diningcarBalt, not so on the double and triple track 725 (approx.) mile route through the mountainous BNSF line between Belen and Barstow. While the dispatcher has considerable discretion, he is also subject to operations management plans to minimize the power required. There are frequent 50 mph crossovers (and to my current knowledge) no sidings utilized. Lower priority trains may be held where crew change occurs. Also,
Also,
Despite all management directives - the Train Dispatcher has the actual authority in implementing them on any track segment under his control. The Train Dispatcher will answer to management if and when his decisions end up in unnecessary delay or some other incident.
Never too old to have a happy childhood!
BaltACDThe 'train' doesn't call the shots - the Train Dispatcher routes trains in accordance to how he wants to run 'his' railroad understanding the physical characteristics of his territory and the trains under his control.
Sometimes they need a little help.
The opinions expressed here represent my own and not those of my employer, any other railroad, company, or person.
zugmann BaltACD The 'train' doesn't call the shots - the Train Dispatcher routes trains in accordance to how he wants to run 'his' railroad understanding the physical characteristics of his territory and the trains under his control. Sometimes they need a little help.
BaltACD The 'train' doesn't call the shots - the Train Dispatcher routes trains in accordance to how he wants to run 'his' railroad understanding the physical characteristics of his territory and the trains under his control.
The results of 'trains' calling their shots (with weak or inexperienced Train Dispatchers) generally end up in the term 'Codlocked'. SNAFU
BaltACDThe results of 'trains' calling their shots (with weak or inexperienced Train Dispatchers) generally end up in the term 'Codlocked'. SNAFU
I've had dispatchers (who had to take over territory we run on) call and ask for advice, since you know, as train crews we have somehow done this a time or two before. It's not a sign of weakness - quite the contrary, I believe.
I gather that's another difference between today and the good old days -- once upon a time, dispatchers were supposed to be halfway familiar with their territory. Everyone agree that's not expected now? Hoped for, maybe, but not required.
In any case -- I was just saying a maximum-tonnage eastward train passing Truxton would prefer to stay right-hand running until after Seligman. When SFe double-tracked here they aimed at a 1.42% maximum eastward to Ash Fork, including past Nelson, where the north track (presumably the original line) includes 1.5 miles averaging 1.8% compensated.
zugmann BaltACD The results of 'trains' calling their shots (with weak or inexperienced Train Dispatchers) generally end up in the term 'Codlocked'. SNAFU I've had dispatchers (who had to take over territory we run on) call and ask for advice, since you know, as train crews we have somehow done this a time or two before. It's not a sign of weakness - quite the contrary, I believe.
BaltACD The results of 'trains' calling their shots (with weak or inexperienced Train Dispatchers) generally end up in the term 'Codlocked'. SNAFU
Reference 'WEAK or INEXPERIENCED'. Dispatchers, real ones, are qualified on their terrirories, on the places and tracks that DON'T show on their model boards. They do go on 'road review' expeditions on their territory - in many cases they also make personal relationships with those they work with on the territory - from all crafts. They take their jobs and their performance of those jobs very seriously. Things may be different on other carriers and other locations.
BaltACDDispatchers, real ones ...
timz BaltACD Dispatchers, real ones ... Lots of unreal dispatchers out there these days. How many different territories are today's dispatchers expected to handle, when the RR needs someone to fill in for the regular guy?
BaltACD Dispatchers, real ones ...
Lots of unreal dispatchers out there these days. How many different territories are today's dispatchers expected to handle, when the RR needs someone to fill in for the regular guy?
When I was still working - Extra Dispatchers were to be qualified on TWO Dispatching Desks. Two territories, and the operations that take place on those territories each trick and each day of the week. When Extra Dispatchers were not actively working on a territory that they are qualified on, they would be Training on a specific territory they are not qualified on. They would continue training on that territory until such time as they and their supervisor consider them to be Qualified on that new territory.
Dispatchers with sufficient seniority to hold a 'regular' job, only work that regular job unless they have a Overtime Letter on file to protect some other territory they are qualified on at the Overtime Rate when such a vacancy cannot be filled with a dispatcher from the Extra Board. The Extra Board for a Dispatching Office is nominally one Extra Board position for each 'desk' in the Dispatcher's Office. When I retired the Baltimore Office had Six active desks and Seven Extra Board Dispatchers.
I would like to hear from a dispatcher on the southern transcon with its double, triple and quadruple main tracks; and with fifty MPH crossovers. I have ridden Amtrak 3 and 4 with a radio to listen as the dispatchers handle the 50 to 100 trains per day. The coordination to make this flow is very interesting, especially if you are aware of the track configuration. I suggest there is nothing like it in the USA.
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