Track Warrants

[Anonymous]

How do track warrants differ from old fashioned train orders?

[tree68]

My observation is that a track warrant (or a Form D or EC-1) is permission to occupy a given section of track. Train orders were more like instructions. In the days of timetable operation, TOs were used to modify the timetable, ie, move a scheduled meet from one place to another, etc, if, for instance a train was running late.

I know there's more to the equation.

[overall]

The way a understand it, a track warrant gives a train the right to occupy a track between two points and may give insturctions as to what to do at a certain point. Also, trains are indentified by the engine number of the lead unit rather than a train number.

For example, a track warrant might go like this;

Engine 4360, occupy main track between Adel and Sparks. Take siding at Sparks.

Railroaders that operate under this system of track authority could give other examples.

Hope this helps,

George

[dehusman]

To add to what Mr. Hemphill has said, timetable and train order operation (TT&TO) was somewhat of a "fire and forget" system where the dispatcher could line up a sucession of moves or create a situation where the train crews them selves could safely decide where to meet the other trains. A dispatcher could issue a sequence of train orders, in conjunction with the regular scheduled trains and several trains in each direction could operate over a subdivision without further communication (if everything went right).

Track warrants require more communication and generally only cover one move from meet to meet. The dispatcher has to communicate with both trains before or after every meet.

TT&TO was designed for operation over long distances with minimal communications, which fit the early operations in N America to a T.Track warrants evolved from train orders and is based on having continuous communication with the trains.

Dave H.

[jeaton]

Got time to talk about the computer system used in conjunction TWC to prevent conflicts? How it works?

Jay

[siberianmo]

Once again, never too old to learn something new. I wondered about this once or twice, but never followed it up ......

Thanx! [tup]

[TheS.P.caboose]

My understanding is that track warrants allow a train to occupy a section of track between points A and B for either a certain amount of time or until another train has passed by.

[mudchicken]

Think of track warrants as a poor man's CTC.

[dehusman]

Track warrants authorize a train to proceed from a location to another location (directional authority) or authoirze a train to work between two points (non-directional). There may be other trains moving in the same direction in the directional limits or there may be other trains jointly within the working limits.

Dave H.

[mvlandsw]

QUOTE: Originally posted by Mark_W._Hemphill

You can't say train order without saying timetable. They're hand-in-glove. The timetable is the instrument that grants authority for every train to occupy the main track on the territory governed by the timetable. The train order temporarily suspends or modifies the authority contained in the timetable, in order to resolve contingencies or circumstances.

Track warrants are not used in conjunction with a timetable. The timetable still exists, but it is merely a record of locations and other instructions. The timetable in TWC territory does not grant authority. The track warrant grants the authority to the specific train(s) to which it is addressed to occupy the main track.

Track warrants are more simple and easier to learn, but vastly less flexible than train order & timetable operation. They place a heavier workload on the dispatcher, who now must individually manage every train's progress, whereas under timetable & train order most trains manage their own progress.

The train order system that I worked under on the B&O's ex BR&P line had very little to do with the timetable. There were no scheduled trains of any class. All trains ran as extras as directed by the orders issued by the dispatcher. Authority to occupy the main track was given by one order and the right over opposing trains was given by a second order.

[daveklepper]

Very concise and thorough and understandable explanations and credit to all who contributed.

[Anonymous]

First let us consider "Methods of Operation." All main tracks, or "controlled tracks," which is almost everything other than yard tracks and some sidings, require some form of authority from a dispatcher or control operator for a train to occupy. The type of authority to occupy a given segment of controlled track is the "Method of Operation." The Method of Operation for each segment is also printed in the timetable for reference.

There are generally two Methods of Operation in use today. These are Centralized Traffic Control (CTC) and Track Warrant Control (TWC). A third method, Direct Traffic Control (DTC), is rarely used anymore. A railroad may use one method on one part of their system, and another method in another part.

In CTC territory, movement authority is granted by wayside signals, controlled by the dispatcher or control operator. Do not confuse these with Automatic Block Signals (ABS), which tell a train whether the track ahead is clear, but do not by themselves authorize the train to occupy the controlled track. That movement authority must be granted by another means, such as a Track Warrant.

Track warrants are also used to issue Track Bulletins such as, Form "A" (slow orders), Form "B" (Men and equipment working), and Form "C" (look out for bad footing next to track at etc.,) but that's another subject.

In the "old days," dispatcher's records of train orders issued were kept in a train order book in the dispatchers' office for reference, but it was up to the dispatcher not to issue conflicting orders that would permit a "lap of authority," which could result in a head-on collision. Track Warrants, however, are issued by the dispatcher through a computerized "Computer Assisted Dispatching" (CAD) system, which keeps track of what authorities have been issued, and "prompts" the dispatcher to prevent the issuance of conflicting instructions.

At the beginning of a trip, the first track warrant is usually transmitted to a printer or fax machine in the crew room, where the crew reviews it as part of their job briefing. Once underway, subsequent track warrants are copied on a pad of pre-printed forms carried by the conductor. This form is nothing more than a list of pre-printed instructions, each on a numbered line, with a check box in front of it. Placing a check mark in the box instructs the train to follow the instructions printed on that line. The conductor makes two copies, one for himself and one for the engineer. (Engineers are not permitted to write anything while at the controls of a moving train.)

When the dispatcher wants to issue a track warrant to a train, the dispatcher contacts the train by radio, and using a specific procedure to prevent errors, instructs the conductor which line(s) to check. For example, the dispatcher might say, "Check Box 2, Proceed on Main track from Podunk to Hooterville." On the conductors copy of the form, there are blank spaces for the track (Main) and the originating (Podunk) and ending (Hooterville) stations. These are filled in by the conductor.

The dispatcher may issue one or more lines as necessary, depending what other instructions may be necessary. For example, if the dispacher wanted the train to go into the sidng to meet another train at Hooterville, he would add, "Check Box 10, Clear main track at last named point."

To assure nothing is overlooked, the dispatcher then summarizes what is included on the track warrant, e.g., "This warrant has two boxes checked, boxes two and ten."

The conductor checks the appropriate lines, then repeats the instructions to the dispatcher, who must listen closely for errors in the "read-back," as an error may be deadly, especially in "dark" (unsignalled) territory.

If the read-back is correct, the dispatcher replies, "That is correct," and states the time and his/her initials. Only then does the track warrant become valid and may be acted upon.

If the dispatcher wants the train to continue past the end of the authority granted on the track warrant, the dispatcher must "void" the existing track warrant and issue a new one to the train.

I hope this helps. Have a safe day.
Ken

[TheS.P.caboose]

WOW!! I haven't heard of DTC in use after the Southern Pacific was mergered into the Union Pacific. I remember that when one of the locals would ask to be on the mainline they would ask the dispatcher for "work and time". Boy does this bring back found memories.

[chad thomas]

sp caboose,
Where do you live if you don't mind my asking. I lived for several years in Van Nuys, behind the brewrey.

[SALfan]

QUOTE: Originally posted by overall

The way a understand it, a track warrant gives a train the right to occupy a track between two points and may give insturctions as to what to do at a certain point. Also, trains are indentified by the engine number of the lead unit rather than a train number.

For example, a track warrant might go like this;

Engine 4360, occupy main track between Adel and Sparks. Take siding at Sparks.

Railroaders that operate under this system of track authority could give other examples.

Hope this helps,

George

Sounds like you have lived or at least spent some time in south Georgia - correct?[:D]

[TheS.P.caboose]

Hi Chad

I live in Canoga Park near where the old Burbank Branch was.

[zardoz]

The CNW used DTC north of Chicago into Wisconsin until the UP merger.

The CP still issues train orders for southbound trains using the section of UP track it shares from Shermer to Bryn Mawr. They are still handed (hooped) up to southbound trains at Rondout. Northbound trains get the orders at Bensenville.

[chad thomas]

SPcaboose,

The Burbank branch, hum, Some of my first memories of train watching were on the Burbank branch at Woodley park. I lived many years in the valley.

Oh, and to keep on topic..... The SP Coast line through the San Fernando valley was DTC untill Metrolink got a hold of it and started extending CTC away from Burbank jct.

[TheS.P.caboose]

True about the coastline, Chad. In fact Union Pacific covered the rest of the coast to CTC about a year ago.

A friend of mine gave me a lot of employee time tables all dated October 25, 1987 of the Western Region of the Southern Pacific. It has station, speed limits, DTC, etc., for all the SP trackage from Portland, OR south thru all of Califonia, Neveda into Salt Lake City, all of Arizona, New Mexico and into El Paso, Texas. Tons of good info.

If memory services me correctly, the coast was dispatched by the SPLA Santa Barbara Dispatcher, later known as WR53. WR53's territory went up to San Luis Obispo where WR50 aka the Coast Dispatcher took over up to Oakland. The old Saugas line was dispatched by the old Saugas Dispatcher, later known as WR52. WR52 also dispatched the Palmdale-Colton cutoff. WR52's territory went up to Cameron. From Cameron to Bakersfield, maybe further I don't know was dispatched by the SPLA Valley Mountain dispatcher. Los Angeles to West Colton was dispatched by the SPLA West dispatcher WR54?? West Colton to Yuma dispatched by the East dispatcher WR55??

I miss the good old days.

[Anonymous]

Mark,
Your points are all valid. I was "generalizing" somewhat to give the first poster an overview. BTW, when you get back to "the world," you'll find that the CSSB has joined the ranks of GCOR subscribers, effective with the new (fifth) edition that took effect April 8, 2005.
Ken

[JDHRAP]

Mark...ease up on Ken...he's a conductor for cryin' out loud!!!

:)

[Anonymous]

I think I understand the basic concept of TWC, but some of the details continue to elude me. Even professional railroaders have been unable to answer my questions (perhaps I am just dense). My basic problem is this:
TW#1 Eng123 run from A to C.
How this Eng123 get past C without stopping first ? All the examples I've seen show a TW#2 that looks like this:
TW#1 is void (or complete)
Eng123 run from C to D.
The trouble is that TW#2 goes into effect as soon as it issued (and acknowledged etc.) so if it is issued before Eng123 gets to C, Eng123 has lost it's right to be on A -> C main track. If you wait until Eng123 is at C before issuing TW#2, Eng123 has to stop (unless C has a really loooong siding).
One option, of course is to omit the words "TW#1 is void" from TW#2, but it is my understanding that failsafe procedures prevent the issuance of a TW from C to A (if not also from A to C) unless TW#1 is void/complete.
The only solution I can thin of is to "cascade:" TW3# would void TW#1, not TW#2. But I have never seen that suggested anywhere.
Anyone know the answer to this conundrum
Will Tajibnapis

[tree68]

Based on what I hear on the CSX Montreal Secondary:

CSX uses EC-1's - essentially the same as a TW... They usually use the term "circle" vs "check," as in "circle line 2."

As an example, the DS will issue authority from A to C, since there is a train between C and D. We'll assume that our subject train has work just before C, allowing the train ahead to move on and clear the line at F. When our train is ready to move on, the DS will issue an EC-1 all the way to F.

I've heard the DS issue successive EC-1's as the train ahead clears each block, and I've heard EC-1's issued for all the track to the end of the line, depending on the traffic.

In the case of a meet, a train will be given authority to the distant end of the siding. Once it is confirmed in the clear, the meeting train will be issued an EC-1 to however far they can get.

I've heard many instances of EC-1's being issued long before the train reaches the beginning block station, and well before the previous EC-1 was fulfilled.

Based on the radio traffic I hear, an EC-1 is apparently marked as fullfilled as soon as a train reports past the last block station authorized on the form. In cases where a train won't actually pass the last block station (they will clear the main at an intermediate point), the EC-1 is cancelled on the air.

I often hear the DS ask a train for the last block station cleared, followed by the issuance of a new EC-1 for a following train as far as that block station.

[dehusman]

The answer is you don't void out the first warrant.

TW #1
Eng 1234 proceed on main track A to C.

TW#2
Eng 1234 Proceed on main track C to D.

When Eng 1234 is by C then you can void #1.

Or you overlap the limits.

TW#2
Track Warrant #1 is void.
Eng 1234 proceed on main track mp50 to D.

(mp 50 is behind the train's current location)

Dave H.

[wabash1]

QUOTE: Originally posted by Willtajibnapis

I think I understand the basic concept of TWC, but some of the details continue to elude me. Even professional railroaders have been unable to answer my questions (perhaps I am just dense). My basic problem is this:
TW#1 Eng123 run from A to C.
How this Eng123 get past C without stopping first ? All the examples I've seen show a TW#2 that looks like this:
TW#1 is void (or complete)
Eng123 run from C to D.
The trouble is that TW#2 goes into effect as soon as it issued (and acknowledged etc.) so if it is issued before Eng123 gets to C, Eng123 has lost it's right to be on A -> C main track. If you wait until Eng123 is at C before issuing TW#2, Eng123 has to stop (unless C has a really loooong siding).
One option, of course is to omit the words "TW#1 is void" from TW#2, but it is my understanding that failsafe procedures prevent the issuance of a TW from C to A (if not also from A to C) unless TW#1 is void/complete.
The only solution I can thin of is to "cascade:" TW3# would void TW#1, not TW#2. But I have never seen that suggested anywhere.
Anyone know the answer to this conundrum
Will Tajibnapis

maybe i can clear things up a bit. i work under twc so what you are asking is not a problem. in the first warrent your train is going from A-C now your train is approaching C and you want to go further the next warrent will say train 123 procede from C to F and hold main at last named point. it is fine to hold 2 warrents . but lets say you wanted to get rid of 1 and run only on one you can back up to B if you want. the key is you must make the warrent to cover ( or start ) 3 miles behind you.

Remeber this all trains going the same direction can overlap autority. ( i am using this as a single main track example with abs signals) everyone going the same direction is like going down the road in your car when you see brake lights you stop well for us the brake lights will be the abs signal and when we see the eot it really means slow down..

in most cases all siding are at least 2 miles long. so lets say you have a 1 1/2 mile long train. and we are running train 123 we departed A with the warrent to proceed from A-C and hold the main. we pull up to C and stop why are next warrent says go from C-F on main after the arrival of 654 at C. then hold the main . ( make this simple 2 miles between each letter) train 654 shows up we leave head for F when we get to E we can give up the warrent saying we could go to C cause we went 3 miles farther to protect the rear of are train.( why did we wait on 654 he was headed from F-C on signle main we want no head light meets)

basic rule of track warrents is they are in effect til the crew gives it up. it is in effect when given a ok time if you back the warrent up enough to cover three miles behind you its cool you can get rid of the warrent you are running on. if you take the siding you cannot give up a warrent til the switch is lined back or the opposing train tells you that they are taking controll of the switch and your rear is in the clear. then give it up. its not hard the warrent gives you permission to be somewhere if you are in the way dont give up your permission if you are in the clear give it up.

[tree68]

Something else about the EC-1's is that they appear to be only good for the direction of travel specified. If train 123 wants to go from A to C and then back to A they either need two EC-1s (North A to C, then south C to A) or an EC-1 giving permission in both directions between A and C. The both directions option is generally given to a local that can be out and back before anything else comes along.

[TheS.P.caboose]

Line #4 on a track warrant is for work between point A and point B on track___.

It sounds to me as if it's a form of receiving "work and time" under the old DTC (direct traffic control) system where the train can go in either direction within the time the dispatcher has allowed.

Points A and B can be from just 1 mile up to however many miles is on the switch list of the local to perform his/her work. It also goes along with any other traffic in the area, be it other locals, eastbound mainline traffic and westbound mainline traffic.

[Anonymous]

Thanks everybody. Lots of food for thought.

[Justicar]

"Block Station" sounds more like Manual Block System. TWC never uses the term "block" as far as I know. Conceptually with TWC there are no blocks. Authorities are variable and spelled out in each one whereas MBS and DTC uses preformatted patterns for you to get authority.