CSX CADS
Posted by BaltACD on Sunday, June 11, 2017 7:22 PM
A quick and dirty explanation of CSX CADS screens. Pictured is the computer display for most of the Old Main Line Subdivision that runs between St. Denis and Point of Rocks. Screens are arranged so the the Westernmost point is at the Top of the screen and the Easternmost Point is at the bottom of the screen. (On North-South territories the North is at the top and South is at the Bottom.) Every effort is made so that Control Points and Signals are displayed on directional lines; this is displayed on the ‘Frederick Branch’ that runs between Wimer Street and Frederick Junction. The illustrated S curve is just a graphic device to link Minnick and Frederick Jct together in their proper geographic positions. The Frederick Branch is used mostly by MARC commuter trains, 3 each way each work day. The yard betwwn East Yard and Minnick is the ‘home’ of the MARC Frederick Operations. Originating trains leave East Yard and go to Wimer Street to originate and then operate on the branch to Frederick Jct and then continue off this screen to Doub and ultimately turn onto the Metropolitan Subdivision at Point of Rocks The Blue squares that appear on top of the switches at East Yard and Minnick are Swi
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What does yellow track mean? (Like behind the westbound train.) Does it just mean that trains moving in either direction on that stretch will be seeing yellow signals? And why is the Frederick Branch all yellow?
White seems to mean “you can’t physically get there now.” Correct?
At the siding where the meet will happen, I understand why the west-facing signal at West Davis is green, as the switch is in the normal position, and Q38910 will hold the main.
But I don’t get why the east-facing signal at East Davis is also green. That switch is reversed, and E78310 will have to “turn out” through that switch to get into the siding.
Simply, why are a normal-position switch and a reversed-position switch both shown as green?
What is the yellow bar below the E/W Avalon siding?
Finally, do the red tracks in the MARC yard mean that CSX trains have no business there, ever?
CADS permits two status for tracks ‘Automatic’ and ‘Manual’. When track is in the Manual status it displays as yellow on the model board; when the track is in Automatic it displays as white. Trains can have their ID’s configured to be in Automatic or Manual. If both the track and train are shown in Automatic - the CADS system will line the signals as is ‘Meet and Pass Software’ is programmed to do - Very, Very Very few Train Dispatchers ever use this option - using it is not an acceptable cause for train delay in a company disciplinary investigation.
The signal icons only denote that a signal is lined - it does not indicate what kind of signal indication is displayed. Trains need signals to be lined both down the Main and into the Siding to pull off the meet.
Are you saying that the DS has in some way “told” the system that “I want Train X to meet Train Y at location Z,” and the little “signal heads” are now saying “Okay, I have now lined those two switches so as to execute that particular scenario safely.”
Is there a directional rule whereby on this line a westbound will always be the one to take siding? Or is it that things will move more efficiently if the first train to arrive takes the siding? I am thinking it’s probably the latter, because that WB train is going to be delayed anyway, so why delay the EB also, by making it snake in and out of a siding.
Thanks for all your very thorough explanations, on an ongoing basis. [Y]
If so, any comments? (One thing I know is good is the price of $0.00!)
If it’s good, I might want to spend a little money to get the registerable version, with the potential to possibly upgrade to the newest version, and buy more territories.
OTOH, if the concensus is that the thing is glitchy and frustrating, then I’ll pass.
There is no ‘rule’ on who is to take siding, that being said, MOST of the trains operated on the Old Main Line are Eastbound coal trains destined to two locations in Baltimore and Westbound empty hopper trains returning to the mines. For the most part power for both loads and empty trains are 2 AC locomotives. It is common practice for coal trains to hold the Main and under ideal circumstance be able to get Clear signals at both ends of the siding with the empty train being ON the siding. Depending on the operation of the coal facilities in Baltimore, sometimes coal trains MAY be held in the sidings at Avalon, Davis and Hood (Avalon is a frequent holding location -
CSX Train ID’s are made of of 3 parts. Letter Prefix, 3 digit train number, 2 digit day of origin. Thus - Q39810 - the red 10 of day denotes that train is carrying hi-wide shipments that have been identified in the train’s consist documentation; other colors of the day indicator can also indicate other conditions.
The letter prefixes have definitions - Q R & S are used in the identity of merchandise train numbers. At one time Locals (or Road Switchers) were identified by a letter that corresponded to the division they operate on - over time and division organizations the letters that apply to any particular on any particular division remain murky. Baltimore Divisions locals operate with B, D and H prefixes - the H prefixes were inherited when the Huntington Division was disbanded and territories from Huntington, WV to Cumberland, MD were assigned to the Baltimore Division. Atlanta Division uses A and M prefixes on their locals (they inherited former Mobile Division territory). I believe other operating Divisions are all using two or more prefix letters to identify their locals.
It pays benefits to the carrier for adjoining Dispatchers to be able to
It seems like it would be a fascinating job. But, like you say, totally nuts at times.
I think I might try that game software, maybe get some feel for it. Back when I was at Lithonia, in the TT&TO days, I guess the dispatcher had only a conventional paper map/schematic of the line to look at, or just the ETT. And they knew approximately where the trains were only from OSs by operators.
In the old days, did any dispatchers have some kind of physical board, showing the line and sidings, etc., where maybe they used movable markers to represent the trains?
In TT TO days the only ‘tools’ that the Train Dispatcher had were his Trainsheet, that columnized the progress of each train up or down the trainsheet (stations on the territory were listed in geographical order in the center of the sheet - OS’s of the trains were entered on the sheet as recieved from the operators - up or down the sheet in accordance with the movement of the trains). The Train Order Book, which contained all the train orders issued and documentation of who they were addressed to, the operators that copied them and the time they were ‘Completed’. The key to making it all work was the brain of the Train Dispatcher and his knowledge of his territory - knowledge gained from numerous trips over the territory on trains, both freight and passenger where such were operated.
I would opine that train dispatching is something like a chess game. You’re thinking three or four moves ahead, but then your opponent throws in a move you weren’t expecting, and you have to start all over again.
If you aren’t planning your railroad 4 hours ahead, you are behind. With each move that you plan, you also have to have in mind a contingency for each ‘player’ in the plan if they aren’t able to fulfill the part you had planned for them for whatever the reason.
With the tools CADS offers, you can actually line up your railroad to run for several hours without having to touch a switch or signal - IF ALL GOES AS PLANNED. This includes meeting, passing and overtaking trains.