I seem to recall an Amtrak train in the Philadelphia area several years ago wandering several miles up the wrong track before being stopped.
A lot depends on where the switches are. In most yard or industrial siding situations which are not under dispatcher control, the train crew needs to make sure switches are properly alingned before proceeding over them, and are usually operating the train at restricted speed precisely so they can stop short of misaligned switches (among other things).
For main track switches in dark territory, there is an expectation that crews leave switches in their prescribed normal position (defined in timetables) before they return track to the dispatcher, or get the dispatchers permission if they do need to leave them reversed for some reason. If a misaligned switch is encountered on a main track and the crew was not informed, someone is probably going to get some time off, maybe permanently.
Balt and some of the others who operate in signalled/ CTC territory can add their comments for those territories..
Perry BabinHow common is it for a train to get switched onto the wrong track due to either the dispatcher(?) making a mistake when making the switch or from the knowing the way it was supposed to go but having the switch in the wrong position? If the train does get switched onto the wrong track and can stop before it goes too far, isn't it a big problem for the train to reverse on the tracks (not mechanically but from rules/laws)?
If the train does get switched onto the wrong track and can stop before it goes too far, isn't it a big problem for the train to reverse on the tracks (not mechanically but from rules/laws)?
Very infrequent. Dispatchers nowadays utilized some form of CADS (Computer Aided Dispatching Systems). Switches and Signals get lined by the Dispatcher manipulating CADS, which has a model board of the territory the Dispatchers controls both CTC (Centralized Traffic Control) and Dark (non-signaled) territory. There were two forms of control of Dark territories - 1. Direct Traffic Contro (DTC) wherein the Dark territory was segmented into defined blocks of territory with trains and/or MofW authorities being issued by the Dispatcher. 2. Track Warrent Control (TWC) wherein the Dispatcher can give trains and/or MofW authorities between specified points on the territory - either stations or specified milepost locations.
CADS keeps track of all the Dispatcher issued authorities and all the switches and signals that Dispatchers line as well as data for each train that is moving under the control of CADS. Pertinent data can be retrieved upon demand when necessary for an accident or rules violation.
The CADS displayed Train Identity is linked to the computerized Train Sheet that is created for each train operating - the Train Sheet contains the Train ID, Locomotives, Crew Names and ID numbers, Loading, Length, existence of High/Wides on the train, identification of the train as a Key Train when it has the minimum required amount of HAZMAT.
Dispatchers know the Orign and intended Destination of all trains operating on their territory. In most cases they also have display screens for other Dispatchers territory that adjoin the working Dispatcher territory to see what traffic is coming to the working Dispatcher. Dispatchers of adjoining territories communicate with each other for the movement of trains over their territory boundries.
In my personal experience the only time I have 'seen' mis-routing of trains has happened with Amtrak and VRE trains departing Washington DC and the CSX BD Dispather and the Amtrak operator at K Tower. There have been occasions when K Tower operated a Amtrak Silver Service train on the departure time of a VRE Manassas line commuter train. CSX Signals approacing Control Point AF display the same signal indication of a divirging route when trains are being crossed over beween CSX #2 and CSX #3 tracks as well as when trains are routed to the NS Main toward Manassas. Amtrak headed toward Fredericksburg doesn't realize they are headed to NS tracks until they are on them. Then there is the whole affair of stopping the train and setting in place the proper protections and procedures for Amtrak to back up and move on the correct route.
The biggest consistent problem is train's having incorrect Train Sheet data, wrong tonnage, wrong length. A Dispatcher NEVER wants to utter the phrase "What do you mean you don't fit?"
Switching mistakes are yard 'boo boos'. Switching a car that was intended for #15 track into #8 track and that error not being discovered until the outbound train is departing and it is discovered it has an additional car or it is missing a car.
Never too old to have a happy childhood!
How common is it for a train to get switched onto the wrong track due to either the dispatcher(?) making a mistake when making the switch or from the knowing the way it was supposed to go but having the switch in the wrong position?
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