What is a Track Warrant?

[Anonymous]

In several topics the phrase "Track Warrant" has been mentioned. What is a Track Warrant and why is it so important?

[edblysard]

Hi Tim
Want the book definiation, its is a mandatory directive,issued to a specific person giving explict instructions which are not open to interpertation. So it says in our timetable. What it does is give a train the authority to occupy a speicfic portion of track, between two stated points, for a stated period of time to perform work. As an example, I want to go out on UPs main, to run around a cut of cars I just drug in a siding, I would contact their dispatcher, and request track and time. He, (or she) would request my engine # and my name, I provide both.
He then , via radio in this instance, would state,"Port Job 252, lead engine 9601, has authority to enter UP main 2 between mileposts 1234 to 1234.5, proceeding west to make a reverse move against your train". I have to repeat this back to the dispatcher, word for word, no changes or ommisions. We have a book, with a form we must copy the info to. This becomes the warrant, written authority to occupy the main, in this case for as long as I need, between milepost 1234 and milepost 1234.5. In essence, I own that part of the main until I contact the dispatcher and release the track. If there had been a necessity for the dispatcher to place a time limit on my work, say he has a train he needs to run by me, he would have stated so, given me a timeframe in military time, and informed me that the warrant expires at the end of the timeframe. If, for whatever reason, I can not clear the main within the timeframe given,I have to contact the dispatcher, before time expires, and request additional time. This warrant also limits me as to what I can do. It only allows me to be between the two points given. When I get around my cars, and back against them, I can not leave the siding until I have obtained another warrant , again for authority to occupy the main from a certain point to a certain point, for a specified period of time. Say I was going to our yard off of the UP main from the siding, I would need to request a warrant from milepost 1234.5 to milepost 1235.5, the switch or junction where our track and UPs join. Authority is just what it implies, you have the right to be on the track at that time, you "own" it. Permission, on the other hand, means its ok to do what your requesting, but you have to watch out for other trains, and the dispatcher will also include this info their instructions. This dosn't require a warrant, it is given verbally, and usually in a location the dispatcher is very familar with, when they, (the dispatcher) know the is no conflicting movements. To add to the fun, you can have "joint authority" in some instances, when the dispatcher knows again that one crew is doing one job and will not interfere with another tain, using part of the same track between the two stated points, say we are both pulling plants, but headed in opposite directions. Warrants can be written, and issued to trains, and can also be verbally given but must be acknowledged and repeated back word for word, so no chance of error or confusion can occur. Crews often pick up their train orders, track bullitins, ( notes on track conditions, slow orders, changes in flags and signals)
and warrants at the begining of the shift, or when they take possession of a train from another crew, or when they pick up a train at an initiating terminal.
Ed

[wabash1]

a track warrent is a form authorization to use the main line outside yard limits. track warrents are given by the dispatcher. track warrent control is a method of authorizing movements or protecting men or on track equipment on the main track with in specified limits. track warrents never have nor ever will be used in yard limits. that is handled by a form 23a . and track warrents do not have a time to clear on them the remain in effect until the crew notifies the dispatcher they are clear of the limits, this may mean they have taken a siding or the rear of the train is inside the yard limits. or they have passed the limits of that warrent. ed train orders on class ones was done away with along time ago.

[edblysard]

Tim, wabash is right, on class 1 road train orders and a thing of the past. But on some terminal raods, we still use a simplefied version....

[Anonymous]

Are track warrant proceedures standard to all railroads or are there small discepence's between railroads? If there are difference's would a engineer be qualified to run on any railroads track?
TIM A

[mudchicken]

Look at a track warrant as being a poor man's version of CTC without all the bells and whistles...switches are hand thrown and you'll never go faster than 49 mph in most cases unless you have automatic block signals.

[edblysard]

Tim,
can't say for all roads, but the GCOR is pretty standard. I would imagine that roads with shared track, in the case of say, UP running on BNSF tracks, I am sure that the crews and dispatchers worked out any discrepencies a long time ago. Most roads require a pilot if the crew from a "foreign" road is new to the territory, and if the crews have been working that run for any length of time, they are familar with the dispatchers and the terminology used. As for engineers being qualified? Well, each rr teaches its own engineers, and issues the license to operate a locomotive. It would involve a fairly standard test, and the license is valid only on the rr issuing it, but, rr that share trackage, use run through crews would have come to an agreement as to the rules they expect the engineers from both roads to know and follow. If your asking if some one who has a license from KCS can go to work for say, BNSF as an engineer, I doubt it, at least not on the PTRA, due to the fact that the seniority roster determines who is in line to be promoted to engineer class, and hireing someone from another road and placing them ahead of the others would cause some problems. The seniority is determined by hire date, so a newly hired person, even though they had a engineer license from their former employer, would have to start at the bottom of the roster, and wait in line with the rest.
I would imagine that most rr would follow the same pattern, althought I am also sure some "special" allowances have happened.
Ed

[wabash1]

Track warrent procedures are the same on all roads the track warrent may be diferant but the wording is the same. i have seen some bnsf warents and they cover more things than the ns. if there is something our warrent wont cover it goes to special instructions and fill it in. as far as running on other railroads. i have a federal lic, that gives me rights to run trains anywhere in the country.. if the bnsf needed engineers today me with lic could get a job. hired in as a engineer and start my senority on that date. now if they cut engineers off i have no senority to hold a conductors job and i be on the street. another way i could work for another road is when the up had trains (during their merger) laid down all over they got engineers from all roads to help move frieght, you do work under their rules and get paid by them. now with this being said, this is all after their roadforman qualifies me on their road.

[Anonymous]

Hello gang here is my shot to try to explain the track warrant there are two types of track warrants the first being the mechinical giving the crew the train now on most of the BNSF called a general track bulliten it listed all the form (A`s), (B`s) and (C`s) for the territory that the train would operate on or come close to the next track warrant is the paper type used to occupie the track i.e. the main track, main one, main two or main three and so on it starts with it being addressed to for example i will use the BNSF as that is what i use when i go on the road
track warrant # 500 December 11 2002
to the BNSF 9889 West at Galesburg on ottumaw sub
X in box two proceede from CTC CP 1705 to CTC Maxon on main one track this all gets repeted back to the dispatcher word for word spelling direction to be traveled and single digit # spelled out more than (1) digit # pronounce number for number then the dispatcher gives the ok time in the 24 hour format along with his/her initalls the conductor gives his/her name or initall to the dispatcher this remains in effect untill limits are reported clear to the dispatcher these are mostly used in dark territory where the maxium authorized speed is 49 mph they can be used in abs/twc territory where the train can run at a faster speed barring any speed restrictions in the train this can also be used in CTC in event of CTC failure meaning that all the signals have went out to keep traffic moving there speed will only be 49 mph here in Galesburg road crews get a tast of all CTC, ABS/TWC and just plain TWC dark. Rodney Beck Conductor/Switchman BNSF Galesburg

[edblysard]

Hey, T,
yer brain fried yet?

[Anonymous]

When all this is done, Tim can mark up!! gdc

[Anonymous]

Sorry guy's, me not being a railroader I have to read this info a couple of times before it sinks in. (Plus I'm trying to keep notes.) I did not realize that engineers had so much responsibility or so many rules to follow. What is a dark area?

[Jackflash]

Dark area (Dark Territory) is unsignaled track
regardless of the condition of the track
speed is limited to 49 MPH, also you might
sometimes hear a track warrant refered to as
a "track permit",,,,jackflash

[wabash1]

Hey jack, you forgot to give him the information overload of rule 99 flag protection not required and all the details.... and i agree when this is over he will be as good as any new hire out here... but there is one thing that never made sense to me in dark teritory the max speed was 49mph for a regular freight train and 50mph if it was abs teritory. then again when us railroader figure out the rules of the game they change the rules.

[edblysard]

If hes printing all this, he ought to end up with a really weird copy of the GCOR...

[Anonymous]

What does GCOR stand for? Is that a standard rule book? Do railroads get together and have a sit down to decide these rules? Are you required to keep a copy with you when operating a train? Can the railroad or Foremen overide any rules?
TIM A

[wabash1]

No the roadforman nor the trainmaster can overide the rules. these rules is what they twist to the favor of the carrier to fire the employee. the rules are written by the goverment and are from injuries substain in the past. and rules tried and true in operating trains. you can bet there will be a rule writen for all carriers to abide by after the mess in baltimore from the csx train and the fire in the tunnel this year. and the mess from the ns train in the derailment in knoxville also. just another way to slow traffic down more.

[edblysard]

Hi Tim,
GCOR stands for General Code of Operating Rules.
And your right, it is the standard "rule book" you hear about. It is a standard set of opperating practices and rules adopted by most railroads, Class 1s, Short lines, most terminal roads like mine and any railroads that fall under the jurisduction of the FRA. It is in it's fourth edition, effective april 2, 2000. It was written by a committee made up of saftey officers, FRA employees, and the AAR.
It covers everything from how close you can stop the train from a switch lined against you, down to the conduct of employees. It is used in conjunction with the timetable of your railroad, which is itself a set of rules and practices for your particular railroad, and differ from railroad to railroad.
Most of the rules make sense, but there are a few which are so ambiguous as to make you wonder if the carriers didn't put them in so they could fire you if they needed to. Case in point, rule 1.6
(this is a exact word for word copy)
1.6 Conduct
Employees must not be:
1. Careless of the safety of themselves or others.
2. Negligent.
3. Insubordinate.
4. Dishonest.
5. Immoral.
6. Quarrelsome.
or
7. Discourteous.
Now keep in mind if you are charged with a rules violation, the investigation is held by the officers of the railroad which charged you. No other parites are involved, and there is no governing practices or guidelines at all. Thats right, the officers who charge you, also decide at your investigation if your guilty of the rule violation they charged you with, and then they decide your punishment, from firing for a period, 30, 60, 90 or 180 days off without pay, up to a year in some cases. Totaly arbitrary decision are made at these kangroo courts. Disicpline is not what is excerisied, but punishment. If you have made a trainmaster mad at you, belive me the first time you screw up you will get as many days off as he can manage. There is not set amoung of "days fired" for any given infraction. I have seen guys get 30 days on paper, (probation) for fouling a switching lead, and another person get 90 real days off for the exact same thing, at the exact same spot. I know, that was me. I wasn't even there, I was at the rear of the train, letting off handbrakes, but I had POed the trainmaster the day before, so I got fired for 90 days, the engineer got 30 days on paper, and the helper/switchman who was on the front of the engine got dismissed outright. That means fired for real, no coming back. So in order to comply with GCOR rule 1.6, you need to keep your halo polished up and in your back pocket, just in case...if you think about it, anytime anything goes wrong, minor or otherwise, you can be charged with rule 1.6, lines 1 or 2.
On the other hand, the rule about blue flags makes perfect sense. Blue flags protect men while working in, under and around equipment, such as in a roundhouse, enginehouse lead or fule rack, or in a yard where carmen are working air on a track. You are not permited to enter a track with a blue flag displayed. Only the person who placed the blue flag, or a person of the craft who placed the blue flag may remone it from the track or engine. This of course prevents you from running over someone repairing a engine, laceing air hose, you get the picture.
So some of the rules make sense, some dont.
Of course, most of us railroaders blow it on rule 1.6 lines 5, 6, and 7 anyway.
At least our trainmasters always say so,
Take care.
Ed

[wabash1]

Ed if that was me fired for 90 days i would have sent the case to a nuetral and got my 90 days of pay back . if i am not anywhere near the actual infraction they wont burn me just becouse i am part of the crew. believe me i have been there already. fired couse the brakeman didnt tie hande brakes on a cut of cars. how about the new infration they are comming up with here on the ns if the engineet is tod the cut is made to take them ahead and the conductor never tied hand brakes that the engineer is fired becouse the ground people are not doing their job. its like this if i have doubt that the conductor secured the train i must ask or go look for myself, i must tie all engines down Fra requires 100% hand brakes on engines when nobody is on them.(how the remote control is exempt is beyond me) get down and see that he has done this. then go back to the engines knock off the brakes and do my job then.

[edblysard]

We have a good one too, how about you being the hogger, your crew is shoving a track, you ask the crew if the point is protected, they say yes, you get down there and both the crew are standing by the air spot, along with the trainmaster, who fires all of you for shoving blind, with out protection. Better, your putting 10 cars in a track that holds 30, you know they fit, you have not shoved half the length of the track, you have shoved this track for years, and you can see the point anyway. Trainmaster says its dark, you can't see the point, broken rails etch...by the way, your engins is facing away from the move, and the crew is on the off side where you cant see them. How do they justify firing the engineer, he did what he was suppost to, he asked, and was told yes. Is he suppost to get down, walk back, make sure someone is ridding the point, and then walk back, remount the motor and start shoving?
Yee Ha....
Ed

[Anonymous]

Ed,
I can't believe it. Did you really irritate a trainmaster? Imagine that, as kind, courteous, considerate and tolerant as they all are (Nyuk, Nyuk, Nyuk)!
If it's any consolation, when line supervisors screw up, the discipline they receive can be much more severe, especially when compared side by side with that assessed to those represented by a collective bargaining agreement.
Have a safe day...gdc

[Anonymous]

What do you mean by "Being Protected"? How do you protect your self? Is that not the job of the dispatcher who should know were you are at?

[wabash1]

what he is talking about is when you are making a shove move there has to be somebody riding the rear of the cut of cars. if you know that the track is clear and that it would hold 15 cars and you are putting 5 cars in this track it should fit and with no worry of hitting anything. but the way the railroad officials think that somebody could walk out on to the rail back there in the way. the building could fall in and we not here it and derail those cars. the dispatcher may know where you are but that is not his responsibility to keep you from hitting another train. the dispatcher can run train after train in the same direction it is each crews responsibility to keep from running over each other. in other words the only real responsibility the dispatche has is move freight, and not have head light meets.

[edblysard]

No consolation at all. Shame that the opportunity to teach employees, instead of puni***hem regardless of their rank, is so often missed. One of the jobs I had before railroading was as a manager of several retail auto parts stores, and as a manager, I always found it is more efficent, safer, and much more profitable to have your employees work with you, instead of for you. And irritate is such a soft word for his feelings for me. I think pissed off is a little closer. And all I did was point out his "flashey move" put two crews on deadhead, and left two trains out in the boonies, waiting for new crews to be cabbed to them. I did learn something though, dont help that type of person out, just stand still and let them shoot themselves in the foot, its safer that way. Kinda funny too!
Keep you posts coming, great info with really good style...
Ed

[edblysard]

Hi Tim
What I was referring to was a new FRA safty rule here on the port. Due to a switchman taking a risk he shouldnt have,(shoving 34 cars into a track he knew holds only 36 cars) and losing count of how many cars he had shoved into a industry track, well, lets say its was a while before we got the cars back out of the ship channel and the catfish out of the cars.
What I meant by protection was the requirement that any shoving move in a yard or industry tracks covering more that 1/2 the distance of the track requires that a member of the crew be on the point, (leading car of the shove)watching the movement, or a member of the crew be in such a position that he or she may see the entire length of the track and the entire distance of the movement. In other word, you have to have someone riding the cut in, or watching from the other end to make sure you dont shove out, or over or into something. Also, I was referring to yard work and industry tracks, and most switchmen have worked the industries around their yards, and know how many cars fit where, shoot I walked the tracks and counted enought cars I should know, but, another one of those GCOR rules, "if in doubt, take the safest route", and thats true. Use common sense, and if your not sure they fit, ride it in. Thats protecting your shove.
Talk to j about the version used on mainline roads, he works for one and would have more info on their version of protection.
Ed

[wabash1]

a train master hates it when the rank and file try to and also shows them when they are wrong. kind of like being married.

[Anonymous]

I agree with that statement it is a whole lot like being married. Rodney Beck switchman/foreman BNSF Chicago Division Galesburg Terminal

[edblysard]

Yeah, but at least when your married the sex is for both parties pleasure.

[wabash1]

with or with out fore play

[Anonymous]

irritate was in a sarcastic tone!!!!!
You'r right though, it's best not to try to help those kind. No good deed goes unpunished. It's a shame! gdc