Does a double track have a general rule as to which track is used depending on the direction the train is going ? For example, at the Rochelle web sight, do west bound UPtrains always use the north side track ? Or is this at the discretion of a track supervisor ?
Directions for track use, signal rules, other rules, are given to employees in the employees timetable and books of rules. There is no longer a standard on railroads or on a given railroad in any given location. Safety is the first rule: there could be a train movement on any track at any time in any direction.
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Just an uninformed guess but I think it depends on how the track is signaled. If it's signaled for traffic in both directions then it can be used both ways.
The example I'm thinking of is through Durand, MI. There are two tracks through there, and both are signaled for East/West running. Trains destined for Detroit are commonly parked on the South main while dropping cars at the Durand yard for interchange. That leaves the North track (#1) free to carry thru traffic while they are switching.
Switching at Durand crosses both East/West mains and demands both be shut down when such movements occur.
Norm
By definition, double track involves one track with current of traffic in one direction, and the other in the other direction. As a matter of practice each of the tracks is signaled to protect movements running with the current of traffic.
Again by definition, two main tracks are tracks signaled for movement in both directions. Double track is not the same as two main tracks.
The usual practice on double track in North America is to run to the right. The former CNW west of Chicago was the most important exception, they ran to the left.
There are also situations where double tracks are either on separate roadbeds, or one will fly over another. These are very site specific.
As and where traffic volumes have increased over the past 10 years or so, long segments of double track have been converted to two main track to increase capacity.
Mac
I expect that these days you will find very few stretches of track where two tracks are double-track (with the direction of movement specified). Most multiple-track main lines are operated under some type of traffic control system rules (most railroads call it Centralized Traffic Control--CTC).
The former CNW through Rochelle has been CTC for well over 50 years, so trains can operate on either track in either direction. Because Global 3 is so close to the crossing, you'll see many trains on the near track coming into or going out of Global 3.
BNSF's main line through Rochelle is also CTC. It is a single-track line for most of the way between Aurora and Savanna, with some sidings, but the line through Rochelle is considered to be two main tracks.
Were these lines double-track, you would not see block signals on bridges governing both tracks protecting the crossing. There would be one track with a signal mast at the crossing, and the other track would have a dwarf signal.
It is possible for trains to operate against the current of traffic under double-track rules, but such movements are usually made at restricted speed, and a dwarf signal (which prescribes such movement, generally) is all that's necessary.
Carl
Railroader Emeritus (practiced railroading for 46 years--and in 2010 I finally got it right!)
CAACSCOCOM--I don't want to behave improperly, so I just won't behave at all. (SM)
All of the above being said, though, you'll usually find that trains will be on the right hand track for the direction they are travelling - the exception being CNW (as noted) and some other localized situations.
If you do find a train going the "wrong way," it usually means the DS is up to something, like running one train around another or dealing with local situations such as Global 3.
F'rinstance, at the Deshler diamond (map programs: N 41.20635 W 83.90187), it's not uncommon to have an eastbound on track 1 (the northern track, which generally carries the westbound traffic) when a northbound is making the turn to head east. Likewise, westbounds headed south have to cross over to track 2 (the southern track) in order to hit the wye track that will take them south.
Now you're probably even more confused....
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Back a few years ago, when most of the roads had double track, and not two tracks, if a train were operated (with dispatcher permission) on the wrong main, its speed was limited by dark territory rules--for indeed, the engine crew had no indication at all of anything that was coming towards them or was ahead of them on that main.
Johnny
In double track CTC territory trains can run on either track in either direction on signal indication. While the previous statement is true - REMEMBER - in about 99% of the double track mileage, the track was previously operated under Current of Traffic (Rule 251) Signal Rules, where movement against the current of traffic on a track required the express protection and permission of the Train Dispatcher.
What the above paragraph means in reality - when possible, as a Train Dispatcher you will run trains in the direction of the old Current of Traffic rules. The reason is that the spur and industry tracks along the territory were installed and set up when the tracks were operated under Rule 251 Signal Rules. If a train has mechanical issues that require the set out of a defective car - with the locomotives on the head end of the train; the car has to be set off onto a spur that opens with a trailing point switch so that the bad order can be set off on the spur. If the train is on a track where all the spur tracks are all facing point switches, the difficulty in setting off the bad order rises exponentially.
Never too old to have a happy childhood!
PNWRMNM Again by definition, two main tracks are tracks signaled for movement in both directions. Double track is not the same as two main tracks.
Historically, this was not always true. Some didn't have a distinction between double track and two main tracks. Their timetables would say two main tracks, no matter what the authority (CTC, ABS current of traffic, etc) for movement used.
I think most rule books say in current of traffic territory, trains will keep to the right unless otherwise provided for. CNW, and later UP, time tables had a foot note in the special instructions changing that to trains will keep to the left for their left handed territory.
Jeff
Jeff,
I am going to challenge you to come up with a real rulebook that says what you claim.
I am familiar with the Consolidated Code and General Code. I have at hand January 1, 1969 "Rules and Regulations of the Transportation Department - Southern Pacific Company."
Definitions
Main track - A track extending through yards and between stations, upon which trains are operated . . .
Single track - Main track upon which trains are operated in both directions.
Current of Traffic - Movement of trains on a main track, in one direction, specified by the rules.
Double Track - Two main tracks, on one of which the current of traffic is in a specified direction, and on the other in the opposite direction.
This book is a bit old so it does not define Two Main Tracks in the modern usage which is two main tracks each signalled for movement in both directions. From this I would conclude that SP had no two main track segments under CTC at the time.
Uniform Code of Operating Rules 1940 edition used by the MP, CRI&P and SSW.
Definition: Two or More Tracks.- Two or more main tracks upon any of which the current of traffic may be in either specified direction.
Uniform Code of Operating Rules 1950 and 1968 editions. (The 1950 edition adding some MP subsidaries and the Burlington-RI. The 1968 included those plus the MKT and a couple of terminal roads)
Two or More Tracks.- Two or more main tracks.
All editions include a note for where CTC/Signal Indications are in effect on two or more main tracks are signalled for movement in both directions. It deals with how to designate each track, ie. North or South track on east/west subdivisions or East or West track on north/south subdivisions.
None of the editions show a definition for Double Track, but do have a definition for Main Track and Single Track and Current of Traffic.
ICG Operating Rules 1974 has a definition for Multiple Track.- Two or more main tracks upon any of which the current of traffic may be in either specified direction.
I noticed too, that the Consolidated Code books 1967 and 1980 and a UP 1972 or 74 book pretty much have the definitions the way you have written; no actual two main tracks definition. A few other books I looked at on my shelf either have Double Track (as written above) or Two or More Tracks, using a definition close to the ICG definition of multiple track.
The RI, MP and MKT employee time tables in 2 track territory use the term Two Main Tracks. Then specify if CTC or current of traffic is in effect. Milwaukee Road ETTs (a CCOR road) in their subdivison special instructions do use Double Track in current of traffic or Two Main Tracks (even though there isn't an actual definition in the book) where CTC is in effect.
All of the above is for the technical, rules discussions. Even though incorrect, you may hear railroaders in casual conversation refer to double track or one used around my area, the double main. No matter the actual authority in use.
Edit. One other addition, from the UCOR 1968 book (since it was handy, the others cited have been put away again) is Rule D-81. "Movement Two or More Tracks.- Where two main tracks are in service, trains and engines must keep to the right unless otherwise provided.
Where three or more tracks are in service, their use will be indicated by special instructions."
The "otherwise provided" would be Special Instructions, Train Order, CTC etc.
As I pointed out here earlier, and have elsewhere often, each railroad, while adhereing to the Standard Code in general, would have its own rule and variations even within itself. Most all books I have seen has a similar "main track" definition as a designated track through and connecting to other yards. Two tracks has the most variety of intepretation. While there were hard and fast rules, there were variations of veritually every rule on each railroad. One standard was that you could expect a train movement on any track, at any time, in any direction. The other standard was that other than 4 feet 8 1/2 inches between rails, there was no standards.
If you watched the Rochelle webcam long enough you would have seen both BNSF & UPRR using both tracks in either direction. BTW in case U R unaware the BNSF double track terminates at the end of the building on the right hand side of the cam
jim1944 Does a double track have a general rule as to which track is used depending on the direction the train is going ? For example, at the Rochelle web sight, do west bound UPtrains always use the north side track ? Or is this at the discretion of a track supervisor ?
Living nearby to MP 186 of the UPRR Austin TX Sub
jim1944 (1-10):
Part I (of I-II)
It is felt PNWRMNM (Mac) gave excellent initial answers to your inquiries.
In years past, Santa Fe Railway from Belen, NM to west of Ash Fork, AZ was "Double Track" LEFT running Automatic Block Signals (ABS), then traditional RIGHT running to just west of Victorville, CA, where the line again was LEFT running westward. That latter location is at M.P. 39.1, popularly known as the "Natural Crossover" among railroaders.
Diagram-wise, it looks thus ...
With the advent of CTC in the Victorville-Frost area in 1972, both tracks became bidirectional "Two Tracks" (as opposed to "Double Track"), but dispatchers consistently were biased toward left running west of the natural crossover. Also, the track designations reverse at the point of crossing over, as seen in the diagram above.
On the old Southern Pacific Sunset Route, a one track going over the other takes place in an areas known as Cienega Creek in Arizona.
The diagram:
Unlike the Santa Fe / BNSF track designation switch at the point of crossing, the SP / UP tracks switch designation in Tucson, AZ, a number of miles to the west.
Continued in Part II
----------------------------------------------------------------------------------------------------------------------------------- K.P.’s absolute “theorem” from early, early childhood that he has seen over and over and over again: Those that CAUSE a problem in the first place will act the most violently if questioned or exposed.
Part II (of I-II)
Even in Rochelle, IL where the TRAINS webcam is located ...
... the C&NW traditional left running in ABS days is, under UP now and CTC, the line is still left running biased.
Unofficially, I use the expression 'biased' because railroads consistently use certain tracks for certain directions. Except for a big holiday with only one or two trains running on an entire subdivision, if any, dispatchers don't have the time to equalize track direction usage and/or flex circuitry.
Even in Cajon Pass in Southern California, that hold true as there are very certain consistent biases ...
... where the tracks visually seem to go every which way. The lower, foreground track is UP's single-track Palmdale Cutoff line, whereas everything else is BNSF's now triple-track line.
So, Jim1944, it is hoped this all makes sense and puts the answer to your question perhaps in a different light and perspective!
Take care,
K.P.
Not arguing with your statement so much, K.P., but how does your picture of the UP tracks in Rochelle show a left-handed bias? I see the same signal configuration governing both tracks.
CShaveRR (1-12):
Hi, Carl!
My Rochelle photo does NOT show that bias for sure. I've been there only once, so didn't have a good photo selection to choose from. But, a webcam photo is shown, and the insinuation is that if one watches the webcam view long enough, one will get the sense that the line there is in fact left running biased.
It is hoped Rochelle can be visited again someday, but right now Arizona and New Mexico is hot on my hit list ...
Both Lordsburg, NM looking west
... with maybe a trip up to UP's Columbia River line in the Pacific Northwest.
Best,
Locally, I want to look at the ETT for the NS Reading Line between there and Allentown, PA, and perhaps the Lehigh Line from Allentown to Easton. From the number and locations of the signals - mostly for only 1 track and 1 direction - and usual operations, I am inclined to think that most or all of it is still operated as "Double Track" = signalled for movements in one direction only. Those two lines are former Reading RR and Lehigh Valley RR, respectively, as inherited by ConRail, so that may have weighted against any changes/ upgrades. Will advise later.
- Paul North.
Just to muddy the waters a bit:
We can't forget locations where railroads have decided to run primarily in one direction on one track and the other direction on another track when the two tracks are not co-located. I think KCS has at least one such situation, if I remember my reading correctly. I don't remember exactly where, though.
I believe the two routes in question are still capable of bi-directional traffic, but the bulk of the trains travel in one direction only.
Pertinent to this, as I thought here's what I found out from a circa 2001 NS ETT at http://www.railfanreading.com/NS_Timetables.htm :
1. RULES IN EFFECT - Between:
CP-Allen [RV 0.0] and CP-Burn [RV 0.8 = RV 36.0] No. 1 Track - 261 No. 2 Track - 261
CP-Burn [RV 36.0 ] and CP-Blandon [RV 7.8] No. 1 Track - 251-West No. 2 Track - 251-East
CP-Allen and CP-Burn are both at the western end of the Allentown Yard, about 0.8 mile apart as the MilePost numbers indicate (e.g., RV 0.0), and is former CRRNJ territory. CP-Blandon is on the northeastern outskirts of Reading, about 28.2 miles apart through the East Penn Valley, and is also former Reading RR territory. Track 1 is the northern track, normally westbound with right-hand running; and of course Track 2 is the southern track, normally eastbound with right-hand running.
I couldn't find anything definitive pertaining to the Lehigh Line from Easton to Bethlehem/ Allentown. But, from the signal numbering pattern and a photo just west of Easton that shows 2 masts - 1 on each side of the tracks, and each mast with 2 searchlight-type signal heads, 1 facing in each direction - I'm pretty sure that's Rule 261 territory = 2 (bi-directional) Main Tracks ("2MT").
From an NS Operating Rules book effective May 1, 2008 - page 82:
"MOVEMENT IN SIGNALED TERRITORY Signal
"MOVEMENT IN SIGNALED TERRITORY
Signal
Rules 251, 261, and 271 apply only where designated by Timetable. Their purpose is to control the movement of trains in territory where the entrance to each block is governed by fixed signals, cab signals, or both. Signals authorize movement only as designated by rule. Signals convey track occupancy and/or conditions of the block they govern.
251. Track Signaled in One Direction — Signals Authorize Movement
When track is signaled for movement in one direction only, signal indication will be the authority for trains and engines to operate with the current of traffic and ABS rules apply. Mandatory Directive will authorize movements against the current of traffic and Track Authority rules apply.
261. Track Signaled in Both Directions — Signals Authorize Movement
Signal indication will be the authority for trains and engines to operate in either direction on the same track and ABS rules apply.
271. Track Signaled in Both Directions — Mandatory Directive Authorizes Movement
Track Authority rules authorize train and engine movements and ABS rules apply. ABS signals indicate condition of the block."
Paul, the UP is a great user of rail lines in one direction. Without looking at the maps, I can give an approximation (and a couple of exactitudes). Northeast of Texarkana, the old Iron Mountain is the preferred NE-SW line (Amtrak is run in both directions); I do not recall just what the NE point is. Between Beaumont and Houston, the former BS&L is the eastbound , and the former SP is the westbound line (since there are no intermediate stops for the Sunset, Amtrak is run the same as freights.) There are others, such as the former MKT and IGN between Austin and San Antonio (MKT south, IGN north; again, the Texas Eagle follows the freight usage.) The life of the dispatchers is greatly simplified, but, of course, the UP has to transport crew to/from intermediate points.
Directional running works well for UP in the areas mentioned since the various predecessor roads were all over each other's back yards. The former MP and SSW mains are directional running probably between Paragould and Texarkana. Between East St. Louis and Paragould, the line was a joint operation of sorts with ownership divided at the Thebes Bridge, MP north of that point and SSW south of that point, with the other road having trackage rights.
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