In TT TO days the only 'tools' that the Train Dispatcher had were his Trainsheet, that columnized the progress of each train up or down the trainsheet (stations on the territory were listed in geographical order in the center of the sheet - OS's of the trains were entered on the sheet as recieved from the operators - up or down the sheet in accordance with the movement of the trains). The Train Order Book, which contained all the train orders issued and documentation of who they were addressed to, the operators that copied them and the time they were 'Completed'. The key to making it all work was the brain of the Train Dispatcher and his knowledge of his territory - knowledge gained from numerous trips over the territory on trains, both freight and passenger where such were operated.
I would opine that train dispatching is something like a chess game. You're thinking three or four moves ahead, but then your opponent throws in a move you weren't expecting, and you have to start all over again.
Larry Resident Microferroequinologist (at least at my house) Everyone goes home; Safety begins with you My Opinion. Standard Disclaimers Apply. No Expiration Date Come ride the rails with me! There's one thing about humility - the moment you think you've got it, you've lost it...
tree68I would opine that train dispatching is something like a chess game. You're thinking three or four moves ahead, but then your opponent throws in a move you weren't expecting, and you have to start all over again.
If you aren't planning your railroad 4 hours ahead, you are behind. With each move that you plan, you also have to have in mind a contingency for each 'player' in the plan if they aren't able to fulfill the part you had planned for them for whatever the reason.
With the tools CADS offers, you can actually line up your railroad to run for several hours without having to touch a switch or signal - IF ALL GOES AS PLANNED. This includes meeting, passing and overtaking trains.
BaltACDf you aren't planning your railroad 4 hours ahead, you are behind. With each move that you plan, you also have to have in mind a contingency for each 'player' in the plan if they aren't able to fulfill the part you had planned for them for whatever the reason. With the tools CADS offers, you can actually line up your railroad to run for several hours without having to touch a switch or signal - IF ALL GOES AS PLANNED. This includes meeting, passing and overtaking trains.
Precisely. I'm not a chess player, but as I perceive it, some top players are thinking a lot more than three or four moves ahead.
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