train movement questions

[chad thomas]

Manual block system as in DTC (direct traffic control)? In a DTC territory track segments are divided into blocks and given names. SP used a lot of DTC. As an example up the coast line out of LA was DTC and as a train headed east the dispatcher would grant block athority. Example:

SP WR53(dispacher for that line) to the 6801 west, you have authorization to procede west th 4 blocks, "Hewitt" through "Santa Susana"

The train has permission to travel west to the end of the Santa Susana block. To procede further he would need to get more blocks from the dispatcher. As the train progressed he would release blocks back to the dispatcher. If the line had ABS signals the dispatcher could also give the same blocks to a following train but not an opposing train. They couldn't do this in dark territory without every train having to slow down to restricting speeds. But at restricted speeds the block could be shared by other trains or track workers. In the case of track work or switching the dispatcher would grant "track and time" in the block. Example:

SP WR53 to the 6801 west, you are granted track & time in the "Hewit" block untill 10:45

Typicaly there would be a passing siding where blocks meet. If a train were to meet another train at the end of there block authority the dispatcher would tell them to take the siding at X. Example:

SP WR53 to the 6801 west, you have authorization to procede west th 4 blocks, "Hewitt" through "Santa Susana", Take the siding at Santa Susana.

Of course every time blocks are given or being released the whole thing would have to be repeated by the crew or dispatcher to make sure all the info is correct.

The block system is simpler to use but fell out of favor because TWC (track warrent controll is a little bit more flexable.

Hope this helps.

[ShaunCN]

still don't know what Manual Block System Clearance is.... I have some papers form CN and CP Rail that are Manual Block System Clearance but they arn't filled out.

[Anonymous]

I quite agree with Philcal. The dispatch tower at the Rochelle "double diamonds" was torn down in the Sixties, and access across the diamond is first-come-first-served, but it is indeed fascinating and efficient nonetheless. Especially when you consider that the dispatchers are coming out of Omaha and Fort Worth!

al

[Philcal]

Shaun, another disappearing icon of mailine operations is the tower or cabin. Metra, in Chicago still has some operating towers, as does CSX, in former B&O territory. System wide dispatching is now done from such venues as Jacksonville Fla(CSX) Richmond Va. (Norfolk Southern) Omaha Nebraska(UP).I believe Ft. Worth Texas handles BNSF. Still, railroading remains a fascinating, and efficient mode of transportation.

[Anonymous]

In the old train time table, train order days the colored lights were used as follows.:
white light and white class lights signified an extra train, no timetable authority

green light and green flags signified there was a following section ( another train using the same timetable schedule of the first train. A very important signal for the trains in the siding in a timetable meet. This was a visual clue, as well as any train carrying green had to blow 1 long and 2 short to that train in siding and hear 2 short and a long whistle in response to bring to their attention they were carrying green flags.

red markers had to be used on the tail end to signify a train. If engines were running light the trailing unit had to display red markers to comply with the rule.

All has become obsolete except the tail end of any train including engines must display a red marker of some sort on the tailend.

Brent

[ShaunCN]

the thrid class light i'm refering to is red... Cn had all 3 colours at one point then on new(er) units it was only red and white finally none. Dose any one know what Manual Block System Clearance is.... when was it used and how?

[Anonymous]

Hello,
Firstly, the days of classification lights are over. I only know of two--green and white. What is the third you refer to? And yes, a flag and a light serve the same function (some railroads used painted metal).

Back in "the day," the timetable told trains when to go where. Any switching done was almost always in yard limits, which is basically "free for all," except that switching has to give way to through trains.

The radio changed everything, and few railroads operate on timetable anymore (what is today the "timetable" is basically just ammendments to the standard rules, such as the General Code of Operating Rules, or GCOR). GCOR no longer has provisions for operating by timetable, and on heavy lines CTC is used, on lighter lines Track Warrant Control is used, and on really lightly used lines, Block Register Territory or Yard Limits are used.

In Track Warrant Control, the dispatcher tells a crew where to go, and can also set up where to do switching outside of yard limits. The track warrant can reference any official point on the railroad, and can also set up meets. It also has a provision for putting in a time limit. These days there are no yard limits outside of big division point yards. If you want to hold on to a little romance of the rails, the track warrant can be written and handed to the crew by a station agent, like train orders of old, but 99% of the time it is transmitted to the crew by radio, and they copy it down.

In block register territory, one train is allowed at a time, or else all trains have to operate at restricted speed. The block register is a piece of paper at the entrance to the track, and the crew signs their train in and out on the register. Ultra-low cost, but ultra-low capacity.

Within yard limits, all trains must operate at restricted speed, (not more than 20 mph--it used to be 15--able to stop short in half of the distance one can see), but you can operate as many as you want. As such, many short switching railroads have the entire line under yard limits--low cost, but only good for lines a few miles long.

High-capacity lines are under CTC, or centralized traffic control. High capacity, very high cost. Under CTC, the dispatcher can control signals and switches, and trains proceed based on signal indication. A train needing to do switching out on the line will usually get a track-and-time authority, though it doesn't need to. Back in the pre-radio days, a train coming upon a red control signal in CTC would have to call the dispatcher on the telephone at the signal, and so the dispatcher could talk to the crew by setting their next signal to red, but nowadays he or she will use the radio.

The GCOR states that all trains must do their work as quickly as safely possible.

Sincerely,
Daniel Parks

[ShaunCN]

I've been "seriously" into trains for about 3 years now but one part of railroading I still do not understand how do trains know when do their work, when to leave ect. I know some call a RTC or dispatcher, their is manual bloack systems and I've heard of CTC when where these systems or any other systems i'm forgeting used? Also a side questions what do those 3 coloured classification lights mean on locomotives... are they the same as when flags where used in steam and early deisel days? Tanks for any ones help with these questions it is much appreciated... the more i know and the more we all know the more we can help others enjoy trains! [:D]