How do track warrants differ from old fashioned train orders?
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.
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
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.
Got time to talk about the computer system used in conjunction TWC to prevent conflicts? How it works?
Jay
Once again, never too old to learn something new. I wondered about this once or twice, but never followed it up …
Thanx! [tup]
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.
Think of track warrants as a poor man’s CTC.
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.
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.
Very concise and thorough and understandable explanations and credit to all who contributed.
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
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.
sp caboose,
Where do you live if you don’t mind my asking. I lived for several years in Van Nuys, behind the brewrey.
Sounds like you have lived or at least spent some time in south Georgia - correct?[:D]
Hi Chad
I live in Canoga Park near where the old Burbank Branch was.
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.
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.
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.
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